Fassi Crane Instalation

Fassi Gru S.p.A.
- Machinery Directive - FASSI Loader Crane Installation Instructions Book
Edition 3 of 01 April 2011
INSTALLATION_INSTRUCTIONS_2011_EN.doc – English version 1

Fassi Gru S.p.A. - Machinery Directive - FASSI Loader Crane Installation Instructions Book
TABLE OF CONTENTS
1. GENERAL 5
1.1 GENERAL INDICATIONS 5

1.2 APPLICABILITY 6
1.3 MACHINERY DIRECTIVE 6
1.4 REFERENCE DIRECTIVE 7
1.5 SAFETY REQUIREMENTS 8
1.6 DEFINITION OF RESPONSIBILITIES 8
1.7 PRECAUTIONS ABOUT THE RISKS DURING THE INSTALLATION OPERATIONS 9
1.8 REFERENCES FOR THE INSTALLER 10
1.9 CRANE MODEL IDENTIFICATION CODES 20
1.10 DEFINITION OF MAIN CRANE AND INSTALLATION COMPONENTS 22
1.11 DEFINITION OF MAIN CRANE ACCESSORIES 23
1.12 DEFINITION OF THE MAIN COMPONENTS OF THE INSTALLATION 24
1.13 IDENTIFICATION OF THE CRANE AND ACCESSORIES SERIAL NUMBER _ _____________ _ 24
2. CRANE-VEHICLE COMBINATIONS 27
2.1 COMBINATION PRINCIPLES 27

2.2 DETERMINATION OF AXLE LOADS 27
2.2.1 Where to find the technical data 28
2.2.2 2-axle vehicle / crane mounted behind cab 31
2.2.3 3-axle vehicle / crane mounted behind cab 34
2.2.4 2-axle vehicle / rear mounted crane 39
2.2.5 3-axle vehicle / rear mounted crane 42
2.2.6 Tractor truck / crane mounted behind cab 47
2.2.7 Example of axle loads distribution using Fassi FIP program 50
2.3 THEORETICAL STABILITY ANALYSIS - ANALYTICAL METHOD 51
2.3.1 Crane behind cab 51
2.3.2 Crane mounted on the rear 59
2.3.3 Crane mounted on three axle vehicles 67
2.3.4 Theoretical stability check using a graph 68
2.4 Example of theoretical stability check using the Fassi “FIP” program 69
3. SIZING 70
3.1 CHECKING THE VEHICLE CHASSIS AND CRANE SUB FRAME 70

3.1.1 Sub frame material 77
3.1.2 Sub frame end tapering 77
3.1.3 Length of sub frame 79
3.1.4 Connecting cross members 81
3.1.5 Sub frame construction 84
3.1.6 Securing the sub frame 86
3.1.7 Self supporting sub frame 90
3.2 CRANE ANCHORING 99
3.2.1 Tie rods 102
3.2.2 Blocks and plates 104
3.2.3 Tie rod nuts and counter nuts 104
3.2.4 Devices preventing the vehicle chassis from getting crushed 104
3.2.5 Identification and modification of the rotation dead point 105
4. SUPPLEMENTARY OUTRIGGERS MOUNTING 107
4.1 GENERAL 107

4.2 FREE SPACE UNDER THE OUTRIGGER RAM 107
4.3 SUPPLEMENTARY OUTRIGGERS INSTALLATION 108
4.3.1 Above-chassis mounting 108
4.3.2 Under-chassis mounting 109

4.4 HYDRAULIC CONNECTIONS FOR THE SUPPLEMENTARY OUTRIGGERS 109

4.5 CALCULATION OF BOLTS Q.TY TO FIX SUPPLEMENTARY OUTRIGGERS 109
4.6 SPECIAL SUPPLEMENTARY OUTRIGGERS INSTALLATIONS 110
4.6.1 Under cabin mounting 110
4.6.2 Extra supplementary outriggers mounted on the rear of the vehicle 112
5. POWER TAKE-OFF AND PUMP 117
5.1 GENERAL 117

5.2 SELECTING THE POWER TAKE-OFF AND PUMP 117
5.3 INSTALLING POWER TAKE-OFF ON GEAR BOX 121
5.3.1 Limitations 121
5.3.2 Final check 121
5.4 POWER TAKE OFF – SPECIAL CASES 122
5.5 PNEUMATIC COUPLING OF POWER TAKE-OFF 123
5.6 MECHANICAL COUPLING OF POWER TAKE-OFF 123
5.7 INSTALLING THE PUMP 124
5.7.1 How to start up piston pumps 126
5.7.2 Adjustment of the engine speed 126
5.8 CRANE OPERATED THROUGH AN ALTERNATIVE POWER GROUP 126
6. HYDRAULIC SYSTEM 128
6.1 DIMENSION OF THE SUCTION LINE 128

6.2 DIMENSION OF THE PRESSURE LINE 129
6.3 PIPES FOR THE HYDRAULIC CONNECTION OF THE SUPPLEMENTARY OUTRIGGERS 131
6.4 FILLING-UP OF THE OIL TANK 131
7. ELECTRIC SYSTEM 132
7.1 SUPPLY LINE CONNECTION TO THE VEHICLE 133

7.1.1 Supply line for cranes with FX800 electronic system 134
7.1.2 Supply line for cranes with FX500 electronic system 135
7.1.3 Supply line for the FX804 slave unit for FX800 electronic system 135
7.1.4 Supply line for the FX504 slave unit for FX500 electronic system 136
7.1.5 Cable for radio remote control options for FX800 electronic system 136
7.1.6 Cable for radio remote control options for FX500 electronic system 137
7.1.7 Supply cable for user panels for FX800 electronic system 138
7.1.8 Supply cable for working lights for FX800 electronic system 139
7.1.9 Supply cable for working lights for FX500 electronic system 139
7.1.10 Supply cable for height sensor for FX800 electronic system 140
7.1.11 Supply cable for height sensor for FX500 electronic system 140
7.1.12 Supply cable for oil cooler for FX800 electronic system 141
7.1.13 Supply cable for oil cooler for FX500 electronic system 141
7.1.14 Signal cable from M.O.L. system 142
7.1.15 PLE signal cable for FX500 electronic system 143
7.1.16 Supply cable for DCS option for FX800 electronic system 143
7.1.17 Extra wires for eventual customer options for FX800 electronic system 144
7.1.18 Supply cable for FSC system - main unit 144
7.1.19 Supply cable for Can bus lines shunt box - IE696 145
7.1.20 Supply wire for outriggers selector to indicate the operator position 145
7.1.21 Connection cables between main FSC unit and SD2 shunt box for supplementary outriggers 146
7.1.22 Supply cable for M.O.L. system (version integrated in the FSC system) 147
8. PNEUMATIC SYSTEM 147
9. CRANE COMPONENTS ASSEMBLY IF NOT FITTED AT THE ORIGIN 148
9.1 APPLICATION OF THE OUTRIGGER RAMS FOR THE CRANE 148

9.1.1 Use of monocast outrigger plates 148

9.2 ACCESSORIES INSTALLATION 149

9.2.1 Jib installation 149
9.2.2 Manual extensions installation 151
10. CONTROL STATION 152
10.1 ACCESS 152

10.2 PROTECTION AGAINST THE RISK OF INHALING EXHAUST FUMES 155
10.3 PROTECTION AGAINST THE RISK OF CRUSHING AND SHEARING 155
11. PRACTICAL TESTS CARRIED OUT BY THE INSTALLER 157
11.1 FUNCTIONAL TEST 157

11.2 STATIC TEST 157
11.3 DYNAMIC TEST 158
11.3.1 Sink rate of the boom system under nominal load 158
11.4 STABILITY TESTS 158
11.4.1 General 158
11.4.2 Test load 158
11.4.3 Test conditions 159
11.5 Stability test approval criteria 161
11.6 TEST REPORTS 163
11.7 VERIFICATION AND MEASUREMENT OF THE ACOUSTIC EMISSIONS 163
11.8 FSC SYSTEM SETTING 164
11.8.1 Setting of the FSC/L system 164
11.8.2 Setting of the FSC/M1 - FSC/M2 systems 164
11.8.3 Setting of the FSC/S system 166
12. CHECKING MAXIMUM MASS ON AXLES 174
13. RE-ADJUSTMENT AND SEALING OF THE CRANE 175
14. CRANE TRANSFORMATION 176
15. LIST OF HAZARDS 177
16. INSTRUCTION PLATES AND STICKERS 177
17. SPECIAL CASES AND INSTALLATION 177
17.1 CRANE INSTALLED ON FIX PEDESTAL 179

17.2 CRANE INSTALLED ON BOAT 179
18. TECHNICAL FILE 180
19. CE MARKING AND DECLARATION OF CONFORMITY 184
19.1 GENERAL 184
20. CRANE DELIVERY TO THE CUSTOMER/END USER 185
21. ENCLOSED 186
21.1 CHART WITH CRANE FEATURES 187

21.2 CHART WITH THE FEATURES OF THE SUPPLEMENTARY OUTRIGGERS 188
21.3 CHART WITH THE FEATURES OF THE HYDRAULIC CIRCUIT (working pressures and oil flow) 189
21.4 LIST OF HAZARDS 190
21.5 CE DECLARATION OF CONFORMITY ISSUED BY THE CRANE PRODUCER (fac-simile) 193
21.6 CHECK LIST (fac-simile) 195
21.7 LOADER CRANE LOGBOOK (fac-simile) 196

1. GENERAL
1.1. GENERAL INDICATIONS
The aim of this handbook is to provide instructions, diagrams, directions and basic guidelines for correct crane
and vehicle assembly and for the execution of a series of tests after assembly in order to check operation.
Before starting to mount the crane on the vehicle, read this handbook carefully and also the
vehicle manufacturer's handbook. Make sure you always follow the instructions to the letter. In
case of doubt, contact the “AFTER SALE SERVICE” office of the crane manufacturer.
The crane must be mounted on the vehicle only at centres licensed by the Manufacturer. These centres must be
operated by skilled personnel and comply with these specifications.
FASSI reserves the right to change the installation instructions at any moment or to provide specific installation
instructions related to a crane model that could deviate from these general installation instructions.
When making changes or fitting any type of equipment it is a general rule not to alter anything affecting proper
operation of assemblies and vehicle members when running.
For example:
• There must be free access to all points requiring inspection, maintenance or periodical checks. In the case of
enclosed superstructures, special openings and accesses must be provided.
• Liberty of movement must be ensured for tip-up cabs; in case of superstructures over the cab, it is
important to ensure a suitable air flow.
• It must be possible to dismantle the various assemblies for servicing. For example: service to the gearbox or
clutch must be done without the need to dismantle the main parts of the structure to be fitted.
• The cooling system (calander, radiator, air ducts, cooling circuits, etc.) and the engine air intake system
must not be altered.
• Sound-proof panels must not be altered or removed so as not to change the vehicle's approved noise levels.
If it is necessary to make an opening (e.g. for the longitudinal chassis sections), it must be sealed properly
using materials with the same inflammable and sound-proof characteristics of the original ones.
• The brakes and the battery cases must be properly ventilated.
• When positioning mudguards and wheelhouses, the rear wheels must have enough space to move freely
even when chains are fitted.
• Upon completion of the assembly work, headlight adjustment must be checked for safety reasons and
rectified if necessary. To do this, turn the headlight adjusting screw and check the trim corrector adjustment
range with a full load. Proceed as specified in the vehicle handbook, remembering to record, in it, any new
values.
• For any parts supplied separately (e.g. spare wheels, chocks or fuel tank), it is up to the installer to place
and secure them in a safe and accessible position and to comply with any national standards.
• When welding, boring, grinding or cutting in the proximity of braking system pipe work (particularly when
made of plastic) and electric cables, always take the necessary precautions to protect them or remove them
if necessary. Further precautions must be taken for ABS braking systems.
The following must be borne in mind as regards the electrical system:
a) Precautions for the generator.

To prevent damage to the diode rectifier, the battery must never be disconnected with running engine. If
the vehicle needs to be tow-started, make sure the battery is connected. If you need to charge the
battery quickly, disconnect it from the vehicle circuit.
b) Earth connections.
In principle, the vehicle's original earth connections should not be changed. If, however, it is necessary to
move them, make sure the system is re-earthed properly to ensure complete efficiency.
c) Electric cables.
The cables in the electric system must be connected by water-proof joints of the same type as the
original ones. Any section of added cable must be suitably sheathed and fixed by means of brackets.

All vehicle parts (chassis, driver's cab, superstructure, etc.) involved in the modification or addition must be
sufficiently protected against rust and corrosion.
All parts involved must be properly protected and painted.
In order to improve continuously the product, the manufacturer right change some parts.
If any discrepancies are found between what is described or illustrated in this handbook and the instructions for
the crane to be mounted, contact the Manufacturer for further details.
This handbook reflects the state of the art at the time of writing and cannot be considered incomplete merely
because it has subsequently been up to date in the light of new experiences.
All dimensions and formulas, etc. are expressed in IS (International System) units. For conversions to the British
system of measurement, consult the relevant conversion tables.
1.2. APPLICABILITY
This installation instruction book is essentially made for the installation of FASSI loader cranes on vehicle. For
installations on fix pedestal, inshore boat or railways equipments, refer to chapter 17 (Special cases and
installations) where basic information are given. Contact the FASSI after sale department for supplementary
information about special installations.
1.3. MACHINERY DIRECTIVE
These guidelines have been drawn up to help anyone mounting a crane on a vehicle to comply with the
Machinery Directives as regards safety and health safeguarding.
They define a simplified procedure for determining the CE marking on the machine.
The Machinery Directive 2006/42/CE (last version in force from 29/12/2009) designates the “machinery” as:
“an assembly, fitted with or intended to be fitted with a drive system other than directly applied
human or animal effort, consisting of linked parts or components, at least one of which moves, and
which are joined together for a specific application” and in our case “ready to be installed and able
to function as it stands only if mounted on a means of transport, or installed in a building or a
structure”.
The essential requirements of this directive involve the elimination or reduction of risks by adopting the
necessary protective measures and providing suitable warning thereof.
The crane manufacturer and the installer must both comply with the safety requirements when designing,
building and using the machine.
In the case of accident, non compliance with the machinery directives involves the following:
• Criminal sanctions according to the law in force in the country in which the accident occurs.
• Monetary compensation of damages as per provision of the law of any member state (Damage
due to faulty product).
• Withdrawal of the machine from the market (plus any similar machines).
• Measures against any party applying the CE mark to a machine that does not comply with the
safety requirements.
The machinery directives exempt the Manufacturer from liability if he can prove that the product was made
according to an approved technical procedure or, lacking this, that the state of scientific and technical
knowledge when the product was put on the market prevented the defect from being discovered.
In the case of a public exhibition, if the machinery is not in compliance with the machinery directives, a special
sign must be displayed specifying the non conformity of the machinery and that it cannot be bought until the
Manufacturer has complied with the standards.

1.4. REFERENCE DIRECTIVE
Introduction: The CE mark presupposes compliance of the machine with all European Standards in force at the
time.
Below is a list of some of the reference standards/directives to be observed:
N° of the Standard/Directive Designation

DM 2006/42/CE Machinery Directive
ISO 9000 Company quality system
EN 287-1 Testing of welders
EN 12100-1 e EN 12100-2 Machine Safety - Basic Terms and Technical Guidelines
EN 439 Welding Additives - Shield Gases for Arc Welding and Cutting
UNI EN ISO 14341 Welding Additives - Wire Electrodes and Weld Metal for Metal-Gas-
shielded. Welding of Unalloyed Steels and Fine-grained Steels -
Classification
UNI EN ISO 2560 Welding Additives - Encased Rod Electrodes for Arc Manual welding
of Unalloyed Steels and Fine-grained Steels - Classification
UNI EN ISO 14731 Welding Supervision - Tasks and Responsibilities
UNI EN ISO 3834-1 Welding Quality Requirements - Arc Welding of Metallic Materials,
Part 1
UNI EN ISO 14121-1 Machine Safety - Guidelines for Risk Assessment
UNI EN 10025-1 e 10025-2 Hot-rolled Products Made of Unalloyed Structural Steels, Technical
Terms and Conditions of Delivery
UNI EN 10025-1, EN 10025-2 e Hot rolled Products Made of Fine-grain Structural Steels Suitable for
EN 10025-3 Welding
EN 10204 Metal Products - Types of inspection Certificates
EN 12999 Cranes - Loading cranes
DIN 15018; 15018-1; 15018-2; Cranes - Basic Principles for Steel Girders - Calculation - Principles
15018-3 for Construction Design and Execution - Calculation of Motor
Vehicle Cranes
DIN 18800-1 Steel Construction - Measurement and Design
DIN 18800-1/A1 Steel Construction - Measurement and Design - Amendment A1
UNI EN ISO 5817 Arc Welded Connections on Steel - Guidelines for the Evaluation
Groups of irregularities
UNI EN ISO 9892-1 Arc Manual Welding, Gas-shielded Welding and Gas Welding,
welding Seam Preparation for Steel

1.5. SAFETY REQUIREMENTS
The installer must refer to these directives and also to all accident prevention standards in force
concerning shop-floor work and the handling of loads.
1.6. DEFINITION OF RESPONSIBILITIES
As for the manufacturer of the crane, the installer has precise responsibilities; he is responsible for final
approval including the CE mark, without which the machine cannot be sold within the European Community.
In particular the installer is responsible:
• To plan crane installation on the vehicle;

• To carry out the installation and superstructure mounting on vehicle with possible modification of the
original chassis;
• To test the crane after installation on the vehicle;
• To provide for safety and operating instructions;
• To provide for training of the operator/s at the delivery of the crane to the end user;
• To make the risk analysis of the installation adopting the highest possible safety level to prevent the risks in
accordance with the latest technology and the UNI EN ISO 14121-1 standards;
• To supply understandable and adequate operating instructions;
• To produce and place, in easily visible locations, permanent warning signs where required.
Sub frames, superstructures and/or modifications submitted by the installer to FASSI for verification do not
release the installer’s responsibility.
Within the framework of the Machinery Directives the definition of "Manufacturer" is equivalent to the definition
of "installer" as regards the final equipment.
Damages caused by wrong assembly of the crane or by the non respect of the planning and safety norms or by
wrong working instructions on behalf of the company that has carried out the assembly.
Any modification of the original vehicle or superstructures installation must be approved by the vehicle’s
producer.
NOTE:
During the execution of the installation it is compulsory to take in consideration all prescriptions and indications
provided by the vehicle’s producer not to compromise the performances of the vehicle as well as any eventual
local traffic regulation so as:
The vehicle’s producer prescriptions and directions as well as local traffic rules prevail on the
direction of this manual.

1.7. PRECAUTIONS ABOUT THE RISKS DURING THE INSTALLATION OPERATIONS
Follow with scrupulosity the instructions given by the producers of the vehicle and of the loader crane.
Wear the personalized protection equipment (helmet, shoes, gloves, glasses).
Prior to the start of the installation work check if the vehicle is clean (don’t clean using petrol but dedicated
solvents), verifying that the working area is on flat floor of suitable consistency, without any hole or step that
could prevent the safety of the workers employed for the installation.
Works must be carried-out in an airy environment: before the start of the engine always check if the exhaust
gas are rightly evacuated (exhaust gas are noxious).
During the installation operations no extraneous people must be in the area dedicated to such work.
For the shifting of heavy parts (sub frame, crane, etc.) it is a must be to use adequate lifting equipments.
For what concern the shifting of the crane during the installation phase, the use and maintenance manual
reports:
- The crane weight
- The position and value of the barycentre of the crane not installed.
- The anchoring points of the intermediary lifting equipments (shackles, hooks, chains, ropes) necessary to
shift the crane safely.
Crane parts and components that, due to the installation, could fall down or lose their stability must be rightly
locked up and/or made stable. Never work under a component which is held up by a cylinder, a winch and/or a
crane or any lifting equipment, unless it is secured by a safety sling.
If few workers are working on the same equipment, their work must be coordinated and made it known to
everybody. All employed man power must know continually the working position of their colleagues.
For installation or adjustments in the height it is a must to use adequate access devices.
If it is necessary to drill or to grind, or in any case to use any portable tools having the risk of metal projections,
safety glasses must be worn.
Welding operations must be carried-out using all the necessary safety measures to reduce the risks of burning,
radiation and/or smoke.
If welds are related to special steel the operation requires qualified and patented staff.
Before the start of the work on the hydraulic circuit be sure that the engine is not in motion and the circuit is not
pressurized.
To fill up cylinders and/or carry-out operations of air cleaning, slowly unscrew the filling plugs.
Remember to carefully tighten the plugs of hydraulic drain lines and of the kinematics chain.
For the hydraulic pressure check use proper fittings paying attention to select the corresponding part of circuit
section to be verified.
Adjustments and tests can induce risks generated by stresses into the materials higher than the ones generated
during the normal crane operation.
Tests, for their nature, are operations performed in different conditions compared to the standard ones and they
can create potential dangers implying the necessity to use adequate preventive measures.
Dangers coming from such operations are substantially traceable to the limit conditions that, in case of collapse
of components or devices fault, could cause structural breaking and/or overturning.
Therefore it is a priority that such tests would be performed in isolated areas and by personnel well informed
about the effect of the eventual anomalies.
In case it is not possible to perform the tests in isolated areas without the presence of other people, the area
where the tests are to be performed must be: isolated with adequate means, marked with warning sign and
warning notice and protected according to the necessity.

1.8. REFERENCES FOR THE INSTALLER (EXTRACTED FROM THE EN12999:2011)
POINT ESSENTIAL REQUISITES

5.5.2 Pump
A pump shall have the capacity to deliver the correct flow and pressure specified by the crane
manufacturer for the hydraulic system when being driven at the specific speed. The pump size and its
specified driven speed shall be chosen to ensure that the capacity of the power supplier is utilized
efficiently. There shall be a device that limits the pressure supplied by the pump to the loader crane.
Note: See annex M for guidance on selecting the correct pump size.
The pump shall be suitable for the fluid used in the hydraulic system.
5.5.5 Hoses, tubes and fittings
Burst pressure for hoses shall be minimum four times the maximum working pressure for hoses without
end fittings. Burst pressure for fittings and raw material for tubes shall be minimum 2,5 times the
maximum working pressure.
Hoses, tubes and fittings shall be so located, installed and, where appropriate, protected so that they do
not get damaged by chafing, trapping, etc.
Hydraulic hoses containing fluid with a pressure of more than 5 MPa and/or having a temperature over
50 °C and which are located within 1,0 m of the ope rator, shall be guarded.
Any part or component which may divert a possible jet of fluid can be considered as a protection device.
Hoses intended to withstand a pressure of more than 15 MPa shall not be fitted with reusable end
fittings.
Hydraulic hoses that are used for the connection of interchangeable equipment shall be designed or
identified or located to avoid any incorrect connection causing a hazard, e.g. to reverse the direction of
movement of a hydraulic cylinder.
5.5.6 Precautions against hydraulic line rupture
5.5.6.1 Loader cranes other than timber handling cranes.
All load carrying circuits shall be equipped with automatic means, e.g. load holding valves, to prevent
uncontrolled movement of the crane in the case of hydraulic line rupture. This does not apply to rotators
attached to the boom tip. Flow sensitive check valves shall only be used for equalizing and pressure
sensing lines. The maximum flow through these lines shall not exceed 3 I/min.
Valves used for this means shall be close coupled to the cylinder. They shall be either:
a) integral with the cylinder, or
b) directly and rigidly flange mounted, or
c) placed closed to the cylinder or connected to it by means of short rigid pipes having welded,
flanged or threaded connections.
Burst pressure of the raw material for tubes between lock valve and actuator shall be minimum three
times the maximum working pressure.
5.6.1.3 A warning visible and audible from the transport driving position shall indicate when the crane height
exceeds a predetermined maximum (as described in 7.2.3.4). The audible warning may be silenced by
an acknowledgement button or by a signal that the parking brake of the vehicle is engaged.
5.6.1.5 Cranes, with manually operated stabilizer extensions, shall have a warning visible and audible from the
transport driving position that indicates when the stabilizers are not locked in the transport position. The
audible warning may be silenced by an acknowledgement button or by a signal that the parking brake of
the vehicle is engaged.
5.6.1.7 For cranes with a rated capacity of 1.000 kg or above, or a maximum net lifting moment of 40.000 Nm or
above, equipped with manual extensions, these extensions shall be included in the system of the rated
capacity limiter. A mode selector may be provided to select the boom system configuration on the
limiting and indicating device when manual extensions are fitted.
5.6.2 Rated capacity limiter
5.6.2.1 The tolerance of the rated capacity limiter shall be such that it is activated between 100% and (100 +
∆%) of the rated capacity. The value of ∆ depends on hydraulic outreach in accordance with the
following equation:
∆<8 + 0,5R <20
where:
R is the hydraulic outreach in metres (m).

For timber handling cranes and for loader cranes with a rated capacity of less than 40.000 Nm, the
tolerance ∆ = 20% may be used independently of the hydraulic outreach.
Note: it is generally accepted that a rated capacity limiter for loader cranes limits the load moment. At
long outreach the main part of the total lifting moment comes from the dead loads and only a small part
from the payload. Tolerances for the rated capacity limiter as stated above have been set considering
the ratio of load moment to dead weight moment.
5.6.6 Operational warning
Cranes with a remote control system shall have a device to warn persons in the vicinity that the crane is
in operation. The warning device shall be either acoustic or by flashing lights that are visible from all
directions. The warning shall be continuously given when the crane is in operation.
5.6.7 Acoustic warning
When a crane has a remote control system or a boom system having an outreach greater than 12 m, an
audible warning device, e.g. horn, shall be provided. The audible warning device shall be capable of
being actuated by the operator from each control station, unless the control station is not intended for
normal operation or it is solely used for operating the stabilizer functions.
5.6.8 Stopping device
A control device to bring the loader crane safely to a complete stop shall be fitted at every control station
unless the control station is solely used for operating the stabilizer functions. The device shall be
designed, fitted and shall function as follows:
a) it shall be easily visible by red coloured actuators, where practicable in front of an yellow
background;
b) activating the device shall not require any decision by the operator about the resultant function and
effects, e.g. mushroom-type push button;
c) the actuator shall be arranged for easy access and for non-hazardous operation by the operator;
d) after stopping the crane no further dangerous movements of the boom system shall appear;
e) the actuator shall lock-in where operated.
5.8.2 Raised control stations
5.8.2.1 Strength of components
Handrails shall withstand a horizontal force of 300 N distributed over 100 mm. Platforms shall withstand
a force of 1.500 N applied on a circular area diameter of 125 mm at any location on the surface. Steps
and rungs shall withstand a force of 1.500 N applied over 100 mm. The components shall resist these
applied forces without any permanent deformation and without any elastic deformation greater than 2%
of the span between supports or 10 mm whichever is the lesser.
5.8.2.2 High seat (see informative Annex K)
The construction and mounting of a high seat shall be in accordance with the following requirements:
a) accessibility to the seat shall not be inhibited by the controls or require that the loader crane is
configured in certain positions;
b) the seat with supporting members fixing the seat to the loader crane shall withstand a force of 1.500
N acting centrally on the horizontal area of the seat without permanent deformation;
c) horizontal positions shall be adjustable and lockable without the use of tools;
d) the seat shall be provided with means to reduce the risk of falling when the operator is in working
position. This shall not impair accessibility to the seat. If side-guards are fitted these shall be at a
height of minimum 100 mm from the seat index point as defined in EN ISO 5353:1998;
e) guards shall be provided to prevent moving parts of the loader crane trapping the operator or his
clothing;
f) a platform shall be provided for the operator’s feet. Minimum dimension 160 mm x 300 mm for each
foot..
5.8.2.3 Platform (see informative Annex J)
The construction of a platform shall conform to the following requirements:
a) during operation the operator shall be protected against moving parts of the crane. Guards and/or
limitation of the slew angle shall be provided when appropriate;
b) the floor shall be horizontal with minimum dimensions 400 mm x 500 mm;
c) the floor shall be manufactured from slip-resistant material. The design shall provide means to
eliminate the retention of liquid and debris;
d) precautions shall be taken to prevent the operator from falling from the platform. This shall be in
accordance with EN 13586.
5.8.2.4 Access and egress to raised control stations
The means of access to raised control stations shall fulfil the following requirements:

a) provision shall be made for a simultaneous three-point support (two hands and one foot or two feet
and one hand);
b) safe exit for all service configurations of the crane shall be provided;
c) hand rails and hand holds shall not have sharp edges and should preferably be of circular section;
d) steps and all surfaces shall be slip resistant at the foot contact area. Round steps shall not be used.
Note: Annex L gives examples of acceptable profiles..
e) ladders steps shall be of minimum width 300 mm (see informative L, prospect L.2); a footstep of 150
mm width is only acceptable where space restrictions do not permit 300 mm width;
f) the angle of ladders shall be 75° to 90° above t he horizontal.
For dimensional data see informative L and EN 13586 normative.
5.9 Electrical systems
5.9.1 General
The electrical equipment of the loader cranes shall, where appropriate, conform to EN 60204-32.
5.9.2 Electromagnetic compatibility
For immunity the electrical system shall conform to EN 61000-6-2.
For emission the electrical system shall conform to EN 61000-6-4.
5.10 Installation
5.10.1 General
Loader cranes can be installed on various types of mountings.
5.10.2 Mounting
5.10.2.1 Vehicle mounting
The installer of a loader crane shall adhere to any specific requirements issued by the crane
manufacturer, the vehicle manufacturer, local regulations which may apply, and any site conditions (for
static installations). The mounting frame shall be constructed and secured to the vehicle frame so that it
can withstand the imposed loads and conform to the requirements of chassis strength specified by the
vehicle manufacturer.
Note: Annex M shows the method for calculating mounting frame size.
The loader crane shall be positioned on the chassis to ensure that the completed installation conforms
to the stability requirements of 5.10.3.
Note: Road regulation should be considered as they may apply to axle capacities, vehicle widths and
vehicle heights.
5.10.2.2 Static mounting
The foundation shall be constructed so that it can withstand the imposed loads and provide positive
security for the crane fastenings at the mounting points; the size of the foundation shall not inhibit
intended crane movements. The dimensions of the foundation in the ground shall be designed to
withstand the total imposed loads under relevant ground conditions.
Note: More information of the design of static foundations can be found in EN 1993-1-1.
5.10.2.3 Location
When determining the position of the crane and the location of the ground control stations and any
additional control stations, the following shall be considered:
a) to ensure that operators are not exposed to inhalation of exhaust gases;
b) to ensure that operators cannot touch hot surfaces during crane operations. Any surfaces with
temperature exceeding 55 °C shall be protected;
c) to minimize the risk of crushing, striking or trapping the operator by movements of any of the loader
crane or stabilizer functions. For raised control stations, guards shall be fitted as necessary to
protect/prevent the operator from being crushed or trapped in any confined areas between the crane
and the vehicle.
Danger zones caused by moving parts of the stabilizers and its drives shall be protected by
guards/safety measures.
Examples of stabilizer danger zones are:
- entanglement zones at pulleys/bogie wheels;

- shearing zones at openings in the moving part of the stabilizer extension;

- entanglement zones at chains/cables of the stabilizer extension.
The safety distances of EN 349 and EN ISO 13857 shall apply with the following exceptions: For the
areas of chassis, stabilizers and moving counterweight, where neither minimum gaps in accordance
with EN 349 nor safety distance in accordance with EN ISO 13857 is possible, warning notices shall be
fitted. However, control stations shall be placed so that the use of the controls does not require the
operator to reach into danger zones, where risk of shearing and trapping exists.
Hydraulic hoses containing fluid with a pressure of more than 5 MPa and/or having a temperature over
50 °C and which are located within 1,0 m of the ope rator shall be guarded.
5.10.3 Stability
The stability for a loader crane installed on a vehicle shall be such that the working unit does not
overturn under foreseen operating conditions. Verification of the stability shall be made by test loading in
accordance with 6.2.5.
5.10.4 Noise
When designing loader cranes that have the power source as an integral part, the information and
technical measures to reduce noise at source given in EN ISO 11688-1 and EN ISO 11688-2 shall be
taken into account. The most relevant noise sources are:
• power source (e.g. auxiliary engine) used for the crane functions;
• pumps, valves and hydraulic components;
• cylinders and other mechanical components;
• hoist drives and slewing gears.
Note: In most cases, the power source is not an integral part of the loader crane and all significant noise
is emitted by the vehicle.
5.10.5 Vibrations
A loader crane is generally only used for short periods of time and the effect of vibrations on the
operator is not significant.
5.10.6 Electrical systems (Installation)
5.10.6.1 General
The electrical installation for the loader cranes on a vehicle, or similar, shall, where appropriate, comply
with EN 60204-32.
For lorry loader cranes any electrical connection to the existing vehicle electrical system shall only be
made at the manufacturer’s designated connection points.
5.10.6.2 Electromagnetic compatibility
Immunity - For electromagnetic compatibility the electrical system shall conform to EN 61000-6-2.
Emission - For electromagnetic compatibility the electrical system shall conform to EN 61000-6-4.
When the installer of the crane uses certified components (for any additional items in the electrical
system) which fully fulfil the requirements of the above mentioned standards and install these
components in accordance with the recommendations of the supplier, testing of the electromagnetic
compatibility of the modified system is not necessary.
5.10.7 Hydraulic components
Hydraulic components which may be added to a loader crane by the installer to modify the existing
hydraulic system for additional crane applications/extra accessories shall conform to 5.5.
New hydraulic components shall be compatible with existing components and be sized such that the
functioning of the modified hydraulic system conforms to all the original design specifications for flow,
pressure and temperature.
5.10.8 Access
The installation of the loader crane on to a vehicle shall provide suitable access to any raised control
station on the crane from ground level.
The access system shall conform to the requirements as specified in 5.8.2.4.
6 VERIFICATION OF THE SAFETY REQUIREMENTS AND/OR MEASURES
6.1 General
The design of a loader crane shall be checked for conformity of each safety requirement and/or
measures (given in Clause 5).
A conceptual verification to show adequate safety for any hazard due to loss of mechanical strength
shall be done on the first crane of a series of cranes of the same type.

Conformity of each safety requirement and/or measures (given in Clause 5) shall be verified by the
methods specified in Table 4 and by the testing and test procedure detailed in 6.2.
For the calibration of limiting and indicating devices the appropriate loads and crane configurations and
methods as recommended by the manufacturer shall be used.
All information for use detailed in Clause 7 shall be available with the crane before putting it into service.
6.2 Testing and test procedures
6.2.1 General
The loader crane and the installation shall be tested to verify they conform to the operational
requirements stipulated by the manufacturer’s specification and to verify the integrity of the structure
and all the components.
All tests shall be under the worst conditions foreseeable by the manufacturer when the crane is used as
intended.
At the time of testing the wind speed shall not exceed 8,3 m/s (30 km/h) and the vehicle tyres shall be
inflated to the pressure recommended by the vehicle manufacturer.
During the tests the crane shall be set up and controlled in accordance with the manufacturer’s
instructions as detailed in the crane manuals.
For some tests it may be necessary to adjust, override or disable any safety and limiting devices which
are installed on the crane, Care shall be taken to ensure that any such devices are reconnected, re-
calibrated and re-tested after the tests are completed.
For the calibration of the limiting and indicating devices the appropriate loads and crane configurations
and methods as recommended by the manufacturer shall be used.
6.2.2 Functional test
The crane functions shall be operated throughout the range of all movements up to the maximum
speeds and up to the rated capacity, to demonstrate the satisfactory operation of the control system and
any performance limiting devices fitted.
6.2.3 Static test
6.2.3.1 Conceptual (type) test
The test load shall be at least 1,25 times the rated capacity. The loader crane shall be tested in
positions and configurations that impose the maximum loads or maximum stresses in the crane
components and structures. The results shall be recorded and retained by the manufacturer.
6.2.3.2 Installed test
The loader crane shall be tested after it has been installed in its final working position ready to be put
into service.
The tests as detailed below shall be carried out with a test load of at least 1,25 times the rated capacity
at or close to the following radii:
a) maximum radius with any manual extensions;
b) maximum radius attainable with hydraulic outreach;
c) radius corresponding to maximum working load.
At each radius the load shall be positioned 100 mm approximately from the ground and slewed slowly
through the full in service slewing arc of the crane.
The installation test may be part of the stability test described in6.2.5.
If the maximum test load used is less than the one corresponding to the maximum working load of the
crane as specified by its manufacturer, the maximum working load and corresponding radius for the
installed crane shall be reduced accordingly.
6.2.3.3 Static test approval criteria
The test shall be considered to be successful if no crack, permanent deformation, paint flaking or
damage which affects the function and safety of the crane and its installation is visible and no
connection has loosened or been damaged.
6.2.4 Dynamic test
6.2.4.1 Test load
The loader crane shall be tested after it has been installed in its final working position ready to be put
into service. The test load shall be at least 1,1 times the rated capacity. Dynamic tests shall be
performed separately for each crane motion and with simultaneous crane motions using positions and
configurations that will impose the maximum loading or maximum stresses in the crane components (i.e.
least favourable conditions). The crane shall be tested at speeds appropriate to intended use and the
test shall include repeated starting and stopping of each motion throughout the range of the motion. The
setting of the rated capacity limiter may temporarily be increased by up to 15% for the purpose of this
test.

6.2.4.2 Dynamic test approval criteria

The test shall be considered to be successful if all the components concerned have been found to
perform their functions correct to the design specification and an examination after test reveals no
damage to the mechanisms or structural components.
The temperature of the hydraulic oil shall be within the limits recommended for the oil specification.
6.2.5 Stability test
6.2.5.1. General
The stability for a vehicle carrying a loader crane deduced by calculation is to be used for guidance only.
Stability shall be verified by test loading.
The purpose of the test is to verify the stability of the loader crane mounted on the unloaded vehicle.
The tests loading shall be effected with the unloaded vehicle without the driver.
6.2.5.2. Test load
Stability test loads shall be determined in accordance with the following:
TL= Ka x P + (Ka – 1) x G’b
where
Ka is the stability factor, Ka = 1,2
TL is the test load
P is the rated capacity
G’b is the point mass at boom tip, giving the same dead load moment around the slewing centre as the
real boom does.
For timber handling cranes, the stability factor Ka may be assigned the value of the actual tolerance of
the rated capacity limiter (Ka = 1 + ∆%/100) according to 5.6.2.1. However, Ka shall at least have the
value of 1,1.
For crane other than timber handling cranes, the test load TL shall always be at least 1,25xP.
The value of TL shall be verified by the manufacturer.
NOTE: the application of the test load TL constitutes load combination C3,see 5.2.4.2.
Alternatively, the test load may be divided into two parts, one at the boom tip and one closer to the
column. The two parts of the test load shall produce the same tipping moment with respect to the tipping
line under consideration as the test load TL above. The part of the test load at the boom tip shall be at
least 1,25xP. The maximum test load at the boom tip shall be as recommended by the crane
manufacturer.
6.2.5.3. Test conditions
Stability shall be tested in accordance with the least favourable boom configuration including maximum
manual boom extension within the whole slewing range. If the rated capacity is lower in part of the
slewing range, the test load in those parts shall be determined accordingly. Limiting and indicating
devices may be temporarily disconnected during the test. Stability shall be tested with the crane placed
on a firm surface under the least favourable conditions, with the respect of the tipping line, in
accordance with the manufacturer’s specification. The crane inclination shall be within the maximum
inclination in accordance with the manufacturer’s specification.
The appropriate test method depends on whether the crane has a fixed load moment or not:
− the stability calculations of a vehicle/loader crane combination with a fixed load moment shall be
verified by deploying the stabilizer correctly, attaching the test load, and slewing the crane
throughout its full slewing arc;
− some vehicle/loader crane combinations will incorporate a load moment setting that varies with
the slew angle (e.g. loader crane over the rear of the vehicle, or over the cab), or varies with the
amount of stabilizer extension (e.g. stabilizers fully extended, or fully retracted), or both. The
stability calculations for these types of installation shall be verified by the requisite overloads
being applied at the position with maximum and minimum load moment settings, as identified by
the calculations. It will not be necessary to verify (by overload testing) the stability calculations
for all the intermediate positions (between a maximum and minimum load moment setting). It
will suffice to attach a load equal to the maximum working load at maximum radius, and slew
this load through the full slewing arc, reducing the radius of the load as demanded by the loader
crane, to confirm that the available load moment at every position, conforms to the predictions
of the stability calculations.
For stability verification, the required overturning moment with respect to the actual tipping line may be

obtained at a reduced outreach.
NOTE: Stability calculations may be necessary to establish the least favourable position.
6.2.5.4. Stability test approval criteria
The test shall be considered to be successful if the test load is held static. During the test loading, one
or more stabilizer legs or wheels may lift from the ground. However, at least one wheel braked by the
parking brake shall remain in contact with the ground.
6.2.6. Test documentation
A test report, detailing static, dynamic and stability tests carried out during installation shall be provided.
If the stability at intermediate positions is demonstrated solely by calculations, these calculations shall
also be provided. The test report shall accompany the crane.
6.3 Noise emission measurement
Maximum emission sound pressure levels at all fixed control stations, excluding control stations used
solely to operate the stabilizers, shall be measured in accordance with EN ISO 11201.
The sound power level shall be measured in accordance with EN ISO 3744
For crane fitted with remote controls measurements shall be taken at a distance of 1 m from the
principal noise source and at a height of 1,6 m from the floor.
Operating conditions during noise measurements:
− the crane shall perform all working movements aver the full operating range (e.g. slewing, boom
articulation, boom extension, hoisting) at approximately 50% of the maximum rated capacity;
− the power source shall be set at the speed required to perform the test at normal crane speeds.
NOTE: The level of noise emission may be assessed with reference to comparative emission data for
similar loader crane installations.
7. Information for use
7.2.2 Instructions for the installer
7.2.2.1 Mounting instructions shall include:
a) description of the chassis on which the crane may be mounted;
b) requirements on bolts and fastenings for mounting the loader crane onto a vehicle or a static
foundation;
c) masses, centres of gravity and all information required for calculation of axle loadings and stability,
d) the values of TL, G b and, if applicable, ∆ for the stability test in accordance with 6.2.5.2;
e) hydraulic system specifications which shall include:
• pressure and flow requirements;
• system oil capacity;
• system oil specification;
• minimum reservoir capacity recommendations;
• recommended filtration;
f) electrical system requirements;
g) requirements for access and egress to control stations, see Annex L;
h) an instruction to carry out the tests in accordance with Clause 6.
7.2.2.2 Equipment added to the loader crane during installations shall have appropriate instructions added to
the crane manuals.
7.3 Marking
7.3.1 General
All plated affixed permanently to the crane shall be manufactured from weatherproof material.
7.3.3 Installer’s plate
An installer’s plate shall be fixed to the crane or the supporting item containing the following information:
a) manufacturer and, where applicable, his authorized representative;

b) year of manufacture;
c) crane serial number, number of the chassis or registration number of the vehicle (if available).
7.3.4 Load signs
7.3.4.1 General
The following information shall as a minimum be provided:
a) A rated capacity load plate (see example in Figure 4), with the capacity stated at various load
attachment positions along a horizontal line drawn from the inner-most fulcrum of the boom system,
shall be attached to the crane in such a way that it is clearly visible from all fixed control stations. It
shall also be shown in the operator’s manual. The load indicated for the innermost position shall be
the maximum working load. All rated capacities shall be given at specified outreaches. In cases
where the rated capacity is dependent upon a particular hook and/or hook attachment point, this
shall be indicated on the load plate and the hook attachments points with limited capacity marked
with “Max XXX kg”. The maximum working load shall be given with all extensions retracted. The
picture of the boom system is to be shown at maximum or nearly maximum outreach. All conditions
relating to the unreduced rated capacity given in the load plate (e.g. stabilizer positions, slew range)
shall be stated on the crane.
b) A rated capacity load chart for all boom configuration including jib and hoist (see examples in Figure
5, 6 and 7) shall be shown in the operators manual. It may also be attached to a suitable position on
the crane in addition to the load plate in accordance with a).
If the rated capacity is reduced in parts of the slewing range these reduced capacities shall be indicated
on the load chart. Examples of load charts are shown in Figures 5 and 6.
For complex boom systems more than one load chart may be necessary. These shall be shown in the
operator’s manual.
Figure 4
Example of rated capacity load plate with the capacity stated at various load attachment
positions along the horizontal line drawn from the innermost fulcrum of the boom system.

Figure 5 - Example of rated capacity load chart for all boom configurations
Figure 6 – Example of rated capacity load chart for crane with hoist.

Figure 7 – Example of rated capacity load charts for crane with third boom (jib).
7.3.6 Marking of slewing centre

The longitudinal position of the slewing centre shall be clearly marked on both sides of the base.
Figure 8 - Example of a symbol for cranes not intended for hook duty
see ISO 3864

1.9. CRANE MODEL IDENTIFICATION CODES
The identification code used for Fassi crane models, as well as giving a name to the model itself,
provides information on the type and version of the crane, based on the key provided below:
Crane type Crane Fassi series Special ranges Special Number of Number of
model by applications articulations hydraulic
F: Fassi – lifting Single letter No letter: Standard extension
articulated moment (in designation: crane XP: Extra booms in the
crane kNm) None, C: Short outer Power outer boom
Theoretical A, B, D, E, boom
M: Micro design G-Z F: For fixed Identifies Example: Example:
crane capacity position cranes fitted “2” “6” extension
one meter with XP Articulations booms
Example: mounting
from center
Series “D” (4th FM: Marine range device
of column
generation of DV: Military range
Example: the same AS: Materials stored
“360”kNm lifting class) on pallets
(36 tm) SE: Dry walls
XS: Extra fast
For cranes fitted with a hydraulic jib, the code is read as follows:
Crane model Jib model
Hydraulic jib Hydraulic jib Number of

designation model hydraulic
extension
“L” Example: booms in the
Model“21” jib
Jib
Example:
“4” hydraulic
extension
booms
NOTE:
The above crane model identification codes are valid up to 2011; during the year 2011 they will be
progressively modified according to the following provided key:

NEW CRANE MODEL IDENTIFICATION CODES ESTABLISHED DURING 2011
Crane type Crane model by R= Fassi series Number of Number of Identification

lifting moment Continuous linkage articulations of the crane
F: Fassi – (in kNm) rotation Single, double or and hydraulic set-up
articulated Theoretical (reported triple letter 0: Without extension
crane design capacity only on designation: linkage booms of the List:
one meter from continuous A, B, D, E, G-Z outer boom active
centre of rotation Example: 1: One linkage e-active
column cranes) Series “A” (1st Example: dynamic
generation of the 2: Double “2” e-dynamic
Example: same lifting class). linkage (on articulations“ he-dynamic
“365”kNm The eventual both 6” extension
(36,5 tm) second or third letter articulations) booms
identify a special
range
(ex.: C, F, FM, AS,
SE, XS)
CRANE SET-UP: description
active
related to cranes identified by “0”, without linkages, dual side manual ground controls, complete with EC
safety devices.
e-active
related to cranes identified by “0”, without linkages, one manual ground control, RCH/RCS radio remote
control, complete with EC safety devices.
dynamic
related to cranes identified by “1” and “2”, with linkages, dual side manual ground controls, complete with EC
safety devices.
e-dynamic
related to cranes identified by “1” and “2”, with linkages, one manual ground control or manual emergency
one located on the column side, RCH/RCS radio remote control, eventual XP execution (where available),
complete with EC safety devices.
he-dynamic
related to cranes range from F510.RA.2 to F1950.RA.2, with linkages, continuous rotation, RCH/RCS radio
remote control, outriggers controlled by radio remote control, eventual XP execution (where available),
complete with EC safety devices.

1.10. DEFINITION OF MAIN CRANE AND INSTALLATION COMPONENTS
For clear identification of the crane and installation components and to facilitate understanding of this handbook,
the main camps of the crane are listed below with the name used here. Between (...) you find the terminology
used in the EN 12009 that must become the standard terminology.
List of crane components
1. Base with column support (base) 12

2. Compensator
3. Cross-bar
4. Supports for lateral extension of
the outriggers (stabilizer 18
extension)
5. Outrigger ram (stabilizer leg)
6. Block valve for outrigger ram
7. Rotation group (slewing) 16
8. Oil flow regulator valve on 13 14
rotation cylinders
10 25
9. Column (column)
10. Inner ram (1st boom cylinder) 9 24
11. Block valve for inner ram 15
12. Inner boom (1st boom) 20
13. Outer ram (2nd boom cylinder)
14. Block valve for outer ram 11 23
15. Outer boom (2nd boom) 21
16. Extension rams (extension
cylinders) 17
8
17. Extension booms (boom
extension, hydraulic)
18. Block valve for extension rams 22
19. Outriggers control group
20. Crane control group (controls)
3
21. Oil tank 5
22. Rotation arc limiter
23. Electronic lifting moment limiting 6
device
24. Radio remote control antenna 19 1 2
25. Tower light. 4
Note:
For other versions of loader cranes preparation (e.g.: crane with ground distributor bank, with top seat controls,
with continuous rotation) refer to the main components definitions shown on the pertinent use and maintenance
manual.

1.11. DEFINITION OF MAIN CRANE ACCESSORIES
26. Winch (hoist)

27. Jib (3rd boom)
28.Manual extensions for the jib
(boom extension, manual)
29. Supplementary outriggers 26
30. Tiltable plate for outriggers
31. Outrigger rod extension
32. Seat
33. Supplementary hoses 27
34. Radio remote control
28
29
30
33
31
32
34

1.12. DEFINITION OF THE MAIN COMPONENTS OF THE INSTALLATION
32. Sub frame

33. Vehicle chassis
34. Anchoring tie rod
35. Upper anchoring bracket 37 35 38
36. Lower anchoring bracket
37. Nut for anchoring tie rods 33
38. Power take off
39. Cardanic shaft
40. Pump 34
32 40
36
40
38 39
1.13 IDENTIFICATION OF THE CRANE AND ACCESSORIES SERIAL NUMBER
Crane
Crane model (1), serial number (2) and year of construction (3) are located on the crane base, compensator
side of the cross-bar, stamped on the relevant CE plate riveted with FASSI personalised rivets on the base
cross-bar.
And, on cranes equipped with FX, FX500 and FX800 electronic systems, they are also available through the
utilisation of the PC and pertinent software program, as they are recorded into the software parameters.

Jib
Jib model (1), serial number (2) and

year of construction (3) are stamped
on a relevant plate riveted on the jib
boom in one of the positions shown
on the side.
Supplementary outriggers
Supplementary outriggers code, serial

number and year of construction are
stamped on a relevant plate fixed to
the supplementary outriggers cross-
bar.

Manual extension
Manual extension type and code, weight,

maximum lifting load and year of
construction are declared on a relevant
plate located on the upper top of the
manual extension hook attachment.
Winch
Winch identification data are stamped on a

relevant plate located on the drum side and
identify:
1
1. Producer 6
2. Type (model)
3. Serial number 2
4. Year of construction 7
5. Weight 3
6. Address of the producer 8
7. Rope diameter
8. Maximum line pull at 1st layer
4 9
9. Maximum working pressure
10. Maximum oil flow
5 10

2. CRANE - VEHICLE COMBINATION

INSTALLATION CALCULATIONS
2.1. COMBINATION PRINCIPLES

When a crane is mounted on a vehicle, a whole set of values
are altered (tare, capacity, dimensions, weight distribution on
axles, etc.), and must therefore be recalculated and checked.
When mounting superstructures, irrespective of the type of
equipment, the manufacturers of industrial vehicles assign a set
of limit values that must be scrupulously complied with, as they
are linked to the specific characteristics of each vehicle (stress
resistance, power consumption, braking, etc.).
The aim of this handbook is to provide the installer with
guidelines so that he can determine as precisely as possible the
right vehicle/crane combination in compliance with current
legislation and standards laid down by vehicle manufacturers.
The fundamental principles for selecting a crane to mount on a
certain type of vehicle can be divided as follows:
- Weight distribution on the axles (mass).
- Vehicle stability.
- Verification of the vehicle engine/gear characteristics
for what concerns the required power to activate the
crane.
In all cases the installer must comply with the technical
standards supplied by the vehicle and the crane manufacturer.
2.2. DETERMINATION OF AXLE LOADS

The following pages contain tables to calculate :
- the crane installation position.
- the barycentre of the vehicle body.
- the length of the body.
Irrespective of the number of vehicle axles, always use the
calculation procedure for beams on two supports (moment of
equilibrium).
For correct distribution of loads on the axles, it is always advisable to analyse all the loads as concentrated,
considering their respective barycentre positions.
For example:
• Supplementary outriggers
• Sub frame
• Power take off and pump
• Number of persons carried in the cab
• Any ballast, tanks, spare wheels, etc.
• Presence of tip-up bodies with hydraulic cylinders not positioned at the barycentre.
• Demountable bodies, etc.
• Add to the crane weight the weight of any permanent fitted accessory.
Note:
Before installation, it is a must to practically check the tare weight of the vehicle to be outfitted.
This because the values shown in the manufacturers' specifications refer to the vehicle in standard version;
special equipment may involve variations to the tare weight and its distribution on the axles. All vehicle
manufacturers state that weights may change during production by up to 5%.
Furthermore, for what concerns the installation of the crane, it is a must to previously check its overall height
including any added, fix or mobile, accessory and determine the correct size of the crane complete with eventual
fixe or mobile accessories. This last verification must be done also with rotation movement actuated, to verify
that the upper side of the column doesn’t interfere with the vehicle cab, especially when the vehicle has a
particularly high cab.

2.2.1 WHERE TO FIND THE TECHNICAL DATA
CRANE
The quoted overall dimensions drawings and the data required to calculate the installation (as requested in the
annex M of the EN12999:2011) , also in the different crane configuration (e.g.: application of accessories as jib,
winch, top seat, supplementary functions, etc.) are consultable and downloadable from the Fassi
technical web site at: www.fassitech.com at the dedicated technical window or directly at the FIP (Fassi
Installation Program - see enclose 1 of this manual) program cards, always available to the same address.
Examples of crane overall dimensions drawings:
Overall dimensions drawing and barycentre positions Overall dimensions drawing and barycentre positions
for standard crane for crane with jib
Overall dimensions drawing of the crane column Overall dimensions drawing for crane with top seat
when rotation is actuated

SUPPLEMENTARY OUTRIGGERS
The quoted overall dimensions drawings of the supplementary outriggers models are consultable and
downloadable from the Fassi technical web site at www.fassitech.com at the dedicated technical window.
They are identified by the code of the supplementary outriggers and the specific technical document shows the
crane models for which they can be used, the minimum positioning distance from the centreline of the column
(Tpmin), the availability of outrigger rams of different lengths and the maximum reaction value of the outrigger
ram.
Example:

VEHICLE
All vehicle producers supply the technical data of their products utilizing technical cards or via an Internet site
dedicated to the installer. Technical data required to carry out the installation calculations are: dimensions,
weights and characteristics of the vehicle chassis.
Example of a technical card:

2.2.2. 2 AXLE VEHICLE WITH CRANE MOUNTED BEHIND CAB
KEY TO SYMBOLS:
G = MASS OF THE CRANE (complete with oil in tank and crane fixing material)
* T = WEIGHT OF THE CAB VEHICLE
* T1 = WEIGHT OF THE CAB VEHICLE ON FRONT AXLE
* T2 = WEIGHT OF THE CAB VEHICLE ON REAR AXLE
Pc = MASS OF THE VEHICLE BODY
Ps = MASS OF THE REAR SUPPLEMENTARY OUTRIGGERS
PP = MASS OF THE POWER TAKE OFF AND PUMP
TT = TOTAL TARE WEIGHT
Q = PTT-TT = REMAINING LOAD CAPACITY
PTT = GROSS WEIGHT AT FULL LOAD
P = WHEELBASE
(&) Z = REAR BODY OVERHANG
W = BODY LENGTH
Ag = DISTANCE OF FRONT AXLE FROM CRANE’S BARYCENTRE
Aq = POSITION OF THE VEHICLE BODY’S CENTRE OF GRAVITY (=W/2 -Z)
DS = DISTANCE BETWEEN SUPPLEMENTARY OUTRIGGERS AND REAR AXLE
Dpp = DISTANCE OF FRONT AXLE FROM PTO AND PUMP’S BARYCENTRE
** A.A. = FRONT AXLE
A.P. = REAR AXLE
* VALUES OBTAINED FROM VEHICLE TECHNICAL SPECIFICATION OR BY DIRECT WEIGHING.

** FOR VEHICLES WITH TWO FRONT AXLES, THE WHEELBASE IS CALCULATED STARTING FROM THEIR
CENTRE LINE.
(&) In the countries member of the European Community the maximum length of the rear overhang for a 2
axle’s vehicle correspond to the 65% of the wheelbase P, if not differently specified.
NOTE: THE CENTRE OF GRAVITY OF THE CRANE IS CONSIDERED IN THE TRANSPORT POSITION
(FOLDED UP OR OPEN ON THE BODY).

2.2.2.1 SUPERSTRUCTURE LOAD DISTRIBUTION
CRANE
• CRANE MASS DISTRIBUTION ON FRONT AXLE
G × (P - Ag)
G1 = ------------------- = kg......
P
• CRANE MASS DISTRIBUTION ON REAR AXLE
G2 = G - G1 = kg .....
REAR SUPPLEMENTARY OUTRIGGERS
• MASS DISTRIBUTION OF REAR SUPPLEMENTARY

OUTRIGGERS ON FRONT AXLE
Ps × Ds
Ps1 = (-) ------------ = kg.......
P
• MASS DISTRIBUTION OF REAR SUPPLEMENTARY

OUTRIGGERS ON REAR AXLE
Ps2 = Ps - Ps1 = kg.....
BODY
• MASS DISTRIBUTION OF BODY ON FRONT AXLE
Pc × Aq
Pc1 = ------------- = kg.......
P
• MASS DISTRIBUTION OF BODY ON REAR AXLE
Pc2 = Pc - Pc1 = kg.....
POWER TAKE OFF AND PUMP
• MASS DISTRIBUTION OF PTO AND PUMP ON

FRONT AXLE
PP × (P - Dpp)
PP1 = --------------------- = kg.......
P
• MASS DISTRIBUTION OF PTO AND PUMP ON REAR

AXLE
PP2 = PP - PP1 = kg.....

TOTAL TARE WEIGHT
• TOTAL TARE WEIGHT OF THE EQUIPPED VEHICLE
TT = T + G + Ps + Pc = kg.....
• TOTAL TARE WEIGHT DISTRIBUTION ON FRONT AXLE
TT1 = T1 + G1 + Ps1 + Pc1 = kg.....
• TOTAL TARE WEIGHT DISTRIBUTION ON REAR AXLE
TT2 = T2 + G2 + Ps2 + Pc2 = kg.....
REMAINING LOAD CAPACITY
• TOTAL REMAINING LOAD CAPACITY
Q = PTT - TT = kg......
• LOAD CAPACITY DISTRIBUTION ON FRONT AXLE
Q x Aq
Q1 = ----------- = kg.......
P
• LOAD CAPACITY DISTRIBUTION ON REAR AXLE
Q2 = Q - Q1 = kg.....
2.2.2.2 SUMMARY CHART AND CHECK
1st AXLE 2nd AXLE TOTAL
TRUCK TARE WEIGHT T1 T2 T
CRANE G1 G2 G
SUPPLEMENTARY OUTRIGGERS Ps1 Ps2 Ps
POWER TAKE OFF AND PUMP PP1 PP2 PP
BODY Pc1 Pc2 Pc
TOTAL TARE WEIGHT TT1 TT2 TT
REMAINING CAPACITY Q1 Q2 Q
TOTAL TOT1 TOT2 T+G+Ps+Pc+Q=PTT
MAX ADMITTED BY PRODUCER MAX1 MAX2 PTT
2.2.2.3 FRONT/REAR AXLE MASS RATIO VERIFICATION
TT1
EMPTY ---- = ......... > ....... Minimum value admitted by the vehicle producer
TT2
TOT1
FULL LOAD ------ = ........ > ....... Minimum value admitted by the vehicle producer
TOT2

2.2.3 3 AXLE VEHICLE WITH CRANE MOUNTED BEHIND CAB
KEY TO SYMBOLS: G = MASS OF THE CRANE

* T2 = WEIGHT OF THE CAB VEHICLE ON 2ND AXLE
* T3 = WEIGHT OF THE CAB VEHICLE ON 3TH AXLE
Ps = MASS OF REAR SUPPLEMENTARY OUTRIGGERS
PP = MASS OF POWER TAKE OFF AND PUMP
Pid = WHEELBASE
(&) Z = REAR BODY OVERHANG
W = BODY LENGTH
Ag = DISTANCE OF FRONT AXLE FROM CRANE’S CENTRE OF GRAVITY
Aq = POSITION OF VEHICLE BODY’S CENTRE OF GRAVITY (=W/2-Z)
Ds = DISTANCE BETWEEN REAR SUPPLEMENTARY OUTRIGGERS AND REAR AXLE
Dpp = DISTANCE OF FRONT AXLE FROM PTO AND PUMP’S BARYCENTRE
A.P. = IDEAL REAR AXLE
P1-2 = 1-2 WHEELBASE

CENTRE LINE.
(&) In the countries members of the European Community the maximum length of the rear overhang for a 3
axle’s vehicle correspond to the 70% of the ideal wheelbase Pid, if not differently specified.
(FOLDED UP OR OPEN ON THE BODY).

2.2.3.1 CALCULATION OF THE IDEAL WHEELBASE
a) REAR AXLES = TANDEM (VEHICLE 6x4 or 6x6)
P2-3
Pid = P1-2 + -------
2
b) INDEPENDENT REAR AXLES WITH 3RD SINGLE WHEEL AXLE (VEHICLE 6x2)
Pid = P1-2 + S
1
S = --- × P2-3
3
P2-3 = S + T
2
T = --- × P2-3
3

CRANE
G × (Pid - Ag)
G1 = -------------------- = kg......
Pid
• CRANE MASS DISTRIBUTION ON IDEAL REAR AXLE

GP = G - G1 = kg......
• GP DISTRIBUTION ON TWO REAR AXLES:
GP × S
G2 = GP - G3 G3 = ----------
P2-3
REAR SUPPLEMENTARY OUTRIGGERS
• SUPPLEMENTARY OUTRIGGERS DISTRIBUTION ON

FRONT AXLE
(-) Ps × (Ds + T)
Ps1 = ------------------------ = kg.......
Pid
• SUPPLEMENTARY OUTRIGGERS DISTRIBUTION ON

IDEAL REAR AXLE
PsP = Ps - Ps1 = kg......
• PsP DISTRIBUTION ON TWO REAR AXLES
PsP × S
Ps2 = PsP - Ps3 Ps3 = -------------
P2-3
• PTO AND PUMP MASS DISTRIBUTION ON FRONT

AXLE
PP × (Pid - Dpp)
PP1 = ---------------------- = kg.......
Pid
• PTO AND PUMP MASS DISTRIBUTION ON IDEAL

REAR AXLE
PPP = PP - PP1 = kg.....
• PPP DISTRIBUTION ON TWO REAR AXLES
PPP × S
PP2 = PPP - PP3 PP3 = ----------
P2-3

BODY
• BODY MASS DISTRIBUTION ON FRONT AXLE
Pc × (Aq + S)
Pc1 = ------------------- = kg......
Pid
• BODY MASS DISTRIBUTION ON IDEAL REAR AXLE
PcP = Pc - Pc1 = kg.......
• PcP DISTRIBUTION ON TWO REAR AXLES
PcP × S
Pc3 = ---------------
P2-3
Pc2 = PcP - Pc3 = kg......
TOTAL TARE WEIGHT
• TOTAL TARE WEIGHT OF THE EQUIPPED VEHICLE
TT = T + G + Ps + Pc = kg........
• TOTAL TARE WEIGHT DISTRIBUTION ON THE FRONT AXLE
TT1 = T1 + G1 + Ps1 + Pc1 = kg......
• TOTAL TARE WEIGHT DISTRIBUTION ON 2ND AXLE
TT2 = T2 + GP2 + PsP2 + PcP2 = kg......
• TOTAL TARE WEIGHT DISTRIBUTION ON 3TH AXLE

TT3 = T3 + G3 + Ps3 + Pc3 = kg......
Q = PTT - TT = kg.....
• LOAD DISTRIBUTION ON FRONT AXLE
Q × (Aq + S)
Q1 = ------------------- = kg.......
Pid
• LOAD DISTRIBUTION ON REAR IDEAL AXLE
QP = Q - Q1 = kg......
• QP DISTRIBUTION ON TWO REAR AXLES
QP × S
Q3 = -----------
P2-3
Q2 = QP - Q3

1ST AXLE 2ND AXLE 3RD AXLE TOTAL
TRUCK TARE WEIGHT T1 T2 T3 T
CRANE G1 G2 G3 G
SUPPLEMENTARY OUTRIGGERS Ps1 Ps2 Ps3 Ps

POWER TAKE OFF AND PUMP PP1 PP2 PP3 PP
BODY Pc1 Pc2 Pc3 Pc
TOTAL TARE WEIGHT TT1 TT2 TT3 TT
REMAINING CAPACITY Q1 Q2 Q3 Q
TOTAL TOT1 TOT2 TOT3 T+G+Ps+Pc+Q=PTT
MAX ADMITTED BY PRODUCER MAX1 MAX2 MAX3 PTT
2.2.3.4 FRONT/REAR AXLE MASS RATIO CHECK
TT1
EMPTY -------------- = ......... > ....... Minimum value admitted by vehicle producer
TT2 + TT3
TOT1
FULL LOAD ------------------ = ........ > ....... Minimum value admitted by vehicle producer
TOT2 + TOT3

2.2.4 2 AXLE VEHICLE WITH CRANE MOUNTED BEHIND BODY (ON THE REAR)
KEY TO SYMBOLS: G = MASS OF THE CRANE

* T2 = WEIGHT OF THE CAB VEHICLE ON REAR AXLE
Ps = MASS OF FRONT SUPPLEMENTARY OUTRIGGERS
P = WHEELBASE
(&) Z = REAR OVERHANG
W = BODY LENGTH
D = DISTANCE BETWEEN FRONT AXLE AND START OF THE BODY
Ag = DISTANCE OF FRONT AXLE FROM CRANE’S BARYCENTRE
Aq = DISTANCE OF VEHICLE BODY’S BARYCENTRE (=P-D-W/2)
Ds = SUPPLEMENTARY OUTRIGGERS DISTANCE FROM FRONT AXLE
Dpp = PTO AND PUMP DISTANCE FROM FRONT AXLE
A.P. = REAR AXLE

CENTRELINE.
axle’s vehicle correspond to the 65% of the wheelbase P, if not differently specified.
(FOLDED UP OR OPEN ON THE BODY)

2.2.4.1 SUPERSTRUCTURE WEIGHT DISTRIBUTION
CRANE
(-) G × Ag
G1 = --------------- = kg.......
P
G2 = G - G1 = kg......
FRONT SUPPLEMENTARY OUTRIGGERS
• FRONT SUPPLEMENTARY OUTRIGGERS MASS

DISTRIBUTION ON FRONT AXLE
Ps × (P - Ds)
Ps1 = ------------------ = kg.......
P
• FRONT SUPPLEMENTARY OUTRIGGERS MASS

DISTRIBUTION ON REAR AXLE
Ps2 = Ps - Ps1 = kg......
• PTO AND PUMP MASS DISTRIBUTION ON FRONT

AXLE
PP × (P - Dpp)
PP1 = ------------------- = kg.......
P
• PTO AND PUMP MASS DISTRIBUTION ON REAR

AXLE
PP2 = PP - PP1 = kg.....
BODY
Pc × Aq
Pc1 = ------------ = kg.......
P
• BODY MASS DISTRIBUTION ON REAR AXLE
Pc2 = Pc - Pc1 = kg......

TOTAL TARE WEIGHT
• TOTAL TARE WEIGHT
TT = T + G + Ps + Pc = kg.......
TT1 = T1 + G1 + Ps1 + Pc1 = kg.......
TT2 = T2 + G2 + Ps2 + Pc2 = kg.......
Q = PTT - TT = kg.......
• LOAD CAPACITY DISTRIBUTION ON FRONT AXLE
Q × Aq
Q1 = ----------- = kg.......
P
• LOAD CAPACITY DISTRIBUTION ON REAR AXLE
Q2 = Q - Q1 = kg.......
1ST AXLE 2ND AXLE TOTAL

CRANE G1 G2 G

BODY Pc1 Pc2 Pc

REMAINING CAPACITY Q1 Q2 Q
TOTAL TOT1 TOT2 T+G+Ps+Pc+Q=PTT
TT1
EMPTY ------ = ......... > ....... Minimum value admitted by vehicle producer
TT2
TOT1
FULL LOAD -------- = ........ > ....... Minimum value admitted by vehicle producer
TOT2

2.2.5 3 AXLES VEHICLE WITH CRANE MOUNTED BEHIND BODY (ON THE REAR)
KEY TO SYMBOLS:
G = MASS OF THE CRANE
* T2 = WEIGHT OF THE CAB VEHICLE ON 2ND AXLE
* T3 = WEIGHT OF THE CAB VEHICLE ON 3TH AXLE
Ps = MASS OF FRONT SUPPLEMENTARY OUTRIGGERS
PP = MASS OF POWER TAKE OFF AND PUMP
Pid = WHEELBASE
(&) Z = REAR OVERHANG (from ideal axle)
W = BODY LENGTH
D = DISTANCE BETWEEN FRONT AXLE AND START OF THE BODY
Ag = DISTANCE BETWEEN 3RD REAR AXLE AND CRANE’S BARYCENTRE
Aq = POSITION OF VEHICLE BODY’S BARYCENTRE FROM IDEAL AXLE (=Pid-D-W/2)
Ds = DISTANCE BETWEEN FRONT AXLE AND FRONT SUPPLEMENTARY OUTRIGGERS
Dpp = DISTANCE BETWEEN PTO AND PUMP AND FRONT AXLE
A.P. = IDEAL REAR AXLE

CENTRE LINE.
axle’s vehicle correspond to the 70% of the ideal wheelbase Pid, if not differently specified.
NOTE: THE BARYCENTRE OF THE CRANE IS CONSIDERED IN THE TRANSPORT POSITION (FOLDED
UP OR OPEN ON THE BODY).

Note:
Weight distribution calculation for a three axles vehicles varies between rear cab and rear body installation: in
fact for the example at paragraph 2.2.3 (rear cab installation) the position of the barycentre Aq of the vehicle’s
body is referred to the second axle as well as the vehicle rear overhang Z, whereas in the case shown on
paragraph 2.2.5, Aq and Z are referred to the ideal wheelbase Pid (different from the centre of the rear axles).
2.2.5.1 IDEAL WHEELBASE
• REAR AXLES = TANDEM (VEHICLE 6x4 or 6x6)
P2-3
Pid = P1-2 + -------
2
• INDEPENDENT REAR AXLES WITH SINGLE 3TH AXLE WHEELS (VEHICLE 6X2)
Pid = P1-2 + S
P2-3 = S + T
1
S = --- × P2-3
3
2
T = --- × P2-3
3

CRANE
• CRANE DISTRIBUTION ON FRONT AXLE

(-) G × (T + Ag)
G1 = ---------------------- = kg.......
Pid
• CRANE DISTRIBUTION ON IDEAL AXLE
GP = G - G1 = kg.......
• GP DISTRIBUTION ON THE TWO REAR AXLES
GP × S
G3 = --------- = kg.......
P2-3
G2 = GP - G3 = kg.......
• FRONT SUPPLEMENTARY OUTRIGGERS
Ps × (Pid - Ds)
Ps1 = -------------------- = kg.......
Pid
• FRONT SUPPLEMENTARY OUTRIGGERS
DISTRIBUTION ON IDEAL AXLE
PsP = Ps - Ps1 = kg.......
• PsP DISTRIBUTION ON THE TWO REAR AXLES
PsP × S
PS3 = ----------- = kg.......
P2-3
PS2 = PsP - PS3 = kg.......

• PTO AND PUMP DISTRIBUTION ON FRONT
AXLE
PP × (Pid - Dpp)
PP1 = --------------------- = kg.......
Pid
• PTO AND PUMP DISTRIBUTION ON IDEAL AXLE
PPP = PP - PP1 = kg.....
• PPP DISTRIBUTION ON THE TWO REAR AXLES
PPP × S
PP3 = ----------- = kg.......
P2-3
PP2 = PPP - PP3 = kg.......

BODY
W
Aq = Pid - D - ---
2
Aq
Pc1 = Pc × ------ = kg.......
Pid
• BODY MASS DISTRIBUTION ON IDEAL AXLE
PcP = Pc - Pc1 = kg.......
• PcP DISTRIBUTION ON THE TWO REAR AXLES
S
Pc3 = PcP × ------- = kg.......
P2-3
Pc2 = PcP - Pc3 = kg.......
TOTAL TARE WEIGHT

TT = T + G + Ps + Pc = kg.......
• TARE WEIGHT DISTRIBUTION ON FRONT AXLE
TT1 = T1 + G1 + Ps1 + Pc1 = kg.......
• TOTAL TARE WEIGHT DISTRIBUTION ON 2ND AXLE
TT2 = T2 + G2 + Ps2 + Pc2 = kg.......
• TOTAL TARE WEIGHT DISTRIBUTION ON 3TH AXLE
TT3 = T3 + G3 + Ps3 + Pc3 = kg.......

• REMAINING LOAD CAPACITY
Q = PTT - TT = kg.....
• REMAINING LOAD CAPACITY DISTRIBUTION ON
FRONT AXLE
Aq
Q1 = Q × ----- = kg......
Pid
• REMAINING LOAD CAPACITY DISTRIBUTION ON
IDEAL AXLE
QP = Q - Q1 = kg......
• QP DISTRIBUTION ON THE TWO REAR AXLES
S
Q3 = QP × ------- = kg.......
P2-3
Q2 = QP - Q3 = kg......

1ST AXLE 2ND AXLE 3RD AXLE TOTAL

TRUCK TARE WEIGHT T1 T2 T3 T
CRANE G1 G2 G3 G
SUPPLEMENTARY OUTRIGGERS Ps1 Ps2 Ps3 Ps

POWER TAKE OFF AND PUMP PP1 PP2 PP3 PP
BODY Pc1 Pc2 Pc3 Pc
TOTAL TARE WEIGHT TT1 TT2 TT3 TT
REMAINING CAPACITY Q1 Q2 Q3 Q
TOTAL TOT1 TOT2 TOT3 T+G+Ps+Pc+Q=PTT
MAX ADMITTED BY PRODUCER MAX1 MAX2 MAX3 PTT
TT1
EMPTY ---------------- = ......... > ....... Minimum value admitted by vehicle producer
TT2 + TT3
TOT1
FULL LOAD -------------------- = ........ > ....... Minimum value admitted by vehicle producer
TOT2 + TOT3

2.2.6 CRANE MOUNTED ON TRACTOR
KEY TO SYMBOLS:
G = CRANE MASS
* T = VEHICLE TARE WEIGHT
* T1 = WEIGHT OF THE VEHICLE ON FRONT AXLE
* T2 = WEIGHT OF THE VEHICLE ON THE REAR AXLE
Ps = MASS OF THE REAR SUPPLEMENTARY OUTRIGGERS
QR = PTT-TT = LOAD ON FIFTH WHEEL
MR = TOWABLE MASS
P = WHEELBASE
Z = REAR OVERHANG
Ag = DISTANCE OF FRONT AXLE FROM CRANE’S BARYCENTRE (FOLDED)
Ar = FIFTH WHEEL BARYCENTRE POSITION
DS = DISTANCE BETWEEN REAR AXLE AND REAR SUPPLEMENTARY OUTRIGGERS
Dpp = DISTANCE BETWEEN FRONT AXLE AND PTO AND PUMP
A.P. = REAR AXLE

** FOR VEHICLES WITH TWO FRONT AXLES THE WHEELBASE IS CALCULATED STARTING FROM THEIR
CENTRE LINE.
In this case, check the maximum admissible weights on the axles and the amount of any load reduction on the
fifth wheel (e.g. so as not to exceed max load). When mounting the crane behind the cab, it is necessary to
move the fifth wheel from its original position (only after authorization from the vehicle manufacturer).

Verify what your law sets as max limit for derating the overall mass of the semi-trailer to be coupled to the
tractor.
Furthermore it is necessary to pay attention to those others problems:

• Maximum front radius of the semitrailer - it is usually not possible to hook a standard semitrailer:
the front beak must have a limited length and be shaped in such way to avoid interferences with the
crane when hooked semitrailer needs to steer.
• Radius size of the tractor unit tail - being supplementary outriggers installed on the tractor unit tail,
must be taken in consideration their size during the construction of the semitrailer. The support legs of
the semitrailer must be located at a minimum distance that avoids interferences with the supplementary
outriggers when semitrailer needs to steer.
• Height of the fifth wheel - The crane sub frame must be extended up to the supplementary
outriggers (then it is also under the fifth wheel); it is necessary to verify if the sum of the vehicle chassis
from the grounds + sub frame + fifth wheel heights doesn’t exceed the maximum authorised height for
the fifth wheel hooking to the semitrailer. European standards identify in 1450 mm the maximum height
of the fifth wheel from ground. Generally a reduction of the sub frame high under the fifth wheel can be
performed compared to the high required under the crane because the dynamic moment developed by
the crane decreases going away from its rotation axle.
For this reason it is advisable to couple to tractors with cranes an ad hoc semi-trailer the weight of
which is compatible with the new towable weight values and the overall load on the fifth wheel.
CRANE
G × (P - Ag)
G1 = ----------------- = kg.......
P
G2 = G - G1 = kg.......
• REAR SUPPLEMENTARY OUTRIGGERS MASS
(-) Ps × Ds
Ps1 = --------------- = kg.......
P
• REAR SUPPLEMENTARY OUTRIGGERS MASS
DISTRIBUTION ON REAR AXLE
Ps2 = Ps - Ps1 = kg.......
• PTO AND PUMP MASS DISTRIBUTION ON FRONT AXLE
PP × Dpp
PP1 = ------------- = kg.......
P
• PTO AND PUMP MASS DISTRIBUTION ON REAR AXLE
PP2 = PP - PP1 = kg.....

TOTAL TARE WEIGHT

TT = T + G + Ps = kg.......
TT1 = T1 + G1 + Ps1 = kg.......
TT2 = T2 + G2 + Ps2 = kg.......
FIFTH WHEEL
• FIFTH WHEEL REMAINING LOAD CAPACITY
Qr = PTT - TT = kg.......
• FIFTH WHEEL LOAD DISTRIBUTION ON FRONT AXLE
Qr × Ar
Qr1 = ----------- = kg.......
P
• FIFTH WHEEL LOAD DISTRIBUTION ON REAR AXLE
Qr2 = Qr - Qr1 = kg.......
1ST AXLE 2ND AXLE TOTAL

CRANE G1 G2 G

CAPACITY ON FIFTH WHEEL Qr1 Qr2 Qr
TOTAL TOT1 TOT2 T+G+Ps+Qr =PTT

2.2.6.3. FRONT/REAR AXLE MASS RATIO CHECK
TT1
EMPTY ------- = ......... > ....... Minimum value admitted by vehicle producer
TT2
TOT1
FULL LOAD -------- = ........ > ....... Minimum value admitted by vehicle producer
TOT2
2.2.6.4 TOWABLE MASS ANALYSIS
After mounting the crane, the new towable mass of the tractor is as follows:
MR = MR (TRUCK TECHNICAL SPECIFICATIONS) – G – Ps = PTT – T – G - Ps

2.2.7 EXAMPLE OF AXLE WEIGHT DISTRIBUTION CALCULATION USING THE FASSI

“FIP” PROGRAM (FASSI INSTALLATION PROGRAM)

2.3 THEORETICAL STABILITY ANALYSIS - ANALYTIC METHOD
INSTALLATION STABILITY:
This is a theoretical test taking into account:
a) the overturning moment generated by the crane working under the most unfavourable
conditions;
b) the moment of resistance due to the weight of the vehicle and the behaviour of all the parts
contributing to prevent the vehicle from overturning.
This test is highly simplified in that it does not take into account other factors (height of the chassis from the
ground, width or tread width, chassis elasticity, etc.) which more or less directly affect the vehicle stability.
As it would be rather complicated to develop a system taking all these factors into account, a simpler more
immediate method is preferred although it still maintains a certain safety margin in case of unknown factors.
However, the results may sometimes differ from theory. In this case it is necessary to use some technical
devices (special sub frame, supplementary outriggers mounting, etc.) to get an equally good result.
Theoretical calculation results must be always verified with practical tests at the end of the installation (see
chapter 11).
Theoretical stability analysis is made pursuant to EN12999:2011
In the next pages there are different crane installations and formulas to perform the theoretical stability
calculations.
2.3.1 CRANE BEHIND CAB
2.3.1.1 CRANE BEHIND CAB ON RIGHT TIP-UP SIDE
VEHICLE (values to be extracted from the vehicle manufacturer technical specifications or through
direct measurement on the vehicle)
T1 = Tare weight in kg. on front axle without crane

T2 = Tare weight in kg. on rear axle without crane
T = T1+T2 +T3+T4= Total tare weight of vehicle in kg
WHEELBASE = wheelbase of vehicle in mm
CRANE (values to be extracted from the crane manufacturer technical specifications - see note1 )
T4 = Kg Supplementary outriggers weight

P = Kg Crane load capacity
L = mm Load P outreach from hook suspension with rotation axis
Gsb = Kg Tare weight of the extended booms
Gbas = Kg Tare weight of fixed parts of the crane
Lsb = mm Centre of gravity of Gsb from rotation axle
__________________________________________________________________________________________
Note1: the configuration with the crane in horizontal position and completely open is considered the worst crane
working condition for the calculation (load chart configuration).
In case of crane with extra accessories (jib, manual extensions, etc.), the stability check must be carried out in
the two following situations:
- Basic crane in horizontal position and completely open (load chart configuration)
- Basic crane + accessories horizontal and completely open (load chart configuration)

CRANE MOUNTING ON VEHICLE (values to be set according to the foreseen installation type)
T3 = Kg Body mass
d3 = mm. Distance between body barycentre and front vehicle axle
d4 = mm. (With supplementary outriggers) Distance between supplementary outriggers centre line and
front vehicle axis
d4 = mm. (Without supplementary outriggers) = 0
TL = Kg Test load to be determined through the following formula:
TL = Ks × P + (Ks -1) × G’b
If TL results lower than 1,25 × P, then assume TL = 1,25 × P
Ks = 1.20 Stability factor
P = Crane chart load with fully extended extension booms
G’b = Tare weight of the crane extended booms brought on tip of the last extension boom. In case of
crane equipped with jib it is the tare weight of the crane and jib booms brought on tip of the last
jib extension boom. It can be calculated through the following formula:
Gsb × Lsb
G’b = ------------- = kg........
L
Lg = mm distance between column axis and front vehicle axis
La = mm distance between column axis and outriggers on overturn side
Lb = mm distance between column axis and vehicle centreline
Tp = mm distance between column axis and rear outriggers centreline (with supplementary outriggers) or
the rear vehicle axis (without supplementary outriggers)
Dp = mm (Distance between supplementary outriggers (tip-up side) from vehicle centre line (with
supplementary outriggers).
Dp = mm (Without supplementary outriggers) Distance from leaf-spring axis (tip-up side) and the vehicle
centre line. If it is difficult to find this value, assume that Dp=1/4 of the vehicle’s tread width.
STABILITY TEST WITH SIDE LOAD

(La + Lb - Dp)
α (alpha) = arctg [ -------------------- ] = rad
Tp
C = La × cos c
2 2
Ip = Tp + (La + Lb - Dp ) = mm
(La + Lb) × Tp La + Lb
X = ---------------------- = mm or X = -------------- = mm
(La + Lb - Dp) tg α
(T2 × wheelbase) + (T3 × d3) + (T4 × d4)

Lt = ----------------------------------------------------------- = mm
(T1 + T2 + T3 + T4)
E = Lt - Lg = mm
(La + Lb - Dp) × (X - E)
H = --------------------------------------- = mm or H = sen α × (X - E) = mm
Ip
If Lsb > C, moments must be calculated in the following way:
Ms = (T × H) + (Gbas × C) = Kgmm = Stabilization moment
Mr = [TL × (L - C) ] + [Gsb × (Lsb - C)] = Kgmm = Tilting moment
If Lsb < C, moments must be calculated in the following way:
Ms = (T × H) + (Gbas × C) + [Gsb × (C - Lsb)] = Kgmm = Stabilization moment

Mr = [TL × (L - C) ] = Kgmm = Tilting moment
Ms
K = -----
Mr
* According to the standards, the side overturn stability requirement is met when K > 1.
STABILITY TEST WITH FRONT LOAD
If Lsb > Lg, moments must be calculated in the following way:
Ms = (T × Lt) + (Gbas × Lg) = Kgmm = Stabilization moment
Mr = [TL × (L - Lg)] + [Gsb × (Lsb - Lg)] = KgNmm = Tilting moment
If Lsb < Lg, moments must be calculated in the following way:
Ms = (T × Lt) + (Gbas × Lg) + [Gsb × (Lg - Lsb)] = Kgmm = Stabilization moment
Mr = [TL × (L - Lg)] = KgNmm = Tilting moment
Ms
K = -----
Mr
* According to the standards, the front overturn stability requirement is met when K > 1.
* On the basis of the comparison experience between theoretical and practical stability results, it
is suggested to reach a minimum theoretical stability coefficient K = 1,15 for the installation of
the crane behind cab with supplementary outriggers and K = 1,20 for the same installation
without supplementary outriggers.
STABILITY TEST WITH REAR LOAD
If the calculation of stability with side load has been checked, then also the calculation of stability with rear load
has been verified.
Note :
If stability has not been ascertained in a certain sector and it is not possible to add any counterweight, it is
necessary as an alternative:
a) to prevent work in that area by blocking rotation beyond the sector permitted.
b) to adjust the lifting moment limiting device, if any, to reduce the capacity accordingly.
In theory it is possible to calculate approximately the extent of the capacity reduction using the following
formula:
Pr = P / f
where : f = TL / TL1
TL1 = TL × K
f = Crane lifting capacity reduction factor.

P = Crane capacity at L boom outreach.
Pr = Reduced lifting capacity of the crane for the boom length L
TL1 = Reduced test load
K = Stability coefficient resulting from the analytic calculation
CONCLUSION: Stability calculation for a crane mounted behind the cab is verified when the calculation of side
and front overturn stability has been checked.

RIGHT-HAND SIDE OVERTURNING STABILITY TEST FOR CRANES MOUNTED BEHIND THE CAB
WITHOUT SUPPLEMENTARY OUTRIGGERS
RIGHT-HAND SIDE OVERTURNING STABILITY TEST FOR CRANES MOUNTED BEHIND THE CAB
WITH SUPPLEMENTARY OUTRIGGERS

2.3.1.2 CRANE BEHIND CAB ON LEFT OVERTURN SIDE
VEHICLE (values to be extracted from the truck manufacturer technical specifications or through
T1 = Kg Tare weight on front axle without crane

T2 = Kg Tare weight on rear axle without crane
T = T1+T2 +T3+T4= Kg Total tare weight of vehicle
WHEELBASE = mm Wheelbase of vehicle
CRANE (values to be extracted from the crane manufacturer technical specifications - see note1)
P = Kg Crane load capacity at maximum reach

L = mm Load P outreach from hook coupling to rotation axle
d3 = mm Distance between body barycentre and front vehicle axis

d4 = mm Distance between supplementary outriggers centre line and front vehicle axis
d4 = mm (without supplementary outriggers) = 0
T3 = Kg Body mass
TL = Ks × P + (Ks - 1) × G’b
If TL results to be less than 1,25 × P, then assume TL = 1,25 × P
P = Crane load capacity at maximum reach
Gsb × Lsb
G’b = ------------- = kg........
L
Lg = mm Distance between column axis and front vehicle axis
La = mm Distance between column axis and outriggers on overturn side
Lb = mm Distance between column axis and vehicle centre line
Tp = mm Distance between column axis and rear outriggers centre line (with supplementary outriggers) or
the rear vehicle axis (without supplementary outriggers)
Dp = mm Distance between supplementary outriggers (overturn side) from vehicle centre line (with
supplementary outriggers)
Dp = mm (Without supplementary outriggers) Distance from leaf-spring axis (tip-up side) and the vehicle
centre line. If it is difficult to find this value, assume that Dp= 1/4 of the vehicle’s tread width.
Lc - Dp
ß = arctg ( ----------- ) = rad
Tp
C = (Lc + Lb) × cos ß = mm
- Basic crane + accessories horizontal and completely open (load char configuration.

2 2
Ip = Tp + (Lc - Dp ) = mm
Lc × Tp Lc
X = ------------- = mm or X = -------
(Lc - Dp) Tg ß
(T2 × wheelbase) + (T3 × d3) + (T4 × d4)

Lt = --------------------------------------------------------- = mm
T1 + T2 + T3 + T4
E = Lt - Lg = mm
(Lc - Dp) × (X - E)
H = --------------------------- = mm or H = (X - E) × sen ß = mm
Ip
Mr = [(TL × (L - C)] + [Gsb × (Lsb - C)] = Kgmm = Tilting moment
Ms = (T × H) + (Gbas × C) + [Gsb × (C - Lsb] = Kgmm = Stabilization moment
Mr = [(TL × (L - C)] = Kgmm = Tilting moment
Ms
K = -----
Mr
* According to the standards, the side overturn stability requirement is met when K ≥ 1.
If Lsb > Lg, moments must be calculated in the following way:
Ms = (T × Lt) + (Gbas × Lg) = Kgmm = Stabilization moment
Mr = [TL × (L - Lg)] + [Gsb × (Lsb - Lg)] = Kgmm = Tilting moment
If Lsb < Lg, moments must be calculated in the following way:
Ms = (T × Lt) + (Gbas × Lg) + [Gsb × (Lg - Lsb)] = Kgmm = Stabilization moment
Mr = [TL × (L - Lg)] = KgNmm = Tilting moment
Ms
K = -----
Mr
* According to the standards, the front overturn stability requirement is met when K ≥ 1..

If the calculation of stability with side load has been verified, then also the calculation of stability with rear load
has been checked.
Nota :
If stability has not been ascertained in a certain sector and it is not possible to add any ballast, it is necessary as
an alternative:
formula:
Pr = P / f
where :
f = TL / TL1
TL1 = TL × K

P = Crane capacity at L boom outreach
Pr = Reduced lifting capacity of the crane at the boom length L
TL1 = Reduced test load
K = coefficient of stability resulting from the analytic calculation
CONCLUSION:
Stability calculation for a crane mounted behind cab is verified when the calculation of side and front overturn
stability has been checked.

LEFT-HAND SIDE OVERTURNING STABILITY TEST FOR REAR MOUNTED CRANES WITHOUT
LEFT-HAND SIDE OVERTURNING STABILITY TEST FOR REAR MOUNTED CRANES WITH

2.3.2 REAR MOUNTED CRANE

2.3.2.1 REAR MOUNTED CRANE ON RIGHT OVERTURN SIDE
VEHICLE (Values to be extracted from the vehicle manufacturer technical specifications or through

WB = mm Wheelbase of vehicle
P = Kg Crane load capacity at max. reach

L = mm Load P outreach from hook coupling to rotation axis

d4 = mm (without supplementary outriggers) = 0
T3 = Kg Body mass
TL = Ks × P + (Ks - 1) × G’b
Gsb × Lsb
G’b = ------------- = kg........
L
Tp = mm Distance between column axis and front outriggers centre line (with supplementary outriggers)
or the rear vehicle axis (without supplementary outriggers)
Dp = mm (without supplementary outriggers) = 0
(La + Lb - Dp)
α (alpha) = arctg ------------------------ = rad
Tp
C = La × cos α = mm

2 2
Ip = Tp + (La + Lb - Dp ) = mm
(La + Lb) × Tp La + Lb
X = --------------------- = mm or X = ------------- = mm
(La + Lb - Dp) tg α
(T2 × WB) + (T3 × d3) + (T4 × d4)

Lt = ------------------------------------------------------ = mm
(T1 + T2 + T3 + T4)
E = WB - Lt + Lg = mm
(La + Lb - Dp) × (X - E)
H = ---------------------------------- = mm or H = sen α × (X - E) = mm
Ip
If Lsb > C, moment must be calculated in the following way
Mr = [TL × (L - C)] + [Gsb × (Lsb - C)] = Kgmm = Tilting moment
If Lsb < C, moment must be calculated in the following way:
Ms = (T × H) + (Gbas × C) + [Gsb × (C - Lsb)] = Kgmm = Stabilization moment
Mr = [TL × (L - C)] = Kgmm = Tilting moment
Ms
K = -----
Mr
* According to the standards, the side overturn stability requirement is met when K ≥ 1
Ms = T × E = Kgmm = Stabilization moment
Mr = (TL × L) + (Gsb × Lsb) = Kgmm = Tilting moment
Ms
K = -----
Mr
* According to the standards, the side overturn stability requirement is met when K ≥ 1

If the calculation of stability with side load has been verified, then also calculation of stability with rear load has
been checked.
Note:
an alternative:
formula:
Pr = P / f
where :
f = TL / TL1
TL1 = TL × K

Pr = Reduced lifting capacity of the crane at the boom length L.
TL1 = Reduced test load.
K = Stability coefficient resulting from the analytic calculation.
CONCLUSION: Stability calculation for a rear mounted crane is verified when the calculation of side and front
overturn stability has been checked.

RIGHT-HAND SIDE OVERTURNING STABILITY TEST FOR REAR MOUNTED CRANES WITHOUT
RIGHT-HAND SIDE OVERTURNING STABILITY TEST FOR REAR MOUNTED CRANES WITH

2.3.2.2 REAR MOUNTED CRANE ON LEFT TIP-UP SIDE
VEHICLE (values to be extracted from the truck manufacturer technical specifications or through

WB = mm Wheelbase of vehicle
P = Kg Crane load capacity at maxi reach

L = mm Load P outreach from hook coupling to rotation axis
Lsb = mm Centre of gravity of Gsb from rotation axle.

d4 = mm (Without supplementary outriggers) = 0
T3 = Kg Body mass
TL = Ks × P + (Ks - 1) × G’b
Gsb × Lsb
G’b = ------------- = kg........
L
Tp = mm Distance between column axis and rear outriggers centre line (with additional outriggers) or the
rear vehicle axis (without supplementary outriggers)
Dp = mm (Without supplementary outriggers) = 0
Lc
ß = arctg ( ----- ) = rad
Tp
C = (Lc + Lb) × cos ß

Tp + (Lc − Dp ) = mm
2 2
Ip =
Lc - Tp Lc
X = ---------- = mm or X = ------- = mm
Lc - Dp tg ß
(T2 × WB) + (T3 × d3) + (T4 × d4)

Lt = --------------------------------------------------- = mm
T1 + T2 + T3 + T4
E = WB - Lt + Lg = mm
(Lc - Dp) × (X - E)
H = ------------------------------ = mm or H = sen ß × (X - E) = mm
Ip
Mr = [TL × (L - C)] + [Gsb × (Lsb - C)] = Kgmm = Tilting moment
Ms = (T × H) + (Gbas × C) + [Gsb × (C - Lsb] = Kgmm = Stabilization moment
Mr = [TL × (L - C)] = Kgmm = Tilting moment
Ms
K = -----
Mr
Ms = T × E = Kgmm = Stabilization moment
Mr = (TL × L) + (Gsb × Lsb) = Kgmm = Tilting moment
Ms
K = -----
Mr

If the calculation of stability with side load has been verified, then also calculation of stability with rear load has
been checked.
Note:
an alternative:
formula:
Pr = P / f
Where :
f = TL / TL1
TL1 = TL × K

Pr = Reduced lifting capacity of the crane at the boom length L.
TL1 = Reduced test load.
K = Stability coefficient resulting from the analytic calculation.
CONCLUSION:
Stability calculation for a rear mounted crane is verified when the calculation of side and front overturn stability
has been checked.

LEFT-HAND SIDE OVERTURNING STABILITY TEST FOR REAR MOUNTED CRANES WITHOUT
LEFT-HAND SIDE OVERTURNING STABILITY TEST FOR REAR MOUNTED CRANES WITH

2.3.3 3 AXLES VEHICLE
(2 rear tandem axles 6x4)

(3rd axle with separate wheels)
In case of cranes without supplementary outriggers, when calculating stability, you should use the same
formulas as for a two-axle vehicle, considering the ideal wheelbase as defined in paragraph 2.2.3.1.
When supplementary outriggers are present, the overturn line passes through the crane outriggers and the
supplementary outriggers.
Use the same formulas as for 2-axle vehicles when calculating stability.

2.3.4. THEORETICAL STABILITY CHECK USING A GRAPH
To carry out this check you have to make a scale drawing on graph paper similar to the one used for the
analytical method.
Missing data can be measured on the scale drawing, while through the formulas used in the analytical method
it’s possible to calculate the stabilization and tilting moments.

2.4. EXAMPLE OF THEORETICAL STABILITY VERIFICATION USING FASSI “FIP” CALCULATION

PROGRAM

3. SIZING
3.1. CHECKING THE CHASSIS AND SUB FRAME
N.B.: Any instruction or modification issued by the Manufacturer have priority over what here below.
Before taking any decisions, consult the Manufacturer's installation guidelines.
When mounting the crane it is also necessary to install a sub frame, whose dimensions depend on the type of
vehicle, its use and the lifting capacity of the crane.
For the designing of the sub frame (calculation of the sub frame section) the EN12999:2011 Annex L4 is applied.
The coupling of sub frame/vehicle must be able to withstand stress caused by the dynamic moment (flexure)
and the concentrated load due to reactions on the linking devices.
The moment Mdyn to be taken into consideration when testing the frame is the maximum dynamic moment
(calculated according to EN12999 standard), a typical feature of each individual crane and issued by the
manufacturer. The value can be found in the table in Annex 1 or in the technical documentation edited in the
dedicated Fassi internet web site: www.fassitech.com.
The position developing the maximum dynamic moment of the crane coincides with its axis of rotation. It is
assumed that the moment linearly decreases along the vehicle longitudinal axis until to zero on the rear
supplementary outriggers (if there are any) or on the rear axle of the vehicle. The maximum dynamic moment
of the crane is assumed to act along the longitudinal axis of the vehicle. This will either coincide or be parallel
with the longitudinal axis of the vehicle’s chassis providing a uniform distribution of the moment (*) on each of
the two chassis/sub frame longitudinal members.
Even if the vehicle chassis is sufficiently resistant by

itself, it is still necessary to place a metal section
between it and the crane to protect it from wear and
concentrated loads (see fig. 1).
To ascertain whether the vehicle chassis is sufficiently

resistant, it is necessary to check that the ratio:
Mdyn
---------- <= σ adm
Wt x 2
is less than the maximum permissible stress depending

on what the chassis is made of.
Par. 3.1.1. shows permissible stress for the most
Metal section Vehicle common steels.
chassis
Wt = module of resistance to flexure of a
vehicle side member (see Manufacturer's
instructions or the calculation procedure shown
in the appendix to paragraph 3.1).
Fig. 1 – Metal section to protect against wear and

concentrated loads
(*) If the crane’s axis of rotation is offset from the longitudinal axis of the vehicle, or if the crane base does
not provide a uniform distribution of the dynamic moment along the two longitudinal members of the
chassis/sub frame, the dynamic moment Mdyn should be distributed by introducing the distribution factor
ß, which derives from the eccentricity of the crane and from the base properties and constraints.

The distribution factor ß depends on the width of the vehicle chassis (Lt) and on the distance from the crane
column axis and the vehicle centre line (eccentricity Lb) and can be calculated applying the following formula:
2Lb
ß = 0,5 × [ 1 + ( ------- × k )]
Lt
where K can assume a variable value from 0 to 1 according to the type of the selected sub frame and/or to the
type of the crane base properties; hereinafter some reference values:
k=1 for sub frame with open section (2 longitudinal members joined by standard connection cross members)
and crane base with compensator
k = 0 for self supporting and integrated sub frame
k = 0,2 for sub frame with close section (boxed on all chassis length) not self supporting and crane base without
compensator (cranes with continuous rotation).
The maximum dynamic moment to be taken in consideration for the chassis/sub frame calculation (called Me)
will be than:
Me = Mdyn × ß
When connecting the sub frame to the chassis, there are two possible methods:
a) Chassis and sub frame connected together using the crane tie rods and brackets normally provided by the
Manufacturer or other equivalent means that are not resistant to shearing.
b) Chassis and sub frame connected using means that are resistant to shearing strength (bolts, plates,
rivets) to create a single resistant unit.
The first method is the most common. It is easy to be implemented and does not restrict the vehicle use.
The moment of flexure induced by the crane is distributed between the chassis and the sub frame in proportion
to the respective moment of inertia.
Mc = moment of flexure acting on the sub frame

Mt = moment of flexure acting on the vehicle chassis
Jt = moment of inertia of the vehicle chassis
Jc = moment of inertia of the sub frame.
Mf x Jt
Mt = ------------
Jt + Jc
Mc = Mf - Mt
Fig. 1a
This test consists in assessing separately the stress to which the chassis and sub frame are subjected, and
comparing them with the respective permissible stress value shown in paragraph 3.1.1.

Mt Mc
σt = -------- σc = --------
Wt Wc
In some cases, shear resistant connections between chassis and sub frame give significantly lower sub frame.
This type of connection is not advisable for off-road vehicles, apart from certain cases.
The two sections are considered a single unit, so, as they are still asymmetrical sections, it takes longer to
calculate the moment of inertia with respect to the horizontal barycentre axis.
The appendix to paragraph 3.1 shows an example of this calculation.
The resistance test is carried out for the upper and lower ends of the sections, comparing the respective stress
values with permissible values for the sub frame (upper) and the chassis (lower).
Mf Mf
σupp = σc = -------- σlow = σt = --------
Ws Wi
The features of the steel of which the sub frame is made may differ from those of the vehicle chassis.
Sizing of the means connecting the chassis and the sub frame is done by calculating the shearing effect between
the two sections.
For convenience, a simplified method is given below for showing the number of bolts per linear metre for each
vehicle side member in order to ensure the necessary shearing strength.
This method takes the following parameters into consideration:
Sub frame
Vehicle chassis
a1 = H1 - 2 b1 : height of sub frame centre

a2 = H2 - 2 b4 : height of chassis centre
Assuming that:
S1 = b1 + b2 + b3 (mm)
S2 = b4 (mm)

Ft (shearing force) is the maximum reaction of the supplementary outriggers, or the reaction on the axle when
supplementary outriggers are not used, acting on the two sides members.
The maximum force Ft for supplementary outriggers is given by the following formula:
Maximum dynamic column moment

Ft = ---------------------------------------------------------------
Tp (distance column axle ÷ rear outriggers/axle)
Use the following formula to calculate the number of bolts required per meter:
F/2 x (S1 + S2)

Bolts Ni = c x ---------------------------- (3)
S1 x a1 + S2 x a2
Where the coefficient “c” can be obtained from the following tables:
TABLE 1: Bolts are inserted in holes with backlash over 0,2 mm.
Nominal thread Bolt class: Bolt class: Torque moment (Nmm)

diameter d (mm) 8.8 10.9 8.8 10.9
«c» «c»
12 0.53 0.39 75 105
14 0.39 0.29 119 168
16 0.29 0.21 184 258
The coefficient c in this table have been calculated considering that the tangential stress is transmitted by
friction, with a friction coefficient of 0,45.
TABLE 2: Bolts work shear, inserted in gauge holes with a max backlash less then 0.2 mm.
Nominal thread Bolt class: Bolt class: Torque moment (Nmm)

diameter d (mm) 8.8 10.9 8.8 10.9
«c» «c»
12 0.35 0.30 75 105
14 0.26 0.22 119 168
16 0.20 0.17 184 258
It is necessary to be particularly careful as regards the area on which the crane rests because the shear values
are very high in this position:
MAX DYNAMIC COLUMN MOMENT

FT = -----------------------------------
IL
Fixing example
Where “IL” represents the longitudinal interaxle between the crane anchoring tie rods.
If you now replace the Ft value in the formula (3) and consider the same values for coefficient c, you get the
quantity of the bolts to be used in that area.
As there would be too many bolts for high moments, it is advisable to install a plate in this area to occupy the
whole height of the vehicle chassis to absorb most of the shearing force.

C ra n e b a s e
P la te
Example of fixing
APPENDIX n° 1 TO PARAGRAPH 3.1
CALCULATION OF THE
BARYCENTRIC STRUCTURE.
b3
60
A) The structure shown in this
b2
figure is made up of three
separate sections. As the 3
h3
structure is barycentric, the
total barycentre Rgtot is equal
to:
htot = h1+h2+h3
being h1=h3
RGtot = htot/2
Where htot is the total height

8
= h2
2
G
R2
R3
of the structure, h1 is the h1 1

height of the first section and
b1 R1
h2 is the height of the second
section and h3 is the height of
the third section.
B) Find Jtot from the formula:
Jtot = jx + ax × d² = S each j
b × h³
where jx = j of each section = --------
12
ax = Area of individual section
d = Distance between partial and total barycentre
e.g. : d1 = RGtot - R1; d2 = RGtot - R2 ; d3 = RGtot - R3
Jtot = (j1 + a1 × d1²) + (j2 + a2 × d2²) + (j3 + a3 × d3²) =
b1 × h1³ b2 × h2³ b3 × h3³

= [----------- + (b1 × h1) × d1²] + [------------ + (b2 × h2) × d2²] + [------------ + (b3 × h3) × d3²] =
12 12 12
C) Calculate lower W and upper W, which coincide in this particular structure:
Jtot
W = ---------
Rgtot
APPENDIX n° 2 TO PARAGRAPH 3.1
CALCULATION OF THE NON-BARYCENTRIC STRUCTURE
A) The structure shown in b6

this figure is made up 90 b5
of six different 80 b4
sections. As the
12 6
structure is not 5
barycentre, the total 4
barycentre Rgtot
corresponds to : 8
10
G
3
10
2
1
b3
60 b2
b1
a1 × R1 + a2 × R2 + a3 × R3 etc...
Rgtotlow. = --------------------------------------------------
a1 + a2 + a3
where : a = Area
R = Barycentre radius of each rectangle
Rg = Total barycentre radius
d = Distance between partial and total barycentre: e.g.: d1 = Rgtot-R1 ; d2 = Rgtot - R2; etc.
Jtot = Total J of the structure
B) Find Jtot from the following formula: Jtot = jx + ax × d² = S each j
b × h³
where jx = j of each section = --------
12
Jtot = (j1 + a1 × d1²) + (j2 + a2 × d2²) + (j3 + a3 × d3²) + etc... =
b1 × h1³ b2 × h2³ b3 × h3³

= [----------- + (b1 × h1) × d1²] + [------------ + (b2 × h2) × d2²] + [------------ + (b3 × h3) × d3²] + etc... =
12 12 12
C) Calculate lower W and upper W using the formula:
Jtot Jtot
Wupper = --------------- Wlower = ------------------
Rgtotupper Rgtotlower
Knowing that RGtotupp = Htot - Rgtotlow
where Htot = h1 + h2 + h3 + etc.

EXAMPLE OF CALCULATION FOR SUB FRAME VERIFICATION USING THE FASSI “FIP” PROGRAM
(FASSI INSTALLATION PROGRAM)

3.1.1 SUB FRAME MATERIAL
Ref. Unit of Measurement (SI daN/mm2)

Ref. Standards for calculating the admissible sigma: EN12999
Types of material and maximum admissible sigma (stress):
Reference standard Steel denomination Admissible Sigma

As per EN10025 (2005) S355J2G3 236 N/mm²
As per EN10025 (2005) S690QL 410 N/mm²
As per EN10149-2 (1997) S700MC 384 N/mm²
Alternatively you can use materials with different characteristics considered by other standards.
3.1.2 SUB FRAME END TAPERING
In order to reduce the resistance section gradually and avoid unwanted notches, the ends of the sub frame must
be taped as follows:
- Front end (towards cab)
Taper in height with an angle up to 45° and round off the wing touching the chassis with a radius of about 5
mm (alternatively you can chamfer straight). (fig. 2).
Fig. 2 Fig. 4
Alternatively, if there is not enough space on the vehicle you can make a "dovetail" taper (fig. 3).
- Rear end (towards rear axles, for partial sub frame): taper in height with an angle of 30°-45° and round off
the wing touching the chassis with a radius of about 5 mm. (alternatively you can also chamfer straight) (fig.
4).
S u b fra m e th ic k n e s s
Fig. 3

- Rear end, with connection to the vehicle body sub frame.
Taper in height to an angle of 30°-45°.
Crane subfram e
Body subframe Body subframe
Crane subframe
Truck fram e
Truck frame
Body sub frame lower than crane Body sub frame higher than crane
sub frame sub frame
The sub frame parts need to be tapered (centre, local stiffeners, joint coverings, etc.). See fig. 5.
Fig. 5
Interruptions between parts of the sub frame must not coincide with variations in height of the section.
NO YES
NOTE :
Equivalent tapering are always acceptable provided that they reduce the section gradually.

3.1.3 LENGTH OF SUB FRAME
Crane mounted behind cab with supplementary outriggers

The ideal length of the side members is the measurement obtained starting as much as possible from below the
vehicle cab. You must always take into account the rear supporting area of the front suspension and, if
necessary, go as far as the front support of the rear suspension.
Fr ont support of rear

suspension
Rear support of front

suspension
1 Sub frame 2 Connections 3 Crane connections 4 Outriggers
However, as it is necessary to carry out a base for the body, you have to assess the need to extend the sub
frame for the whole actual length of the vehicle. The sub frame of the crane can - towards the rear section - be
integrated with the sub frame for the body. Make the necessary connection and taper if required (See par.3.1.2
TAPERING)
The cross section of the crane sub frame must always be constant in height, for a length (towards the rear) that
is no less than twice the width of the supporting base for the crane on the sub frame (see fig. 7); after this
minimum length the section can be gradually decreased, up to the rear side of the vehicle. Obviously, from the
point where the reduction of the sub frame section is applied, further verifications have to be carried out
concerning the structure resistance, applying the crane moment acting in such position.
NOTE: This length is defined starting from the beginning of the sub frame. The local reinforcing element
protecting concentrated loads (crane support area) must be at least as long as the height of the cross section of
the sub frame. If they have not been considered in calculating the resistance to flexure of the sub frame, they
don’ have to extend beyond the required length (see fig. 6).
H
L≥H
LH
Fig. 6

Fig. 7
If you need to reduce the section of the sub frame (for installation of the fifth wheel for semitrailer or special
body), it is necessary to check the new section where the reduction start, but using the value of the moment
induced by the crane at that particular point "M1" (see fig. 8).
Fig. 8
If there are no supplementary outriggers, distances A and B must refer to the rear axle of the wheels (see fig.
9).
Fig. 9

Crane behind cab with supplementary outriggers
The ideal length of the side members is the measurement obtained starting as much as possible from below the
vehicle cab. You must always take into account the rear supporting area of the front suspension and go as far as
the cross member of the supplementary outriggers (see fig. 8).
Rear mounted crane with supplementary outriggers
The length of the side members is given by the measurement obtained starting from the cross member of the
supplementary outriggers as far as the rear end of the crane (see fig. 10). A sub frame element tapered as
specified in paragraph 3.1.2 must be installed in the front area before the supplementary outriggers.
Mf
telaio
Vehicle veicolo
chassis
Fig. 10
3.1.4 CONNECTING CROSS MEMBERS
In the sub frame calculation it is assumed

that the torsion and the flexion of the
structure are equal on the two sides of
the vehicle, both when the crane is
working and when it’s in the rest
position. So you can understand how
important the linking function of the
cross members applied between the two
longitudinal members of the sub frame.
The longitudinal members of the sub
frame must than be connected each
other by a series of connecting cross
members having the aim to stiffen the
structure against the torsion. The rigidity
of the structure is essential to have the 2
right contribution of the single axle
weight of the vehicle during the crane
working and help the stability.
The materials and dimensions of these
cross members must be the same as
1
those used in the construction of the sub
frame.
It is suggested to use closed section
cross members to make the installation
(see fig. 11) more rigid.
1 – sub frame
2 – closed section cross member
Fig. 11
The application of the connecting cross members should be at a distance of 600÷800 mm approx. between their
centrelines. When there are not enough cross members to limit the torsion transmitted by the crane to the side
members of the vehicle, it is necessary to fit one or more crosses. It is particularly advisable to fit crosses on the
sub frame of vehicles with a long wheelbase and rear mounted cranes, as it is necessary to restrict the twisting
effect of the crane resist against the torsion of the vehicle during the crane working.
600÷800
1500÷2000
Cross members X style cross members
* Indicative values.
Suggestions for the positioning of the first cross member according to the crane base typology
Base with 3 anchoring

brackets (6 tie rods) and
without compensator:
As the constructive nature

of this type of base doesn’t
contribute to the decreasing
of the vehicle torsion, it is
necessary in this case to
apply a first cross member
between the longitudinal
members of the sub frame
just below the crane
column centreline.
The cross member must
have a height equal to the
one of the sub frame
longitudinal member.
It is anyway suggested to
make the section as high as
possible to better contrast
the vehicle torsion during
the crane working.


brackets (8 tie rods) and
compensator
With this type of base,

what stated for the base
with 3 anchoring brackets is
still valid. Vehicle torsion
must be already contrasted
by a first cross-member
located under the crane
base, of adequate
dimension compatibly to
the mounting needs and
better if aligned to the
column centreline.

brackets (8 tie rods)
without compensator
The structure of this base

makes the part below the
crane more rigid. The
application of the first sub
frame cross-member can
start after the crane fixing
tie rods.
Cranes with high lifting
capacities are usually made
with this type of base and
the foreseen sub frame is
self-supporting with
completely closed (boxed)
section, very rigid and able
to absorb the torsion
involved.
For crane installation on the rear of the vehicle (behind body) the first cross-member must have close section
and a width at least two times the width of a single longitudinal member of the sub frame and same height of
the longitudinal member.
The application of a strong X style cross-member under the crane base, as alternative to the standard cross-
member, gives further advantages against torsion.

3.1.5 SUB FRAME CONSTRUCTION
ASSEMBLY
Sub frame must be assembled on special adjustable supports so that the side members are completely flat and
parallel (use a spirit level).
IT’S FORBIDDEN TO ASSEMBLE SUB FRAME DIRECTLY ON THE VEHICLE CHASSIS, AS WELL AS TO
WELD ON THE VEHICLE CHASSIS.
If it is required to extend the vehicle chassis welding a portion of longitudinal member, the work
must be done following with scrupulosity the instructions supplied by the vehicle producer.
Check that the sub frame side members are perfectly flat and parallel, particularly after welding. Straighten
them (if necessary) using special equipment.
WELDING
When welding parts during assembly of sub frame,

you should remember the following points: 6 0°
- welding must only be done by properly trained

personnel having a valid certificate according to
the EN287-1 standard or equivalent, using the
right equipment with extreme caution, and be
done properly;
- all parts involved in welding must be treated
beforehand (sand blasting, grinding, etc.) to
remove any rust or oxidation;
- for correct butt welding, make a V-shaped bevel
2 mm
about 60° on the inner side all along the area to
be welded (see fig. on the side);
- before welding, make sure the edges are free from organic and hygroscopic materials;
- If the ambient temperature is below 5°C, preheat the metal to be welded;
- Weld a few points to keep the two parts in contact in the correct position.
- When arc welding, do several passes using carefully dried alkaline electrodes or MIG-MAG procedures with
suitable weld material. Avoid current overloads. The welding must be free from side incisions and slag.
- When back welding, proceed as described at the previous point;
- Allow the side members to cool slowly and evenly. Do not cool with air, water or other means.
- With butt weld remove the excess material by grinding.
NOTE: Vertical welding must be done from the bottom upwards.
Any flat sheet steel plates between chassis and sub frame for support continuity (see par. 3.1.6) must be
applied directly on the lower wing of the sub frame.
This must be done with intermittent welds or by riveting (see fig. 12).

Contact surfaces between flat plate and Lower wing of subframe

sub frame must be treated against
corrosion.
The brackets and plates securing the
sub frame to the chassis must be
welded to the sub frame all round the
outer perimeter of the centre with
continuous seam-type angle welding or
suitable sealing. (see fig. 13).
Contact surfaces between plate and sub
frame must be treated preventively
against corrosion. Flat sheet steel plate
Fig. 12
RUST PREVENTION AND PAINTING
All vehicle parts involved in the

conversion or application must be
protected against oxidation and
corrosion.
All the parts must be treated and
painted with great precision. In
particular, when sub frame has been
fully assembled, it must be treated as
follows:
- Degreasing of the surfaces with
suitable non-toxic solvents;
- electrophoresis or rust proofing; Fig. 13
- painting with suitable products and quantity of coats (approx. thickness 60 µ).
Note 1:
all the welded parts must be cleaned before painting.
Note 2:
the sub frame must be closed at the ends with
sealed welded plates (see fig. 14). If the ends of
the sub frame are open or half-open, they must be
protected with oil or wax: seal the joints and
overlaps and protect the areas subject to abrasion
using specific products.
Precautions
Due precautions must be taken to protect parts
where the paint might affect preservation and
operation, such as:
- rubber or plastic hosepipes for pneumatic
and hydraulic systems;
Fig. 14
- rubber or plastic seals or other parts;
- piston rods of shock-absorbers and hydraulic
or pneumatic cylinders;
- rating plates, nameplates, etc.

3.1.6 SECURING SUB FRAME
INTRODUCTION
Preparing the chassis
It is of vital importance before installing the crane to arrange the chassis so that it is completely flat: in this way
it can be fully reliable and have a long life.
This means that the side members must be parallel and the chassis must not be distorted.
To make sure that a chassis with pneumatic suspension is flat, it is necessary to use at least 3 adjustable
supports, which must not be removed during the installation works.
NOTE: if the chassis is moved during the installation, it is necessary to check again if it is still flat.
Securing sub frame
As mentioned in the section about sub frame calculations, the choice of the type of connection is very important
for sub frame’s resistance and rigidity.
On the basis of the type of securing, the vehicle chassis gives a different contribution to create, together with
the sub frame, a sufficient resistance to the efforts induced by the crane during the work.
It can be the elastic type (bracketed) or the rigid type resistant to shear stress (lengthwise and cross plates).
The choice depends on the type of mounting, taking into consideration the stress the crane transmit to the
chassis under static and dynamic conditions (see par. 3.1).
The securing elements all along sub frame must be sized and made so as to ensure that the chassis and sub
frame are properly connected.
It is preferable to use securing elements already existing on the chassis of the vehicle, except when shear
resistant couplings are necessary.
Note : When securing sub frame to the chassis, the chassis must not be welded and the wings perforated.
Any additional hole in the central elements must only be made in compliance with the instructions
in the vehicle manufacturer's handbook(s).
There must be a continuous support between sub frame and vehicle chassis sections. If this is not the case,
continuity can be restored by interposing flat sheet steel plates of suitable thickness.
Wooden or elastic dowels must not be used. It is not advisable to use light alloy elements because they tend to
corrode the parts in contact with the steel.
Sometimes, due to riveting on the upper wing of the vehicle chassis, for support continuity it is necessary to
interpose a flat sheet steel plate of suitable thickness with boreholes in line with the rivet heads.
This element must not be welded to the chassis (see par. 3.1.5 - Welding)...

1 - Shims of suitable materials

2 - Rivet head
3 - Hole for rivet head
ELASTIC FIXING (Bracketing)
This is an elastic type of connection allowing limited movement between chassis and sub frame.
Examples of this type of connection are shown in fig. 15.
1 - Sub frame
2 - Chassis
3 - Shims
Leave 1 or 2 mm.
before closing
Fig. 15
The brackets must be fitted onto the outer rib of the side members of the vehicle chassis using screws or rivets.
They can be welded onto the sub frame.
The brackets must be suitably distributed all along the sub frame (taking as an indication a minimum wheelbase
distance of 750-1000 mm).
To make a flexible connection, before tightening the screws during assembly, make sure that the distance
between the brackets on the chassis and sub frame is 1-2 mm. Greater distances must be reduced using shims.
The connection is more flexible if you use screws of a suitable length.
In case screws may loosen, use 100-120 mm screws length.
If you use long screws to secure standard brackets, it is necessary to interpose spacer bushings of suitable
length.
Distance
can be
reduced
using m ax 4
shims.
The light of
1 mm. is
admitted

The same quality of nuts must be used as for the screws.

It is advisable to use nuts that don’t unscrew.
In order to guide and better contain loads in a crosswise direction, brackets are usually applied so that they
slightly jut out the upper edge of the chassis (see fig. 15).
In some cases the brackets are mounted flush with the upper wing of the side member and lateral movement of
the crane must be ensured by means of other devices (e.g. guide plates connected only to sub frame or only to
the vehicle chassis and resting on another element).
If you require a more flexible coupling (e.g. for installation on special

vehicles, or for off-highway use) place elastic elements such as
Belleville washers between the couplings. (see fig. 16).
When selecting components for this securing system, restrict the

thickness of the elastic element (30-40 mm) to ensure integration to
sub frame and prevent excessive movement on the original chassis.
Fig. 16
RIGID TYPE FIXING (Connecting lengthwise or crosswise plates - shear resistance)
Note: unless otherwise specified, the material and the thickness of the connecting plates must be equal to or
greater than the ones used for the construction of the vehicle chassis, according to the calculation made.
This rigid type of connection provides a good reaction to lengthwise and crosswise thrust and makes the whole
assembly more rigid.
Rigid connections need only a single resistant section (chassis/sub frame) provided that the quantity and
distribution of the connections are sufficient to withstand the resulting forces (see par. 3.1.)
The plates must be fitted onto the outer rib of the side members of the chassis using screws. They can be
welded onto sub frame (see par. 3.1.5).
Examples of this type of connection are shown in fig. 17.
The thread
must never
touch the edge
of the
containing
plate.
Spacer
plate
Fig. 17 1 – Sub frame 2 – Chassis 3 – Containing plate

Bear in mind the following when mounting these plates:
- Make sure that the lower sub frame surface and the vehicle chassis are in perfect contact, otherwise apply
flat sheet steel plates of suitable thickness.
- Only couplings made with the following criteria can withstand shear forces:
a) The stress between plate and chassis is transmitted by friction:
a.1) The screws must have partially threaded shanks. There must be no contact between the thread and the
sides of the hole.
a.2) The quality of the bolts must comply with the specifications in paragraph 3.1/Table 1.
a.3) Backlash must be 0.2 -1 mm.
a.4) The surface of the plate and chassis must be cleaned and degreased.
a.5) Bolts must be tightened using a torque wrench according to the values shown in table 1.
a.6) Grower-type elastic washers must not be used. Preferably use specific flat high resistance washers for
bolts.
b) Shear stress between plate and chassis is mainly transmitted by screws:
b.1) The screws must have partially threaded shrank. There must be no contact between thread and the sides
of the hole.
b.2) The quality of bolts must comply with the specifications in paragraph 3.1/Table 2.
b.3) Backlash must be less than or equal to 0.2 mm.
b.4) All the surfaces of the plates must be protected against corrosion.
b.5) Bolts must be tightened using a torque wrench according to the values shown in table 2.
b.6) Grower-type elastic washers must not be used. Preferably use specific flat high-resistance washers for
bolts.
General remarks for the fixing of the sub frame
Welding on the vehicle chassis and holes on its flanges are not allowed. The execution of holes on the vertical
side of the chassis can be made only following the vehicle manufacturer’s guidelines or, as general rule, if not
differently prescribed by the vehicle producer, applying the schematic shown in the following sketch.
A = Distance from hole to chassis flange. Minimum distance = 40 mm. or 3 x D
B = Minimum horizontal distance between holes = 4 x D
C = Minimum vertical distance between holes = 3 x D
D = Maximum hole diameter 20 mm.

3.1.7 SELF-SUPPORTING SUB FRAME
Some Fassi models of the heavy range, characterised by the continuous rotation, are also offered with a special
base for the development of integrated self-supporting sub frames and, in case of not integrated installation,
anyway built with a section suitable to be considered self-supporting.
The section profile must satisfy the flexion and torsion moment developed by the crane during the lifting. Pay
attention in the selection of the sub frame version to the height of the installation, verifying the height of the
vehicle chassis from the ground and the height of the crane in folded position; use of integrated sub frame in
many cases helps and/or is the only way to fall into the max legal height of 4 m.
Due to the lifting performances and high column moment developed by such crane models, the theoretical
analysis of the stability condition, once the unit is placed on the vehicle, indicates the necessity to obtain the full
reaction of the vehicle as counterweight via an anti-torsion box sub frame designed and manufactured as per the
following guidelines:
Self-supporting sub frame for traditional crane fitting over the sub frame and fixation through
fixing tie rods
Requested steel quality of the

self-supporting sub frame
material: Weldox 700.
Welding among the sub frame

components must be
continuous, not intermittent, to
assure the maximum rigidity to
the structure.
Here on the right an example

of the section profile to be
considered for the construction
of the sub frame. The height of
the sub frame section is
determined by its resistance to
the bending moment produced
by the crane during its lifting
action.
Obviously, if the vehicle chassis/sub frame is wider than the one taken as reference, the sub frame height can
be lower, bearing in mind that the limit of reference is the maximum bending moment produced by the crane
during its lifting action. The complete boxed self-supporting sub frame structure is composed by a double C
profile and an internal vertical plate for each channel. Channels are connected by crossbars and joint by upper
and lower cover plates. Recommended thickness of 10 mm for profiles and plates.
Cross-members connecting the channels must be

placed at a distance of 550÷650 mm from the centre
line of the first to the centre line of the next one,
along the whole sub frame.
Cross-member material can be of less tensile strength

in comparison with the one of the channels (i.e.
ST510). We suggest the utilisation of square tubular
profiles, height corresponding to the inside height of
the channels and thickness from 8 to 12 mm.

To increase the sub frame rigidity and then its

resistance against the torsion, the cross members
must be longitudinally tied among them by tubular
profiles having the same section, dimensions and The same effect of subframe rigidity increasing can be
type of material. Cross members must be welded obtained with the application of cross sections on all
to the lower cover plate. the lenght of the subframe.
The upper and lower

cover plates must be
head welded to the
channels. The upper
cover plate must also be
welded with welding
holes to the cross-
members.
Here on the right a picture of the

sub frame section showing the
area between external channels
and upper and lower cover plates
to be welded.

The fastening of the sub frame to

the vehicle chassis is performed
through lateral plates screwed to
the vehicle chassis and welded to
the sub frame.
Minimum material quality: ST510
th. 10 mm.
We suggest making slots in the

upper zone of the lateral plates to
increase the welding surface on the
sub frame.
Welding must be performed as
close as possible to the neutral axis
of the sub frame.
The crane base fixing is done using eight (8) fixing tie
rods, four in the front side and four in the rear side.
In case the fixing tie rods cannot go through all
length it is possible to proceed like shown in the
drawings.
Supplementary outriggers crossbar, installed

under the vehicle chassis, is fixed and rigidly
connected to the sub frame through angular
plates welded to the crossbar and to a large
lateral plate screwed to the vehicle chassis and
welded to the sub frame. Minimum material
quality for the angular and lateral plates is
ST510 th. 10 mm.

Integrated self-supporting sub frame

Requested steel quality of the
integrated self-supporting sub
frame material: Weldox 700.
Welding among the sub frame

components must be
continuous, not intermittent,
to assure the maximum
rigidity to the structure.
On the right an example of

the section profile to be
considered for the
construction of the sub frame.
The height of the sub frame
section is determined by its
resistance to the bending
moment produced by the
crane during its lifting action.
Obviously, if the vehicle chassis/sub frame is wider than the one taken as reference, the sub frame height
can be lower, bearing in mind that the limit of reference is the maximum bending moment produced by the
crane during its lifting action. The complete boxed self-supported sub frame structure is composed by a
double C profile and an internal vertical plate for each channel. Channels are connected by crossbars and
joint by upper and lower cover plates. Recommended thickness for profiles and plates: 10 mm.
Cross-members connecting the channels
must be placed at a distance of 550÷650
mm from the centre line of the first to the
centre line of the next one, for all the
length of the sub frame.
Cross-member material can be of less

tensile strength in comparison with the one
of the channels (i.e. ST510). We suggest
the utilisation of square tubular profiles,
height corresponding to the inside height of
the channels and thickness from 8 to 12
mm.
To increase the sub frame rigidity and then its resistance The same effect of subframe rigidity increase can
against the torsion, the cross members must be be obtained with the application of cross sections
longitudinally tied among them by tubular profiles having on all the lenght of the subframe.
the same section, dimensions and type of material.

The upper and lower cover plates must be

head welded to the channels. The cross-
members must be welded to the lower
cover plate and the upper cover plate must
be welded with welding holes to the cross-
members. In the front side the channels
must be smoothed of 10÷15° in the case
the crane base doesn’t directly lean the
vehicle chassis.
On the right a picture showing

the sub frame section area
between external channels and
upper and lower cover plates to
be welded.
The sub frame structure must be

then welded, in the front side, to
the crane base adding the upper,
lower and lateral connecting and
closing plates.
The drawing of such pieces
varies and depends on the kind
of installation (crane model, type
of vehicle and crane positioning
level compared to the vehicle
chassis surface).
The fastening of the sub frame to
the vehicle chassis is performed
through lateral plates screwed to
the vehicle chassis and welded to
the sub frame.
Minimum material quality: ST510
th. 10 mm.
We suggest making slots in the
upper zone of the lateral plates
to increase the welding surface
to the sub frame.
Welding must be performed as
close as possible to the neutral
axis of the sub frame.

Example: preparation of the vehicle with the addition Example: preparation of the vehicle with the addition
of the vehicle chassis lateral plates and interposition of the vehicle chassis lateral plates and interposition
of a spacer between the crane base and the vehicle of a spacer between the crane base and the vehicle
chassis because of protuberance of vehicle devices chassis because of protuberance of vehicle devices
from the upper level of the vehicle chassis (front from the upper level of the vehicle chassis (rear
sector view). sector view).
General view of the vehicle chassis lateral plates Application of the lower connecting plate between
under the crane mounting space. crane base and sub frame.
Example of sub frame with smoothed section to Insertion of vertical connecting plates to the crane
lodge the lower connecting plate and add then base to increase the torsional rigidity.
welding resistance surface.

Application of the upper closing plate to be welded to Application of the lateral closing plates, to be welded
the crane base upper side and to the vertical to the crane base and to the sub frame body.
connecting plates.
Lateral closing plates applied. Welding of the upper closing plate to the crane base
and to the sub frame.
Lateral closing/Junction plates passenger side. Lateral closing/Junction plates driver side.

It is suggested making slots in the upper

zone of the lateral plates to increase the
welding surface to the sub frame.
Welding must be performed as close as
possible to the neutral axis of the sub
frame.
The crane base is fixed only by the front

side fixing tie rods.
In case the fixing tie rods cannot go
through all length it is possible to proceed
like shown in the drawing.
If the crane cannot be fitted directly on the

vehicle chassis because of vehicle devices,
protruding from the upper level of the
vehicle chassis, interpose a spacer between
the crane base and the vehicle chassis: it
must be seized just to support the weight
of the crane.
The height of the spacer determines the
dimensions and shapes of the upper, lower
and lateral connecting and closing plates
between crane base and sub frame.
Supplementary outriggers crossbar,

installed under the vehicle chassis, is fixed
and rigidly connected to the sub frame
through angular plates welded to the
crossbar and to a large lateral plate
screwed to the vehicle chassis and welded
to the sub frame. Minimum material quality
for the angular and lateral plates is ST510
th. 10 mm.

Example of supplementary outriggers

installation under the vehicle chassis.
Integrated self-supporting sub frame produced by FASSI

At your request Fassi supplies also, for
the lower base execution, factory
made versions of integrated self-
supporting sub frames:
1) Low execution sub frame, length

of which to be determined and
specified in accordance with the
vehicle characteristics. In this
version there is not integration of
supplementary outriggers that will
be installed under chassis.
1.
2) Standard height sub frame with

integration of the supplementary
outriggers with the same
specifications of those of the
crane. Total length and position of
the crane can vary in accordance
with the vehicle specifications.
2.
For both offered versions the sub frame width has a fixed, non modifiable width of 820 mm.

3.2. CRANE ANCHORING
The first step is to determine the position of the crane on the vehicle.
To do this, place the crane as required on sub frame (behind cab or rear installation) keeping it slightly
suspended by the lifting device, until at least one fixing tie rod for each bracket has been positioned.
During the lifting/transport of the crane pay attention to the following points:
Lifting with hook
Before lifting the crane check that all components are blocked in the folded position.
Lifting the crane by using the proper bracket located on the inner boom prepared for the hook lifting, make use
of means as crane or bridge crane having suitable capacity (see Crane weight on the overall dimensions
drawings available on the www.fassitech.com internet web site or in the use and maintenance manual or in the
annexe 1).
Be careful of the oscillations generated by movement, particularly at the lateral movement of the crane during
lifting. The hooking point might not be barycentric.
Move the crane slowly and cautiously so that the operators do not get hurt or the crane damaged.
The chains, cables and hooks used to lift the crane must be suitable to withstand its weight. In particular, make
sure the chains or cables are integral and not worn or frayed, which would cause a serious hazard for the
operators.
When securing the hook to the crane lifting anchor point, use a shackle of a suitable capacity.

Vehicle centre line Column centre line
Check visually the following:
A) The dead centre of rotation must be in the right position depending on the type of installation. If it is not,
refer to the crane manufacturer's instruction (see chapter 3 phar. 2.5).
As a general rule, unless specifically requested otherwise, it is advisable to position the dead centre of
rotation where less work is done - over the cab when the crane is behind the cab, over the body for rear
mounted cranes.
B) Crane barycentre must be in the right position according to the calculation of weight distribution on the
axles (see phar.2.2).
C) There must be enough space in front of and behind the crane to allow the machine to be opened/closed
and allow access for maintenance (see minimum spaces in par. 15 LIST OF HAZARDS).
D) In their transport position, the outriggers rams must not interfere with the vehicle (fuel tank, battery box,
air tanks, etc.). If they do and it is not absolutely possible to solve the situation (e.g. by mounting tiltable
outrigger plates) keep in mind what follows:
- The braking system must not be modified, unless specifically authorized by the vehicle manufacturer
(refer to the manufacturer's instructions when applying for authorization see note 1).
- The air intake and engine exhaust systems must not be modified, unless specifically authorized by the
vehicle manufacturer (refer to the manufacturer's instructions when applying for authorization - see note
2).
- Certain assemblies such as fuel tanks, battery box and spare wheel can be moved provided that this does
not affect their operation, they are remounted exactly as they were before and their crosswise position on
the vehicle chassis is not significantly altered.
E) Nothing must block the passage of the tie rods, which have to link the crane base, sub frame and chassis
in a single unit. If this is not the case in one or more points, the parts can be anchored indirectly (or with
double anchorage - see fig. 20).
F) The crane must be centred crosswise on the vehicle and the crane/vehicle assembly layout must be
respected.
NOTE 1: Be careful!
Remember that the circuit of the braking system must not be modified. The vehicle manufacturer
cannot be held liable if the circuit is modified without prior authorization.
NOTE 2: Be careful!
If the intake or engine exhaust systems are tampered with or altered in any way without prior
authorization, the vehicle manufacturer cannot be held liable for any damage to the engine or if
the efficiency, performance or reliability are altered.
After placing the crane and checking all the above points, proceed with anchoring operations provided.
Blocks on the sub frame upper part are fitted to prevent the crane base from slippering (see fig. 18).
These blocks must be welded onto sub frame in line with the rigid part of the base (outrigger boom seat) on
both ends (front and back) and on both side members.
These stops are very important because they help to maintain tie rod torque, which makes the whole assembly
more compact and stable over time.
These blocks must not be applied on compensator side of the machine (oscillating support), as it might get
damaged.
The crane must be anchored using materials provided by or recommended by the manufacturer as specified
below. There are various types of anchorage:
a) Direct anchorage by connecting the crane

base, sub frame and vehicle chassis in a
supporto stabilizzatore
outrigger support
single unit (see fig. 19). bilanciere

compensator
b) Indirect (or double) anchorage by yessi

no
connecting the crane base to the sub
frame and in another point sub frame to
the vehicle chassis (see fig. 20).
controtelaio
sub frame
This method is used when there are obstacles
on the vehicle preventing the through passage
telaio veicolo
vehicle chassis
of the tie rods.

Fig. 18
In case of double anchorage, the anchorage points

between sub frame and chassis must be more
distanced (more external) if compared with those
connecting the crane base to the sub frame. Crane base
Basamento gru
When using tie rods, before locking the nuts insert
a vertical reinforcement in the vehicle chassis where Sub frame
Controtelaio
the tie rods pass through (see par. 3.2.4). This is to Telaio chassis
Vehicle
prevent the sides of the chassis from getting
Tie rod
Tirante
crushed.
Fig. 19
c) anchorage with tie rods and plates bolted onto the

vehicle chassis. This method uses tie rods to
connect the base of the crane to an anchor plate
welded onto sub frame and bolted onto the vehicle
chassis (see Fig 21). Vehicle manufacturers
recommend this method as chassis side are not
subject to any crushing. The quantity and
dimensions of bolts to fit for each pair of tie rods
are shown in table 1.
Fig. 20

Fig. 21
3.2.1 TIE RODS
Prescriptions:
1) The axis of the tie rod must always be at right angles to the chassis.
2) Even if this is not possible, never tilt or bend the tie rods - use other methods (double anchorage).
3) Make sure the thread is not damaged.
4) Check periodically torque using a torque wrench.
5) Never weld tie rods.
6) Do not allow tie rods to overheat .
7) Protect tie rods against corrosion.
The dimensions and features of the tie rods are shown in the technical documentation edited in the
www.fassitech.com internet web site.
In particular on the drawings with file extension “pdf” (see example on next page) are shown the base drawing
with the quoted tie rods position and the information related to the crane fixing kit.
Torque of the crane tie rods

Tie rod diameter (mm) Torque (Nm) Tie rod diameter (mm) Torque (Nm)
M16x1,5 125 M24x2 400
M18x1,5 150 M30x2 900
M20x1,5 250 M33x2 1200
M22x1,5 300 M39x3 1800


3.2.2 BLOCKS AND PLATES
Always use blocks and plates provided or specifically recommended by the Manufacturer.
Plates connecting tie rods must always rest on a flat base.
3.2.3 TIE ROD NUTS AND COUNTER NUTS
You have to use the ones provided or specifically recommended by the manufacturer.
Always use a counter nut and, if necessary, further locking systems (plugs, Loctite, etc.).
Do not lock the nuts by welding.
3.2.4 DEVICES PREVENTING THE CHASSIS FROM GETTING CRUSHED
It is necessary to install local reinforcements to prevent the chassis from being crushed by the action of the tie
rods.
Sub frame Guide plate U bolt
Vehicle Spacers
chassis
Lock with systems preventing unscrewing
Some examples are shown in fig. 22. These devices must be kept in position by suitable means. Do not weld the
side member wings.
Fig. 22

3.2.5 IDENTIFICATION AND MODIFICATION OF THE ROTATION DEAD POINT
Cranes with rotation composed by hydraulic cylinders and rack have the rotation dead point (mechanical stroke
end) in a pre-established point.
On Fassi cranes the standard rotation dead point,

for mounting of the crane with outriggers placed
close to the vehicle cab, is above the base cross
bar and then on the front side of the vehicle
(above cab), with the exclusion of the T series
cranes, from F130AT to F190AT as they are
installed on vehicle with outriggers toward
vehicle body (to permit the unfolding of the
crane from the fold position on the passenger
side, as it happens on all the other models).
Due to particular mounting needs, as for instance

crane mounting on semi trailer or on the rear of
the vehicle, it is possible to ask Fassi to supply
the crane with inverted dead point (it means
rotated of 180° compared to the standard
version).
All Fassi cranes are, from a construction point of
view, suitable for the installation with inverted
dead point.
In case of inverted dead point, an informative

sticker identifying the crane side of the rotation
dead point will be placed on the column support
of the crane.

Modification of the rotation dead point
It is suggested to foresee in advance the possibility of crane installation with inverted rotation dead point, so
that the modification is carried-out directly in the production factory.
In case of modification on an existing crane, consider the following drawings and act as follows:
Cranes have the teeth of the column going through, then it is enough to lift the column from its seat (column
support) to make free the coupling of the tooting column/rack. To make free the column from the support and
be able then to lift the column (the utilisation of a bridge crane is suggested) remove under the column support
the circlip (pos. 9). Rotate now the column of 180° and reintroduce it completely into the column support.
The quantity of the teeth of the rack going out of the

column support must be the same on both sides, to
centre the stroke end in regard to the longitudinal axle
of the vehicle.
Just as indication valid for all crane models, lifting the column of 120 mm permits to make free the teeth of the
rack from the teeth of the column pinion and then rotate the column of 180° to invert the rotation dead point.

4. SUPPLEMENTARY OUTRIGGERS MOUNTING

4.1. GENERAL
When selecting the supplementary outriggers for the crane, it is necessary to satisfy the stability requirements
for the installation and the strength requirements of the crane manufacturer (for combinations see Annex 2.)
When positioning the supplementary outriggers, it is important to keep the minimum distance between the
centre of the crane column and the centre line of the supplementary outriggers according to the crane
manufacturer's instructions to guarantee mechanical strength (see Annex 2 for relevant values).
Tilting moment has the maximum value in the crane column centreline and a portion of this force is discharged
on the supplementary outriggers through the vehicle chassis and the sub frame. This is the reason why, in
presence of supplementary outriggers, the sub frame must be extended until it and be jointed to it (because
supplementary outriggers structure is always stronger than the one of the vehicle chassis) to neutralize as much
as possible the torsional effect generated close to the crane rotation axle.
4.2. FREE SPACE UNDER THE OUTRIGGER RAM
In case of installation of supplementary outriggers on the rear of the vehicle, you must ascertain that between
the lower part of the outrigger ram and the ground a sufficient ground clearance (h) remains, satisfying the
angle a, called exit angle identified by the vehicle producer as minimum angle of driving slope.
It is suggested to place the supplementary outriggers and then the outrigger rams as close as possible to the
wheel because, from a functional point of view, being always the rear of the vehicle very elastic, positioning it
too far away decreases the stabilizing effect of the outriggers. Furthermore, positioning them close to the wheel
the angle a increases as well.
On the supplementary outriggers usually it’s possible to adjust the positioning of the outrigger rams in height in
regard to the lateral extension supports or different lengths of the outrigger rams are available. During the
installation project it is always better to verify this aspect to order the proper outrigger ram.
Adjustment of the supplementary outriggers ram height (where foreseen)
On the supplementary outriggers where the adjustment in height of the outrigger ram position is available, the
adjustment works as follows:
The spacer pos. 2 gives the possibility to adjust the vertical position of the outrigger ram. Moving it above the
ram attack to the lateral extension support the maximum ground clearance is obtained. Cutting the spacer in
two parts, the ground clearance of the ram can be adjusted as you like, placing one piece of the spacer above
and the other below the ram attack.

Disconnect the pipe pos. 13. Unscrew completely and then remove the self-locking nut pos. 4; pay attention
because this operation makes the ram free and then it will slide down inside the seat welded to the lateral
extension support. Support the ram in a way that it can be slid out from the seat and place it delicately on the
ground. Extract the spacer pos. 2 and, if required, cut it eventually in 2 pieces.
Re-insert the ram inside the seat (in case with the shorted spacer installed). Place the spacer (complete or
shorted) on the upper side of the ram cylinder. Re-install the cover pos. 3 and screw the self-locking nut pos. 4.
Reconnect the pipe pos. 13.
4.3. SUPPLEMENTARY OUTRIGGERS INSTALLATION
There are two different ways of securing the supplementary outriggers to the installation:
- Above the vehicle chassis
- Under the vehicle chassis
4.3.1 ABOVE-CHASSIS MOUNTING
Supplementary outriggers must be welded to the sub frame end so that they become integral.
Supplementary outriggers must be secured to the chassis by means of a welded plate that is bolted onto the
vehicle chassis. See Par 4.5 for quantities, dimensions and type.
The thickness of the plate must be at least the same as the thickness of the vehicle chassis, and the dimensions
must be compatible with the quantity of bolts according to the minimum centre distance of the holes
recommended by the vehicle manufacturer.

NOTE:
When mounting supplementary outriggers in the front (behind the cab), the quantity of bolts securing the plate
shown at par. 4.5 must be doubled.
4.3.2 UNDER-CHASSIS MOUNTING
Supplementary outriggers must be secured by means of a plate welded onto it, bolted onto the chassis and
riveted onto sub frame. With this method it is not possible to remove the supplementary outriggers afterwards
(fig. 23).
The installation can be disassembled if a 2-plate system is used - one welded to supplementary outriggers
cross-bar and bolted to chassis with twice as many bolts as calculated at par. 4.5, the other welded onto sub
frame and bolted to the chassis with the same quantity of bolts as above. (fig. 24).
This kind of installation is not suggested for mounting of cranes above 15 t/m.
For this kind of supplementary outriggers installation it is compulsory to install local reinforcements to prevent
the chassis from being crushed (see chap.3 par. 3.2.4).
controtelaio
Sub frame
controtelaio
Sub frame
Plate
piastra
Chassis
telaio
Chassis
piastra
Plate
telaio
Fig. 23 Fig. 24
4.4 HYDRAULIC CONNECTIONS FOR THE SUPPLEMENTARY OUTRIGGERS
For the hydraulic connections for supplementary outriggers, use the specific connection diagrams for the type
of supplementary outriggers in according to the crane type. See chapter 6 for the type of pipes to use.
On spare parts catalogues for cranes and supplementary outriggers you find a precise information about
connection points and hoses.
4.5 CALCULATION OF THE QUANTITY OF BOLTS REQUIRED TO FIX SUPPLEMENTARY

OUTRIGGERS CROSS-BAR TO SUB FRAME
The quantity of the necessary bolts can be calculated using the following formula:
Nbolts = c x F
Where the ratio “c” can be found in the tables 1 and 2 at page 73 and F (Cutting force) is the maximum reaction
on the supplementary outriggers
Max dynamic column moment

F = -----------------------------------------------------------------------------------
Tp (distance between column and supplementary outriggers axis)

4.6 Special installations

4.6.1 Fitting of supplementary outriggers on the front (under cabin)
It is possible to fit one or two supplementary outriggers on the front (under the vehicle cabin) in case it is
required to work on the front working sector above cab. There are some vehicle producers that are able, under
request, to supply vehicles prepared for this kind of application. Of course the performances of the crane above
cab do not depend only on the stability calculation but they are mainly determined by the resistance of the
vehicle chassis under the cab and between the crane and front outrigger/s.
For this reason it’s always necessary to ask the vehicle producer for the certification of the maximum moment
that can be applied on the two profiles under the cabin.
We know that some vehicle producers like Volvo, Scania and M.A.N. supply on request vehicles prepared for
this type of application indicating also the max. stress that the structure under cabin can support.
The result is that the crane can be used in this working sector with reduced capacities compared to the standard
ones, based on the two parameters (stability and structure resistance of the vehicle chassis).
Just as example you can find hereinafter pictures concerning the application of front supplementary outriggers
on the front of a Volvo vehicle.

As shown in the pictures, in such case the vehicle chassis under the cab is originally reinforced by the vehicle
producer that certifies the maximum load that the outrigger can support. On the basis of these data the lifting
capacity of the crane and the working pressure on the front working sector can be determined. Naturally all this
must be subjected to the check of the real stability condition of the vehicle in such a working sector. On the basis
of these data it is also possible to calculate and select the type of outrigger ram to be applied and its working
pressure.

4.6.2 Fitting of supplementary outriggers on the rear of the vehicle
In case of crane mounting on the rear of the vehicle, stability very often is not guaranteed when working in the
rear working sector. In this case, to reach full stability also in this working sector, additional rear outriggers can
be added. Just as example you can find hereinafter pictures concerning the application of additional rear
outriggers. The supplementary outriggers crossbar is hydraulically extendable and the outrigger rams are fixed
on its extremities. In this specific case (crane installed on the rear of the vehicle), don’t use laterally extendable
supplementary outriggers because too much subject to high torsional effects.

From a construction point of view of the structure for the longitudinal extension of the crossbar, take as reference
the enclosed three-dimensional drawings. Even if in this case they concern to the installation of a crane behind
cab on a vehicle with short wheelbase and with a supplementary outrigger with hydraulically extendable rams,
the construction of the longitudinal structure follows the same principles.
The longitudinal sliding structure, welded to the front of the supplementary outriggers cross-bar, must be of
boxed type to assure enough rigidity while working with the crane and extended outriggers.

The structure slides in the

middle of the sub frame
section; sliding pads must
be applied above and below
to facilitate the sliding.
The hydraulic extendibility of the rear outriggers is activated by the hydraulic rams fixed laterally and externally
on the sub frame: cylinder side fixed to the sub frame and rod side fixed to the outrigger cross-bar.
Hydraulic control of the rams can be obtained through manually or electrically activated deviators inserted in the
existing feeding lines of the crane/supplementary outriggers.
In order to shorten the distance between the crane and the lifting point of the load on the rear (with crane
installed on the rear side), you can also install only the outriggers and fixed rear outriggers. This solution has the
advantage to shorten the distance between the lifting point of the load but on the other hand it’s more difficult to
get the full stability on the rear. In any case, before taking into consideration this solution, it’s better to carry out
previously a stability calculation or to contact the Fassi technical service.

The above photo shows the installation of the fixed supplementary outriggers on the rear combined with the
crane F1500AXP. Rear outrigger rams and the crane base are linked with a box section of same size of the main
crane sub frame. The connection between the rear sub frame and the crane base applying the same concept
explained before for the integrated sub frame.

In this case, because of the particular vehicle configuration (MAN 5 axle vehicle) we were able to deliver to the
customer a crane with 360° full stability. The cust omer normally uses this crane to lift boats or heavy equipments
and with this installation we have reached the target requested by the customer: heavy lifting at short distance
from the column.
Fassi after sales department, on request, is available to provide more detailed information about the sub frame
components and construction as well as any special application.

5. POWER TAKE-OFF AND PUMP

5.1. GENERAL
For crane control, various types of power take-off can be used.

The application can be as follows, depending on the type of use and performance required:
- on the gearbox (or on the torque distributor);
- on the transmission;
- on the front of the engine;
- on the rear of the engine.
For the various features and performances of these parts, consult the handbooks published by the
manufacturers of the vehicles and of the power take-offs.
5.2. SELECTING THE POWER TAKE-OFF AND PUMP
The correct choice of power take-off and pump is essential for proper crane working and to get the
performances specified by the crane manufacturer. Below you find the most practical method to select the
power take-off to apply to the gearbox which is the commonest method used for vehicle-mounted cranes.
The first points to be considered are:

1) the type of vehicle on which the crane is to be mounted and the features of the gearbox and power
take-offs available;
2) the oil flow rate Q and pressure P required by the crane.
The flow rate to the distributor and the maximum working pressure are specified by the crane manufacturer
(technical information edited on the www.fassitech.com internet web site). The fitter will have to choose the
most suitable pump taking into account these values and the features of power take-off and vehicle gearbox.
First determine the vehicle engine speed, e.g. 800-1000 r.p.m. = N1 obtained by adjusting the engine speed.
The power take-off transmission ratio is the ratio between the number of revs of the power take-off shaft N2
and that of the engine N1.
Since each gearbox can be coupled with several types of power take-offs, each with a different transmission
ratio RpTO = N2/N1, select the one giving a speed N2 between the limits recommended by the pump
manufacturer (the standard version is usually preferable due to costs and availability).
It is very important to check the crane power absorption and to correct the transmission rate if necessary to
obtain power take-off in the operating field controlled by the engine, avoiding low speeds (less than 800 r.p.m.)
which might cause irregular operation.
Key:
V = Pump capacity Unit of measurement cm3/rev.

Q = Flow rate Unit of measurement l/min
N = Power Unit of measurement kW(1 kW = 1.36 HP)
M = Twist torque Unit of measurement daNm (1kg.m = 0.981daN.m)
N1 = Number of vehicle engine revs. Unit of measurement r.p.m.
N2 = Number of revs., P.T.O. output Unit of measurement r.p.m.
P = Pressure Unit of measurement bar (=kg/cm2)(1mPa = 10 bar)
R = Total output = 0.90 ÷ 0.95
It is necessary to check the compliance with the maximum values for the vehicle and power take-off.
All the calculations and checks developed so far can be simplified using the diagrams supplied by the pump
manufacturer.
If you enter the number of r.p.m. and the flow rate Q in the diagram, you can determine the type of pump.
If you trace a horizontal line to the relevant pressure, this gives the absorbed power, which must be less than
the available power.
As an example let us use the diagrams for selecting a pump with axial pistons.
Data:
The vehicle engine is used at N1=1000 r.p.m.
The power take-off is selected according to the requirements (rear, lower or side doors, etc.), the number of
revs. and the cost. Let us assume a power take-off with a ratio RpTO = 0.8, ignoring the output for the
moment.
N2 = 800 r.p.m. (1000x0.8)
The crane requires :
Q = 30 l/min.
p = 250 bar
Nmax that can be transmitted by the power take-off = 40,8 kW (30 HP)
pump selected = Model type 3.1.6.1.037.1.0.0

N absorbed = 23,12 kW HP < 40.8 k W
LITRES/MIN.
RPM/MIN.

Measuring the absorbed power
The following formulas can be used if tables are not available:
pump capacity = recommended capacity for crane x 1000 / revs. at PTO
V = Q x 1000/N2 in cm3/rev.
power = capacity x pressure stage / (Coefficient x Total output)
N = M x n/716 = Q x ∆p/(450 x R) in HP
N = Q x ∆p/(612 x R) in kW
For example calculate the power required to run a pump to supply Q=30 l/min with a pressure stage ∆p =
250 bar and output R=0.93.
Power absorbed by pump:

N = Q x ∆p / (450 R) = 30x250 / (450x0.93) = 18 HP
or
N = Q x ∆p / (612 R) = 30x250 / (612x0.93) = 13 kW

(N = 18 / 1.36 = 13 kW) which must be inferior to the one available from the power take-off (=30 HP).
Measuring absorbed torque
Torque absorbed by the pump is usually tabulated or can be obtained from the previous formulas:
M = N x 716 / N2 = V x ∆p / 628 in kg m (The torque at the power take-off is proportional to the pump capacity
and the plant pressure)
To complete the measurement as per the previous example, the torque absorbed by the selected pump
3.1.6.1.037.1.0.0 is:
M = 30 x 250/628 = 11,9426 kg m which must be inferior to the one available from the power take-off and
provided by the manufacturer, and logically also inferior to the max possible value for the vehicle gearbox.
Calculating the maximum weight moment of hydraulic pump and PTO for direct mounting
When a PTO and hydraulic pump are mounted directly on a gear box, the weight moment generated by their
weights must be checked. The purpose of this calculation is to verify that the weight moment does not put
excessive strain on the gearbox housing. Normally the allowed value can be found in the technical sheets of the
gearbox manufacturer.
If the weight moment of the PTO and pump is not shown in the technical sheets, this value can be calculated
according to the following formula:
Mpp = Ppp x 9,81 x s / 1000
Where:
Mpp = Weight moment of the PTO/pump

Ppp = Weight of the PTO and pump
S = Distance from mounting flange to centre of gravity of the pump/PTO

Verification of the vehicle engine power

The internal combustion engines have a variable power depending on the rpm to which they are used.
It is suggested, during the crane working, not to exceed 1000 rpm engine speed to avoid overheating, excessive
noise and fuel consumption.
Maximum power of the internal combustion engines is generally supplied between 1600 and 2400 rpm. It is
necessary then to carry out a verification of the power that the engine supplies during the crane working at the
assigned rpm rate, with maximum oil flow and working pressure, to avoid the switch off of the engine due to
inadequate power.
All vehicle producers, as well as internal combustion engine manufacturers (used in case as independent power
groups) supply the engine power diagrams.
To carry out the verification it is necessary to know the functional characteristics of the crane, as:
• Maximum working pressure P expressed in bar
• Real oil flow Q supplied by the pump to the hydraulic distributor bank of the crane, in lt/min.
Using the following formula the minimum power required to the engine for the crane working can be
determined:
P x Q
N (KW) = -------------
600 x R
Where:
N = Power
R = Multiplication coefficient related to the efficiency of the power take-off and the pump = 0,93
The following is an example for a verification relative to a crane working at a maximum pressure of 320 bar and
maximum oil flow of 80 lt/min.:
320 x 80
N = ----------------- = 45,8 KW
600 x 0,93
We assume to fixe the vehicle engine to 900 rpm: with reference to the below power diagrams relative to two
different diesel engines, we can draw some remarks:
Power
Power
Couple Couple
Diagram of an engine with maximum power of 134 Diagram of an engine with maximum power of 220
kW. kW.
134 KW engine
In order to satisfy the power request of the crane when developing maximum performances (45,8 kW), the
vehicle engine must run at least at 1100 rpm. As a matter of fact, at 1000 rpm it develops a power of only 40
kW, at 900 rpm even less, so that it can’t be sufficient.
220 KW engine
The diagram shows that at 1000 rpm the engine develops a power of about 80 kW and so also at 900 rpm it is
able to develop the power required by the crane working at the maximum performances.
5.3. INSTALLING POWER TAKE-OFF ON GEARBOX
While installing the power take-off on the gearbox, extreme care is required. If the job is done roughly, the
vehicle may be seriously damaged. Always take the following precautions:
1) Empty the gearbox from the oil and remove the cover where the PTO has to be installed.
2) Mount the U-bolts on the gearbox and tighten. If the threads of the gear box are through, check that
U-bolts do not interfere with the gearing inside. Apply a sealant to the thread of the U-bolts.
3) Backlash between the teeth of the gears and the power take-off must be 0.15 - 0.3 mm. This is done by
inserting gaskets between the cover and the power take-off box (max 4 gaskets together).
The backlash can be regulated by running briefly the engine and listening for any noise as follows: grating
(too tight with no backlash) or knocking (too much backlash).
Modern PTOs have special openings (inspection holes) so that backlash can be visually checked.
After the PTO installation it is advisable to check gear noise by running briefly the engine. Please
remember that gearbox and PTO are turning without any oil.
4) Secure the power take-off tightly using safety washers and Loctite. Generally the driving torque are 2.4
kgm (22-25 Nm) for M8 threads, 5 kgm (45-50 Nm) for M10 and 8 kgm (70-75 Nm) for M12.
5) Top up the gearbox with oil.
Note:
Switch on and switch off of the PTO must be always carried out pressing the friction pedal to the end. It is
suggested that you should verify the coupling of the PTO after few working hours.
5.3.1 LIMITATIONS
PTO shafts can transmit only torsional stress, so the cardan shafts that are connected to them should be
equipped with sliding grooved joints to prevent axial thrust.
Do not mount pulleys or gears because they would cause equally hazardous radial loads.
5.3.2 FINAL CHECK
Once you have completed the installation, including topping up the oil, start the engine to check the operation
of the power take-off: oil seal, on-off and noise, which must be within acceptable limits (in spite of a normal
increase due to the oil temperature rising. Check that the nuts are tight after initial operations.

5.4. POWER TAKE OFF - SPECIAL CASES
In 4- or 6-wheel drive vehicles, you can apply the power take-off to the torque distributor. The number of
revs. to use depends on the gear engaged.
It is advisable to consult the vehicle manufacturer's handbook(s), in order to verify also the available output
power from the distribution frame.
In some vehicles which on the gearbox have not cover for power take-off, the crane hydraulic system can be
powered in two ways:
- with an electro-hydraulic unit connected to the vehicle battery;

- with power take-off from the engine.
The operation with an electro-hydraulic unit is the standard method for cranes of small size and lifting
capacity, because of the high absorption and the electric available power, which a normal plant cannot always
provide. This would affect operation and contactors and electric motors would be frequently serviced and
replaced.
If you need more powerful batteries or you have to install extra ones, check the capacity of the alternator on
the vehicle to recharge them. If necessary, install more powerful alternators.
In such cases it is much more common to have the power take-off on the drive shaft through belt transmission
(usually with cogs and V-belts), with special electro-magnetic joints controlled from inside the cab.
Since these are very particular installations requiring long work in the engine compartment, such as
modifications to radiator, cab or bumpers, it is necessary to remember the following points:
1) Pump and coupling must be connected directly to the engine block using a system enabling adjustment of
the reciprocal positions.
2) Do not reduce the structural resistance of any elements modified (cross member, bumpers, etc.).
3) The radiator must maintain its original heat dispersion capacity.
4) When using extended-type cranes, pay particular attention to engine cooling liquid and oil temperature. If
necessary, fit additional heat exchangers.
5) Power take-off from the drive shaft must be done using flexible systems, in order to avoid excessive
vibrations of the shaft.
6) In particular, reduce to a minimum the projection of the drive pulley with respect to the 1st support.

5.5. PNEUMATIC COUPLING OF THE POWER TAKE-OFF
The pneumatic deviator must be situated in the cab near the control panel or under the driver seat.
When the power take-off is on, a light must be clearly visible to the driver.
The compressed air taken from the air service tank of the vehicle must come inside the cab through a pipe to
the pneumatic deviator and from it to the power take off. It is suggested to install on the branch a pneumatic
block valve.
Pneumatic connections must be made with extreme care, using coupled unwelded pipes to prevent air leakage,
which might affect other services.
Do not touch the braking system under any circumstances!

The air must always be taken from the service tank.
5.6 MECHANICAL COUPLING OF THE POWER TAKE-OFF
This kind of operation is usually installed on medium - small vehicles, lacking in air circuit for the brake circuit.
The lever and the support for the flexible cable which starts up the PTO must be fitted in the cab behind the
driver's seat. Make sure you place the cable properly so that it runs freely inside the sheath; it is right that it will
be as short as possible and not in contact with any heat source.

5.7. INSTALLING THE PUMP
There are two types of application when installing the pump on a vehicle:
1. Package-type pump flanged and coupled

directly onto the PTO
This can be done when:

• There is sufficient space near the gearbox, to
avoid that the oscillations of the gearbox can
damage the pump creating interferences with
other components of the vehicle.
• The vehicle is not for off-highway use.
• The gearbox is able to withstand vibrations
caused by the power take-off and the pump
which are mounted not in line. Refer to the
power take-off manufacturer for details.
Caution
- For the power take-offs, keep to the torque values specified by the manufacturer.
- For prolonged use, make sure that the gearbox oil temperature does not exceed 120°C and the water
temperature 100°C.
- Not all types of power take-offs available on the market are suitable for continuous use. Always follow
the manufacturer's recommendations (running times, off-times, etc. )..
- Assure that the rotation direction of the pump is correct.
NOTE: In order to avoid cavitation problems, the pump must always be installed below the minimum oil level
of the oil tank.
2. Pump applied with interposition of a cardan shaft
In this case a pump is flanged onto a support fixed to the sub frame and connected to the power take-off with a
cardan shaft fitted with coupling flanges, keeping to the manufacturer's recommended angle and r.p.m.
Cardan shaft must be dimensioned to transfer the maximum “rotation couple” required by the pump during the
crane working. Respect then the minimum slope angles (deviation between power take-off and pump axis) and
the rpm suggested by the manufacturer. This type of fitting is used when there is not space to make the fitting
shown at point 1), when the vehicle is expected to be used heavily or when the gear box body is not suitable to
support the weight of the direct application (pump and PTO weight weighing on the gear box body).
Incorrect installation of the cardan shaft may shorten the life of the shaft itself and also that of the power
take-off and pump. To use the cardan shaft properly, the angles of the two end joints must be the same, they
must not exceed the maximum recommended angle, and the joints must be synchronized (see picture 25).

P ower
take-off
F lange
Flange Pump flange
C ardanic shaft
Bolt+Washer+ P ump
Nut
Practically:
- suspend the pump on the sub frame, tilting it at the same angle as the gearbox to the chassis;
- check that the forks at the ends of the cardan shaft are on the same plane.
A wrong installation of the cardanic shaft can compromise the shaft life as well as the PTO and pump life.
RIGHT INSTALLATIONS WRONG INSTALLATIONS

Same angles and joints synchronized Same angles but joints not synchronized
Different angles
Fig. 25
Note:
On the coupling flanges of the cardanic shaft there are greasing nipples: a periodical maintenance/greasing of
the cardanic shaft ensures a correct working and a longer life.
Instructions:
• It’s important that pipes connecting the hydraulic pump with the crane don’t have any narrow bends and
reductions of their section.
• Pipes must not be put on structural sharp corners as vibrations might cut them.
• Suction pipe line (connecting the pump with the crane oil tank) must not have any air pockets or siphons but
be continuously descending. Its section has to be so dimensioned as to reduce as much as possible the
charge loss.
• Hoses have to be fixed with rigid supports.
5.7.1 HOW TO START UP PISTON PUMPS
When starting systems with piston pumps, there may be an uneven oil flow. In this case, proceed as follows:
- turn the pump at 1000-1200 revs for one minute without pressurizing the circuit;
- turn off the pump for a few minutes;
- repeat the operation until the delivery flow becomes regular.
If it is difficult to release the air, undo the plug at the top to facilitate the air escape. Some pumps have to be
filled up with oil in order to release the air, according to different operations. In these cases you should follow
the instructions supplied by the pump manufacturer.
If the oil temperature is particularly low, you should run the pump empty for a few minutes before executing a
work cycle to warm the oil up.
Note:
When the hydraulic circuits of the crane/dump body are integrated (they use the same pump) and if the dump
body is already installed on the vehicle, it is necessary to clean the oil into the cylinder of the dump body so that
it doesn’t contaminate the clean oil filled into the crane oil tank with particles or dirt that might damage the
hydraulic components of the crane.
5.7.2 ADJUSTMENT OF THE ENGINE SPEED
In power take-off applications, depending on the type of crane and its use, it may be necessary to use injection
pump regulators with particular features.
When the crane needs to work at certain engine speeds, whatever power it requires, it is necessary to use all
speed regulators with an additional device (manual accelerator).
5.8 CRANE OPERATED THROUGH AN ALTERNATIVE POWER GROUP
It is possible to operate the crane also without the engine of the vehicle. For this purpose an alternative power
group, f.i. an electric motor or an internal combustion engine, coupled with a hydraulic pump is required.
To identify and select the proper engine to be combined with the crane you have to fix the power required by
the crane working at full performance and the assumed working rpm of the alternative power group, using the
following formula:
Kw = P x Q / 600 x h
Where:
Kw = power required by the engine, in Kilowatt (Kw)
P = maximum working pressure of the crane, in bar

Q = oil flow required by the crane distributor bank, in l/min
h = increase factor that takes into account the performances and overload tests to be carried out. Suggested
value: 10,8
To obtain the power value in HP, use the following formula:
HP = Kw x 1,36
The value resulting from the formula doesn’t indicate the nominal power that the engine must have but the
necessary power to satisfy the crane working at full performances and at the working rpm of the engine. Select
then an over dimensioned engine with respect to this value, of at least 10%.
In case of power groups combined with auxiliary diesel engines, verify that the power is supplied by the engine
to the rpm suggested by the manufacturer (generally between 1400 and 1600 rpm). Pay attention to the fact
that the maximum power of the engine is usually obtained at the maximum rpm. The selection of the hydraulic
pump to combine must be done measuring it on the basis of the rpm the diesel engine will be used at, paying
attention to the maximum working rpm of the pump. As a rule the selected pumps don’t exceed the 80% of the
maximum rpm allowed by the pump manufacturer so that they are not subject to an excessive and premature
fatigue that might compromise the life and performances of the pump.
In the electric motors, the HP value resulting from the above formula corresponds to the nominal value of the
power (minimum value) that the motor must have because the electric motor has constant rpm. The rpm of the
electric motor depends on the number of polarities, as shown in the following table:
2 poles motor: 3000 rpm

6. HYDRAULIC SYSTEM
The hydraulic oil in the crane circuit transfers the power generated by the hydraulic pump to the various rams to
obtain the movements of the crane booms. In addiction to this main function, other functions are carried out by
the hydraulic oil: it should be a good lubricant, protect the different components against oxidation and be also a
good coolant as the power supplied by the hydraulic pump generates heating to be dissipated also by the oil
itself.
Oil temperature shouldn’t exceed 70°C (50°C is the ideal temperature value) and, if exceeded, it is necessary to
install an oil cooler in the hydraulic system.
Recommended hydraulic oil: a good quality HLP hydraulic oil, with a purity degree of at least 18/14 according to
the ISO 4406 standard (class 9 according to NAS 1638), with anti-emulsifying and anti-wear agents, with
characteristics of good protection against corrosion and oxidation and good lubrication, compatible with the
material of the seal and hoses rubber, in accordance with the recommended viscosities.
There are different hydraulic oils:
• Mineral: This is a type of oil used by the crane manufacturer during the final tests of the cranes that
remains in the hydraulic circuit of the crane when it’s delivered. It’s easy to find it and it’s suitable for the
utilisation on hydraulic cranes. Oil flow should be filtered at absolute 10 Micron before being put in the
crane oil tank.
• Natural: This is a biodegradable hydraulic oil that can be used in the crane hydraulic circuit only after
complete elimination of the mineral oil that might be in the circuit. This oil tolerates a very limited
temperature range and becomes aggressive especially against the rubber components if deteriorated. The
oil is not recommended in environments with important temperature changes but also generally because of
the fast deterioration it suffers from.
• With synthetic base: This is a biodegradable hydraulic oil, whose features are better than the ones of
natural oil, even if a certain care in the selection of the specific oil to be used is required, according to the
ambient temperature in which the crane works and the maximum temperature it can reach during the crane
use. It must not be mixed up with the mineral oil; that means that before using it you have to eliminate the
mineral oil which might be in the circuit.
22-68 cSt is the recommended viscosity depending on the ambient temperature (22 cSt for cold climates, 46-68
cSt for hotter climates).
It is very important to keep the crane hydraulic system clean.
Whenever you remove any hydraulic components, keep the openings closed to prevent dirt from getting in and
do not weld or grind near the disassembled components.
Do not use filters on the suction line, if not specifically required when special hydraulic components are used.
It is advisable to install tanks so that the oil level gauges are clearly visible.
The discharge pipe must always be below the minimum oil level.
Use hydraulic pipes suitable for connecting the crane to the pump and oil tank:
• Pipes must have a safety factor against the burst of 2,5 times the working pressure. Cold bent pipes must
be bent with a suitable bending machine and the bending radius must be at least three times the pipe
diameter.
• Hoses must have a safety factor against the burst of 4 times the working pressure.
Rigid pipes and hoses for high and low pressures are allowed.
The cross sections must be suitable for the rate of flow specified by the crane manufacturer and at the average
oil flow rate (generally 3-6 m/sec. in delivery pipes and 0.5-1.5 m/sec. in suction pipes involved in cavitations).
Before connecting the hoses and pipes with the hydraulic system, clean them and the pushed-in fittings with
compressed air.
Take great care of the curvature of the pipes to prevent excessive load loss and stress. Make sure the pipe
length is suited to the position of the system.
6.1 Suction hose dimension (see point 5.5.5 of the EN 12999:2011)
The hose connecting the oil tank to the pump is not a pressure line hose; the most common hoses used for this
application are the ones made with linen rubber or rubber with a steel spiral. For this hose is however required
the minimum characteristic to be able to support a pressure of 10 bar without damages occurred, to avoid that
can be deformed under the effect of the oil recall from the pump.
To avoid cavitations into the suction line piping the utilisation of the following minimum diameters is
recommended:
Rate of flow l/min Pipe diameter
0 - 17 3/4" 19 mm
18 - 30 1" 25 mm
31 - 45 11/4" 32 mm
46 - 65 11/2" 38 mm
66 - 120 2" 50 mm
6.2 Pressure line sizing (see point 5.5.5 of the EN12999:2011)

The pressure line hose connecting the crane distributor bank or the pressure line filter (if installed) with the
pump. The minimum dimension of the hose diameter to be used must enable the passage of so much oil as
required by the crane without excessive and damaging hydraulic oil overheating.
NOMOGRAPH to determine the nominal diameter of the pipe and the relevant rate and speed of the flow.
Q S = Q x 16,667 / V
(l/min)
Where:
DN S S = Pipe/hose section (cm2) = ¶ D2 / 4

mm (cm^2)
Q = Oil flow rate (l/min)
V = Oil flow speed (m/s)
DN = Pipe/hose nominal diameter

(inside ø mm).
Note:
Average speeds in the pipes are as
follows:
DELIVERY pipes must have an inside

section to obtain an oil speed from 3 to
6 m/s. To choose the size of pipe use
the nomograph.
SUCTION pipes must have an inside

section to get an oil speed from 0,5 to
1,5 m/s (also depending on the pump
structural characteristics). To selecty
the size of the pipe use the nomograph.
V
(m/s)

The diagram below shows right and wrong installation.
R I G H T I N ST A LL A T I ON W R O N G I N ST A L L A T IO N
Notes:
• All hoses that are located at a distance from the operator lower than 1 m. and subjected to a pressure value
higher than 50 bar must be protected with a strong sheath or guard, as required by the safety standards, to
protect the operator in case of hose burst.
• Hoses must be fixed, avoiding any damage, at least every 1000÷1200 mm.

6.3 Pipes/hoses for the hydraulic connection of the supplementary outriggers
If the crane installation requires the supplementary outriggers, the installer needs to carry out the hydraulic
connection between the existing hydraulic circuit of the crane and the hydraulic circuit of the supplementary
outriggers.
We supply hereinafter based on the installation experience, a table with the dimensions of pipes and hoses to be
used with the different supplementary outriggers versions:
Type of supplementary outriggers Diameter of the hose Diameter of the pipe

Fixed/manually extendable 3/8” 12x1,5
Hydraulically extendable ½” 16x2
We don’t recommend the utilisation of pipes with a lower diameter than 12 mm, also for small cranes, to avoid
big pressure drops inside the pipes and consequently a reduced working speed of the outrigger rams.
For the hydraulic connection points of the outrigger rams, both for crane and supplementary outrigger, refer to
the instructions supplied in the spare parts catalogue.
Always remember to verify if the ratio between the pipe burst pressure and the
maximum working pressure meets the following equation:
Pburst/Pmax work ≥ 2,5
6.4 Filling up of the oil tank
After the selection of the type of oil to be used (look up crane use and maintenance book too), the installer must
take care of the filling up of the oil tank, respecting the following recommendations:
• All devices used to fill up the oil tank (hoses/pipes, drum, funnel, filter, etc.) must be previously carefully
washed and cleaned.
• In case filtered oil is not available or in any case, to be sure about the real cleanness of the oil to be
introduced into the oil tank, take care personally of filtering before using it by flushing it through a flushing
mobile station rightly dimensioned.
• Carry out the first filling up as any subsequent topping up always through the dedicated plug.
• Look to the minimum and maximum oil level indicators installed on the oil tank to establish the right oil
quantity to fill.
• The right oil levelling in the tank must be carried out with crane folded.
• People taking care of filling up of the oil tank must avoid prolonged contacts of their skin with the fluid and
in case of contacts with it they have to proceed immediately with a careful cleaning of their body and of
their working cloth.
Note:
It is absolutely forbidden to use exhausted oils in the hydraulic circuit. Such oils must not be thrown away but
they have to be kept and delivered to people authorised for the collections and disposal, to avoid any
environmental pollution.

7. ELECTRIC SYSTEM
Refer to paragraph 1.1 for general guidelines.
When using cranes with electric/electronic safety devices (all models for the European market or fitted with a
lifting moment limiting device) it is necessary to get power from the vehicle system.
The crane is delivered from Fassi with the electric system already completely wired; the installer must just
connect the feeding lines of the electric system to the vehicle battery and, if available, the cables of the radio
remote control options to the vehicle electronic system, according to the instructions provided by the vehicle
manufacturer.
For the selection of the power source, refer to the vehicle manufacturer's instructions. Always bear in mind the
following recommendations:
A) The power source must always be controlled by the vehicle key
B) Branching must be protected by a fuse and preferably inserted in the electric together with the vehicle's
fuses, marked accordingly and mentioned in the use and maintenance manual of the installer (indicate the
position when delivering the vehicle).
C) The electric circuit must include a suitable capacity switch or an electromagnetic switch linked to the
power source control so that the crane electric circuit is activated only during use.
D) The crane electric circuit input wire is marked by "+” for positive and " - “for negative.
E) For CE cranes it is necessary to install a red warning light in a clearly visible position in the vehicle cab to
inform the driver if the boom has not lowered below the set angle to keep below the maximum height of
4 metres and, in case of crane equipped with manual lateral outrigger extensions, that the outrigger
supports are fully retracted (see M.O.L. system).
This device must have a supply circuit that is separate from that of the crane.
Set device activation only after completion of installation.
F) Unless otherwise specified, the devices are designed to run on 24 V, continuous current. Cranes up to 4
tm are prearranged to run on 12 V. and on request any crane model can be made to run on 12 V.,
continuous current. Allowed tension tolerances for the correct working of the electric system are:
For 24 V. systems: 23 ÷ 30 V.
For 12 V. systems: 11 ÷ 15 Volt
If voltage is lower than the above values, some electric components (solenoid valves) won’t work and as
a consequence the crane (emergency solenoid valve EV1 de-energized) won’t work either.
If voltage is higher than the above values, there will be an overheating of the electric components (coils
of the solenoid valves) which might break down making the crane working stop.
On cranes equipped with last generation electronic systems (FX800 and FX500) there is the possibility to
check the feeding tension level of the system directly on the radio remote control or user panel display.
G) Electric connections must be carried out by qualified personnel able to perform the task according to the
directives given by the vehicle manufacturer.

7.1 SUPPLY LINES CONNECTION TO THE VEHICLE
General ON/OFF switch
A general on/off switch is always applied in the electric circuit of the crane. The switch activates or deactivates
the feeding to the crane electric circuit. Normally the activation of crane electric circuit take place
simultaneously to the engagement of the PTO; use of a general on/off button is not suggested because it
doesn’t avoid to forget to switch off the electric circuit with consequent discharge of the vehicle battery.
The activation of the electric circuit together with the engagement of the PTO (and obviously the deactivation
through the release of the PTO) requires the installation of a relay supplying tension to the crane only when it
receives a positive signal from the manual control of the PTO engagement. The contact of the relay must be so
dimensioned to enable the passage of the total amperage required by the crane and between relay and vehicle
battery just one fuse must be installed, with an amperage equal to the sum of the amperages of all the fuses
originally installed.
Schematics related to this kind of application
For installation of cranes equipped with FX800 electronic system:

For installation of cranes equipped with FX500 electronic system:
7.1.1 Supply line for cranes with FX800 electronic system
Cable tag as: ALIM

2
(4x2,5 mm continuous Identification Meaning Note Protection
2
rotation cranes - 4x1,5 mm number or colour required
rack & pinion cranes) of the wire
2
(2 wires x 2.5 mm ) Must be activated only by Fuse of
Continuous rotation + Positive for the PTO engagement via 10A – 24V
2
(2 wires x 1.5 mm ) Red FX800’s feeding relay (crane shouldn’t be 15A - 12V
Rack & pinion on at any other time)
2
(2 wires x 2.5 mm )
Continuous rotation - Negative for Connect to a clean
2
(2 wires x 1.5 mm ) Black FX800’s feeding negative pole of the
Rack & pinion battery
Supply line wires for FX800 system

7.1.2 Supply line for cranes with FX500 electronic system
Cable tag as: PWR (3 or Identification Protection

4 wires) number or colour Meaning Note required
of the wire
Positive for Must be activated by the Fuse of
+ or PWR3 Red FX500’s feeding PTO engagement via relay 10A – 24V
2
(1 wire x 6 mm ) (crane shouldn’t be on at 15A - 12V
any other time)
Negative for Connect to a clean negative
- or PWR1 Brown FX500’s feeding pole of the battery
2
(1 wire x 6 mm )
Negative for Connect to a clean negative
- or PWR2 Brown FX500’s feeding pole of the battery
2
(1 wire x 2,5 mm )
Horn option signal Direct connection to the
AV 17 (mandatory vehicle electronic box or Relay
2
(1 wire x 1 mm ) White requirement) through relay. Signal on only
with horn button pushed
Supply line wires for FX500 system
7.1.3 Supply line for FX804 slave unit on FX800 electronic system
Cable tag as: ALIM FX804 Identification Protection

2
(4 x 1 mm ) number or colour Meaning Note required
of the wire
Positive for FX804 Must be activated by the Fuse of
+ + slave unit feeding PTO engagement via 10A – 24V
2
2 wires x 1 mm Red relay (crane shouldn’t be 15A - 12V
on at any other time)
Negative for
- - FX804 slave unit Connect to a negative
2
2 wires x 1 mm Black feeding pole of the battery
Supply line wires for FX804

7.1.4 Supply line for FX504-B unit on FX500 electronic system (only on cranes equipped with
radio remote controlled outriggers)
Cable tag as: Identification Protection

2
(2 x 1 mm ) number or colour Meaning Note required
of the wire
+ VP Red FX504-B unit PTO engagement via 10A – 24V
2
1 wire x 1 mm feeding relay (crane shouldn’t be 10A - 12V
Negative for
- VP Black FX504-B unit Connect to a negative
2
1 wire x 1 mm feeding pole of the battery
Supply line wires for FX504-B
7.1.5 Cable for radio remote control options for FX800 electronic system (only for cranes
equipped with RCH or RCS radio remote control)
Cable tag as: OPTION Identification Protection

2
(7 x 0,5 mm ) number or colour Meaning Note required
of the wire
Option signal To connect at the engine rpm of the
2
1 wire x 0.5 mm Orange to increase the vehicle by relay or by the vehicle
vehicle engine electronic box. Positive signal only Relay
rpm when the rotary button is pressed.
Option signal To connect at the engine rpm of the
2
1 wire x 0.5 mm Grey to decrease vehicle by relay or by the vehicle
the vehicle electronic box. Positive signal only Relay
engine rpm when the rotary button is pressed.
Option signal To connect at the horn of the vehicle
2
1 wire x 0.5 mm Blue for horn by relay or by the vehicle electronic
(mandatory box. Positive signal only when the Relay
requirement) horn button is pressed.
To connect at the start of the vehicle
2
1 wire x 0.5 mm Red Option signal by relay or by the vehicle electronic
for vehicle box. Activation must be prevented Relay
engine start once vehicle engine is running.
Option signal To connect at the stop of the vehicle
2
1 wire x 0.5 mm White for vehicle by relay or by the vehicle electronic Relay
engine stop box.
Warning/hazard signal activated
2
1 wire x 0.5 mm Violet Block option when crane reaches 100% of its Relay
signal capacities.
Option signal To connect to the vehicle rpm via
2
1 wire x 0.5 mm Black for automatic relay or by the vehicle electronic box Relay
engine rpm for automatic rpm increasing when
increasing crane is working.

Cable for radio remote control options for FX800 system
NOTE: All not used wires should be insulated against short circuit.
7.1.6 Cable for radio remote control options for FX500 electronic system (only for cranes
equipped with RCH or RCS radio remote control)
Cable tag as: OPTION Identification Meaning Note Protection

2
(8 x 1 mm ) number or colour required
Option signal for To connect at the auto
GAS AUTO OUT0 automatic vehicle rpm of the vehicle engine Relay
2
1 wire x 1 mm White engine rpm by relay or by the vehicle
increasing electronic box. Positive
signal only when crane is
moving.
Option signal for To connect at the vehicle
GAS + OUT1 vehicle engine rpm engine rpm by relay or by Relay
2
1 wire x 1 mm White increasing the vehicle electronic box.
Positive signal only when
rpm + button is pushed.
Option signal for To connect at the vehicle
GAS - OUT2 vehicle engine rpm engine rpm by relay or by Relay
2
1 wire x 1 mm White decreasing the vehicle electronic box.
Positive signal only when
rpm - button is pushed.
Option signal for To connect at the start of
START OUT3 vehicle engine start the vehicle engine by Relay
2
1 wire x 1 mm White relay or by the vehicle
electronic box. Activation
must be prevented once
vehicle engine is running.
Option signal for To connect at the stop of
STOP OUT4 vehicle engine stop the vehicle engine by Relay
2
1 wire x 1 mm White relay or by the vehicle
electronic box.
Warning/hazard signal
100% OUT5 Block option signal activated when crane Relay
2
1 wire x 1 mm White reaches 100% of its
capacities
FREE OUT6 Free Free option
2
1 wire x 1 mm White
Horn option signal To connect at the horn of
AV OUT7 (mandatory the vehicle by relay or by Relay
2
1 wire x 1 mm White requirement) vehicle electronic box.

Cable for radio remote control options for FX500 system
Note: Maximum allowed draw: 1 Ampere. All not used wires should be insulated in order to avoid short circuit.
7.1.7 Supply cable for FX801/A or FX801/G user panels for FX500 electronic system (only on
continuous rotation cranes)
Cable tag as: ALIM Identification Meaning Note Protection

2
+ + feeding of FX801 engagement of the PTO 5A – 24V
2
1 wire x 1 mm Red unit via relay (crane shouldn’t 10A - 12V
be on at any other time)
Negative for
- - feeding of FX801 Connect to a clean
2
1 wire x 1 mm Black unit negative of the battery
Supply wires for the FX801/A or FX801/G user panels

7.1.8 Supply cable for working lights for FX800 electronic system (only on cranes equipped with
working lights)
Cable tag as:

2
LIGHT (2 x 1,5 mm ) on Identification Meaning Note Protection
continuous rotation cranes number or colour required
2
ALIM1 (2 x 2,5 mm ) on rack
& pinion cranes
+ Must be activated just Fuse of
2
1 wire x 1,5 mm + Positive of the by the engagement of Max 30A – 24V
Continuous rotation cranes Black working light the PTO via relay Max 40A - 12V
2
1 wire x 2,5 mm feeding (crane shouldn’t be
Rack and pinion cranes on at any other time)
-
2
1 wire x 1,5 mm - Negative of Connect to a clean
Continuous rotation crane Black working light negative pole of the
2
1 wire x 2,5 mm feeding battery
Rack and pinion cranes
Note: quantities of the cables depends from quantity of the working lights installed on the crane.
Supply wires
for working
lights for
FX800 system.
7.1.9 Supply cable for working lights for FX500 electronic system (only on cranes equipped with
working lights)
Cable tag as: Identification Meaning Note Protection

2
ALIM1 (2 x 2,5 mm ) number or colour required
Must be activated just Fuse of
+ + Positive of the by the engagement of Max 30A – 24V
2
1 wire x 2,5 mm Black working light the PTO via relay Max 40A - 12V
feeding (crane shouldn’t be
- - Negative of Connect to a clean

2
1 wire x 2,5 mm Black working light negative pole of the
feeding battery
Note: quantities of the cables depends from quantity of the working lights installed on the crane.
Supply wires for the working lights for FX500 system

7.1.10 Supply cable for height sensor (IP5) for FX800 electronic system

2
IP5 (3 x 1,5 mm ) number or colour required
+ Positive for IP5 sensor’s Connect to an
2
1 wire x 1,5 mm Black or brown feeding ignition feed. 2 A fuse
- Negative for IP5 sensor’s Connect to the

2
1 wire x 1,5 mm Black or blue feeding negative pole of
the battery
SIGNAL Signal of crane above Connect to an
2
1 wire x 1,5 mm Black or horizontal. Positive out acoustic and Relay
green/yellow when crane is below visual signal into
horizontal and sensor is the vehicle cab.
feeling the support
Supply wires for IP5 height sensor for FX800 system
7.1.11 Supply cable for height sensor (IP5) for FX500 electronic system

2
IP5 (3 x 0,75 mm ) number or colour required
1 or + Positive for IP5 sensor’s Connect to an Fuse of
2
1 wire x 0,75 mm Black or brown feeding ignition feed. Must 2A
be feed when crane
is off.
2 or - Negative for IP5 sensor’s Connect to the
2
1 wire x 0,75 mm Black or blue feeding negative pole of the
battery
Signal of crane above
2
1 wire x 0,75 mm G/Y or SIGNAL horizontal. Positive out Connect to and Relay
Black or when crane is below acoustic and visual
green/yellow horizontal and sensor has signal into the cab
the support in front of it of the vehicle.
ù
Supply wires for the IP5 sensor for FX500 system

7.1.12 Supply cable for the oil cooler for FX800 electronic system (only on cranes equipped with oil
cooler)

2
(2 x 2.5 mm ) number or colour required
+ Positive of oil Connect to the Fuse of
2
1 wire x 2.5 mm Brown cooler’s feeding battery. The oil cooler 30A – 24V
will switch on just 40A - 12V
when the FX800 will
give the output.
Negative of oil Connect to a clean

2
1 wire x 2.5 mm Blue cooler’s feeding negative of the battery.
Supply wires for the oil cooler for FX800 system
7.1.13 Supply cable for the oil cooler for FX500 electronic system (only on cranes equipped with oil
cooler)

2
(2 x 2.5 mm ) number or colour required
Positive of oil Connect to the Fuse of
+ Brown cooler’s feeding battery. The oil cooler 30A – 24V
2
1 wire x 2.5 mm will switch on just 40A - 12V
when the FX500 will
give the output.
Negative of oil Connect to a clean

2
1 wire x 2.5 mm Blue cooler’s feeding negative of the battery.
Supply wires for the oil cooler for FX500 system

NOTE: The absorption of the oil cooler can according to the model and feeding voltage (12 or 24 V.), but has
always high current absorption. Check out that connections are independent through a proper relay and
then directed to the battery.

7.1.14 M.O.L. (Manual Outriggers Lock) signal cable for FX800 and FX500 electronic systems (only
on cranes equipped with manually extendable outriggers):
Cable tag as: Identification number Meaning Note Protection

2
(2 x 2.5 mm ) or colour required
ALIM + Brown Positive M.O.L. Connect to the battery.

2
1 wire x 2.5 mm device’s feeding
ALIM - Green Negative M.O.L. Connect to the

2
1 wire x 2.5 mm device’s feeding negative pole.
Signal White Signal for visual Connect a visual signal

alarm activation into the vehicle cab
Signal Yellow Signal for acoustic Connect an acoustic

alarm activation signal into the vehicle
cab
Fassi supply the M.O.L.

system complete with a small
bi-adhesive panel to be put into
the vehicle cab, having
signalisation lights and
acoustic alarm incorporated.
In this case only 2 wires for the
feeding of the small panel must
be connected to the battery.

7.1.15 PLE signal cable for FX800 electronic system:
Cable tag as: PLE Identification Meaning Note Protection

2
+ Positive for PLE To be used for PLE circuit
2
1 wire x 1 mm Red feeding
If input value is 0 V. crane
2
1 wire x 1 mm Blue Input signal works in PLE mode
PLE signal cable for FX800 system
7.1.16 Supply cable for DCS option for FX800 electronic system (only on cranes equipped with
DCS):
Cable tag as: DCS Identification Meaning Note Protection

2
(2 x 1,5 mm ) number or colour required
+ Positive for From CN2-46 of FX800
2
1 wire x 1,5 mm Black DCS
From CN2-47 of FX800. If
2
1 wire x 1,5 mm Black Input signal input value is 0 V. crane
works in DCS mode (option
setting depends from
parameter 160).
Supply wires for DCS for FX800 system

7.1.17 Extra wires for eventual customer options for FX800 electronic system:
Cable tag as: OPZIONE Identification Meaning Note Protection

number or colour required
2
1 wire x 1,5 mm Black Free wire
2
1 wire x 1,5 mm Black Free wire
Quantity of wires can vary (picture is just an example, with four wires available).
7.1.18 Supply cable for FSC system - main unit:
Cable tag as: PWR (2x1 Identification Meaning Note Protection

2)
mm number or colour required
+ Positive for Must be fed just by the Fuse of

2
1 wire x 1 mm 1 FSC engagement of the PTO via 10A – 24V *
relay 15A – 12V *
- Negative for Connect to the negative pole

2
1 wire x 1 mm 2 FSC
Supply wires for FSC system – main unit

7.1.19 Supply cable for Can bus shunt box - IE696:

2)
Cable tag as: (2x0,5 mm Identification Meaning Note Protection
+ Positive for Must be fed just by the Fuse of

2
1 wire x 0,5 mm Brown IE696 engagement of the PTO via 10A – 24V *
relay 15A – 12V *
- Negative for Connect to the negative pole

2
1 wire x 0,5 mm Blue IE696
Supply wires for Can Bus shunt box – IE696
7.1.20 Supply wire for outriggers selector to indicate the operator position:
2)
Cable tag as: (1x1 mm Identification Meaning Note Protection
+ + Positive for Must be fed just by the Fuse of

2
1 wire x 1 mm Red selector of the engagement of the PTO 10A – 24V *
operator position via relay 15A – 12V *
Supply wire for outriggers selector to indicate the operator position

(*) Dimensional references of the fuse are referred to only one fuse for all feedings of the above devices
(7.1.18, 7.1.19 and 7.1.20 - see also the crane/vehicle linear connection schematic).
7.1.21 Connection cables between FSC main unit and SD2 shunt box on supplementary outriggers:
Note: Those wires are only on cranes equipped with Fassi original supplementary outriggers.
Cable tag as: SD2 Identification Meaning Note Protection
2
4 x 1 mm 1-2-3 + G/V Connection cable For the connection take as
between FSC main reference the electric
unit and SD2 shunt schematic FX99000067,
box on available in the FSC
supplementary technical manual
outriggers
2
6 x 1 mm 1....5 + G/V Connection cable For the connection take as
unit and SD2 shunt schematics FX99000065
box on and FX99000073,
supplementary available in the FSC
outriggers technical manual
2
12 x 1 mm 1......11 + G/V Connection cable For the connection take as
unit and SD2 shunt schematics FX99000069,
box on FX99000071 and
supplementary FX99000075, available in
outriggers the FSC technical manual
Note: Wires quantity depends on the type of supplementary outriggers and the type of FSC system (S, M
or L) it is combined with.
2
SD2 - 6x1 mm
2
SD2 – 4x1 mm
2
SD2 12x1 mm

7.1.22 Supply cable for M.O.L. system (version integrated in the FSC system):
Cable tag as: PWR (2x0,5 Identification Meaning Note Protection

2)
mm number or colour required
2
1 wire x 0,5 mm Brown Positive for To feed directly from battery Fuse of
M.O.L. under the ignition key of the 5A – 24V
vehicle (signal active also 5A – 12V
with crane off)
2
1 wire x 0,5 mm Blue Negative for Connect to negative pole
M.O.L.
Supply wires for MOL system
General notes:
All signals are always positive and must be used though a relay: in case a negative signal is needed, it is
necessary to use a relay for the inversion.
For any different connections compared to the ones shown here, please contact Fassi after-sales department.
If existing wires are too short and need to be prolonged, up to 5 m extension use the same cable size to be
prolonged; for extension higher than 5 m. please get in touch with the Fassi after-sales department for the
correct dimensioning. You should use cables certified to be used as “mobile laying”.
If it is necessary to use electric boxes, they must be built using material resistant to the solvents and ozone
action and with a waterproof degree of at least IP55; what originally applied in the crane is IP65..
8. PNEUMATIC SYSTEM
Refer to paragraph 5.5 - pneumatic power take-off coupling.

9. ASSEMBLY OF CRANE COMPONENTS IF NOT

ORIGINALLY MOUNTED ON THE CRANE
9.1 APPLICATION OF THE OUTRIGGER RAMS ON THE CRANE
In the Fassi product range there are some crane models, to be more specific the small range up to the 11 tm,
that are standard supplied with tiltable outriggers, already mounted and hydraulically connected to the crane.
This doesn’t happen for the medium-heavy ranges for which outrigger rams are supplied not installed (they are
supplied in a separated packing) to solve problems in the crane shipment. In this case the installer takes care of
their installation and of the hydraulic connection to the crane.
Fixing of the outrigger ram to the flange of the lateral

extendable outrigger support
The ram is fixed to the flange of the support through screws,

nuts and washers (pos. 10-11-12) as shown on the extract of
the spare parts catalogue, that shows all necessary
information to carry out the fixing (also the screw torque, to
be verified with dynamometric key, is given).
The outrigger ram, depending on the crane model, can be

fixed laterally or below the lateral extendable outrigger
support.
From an hydraulic point of view, the two hoses (in the

drawing on the right side identified by pos. 26 and pos. 14)
must be connected to the ports of the block valve flanged on
the ram. The identification of the correct connection occurs
through the presence in one of the two hoses of the yellow
adhesive name plate V2; this hose must be connected to the
valve port having the same stamping. Obviously the other
hose without name plate must be connected to the other
valve port.
9.1.1 Utilisation of the outrigger rams backing plates in Monocast material
Outrigger backing plates in monocast material have oversized diameters and must be used when it is necessary
to increase the contact surface on the ground to develop a ground pressure not higher than 4 Mpa, as required
by the EN12999:2011.
To verify if it is necessary to use this kind of plates, calculate the maximum ground pressure (P) using the
following formula:
P = Mdyn / (L x A)
Where:
Mdyn = Maximum crane dynamic moment

L = distance between the outrigger ram centre line and the column axis
A = outrigger ram backing plate area

To install the monocast backing plates,

proceed as follows: extend the lateral
outrigger support, place the backing plate
under the outrigger ram, extend the rod of
the outrigger ram till the ball has entered its
seat, insert the stop fork support pos. 2 into
the holes of the backing plate and then
insert at the extremities of the fork the
locking circlip pos. 3.
9.2 ACCESSORIES MOUNTING
For problems related to the transport from producer to installer, some accessories that can be easily removed
and installed, as for example the jib, might be supplied not installed on the crane. It will be necessary to install
them during the stability tests when the installation of the crane on the vehicle is completed.
9.2.1 Installation of the jib
Here below we describe with the help of some pictures the general procedure to be followed for the installation
of the jib on the crane:
Place the jib on the two specific supports on the ground
near the crane.
Crane extension booms and jib coupling arm should be

parallel so as to avoid any problems when coupling is
carried out by extending crane extension booms.
Connect the jib hoses with the supplementary hoses on crane

boom tip so that you may move the jib coupling boom to place it
in parallel with the crane extension booms.

Connect the electric plug to bridge the jib pressure transducer.

Connect the four push-pull connectors of the extra function hoses of the jib with the corresponding ones located
on crane boom tip.
The jib is now hydraulically connected to the relative functions on the hydraulic distributor bank.
Extend the crane extension booms until the jib coupling

arm is completely inserted and stop holes fit together.
Insert the pin (*) holding the jib coupling arm and block it on the
opposite side by means of the circlip.
Connect the electric connector of the jib pressure transducer with
the plug located on crane boom tip, removing the bridge connector
previously connected.
*
Now the jib is installed on the crane and can be used.

9.2.2 Put in service of the manual extensions
Manual extensions are further booms that can be inserted, up to a maximum quantity of three, into the last
hydraulic extension of the crane or jib. They are manually extendable and put in place by means of locking pins.
They have a fixed maximum capacity, independent from the crane configuration, pointed out on the relevant
capacity chart of the crane and on a data identification plate located on the manual extension tip.
To put in service the manual

extensions act as follows:
• Put the outer boom of the crane

lightly leaning compared to the
horizontal position.
• Remove the locking pins and
extract the manual extension/s
operating from a lateral position
compared to the extension
direction of the same, paying
attention to avoid a fast exit
that might damage the stroke
end plates (the locking pins in
the example shown on the right
are the pos. 5, 8 and 10 with
relatives ring nuts and circlips).
• To align the holes into which the
locking pins must be inserted
use a suitable tool (i.e.: lever;
don’t use your fingers).
• When manual extensions are
fully extended, insert the locking
pins and block them by means
of the ring nuts and circlips.

10. CONTROL STATION

10.1 ACCESS
The control positions on the crane are designed to comply with EN12999:2011 ENCLOSURE K and must not
be altered.
The installer must take particular care to ensure free access to the control positions.

STEPS / LADDERS (see Annex K Table k.2)
Symbol Description MIN (mm) MAX (mm)

A Height of first step above ground or platform - 600
B Riser height 220 300
C Step width - Rung ladders (for one foot) 300 (150) -
D Rung tread - Width 19 40
E Instep clearance 150 -
F¹ Tread depth for steps (stepped ladders, stairways, etc.) 240 * 400
F² Toe clearance (free space behind rungs) 150 -
H Distance from top rung of ladder to platform - 150
R Step placement from ladder - 300
* It can be reduced to 130 when free space for toe clearance is provided.

Fig. 27
1 Platform 2 Instep clearance 3 Typical profiles for ladder rungs

4 Platform level

HAND RAILS AND HAND GUARDS (see Annex K table k.1)
Symbol Description MIN (mm) MAX (mm)
A Width (diameter or across flats) 16 40
B Length between bend radii for support legs of handholds 150 -
C Hand clearance to mounting surface 75 -

D Distance above standing surface - 1600
E Vertical distance of handrail continuation above step, platform, 850 -
stairways or ramp
F Offset distance of handrail or handhold from edge of step 75 200
G Width between parallel handrails 450 -
Fig. 28
Note: Handrail extension can be an integral part of or separate from ladder.
10.2 PROTECTION AGAINST THE RISK OF INHALING EXHAUST FUMES

Particular care must be taken of the position of the vehicle's exhaust pipe. If it is too close to the control
position, the operator is exposed to the risk of inhaling the fumes. It may be necessary to apply for authorization
from the vehicle manufacturer to vary the route of the pipe work or to arrange a flexible extension to be
mounted before using the crane.
10.3 PROTECTION AGAINST THE RISK OF CRUSHING AND SHEARING

While controlling the crane in the natural position, no parts of the operator’s body have to reach areas where
there is risk of crushing or shearing.

These risks can be avoided if the following distances between moving parts are kept (from EN ISO 13857):
BODY PART MIN. SPACE (mm) FIGURE
BODY
500
HEAD
ULTIMATE
POSITION 300
LEG
180
FOOT
120
FOOT FINGERS 50
ARM
120
HAND
100
FINGER
25
NOTE: RESIDUAL RISKS.

IF A RISK CANNOT BE COMPLETELY ELIMINATED, IT MUST BE REDUCED TO A MINIMUM BY INSTRUCTING
THE OPERATORS EXACTLY ABOUT THE BEHAVIOUR HE HAS TO ASSUME.

11. PRACTICAL TESTS CARRIED OUT BY THE

INSTALLER
AIM
Below you find the tests and procedures to follow in order to check if the installation executed is in compliance
with its own aims and the crane lifting capacities in complete safety.
There is also an indication of the procedures and test loads to assess the stability limits of the installation (REF.
EN12999:2011 standards).
LOAD LIFTING TESTS
These tests must include:
• functional test
• static test
• dynamic test
• stability test.
All tests have to be executed under the conditions foreseen by the manufacturer when the crane is used as
intended.
At the time of testing the wind speed shall not exceed 8,3 m/s (30 km/h) and the vehicle tyres shall be inflated
to the pressure recommended by the vehicle manufacturer. The crane shall be set up and controlled in
accordance with the manufacturer’s instructions.
For some tests it may be necessary to adjust, override or disable any safety and limiting devices on the crane.
Care shall be taken to ensure that any device is reconnected, re-calibrated and re-tested after the tests have
been completed. For the calibration of the limiting and indicating devices use the appropriate loads, crane
configurations and methods recommended by the manufacturer.
11.1. FUNCTIONAL TEST
The crane functions shall be operated throughout the range of all movements up to the maximum speeds and
up to the rated capacity, to demonstrate that the control system and the performances of the lifting moment
limiting device on crane work satisfactory.
11.2. STATIC TEST
The aim of the static tests is to prove the structural suitability of the crane and its components (sub frame, tie
rods, etc.)
The tests are considered satisfactory if no lesion, permanent deformation, paint flaking or damage affecting the
operation and safety of the crane is visible to the naked eye and if no connection has come loose or been
damaged.
They also give a first check of the vehicle stability and the rotation working areas able to satisfy the stability with
nominal loads, as a consequence of the fact that the tests are carried out using a test load of at least 1,25 times
the rated capacity at or close to the following radii:
- maximum radius with any manual extensions extended;

- maximum radius attainable with hydraulic outreach;
- radius corresponding to maximum working load.
At each radius the load shall be positioned 100 mm approximately from the ground and slewed slowly over
whole crane arc. If for stability problems the maximum test load used is less than the one corresponding to the
maximum working load of the crane as specified by the manufacturer, the maximum working load and
corresponding radius for the installed crane shall be accordingly reduced.
11.3. DYNAMIC TESTS
The main aim of the dynamic tests is to check whether the crane mechanisms work.
The test results are considered satisfactory if all the components involved are able to carry out their functions
and if a visual inspection after the test has not highlighted any damage to the structural mechanisms and no
connection has come loose or been damaged.
During the test, the crane must be controlled as shown in the instructions in the handbook. The acceleration,
deceleration and speed must be limited to those normally used by the crane.
The dynamic tests must be performed separately for each movement of the crane, and if necessary with
simultaneous movements, in all the positions and configurations shown on the capacity chart.
The tests must include repeated stops and starts for each movement and for the entire movement itself.
The tests must include lifting of the test weight applied by raising the load and then stopping movement for
enough time to enable the dynamic effects to be dampened. Then operate the lift control again and check that
the load has been really raised.
The test load must be 1.1 P, where P is the capacity specified by the manufacturer on the load chart at a
certain outreach.
The setting of the lifting moment limiting device may temporarily be increased by up to 15% for the purpose of
this test.
11.3.1 Sink of the boom system under nominal load
Customers expect to get a loader crane that, with or without load applied, can remain motionless for a long time
in the point in which it is left. In spite of the best hydraulic components it can be used in the hydraulic circuit,
there’s always a minimum physiological sink of the seal components. The EN12999 standard, at point 5.5.7,
fixes the unintentional maximum sink of the load at 0,5 % of crane outreach per minute for cranes with max
outreach up to 12 m and 0,2% of crane outreach per minute for crane with a higher outreach than 12 m (with
nominal load applied).
5.5.7 Sink rate for boom system

The sink rate measured at the boom system tip caused by leakage in hydraulic components shall not
exceed 0,5 % of outreach per minute. For cranes with more than 12 m outreach, the sink rate shall not
exceed 0,2 % of outreach per minute. Sink rate shall be tested at rated capacity at maximum hydraulic
outreach (i.e. without manual extensions).
11.4. STABILITY TESTS
11.4.1 General
The stability for a vehicle carrying a loader crane resulting from theoretical calculation is to be used only for
guidance. Stability shall always be verified by loading tests.
The purpose of the test is to verify the stability of the loader crane installed on the unloaded vehicle. The
loading test shall be executed with the unloaded vehicle without the driver.
11.4.2 Test load

Stability test loads shall be determined in accordance with the following:
TL = Ks × P + (Ks - 1) × G’b
where:
Ks = stability factor = 1,2

TL = test load
P = rated capacity
G’b = point mass at boom tip, giving the same dead load moment around the slewing centre as the
real boom does.
Test load TL shall always be at least 1,25 × P

Warning!
The calculation of the test load TL can be extremely penalizing on cranes with long reaches, giving as a result
very high per cent overload values to apply on extension booms tip. This happens especially on cranes with jib;
crane producer authorizes the application of a maximum test overload of 40% on the jib. EN12999
offers the possibility to divide the TL load to be applied on jib boom tip between jib and crane, provided the
tilting moment value resulting by the integral application of TL load to the maximum outreach remains unvaried.
Example:
Crane model F360DXP.26L214 - nominal load on jib boom tip = 365 kg. - maximum outreach with crane and jib
extension booms fully extended = 26,70 m
TL load to apply on jib boom tip to carry out the stability verification, according to the calculation formula above
reported, results to be of 639 kg, that corresponds to an overload of 75%.
The tilting moment resulting by the application of 639 kg at 26,70 m (maximum outreach of the crane with jib)
is 17061 kgm.
The maximum load authorized by the crane producer to be applied at the maximum jib outreach is 365 + 40%
= 511 kg that, multiplied by the maximum outreach of 26,70 m, develops a tilting moment of 13644 kgm.
The missing tilting moment is the difference between the two above moments, to say 17061 - 13644 = 3417
kgm; dividing this last moment value by the maximum outreach of 16,70 m, results a load of about 205 kg to
apply on the hook of the crane boom tip.
The execution of the stability test with jib installed on the crane, carried out at the maximum outreach, requires
in this case the application of 511 kg on the hook at jib boom tip and at the same time the application of 205 kg
on the hook at crane boom tip.
To establish the TL test loads to be used during the stability verification, avoiding to perform all the above
calculations, please refer to the summarizing table edited on the www.fassitech.com internet web site.
11.4.3 Test conditions
The tests must be performed in the positions and configurations for which the stability is at the minimum value,
within the specific working area.
If different loads are envisaged for different positions or working areas, the tests must be carried out to
ascertain stability for a set sequence of positions.
Limiting and indicating devices may be temporarily disconnected during the test. Stability shall be tested with
the crane placed on a firm surface under the least favourable conditions, with the respect of the tipping line
(crane booms perpendicular to the tipping line). The crane inclination shall be within the maximum inclination in
accordance with the manufacturer’s specifications.
The crane must be placed on a hard horizontal surface (± 0.5% / 0.3°).
The wind speed during the test must not exceed 30 km/h.
The crane must be stabilized, with the lateral extensions and outriggers fully extended and levelled with a max
tolerance of ± 0.5 % / 0.3°.
The outriggers should lift the crane-vehicle unit sufficiently to release the vehicle suspensions with the wheels
still touching the ground.
The vehicle body must be empty and the fuel tank must be at least one third full.
During the stability tests the operations’ area must be rightly fenced, obstructing the passage of people or
means. The operator will control the crane from a safety position and the stability of the vehicle must be
continuously visually verified.
The following is recommended as an indication:

• Basic crane - stability test performed at the maximum outreach positions with relevant test load TL
(extension booms fully extended).

• Crane with accessories (jibs, manual extensions) - two sets of stability tests on the basic crane and then the
crane with accessories. As for the jib, perform a stability test with the extension booms of the basic crane as
well as the ones of the jib fully extended to the maximum outreach and with the relevant test loads TL
applied to the jib’s hook. For manual extensions, perform the stability test with the extension booms of the
basic crane fully extended and maximum outreach of the extension with the relevant test load TL.
The test load must be applied gradually and statically, and kept at a maximum height of 100-200 mm (4 – 8
inches) from the ground.
In order to apply the test load gradually, it is advisable to raise the test load with a 50% outreach, then put the
crane in the rated configuration and extend the extension slowly until you reach the required outreach. During
these operations, check the stability parameters.
In order to apply the test load statically, perform the above operations at the machine's minimum speeds so as
to prevent dynamic effects due to speed that may affect the test results.
When stability is not ensured, adjust the limiting devices so as to reduce the capacities or obstruct access to the
unstable area.
Note:
Some cranes can incorporate a lifting moment limiting device with different setting values according to the slew
angle (e.g. loader crane working over the cab or over the rear of the vehicle), or the amount of outrigger
extension (e.g. outrigger fully extended, or fully retracted or partially extended).
The stability test shall be repeated, according to the above direction, for each working area or stabilization
condition.
Sometimes due to the application of quite important overloads resulting from the calculation of the test load TL,
which might generate induced pressures in the cylinders higher than the original adjustment of the overcenter
valves located in the lifting rams block valves. The overcenter valves might open and lifting rams (inner and/or
outer boom) might descent during the stability tests. In such a case you have to retract the extension booms to
stop the descent, put the load on the ground and close partially (1/2 or one turn) the cylinder side overcenter
valve register and restart with the stability test execution. Remember, once stability tests have been completed,
to put again the overcenter valve register in the original position.
Here below some pictures of the block valves installed on the inner and outer rams with the overcenter valves -
identified by * - that might require the above intervention:
* *
*
11.5. STABILITY TEST APPROVAL CRITERIA

According to standards, the test is considered successful if the test load TL is held static. During the test loading,
one or more outriggers or wheels may lift from the ground. However, at least one wheel braked by the parking
brake shall remain in contact with the ground.
Fassi decided to evaluate the stability adopting the following criteria:
GENERAL STABILITY CRITERION: the installation is considered stable if the surface on which the base of
the crane is resting does not exceed a 10% inclination and the parameters listed below for the various work
areas are respected simultaneously.
1) CRANE BEHIND CAB WITHOUT SUPPLEMENTARY OUTRIGGERS

FRONT
Front working area
General stability criterion

• All wheels must rest on the ground.
Lateral working area

• At least three (3) wheels must rest on
L L
A A the ground.
T T
E E Rear working area
R R
A A
L L
REAR
2) CRANE BEHIND CAB WITH SUPPLEMENTARY OUTRIGGERS

FRONT
Front working area

• All outriggers must rest on the
ground.
L
A L • At least three (3) outriggers must rest
T A on the ground.
E T
R E
R
Rear working area
A
L A
L General stability criterion
• At least three (3) outriggers must rest
on the ground.
REAR

Fassi Gru S.p.A. - Machinery Directive - FASSI Loader Crane Mounting Instructions Book
3) REAR-MOUNTED CRANE WITHOUT SUPPLEMENTARY OUTRIGGERS
Front working area
• Not foreseen. Integrated in the lateral

working area
L L General stability criterion

A A • All wheels must rest on the ground.
T T
E E • At least three (3) outriggers must rest
R R on the ground.
A A
L L Rear working area

REAR
• At least one (1) outrigger must rest on
the ground.
4) REAR-MOUNTED CRANE WITH SUPPLEMENTARY OUTRIGGERS
Front working area

FRONT
on the ground.

L L on the ground.
A A
T T Rear working area
E E
R R
A A
L L • All wheels must rest on the ground.
• At least three (3) outriggers must
rest on the ground.
REAR
A wheel is considered resting on the ground if it does not rotate when pushed by hand.
If one wheel is braked, this criterion cannot be applied, so a visual test is required.
An outrigger is considered resting on the ground when it exercises a certain pressure on the ground. This
pressure can be assessed when, applying a lateral force with the hands at the end of the outrigger support, the
outrigger doesn’t move.
11.6. REPORT ABOUT TESTS
When tests have been completed, a test report detailing static, dynamic and stability tests carried out during
installation must be drawn up (for the technical file) with the conclusions and test results.
The test report must include the identification data of the crane tested, together with the test location and the
name of the test supervisor.
It must include details about the loads, positions, configurations, procedures and results in each case.
The report of the tests must be registered on the Inspection Register (see chap. 21 Annexe 7) and put in the
technical file of the installer (see chapter 18).
11.7. VERIFICATION AND MEASUREMENT OF THE NOISE EMISSION
The new 2006/42/EC Machinery Directive requires the execution of the measurement of maximum emission
sound pressure levels (by means of a phonometer) at all fixed control stations, excluding control stations used
solely to operate the outriggers, in accordance with EN ISO 11201 standard. The sound power level shall be
measured in accordance with EN ISO 3744 standard. This verification must be performed by the installer when
the installation has been completed (crane producer supplies sound pressure levels of the crane but obviously
the main noise source is the vehicle motor).
Three different typologies of aerial noise emission verification must be carried out:
1) The A-weighted emission sound pressure level at control stations, to check if it exceeds 70 dß; where this
level doesn’t exceed 70 dß, you should indicate it in the use and maintenance manual of the installer. For
crane fitted with remote controls measurements shall be taken at a distance of 1 m from the main noise
source and at a height of 1,6 m from the ground. As this is an emission value, it has to exclude the noise
emitted by other environmental sources.
2) The peak C-weighted instantaneous sound pressure value at control stations, to check if it exceeds 63 Pa
(130 dß in relation to 20 µPa). If this value is exceeded, the installer has to indicate it in the manual of the
installer.
3) The A-weighted sound power level emitted by the loader crane installation, to check if A-weighted emission
sound pressure level at control stations exceeds 80 dß and if it does the installer’s manual should indicate
the value.
Operating conditions during noise measurements:
• The crane shall perform all working movements representing a complete working cycle over the full
operating range (e.g. slewing, boom articulation, boom extension, winch) at approximately 50% of the
rated capacity.
• The power source shall be set at the speed required to perform the test at normal working speed.
• The phonometer shall be of class 1 and have been calibrated in the laboratory in the last 2 years.
• Wind speed shouldn’t exceed 5 m/s, corresponding to level 3 of Beaufort scale; absence of rain.
Note:
The level of noise emission may be assessed with reference to comparative data of similar (technically
comparable) loader cranes installations.
If measured sound emission values exceed the reference values, the installer should reduce them (as example:
fixing at a reduced value the working rpm of the engine during crane operation or prescribing to the operator
the utilisation of protections against the noise).
Measured values must be recorded in the technical file and in the Logbook, in form of table as per the example
at page 181, and, where required, in the operator’s manual.

11.8. FSC (Fassi Stability Control) system setting
11.8.1 Setting of the FSC/L system
The FSC system version L doesn’t require particular setting; it permits the crane utilisation only if it is completely
stabilized (lateral extension supports of the outriggers completely extended and outrigger rams in operation
touching the ground). The only reference for the safety operation of the crane is the carrying out of the stability
tests as reported in paragraph 11.4.
11.8.2 Setting of the FSC/M1 and FSC/M2 systems
For both systems a supplementary stability test is required to identify the value for the setting of the derated
lifting moment limiting device at level L1, using the crane with lateral extension supports of the outriggers fully
retracted and outrigger rams in operation touching the ground.
The setting procedure to apply is the following:
• With lateral extension supports of the outriggers fully retracted and outriggers rams in operation, verify the
entity of the load that, brought on boom tip (so with crane extension booms fully extended) generates the
limit of stability as established in paragraph 11.5.
• The above load is considered as the test load (TL) in this working configuration. Calculate then the load
value P to be considered as the load actuating the lifting moment limiting device, using the following
equation:
TL - ( 0,2 × G’b)
P= --------------------
Ks
Where:

TL = test load
P = load activating the lifting moment limiting device at boom tip
real boom does.
Load P must never be less than TL/1,25.
• Lift now the load P at short radius and extend it completely up to the crane boom tip.
• At this point, on the display of the radio remote control handle or of the user panel, notice the pressure
level induced by the load (always the highest one among the displayed values) expressed in bar and put it
manually into the relatives parameters of the program, expressed in tenths of bar.
Parameters into which the pressure value must be introduced are Pa672, Pa675 and Pa678 for the FX800
electronic system and Pa783, Pa785 and Pa787 for the FX500 electronic system.

Only for the FSC/M2 system a further stability test is required to identify the value for the setting of the
derated lifting moment limiting device at level L2, using the crane with lateral extension supports of the
outriggers extended of 50% of the maximum stroke and outrigger rams in operation touching the ground.
Setting procedure to apply is the following:
• With lateral extension supports of the outriggers extended of the 50% of the maximum stroke and
outrigger rams in operation, verify the entity of the load that, brought on boom tip (so with crane extension
booms fully extended) generates the limit of stability as established in paragraph 11.5.
• The above load is considered as the test load (TL) in this working configuration. Calculate then the load
value P to be considered as the load that activate the lifting moment limiting device, using the following
equation:
TL - ( 0,2 × G’b)
P= --------------------
Ks
Where:

TL = test load
P = load activating the lifting moment limiting device at boom tip
real boom does.
Load P must never be less then TL/1,25.
• Lift now the load P at short radius and extend it completely up to the crane boom tip.
• At this point, on the display of the radio remote control handle or of the user panel, notice the pressure
level induced by the load (always the highest one among the displayed values) expressed in bar and put it
manually into the relatives parameters of the program, expressed in tenths of bar.
Parameters into which the pressure value must be introduced are Pa1770, Pa1771 and Pa1772 for the
FX800 electronic system and Pa788, Pa789 and Pa790 for the FX500 electronic system.

11.8.3 Setting of the FSC/S system
When the installation of the vehicle has been completed, it is necessary to set the FSC system.
Setting consists in the set-up of the parameters for the limits of the X and Y slope, for the derated pressures, for
the type of vehicle, crane and installation.
The procedure to correctly perform the setting is automatized in the Fassilim program for both program versions
combined with the FX800 and FX500 electronic systems. Please update the two programs (fassilim v.4 and
fassilim v.6) through the utilisation of the automatic update function “check for updating” into the “Options” menu
(obviously the PC must be connected to Internet - consult the technical manuals of the FX500 and FX800
systems for the procedure to be followed)
NOTE: Be careful! During all the procedure the lifting moment limiting device is automatically excluded.
The installer should follow the sequence of operations required by the program to complete the procedure, as
follows:
Open the Fassilim program and select the FSC menu. A pull-down menu opens showing the three different FSC
system versions; select FSC-S.
The general configuration window appears, requiring to select the appropriate items according to the installation
type on vehicle and the type of supplementary outriggers installed.
The graphic is dynamic; it means that an updating is made every time you select an item.

The digital tilting sensor and the digital cable-reel encoders are always installed on the crane in the same
position; then it is necessary to know the type of crane installation on the vehicle to get X and Y, always
according to the vehicle run direction.
Some examples of the graphic description of the installation according to selections executed.

Click then OK and you get the next window appears for the zero setting of the digital cable-reel encoder.
Retract completely the lateral extensions of the outriggers on both sides and click OK.
Note: on the drawing the outrigger rams are highlighted, with numbers, to make easier the understanding of their
positions according to the type of installation of the crane. The red circle on the outrigger rams indicates that you
don’t need to put them on the ground.
Then you get the next window for the setting of the maximum reading value of the digital cable-reel encoder.

Extend completely the supports of the lateral extension of the outriggers on both sides and click OK.
You get now the next window for the setting of the digital tilting sensor with crane without load applied and
located on the working side 1-4:
Retract completely the supports of the lateral extension of the outriggers on both sides and put the outrigger
rams on the ground pushing the ram rod until vehicle suspensions are 5 cm unloaded. Place the crane boom
above the outrigger of the side 1-4 and activate the exit of the extension booms until you read 25% of the
induced pressure into the lifting rams, shown on the radio remote control handle or user panel display (don’t use
XP device in this phase!!).
Click then OK and next window appears for the setting of the digital tilting sensor with crane without load applied
and located in the working side 2-3:

Repeat the previous procedure but of course with crane booms above the outrigger of the side 2-3.
Click OK and next window appears for the setting of the vehicle wheels lifting limit with supports of the lateral
extension of the outriggers fully retracted:
With crane extension booms fully retracted and crane placed above the retracted support of the lateral extension
of the outrigger, on the opposite side compared to the one for the crane folding (side 2-3), lift the capacity chart
load foreseen for the extension booms completely extended and start to extend the load until the vehicle wheels
on the opposite side tend to lift from the ground.
Click OK to record the noticed pressure data on TP1, TP2 and in case TP3.
Now you reach a window asking for the crane folding (folded in rest position or along the body) before to
proceeding with the execution of the next step.

Put the load on the ground, unhook it and fold the crane; then extend completely the lateral extension supports.
Now you reach the window for the execution of the overload test with supports of the lateral extension of the
outriggers completely extended, to define the maximum lateral slope:
With supports of the lateral extension of the outriggers completely extended, outrigger rams on the ground and
crane always located above the outrigger ram of the side 2-3, lift to a short radius the capacity chart load
foreseen for the last hydraulic extension boom increased of 30% and extend completely the extension booms.
Click OK to record the X maximum lateral slope.
Note:
During this test induced pressures generated into the cylinders of the lifting rams might be higher than the
original adjustment of the overcenter valves located in the lifting rams block valves. Consequently during the
execution of the test the overcenter valve might open and lifting rams (inner and/or outer) might descent. In this
case retract immediately the extension booms to stop the descent, put the load on the ground and close partially
(1/2 or one turn) the cylinder side overcenter valve register and restart with the test execution (see also note at
page 160). Remember, after the test has been completed, to put again the overcenter valve register in the
original position.
Now you will reach the window for the execution of the limits on the unstable working sector:

With supports of the lateral extension of the outriggers completely extended, outrigger rams on the ground and
crane extension booms completely retracted, lift the capacity chart load foreseen for the last hydraulic extension
boom and rotate the crane up to the middle of the unstable sector. Extend then the crane extension booms until
the vehicle wheels on the opposite side of the load (rear wheels for crane installed behind cab) tend to lift from
the ground.
Click OK to record the detected pressure data on TP1, TP2 and in case TP3 and the Y longitudinal slope limit.
In case you take note of the detected pressure and slope values to manually put them in the pertinent program
parameters, such values must be declassed of 40%; in Fassilim program this operation is automatically
performed.
Click OK and you see now the window requiring to put the load on the ground and unhook it and to place the
crane in folded position or along the body.
Click OK and then you reach the window requiring the saving of all the parameters modified by procedure
executed. Select “YES” (Si) and then click OK.

You reach now the window to close the setting program. Click OK to come back to the starting visualisation of
the Fassilim program menu.
Note:
The program is so set that if you don’t manage to complete the setting procedure you can close the program and
the recorded data are saved. This means that the procedure can be restarted from the point you were. When we
require to restart the procedure after a break, the system recognizes the crane and, if a not completed calibration
file of this crane is in the memory, following window is shown:
Clicking OK the procedure restarts from the point at which it was stopped.

12. CHECKING MAXIMUM MASS ON AXLES

In chapter 2.2 all the
crane/vehicle configurations
were analysed to theoretically
determine the axle loads. It is
now important to check that
mass distribution is correct.
This check consists in a

simple test, when
installation has been
accomplished, of the direct
weight on the overall vehicle
empty and on each axle.
This involves the tare weight of

the vehicle chassis, the crane
and any supplementary
outriggers, and the body mass.
The only calculation required is

distribution of the remaining load
capacity on the axles, using the
methods in section 2.2.
By comparing these values with

the test results, you can
ascertain whether the result is
inferior to the masses
recommended by the vehicle
manufacturer.

13. RE-ADJUSTMENT AND SEALING OF THE

CRANE
During the static stability test on the installation carried out by
the installer (see phar.11), it is necessary to overload the crane.
To do this, deactivate the lifting moment limiting device which
would prevent the crane from overloading.
EV1
The exclusion is obtained operating the tap sealed by the crane
manufacturer, normally inserted into the general solenoid valve
EV1 for cranes with standard parallel distributor bank or into the
the integrated group (IG) for cranes with multifunction
distributor bank.
IG Tap
Overload must be reached by extending the booms. Apply the
test load (TL) to the hook of the crane and lift it with the booms
50% extended (or fully retracted if you think stability may be
critical), 100-200 mm from the ground. Then extend slowly the
extension booms until you reach the test position.
If stability is not sufficient, reduce the load and re-adjust the

lifting moment limiting device as follows:
a) Reduce the test load (TLr) until the required stability is

attained.
TP0
EV1
b) Replace the load with a reduced one: Pr, corresponding to
the previous reduced test load (TLr), detracted the value
0.2 X G’b (as defined at the point 11.3), and the result
divided by 1,25.
c) Open the cut-off cock of the lifting moment limiting device.
d) Lift the load again with a lightly reduced radius if compared to the previous one, then extend it to reach
the expected reach. Take note of the value of the induced pressure inside the lifting ram cylinders reading
them on the radio remote control or control panel display and update the parameters program nr. 20, 25
and 30 giving them this value, to activate the lifting moment limiting device at a reduced pressure.
e) Adjust the main relief valve into the inlet head of the distributor bank at a value corresponding to the
pressure value for the activation of the lifting moment limiting device less 10 bar.
f) Repeat the retraction-extension operation a few times to make sure that the lifting moment limiting device
works correctly within a 10% tolerance.
g) Correct the capacity table obtained experimentally with subsequent capacities calculated using the
following formula (or ask Fassi after-sales department for a new one specifying the new pressure setting of
the main relief valve (point e):
Pr = (TLr - 0.2 × G’b) / 1.25 Prn = Pn - [(P - Pr) x L]

Ln
where :
TLr = test load at which stability is obtained
Prn = reduced capacity calculated in position n
Pn = nominal unreduced capacity in position n
P = nominal capacity in test position
Pr = reduced capacity as measured in point b
L = distance of load Pr1 from column centre
Ln = distance of capacity Prn to be calculated from the column centre.

If stability is not obtained in a particular area, access to the area must be obstructed by a rotation
stroke end device or a second automatic lifting moment limiting device must be installed (see
options for each model in the relevant handbook). Repeat the above operations to adjust the
second lifting moment limiting device.
Upon completion of all the tests, seal the cut-off cock of the lifting moment limiting device in the
open position, using a company seal.
14. CRANE TRANSFORMATION

Possibility exists that the customer/user of the crane requires afterwards a transformation on his crane or that
the crane dealer needs to modify a crane in stock in order to sell it.
Fassi supplies the transformation kits, intended as:

- kit for modification of the hydraulic extension boom quantity
- kit for winch installation
- kit for jib installation
- kit for activation of extra functions
- kit for application of the radio remote control
- kit for the manual extensions mounting.
In order to be able to define the kit supply in the proper way, it is necessary to know model and serial number
of the crane. In the spare parts catalogue, that can be consulted on www.fassitech.com internet web site, all
necessary information to properly carry out the installations is provided.
As far as the documentation is concerned, Fassi supplies, for transformed crane with CE mark and declaration,
the following documents:
- New stickers of the load charts in case of jib and/or winch application.
Note:
For the supply of whatever crane transformation kit, Fassi doesn’t issue any certificate as the transformations
have to be certified by the workshop that executes them issuing of a new CE Declaration of Conformity and a
new CE plate or simply indicating the modification in the loader crane logbook, referring to the original parts
supplied by Fassi Gru SpA with the number and date of invoice/delivery note.
Responsibility
The company carrying out the crane transformation must be a Fassi authorised workshop and it is fully
responsible of this activity. In case of doubt the Fassi after-sales department is available for any technical
explanation that may be required.
Workshop must carry out the work properly, in accordance with the indications supplied by the crane
manufacturer and available on www.fassitech.com internet web site.
In case the crane transformation implies outreach modifications (addition of jib or manual extensions or further
extension booms) the vehicle stability has to be checked again with the mounted equipments and the results
have to be written in the loader crane logbook.
Documentation to be made/modified by the workshop carrying out the transformation

As for the documentation, the workshop performing the transformation work must:
- Update the existing technical file if the original crane installation on the vehicle has been carried out in its
premises.
- Draw up and keep the technical file just concerning exclusively the transformation if the original crane
installation has not been carried out in its premises.
- Update the loader crane logbook.
- Update the use and maintenance manual originally supplied with the crane if not already complete with all
the information related to the transformation carried out.
- Instruct the personnel who will use the crane about the transformation carried out.
- Drawn up a document attesting that the customer/end user has been instructed about the safe utilisation of
the modified crane and that he has received all the related documentation.
15. LIST OF HAZARDS

In compliance with the standard EN 12999:2011 the installer has to list all the hazards related to the installation
he has made.
The installer must identify in the list which items pertain to the particular installation and describe the measures
adopted to eliminate or, if it is not possible, to reduce the hazards.
Where possible, it is advisable to refer to the standards applied.
Example:
TYPE OF HAZARD EXPOSED ADOPTED SOLUTION

PEOPLE/OBJECTS
1.2 SHEAR HAZARD Operator controlling From the natural working position of the operator, it is
the crane from top not possible to reach, with any part of the body, danger
seat of shearing zones because the dimensions prescribed by
EN12999:2011 have been respected.
Operator controlling Taking into account that it is impossible to avoid the

the crane from the danger of shearing, a plate is mounted, which shows
ground (crane in the prohibition to open/close the crane from this side,
folded position, side of near to the control position.
resting booms).
16. INSTRUCTION PLATES AND STICKERS (Ref. Point

7.3.3. of the EN12999:2011)
Plates provided with the crane: see use and maintenance handbook for the specific model showing the position
and application conditions.
Installation plates: cover information and hazards pertaining to the complete installation (crane + vehicle) and
they must be made and provided by the installer in line with the risk analysis made (see paragraph 15).
17. SPECIAL CASES/INSTALLATIONS

Until now only application of loader crane on vehicle has been treated because the Machinery Directive deals
mainly with such an application. But according to the Machinery Directive a crane installed on a static foundation
or on a boat is still considered a loader crane. In particular, D.M. 2006/42/CE says: “seagoing vessels and
mobile offshore units and machinery installed on board such vessels and/or unit” are excluded from the scope of
the Machinery Directive since they are subject to the “Conventions of the International Maritime Organisation”.
As a consequence of this, all cranes installed on boats used in internal water such as rivers, lakes and ship-canal
as well as on boats defined “inshore” for the navigation close to the coast are also subject to the Machinery
Directive. So, as for cranes installed on vehicles, the ones installed on fixe pedestal or in the marine field above
specified must be equipped with all the compulsory CE devices, with the exception of the over height indicator,
and CE marked.
As far as the installation of the crane on a fixed pedestal or on the boat is concerned, to verify the resistance of
the structure on which the crane will be installed, it is necessary to know the effort induced by the crane on the
fixing tie rods (traction and compression values). The information is available for all crane models in the
technical schedule available on www.fassitech.com internet web site or contacting the Fassi after-sales
department.
In the next page an example of the technical schedule:


17.1. CRANE INSTALLATION ON FIXED PEDESTAL
Essentially the installation of the crane on a fixed pedestal is carried out in the two ways for which, as example,
we show hereinafter some drawings:
1. Crane installed on suitable steel structure

having the function of sub frame, able to
support the maximum dynamic moment of
the crane, drowned in a plinth of concrete
built inside or outside the ground. The
examples show a structure for crane with
compensator and another one for crane with
continuous rotation.
2. Crane directly fixed to the plinth in concrete

through the fixing tie rods drowned in the
cement; tie rods must have a length suitable
to support the traction efforts induced by the
crane on the rods. The structure in concrete
must be designed by a qualified technician
(e.g. construction engineer). In the example
the structure in concrete is composed by two
levels; the lower one remains under the
ground level and the upper one above.
Quantity and dimension of the iron rods
drowned in the concrete must generate a
tough surface suitable to support the efforts
induced by the crane working.
17.2. CRANE INSTALLED ON BOAT
For the positioning and installation of the crane on the boat, the shipyard (boat manufacturer) must indicate in
which position on the boat the crane can be installed, knowing where there is a structure that coupled to a sub
frame located between crane and boat structure, might keep the maximum dynamic moment developed by the
crane during its use. Crane anchoring is always through fixing tie rods, as done for the installation on vehicle.
For all cases not considered by this manual, contact the technical service of the crane manufacturer.

18. TECHNICAL FILE

The aim of the following report, which has been drawn up as per annex VII of EC Directive MD 2006/42/CE
(Machinery Directive), is to identify the documentation to be included in the technical file for each installation
carried out by the installer or each conversion made to existing installations.
The installer must keep this documentation available for at least ten years to be counted from the installation
delivery date to the end user. It must be produced on request from the bodies ascertaining the compliance with
the above Machinery Directive.
Hereinafter a fac-simile of the technical file where are indicated:
TECHNICAL FILE (fac-simile)
Introduction
The company ............................. has prepared the following documentation with the aim to obtain an EC
declaration of conformity for the installation of the crane .............. model .............. serial number ...................
construction year ................ on vehicle ............... model ....................
Contents
1) Installation identification data.
2) Drawings, plans and certificates.
3) Results of stability tests performed by the installer.
4) List of hazards and preventive measures and list of the applied solutions.
5) Use and instruction handbook.
6) List of documents issued and operations carried-out.
1) Installation identification data
Note: We advise to attach photographs of the main points of installation and to keep a copy of the motor-
vehicle registration book or vehicle technical schedule and a copy of the crane technical characteristics. Enclose
also the calculation to determine the PTO and the pump and a copy of their technical characteristics supplied by
the manufacturer.
Crane: FASSI model F260A.2.26

Serial number 5199
Year of construction 2011
Installer: De Jong Ijmuiden I B.V.

Eendrachtstraat 1
1951 AZ Velsen-Noord
installation year: 2011
Vehicle: MERCEDES BENZ 2038L/41 wheelbase 4400+1350

chassis n° 36755211
number plate DD 675 NZ
n° of axles: 3
Type of installation: Behind cab

Type of bodywork: fixed
N° of outriggers: 4
Oil used: - producer and type

- ISO degree
Pump: - producer and model

- displacement
Power take-off: - producer and model

- ratio
Engine speed for crane use: 800 rpm
Annexes: - Declaration of conformity for crane and any accessories (original or copy).
- Declaration of conformity for the installation (copy).
- Photocopy of the CE plate applied by the installer.
2) Drawings, plans, certificates
2.1 Positioning sketch drawing for crane and supplementary outriggers or accessories, as per diagram in
chapter 2.1 in the Installation Instructions handbook. For the supplementary outriggers insert also a copy
of the dimensional drawing whit the minimum distance to be kept between crane column axis and
supplementary outriggers (this document is available on www.fassitech.com internet web site).
2.2 Sketch drawing of the vehicle frame and sub frame, with relevant anchorages and calculation reports
carried out according to the EN12999:2011 standard (it is suggested to preserve the certificate of the
material used for the construction of the sub frame and copy of the welding gas and wire certificate).
2.3 Certificate of mass distribution on crane-vehicle installation (weighbridge statement). Theoretical

calculation of the weight distribution of the full loaded vehicle.
2.4 Diagram of the hydraulic system and wiring diagrams if the original system has been modified.
3) Results of stability tests performed by the installer
Following the stability tests performed on the vehicle, below is a chart with the test results (see Chapter 11 of
this manual).
Date of test: 02.02.2011
Test location: AZ Velsen-Noord - De Jong Ijmuiden
Head of tests: Mr. Marco Melein
Loads used: reinforced concrete blocks
Load measurement: with dynamometer
Note:
enclose summary charts of all the tests carried out as shown below. In case of insufficient stability, prepare new
rating and/or tolerance limit plates by sectors.

Test type: ...............................................(Static, Dynamic)
Sector: .............................................. (Front, Rear, Lateral)
Loads (Kg) Reaches (from column axle - mm) Results (Comment)
940 16900 Stable
1105 14650 Stable
1355 12450 Stable
1705 10400 Stable
2270 8400 Stable
3195 6450 Stable
4830 4600 Stable
7220 2900 Stable, test carried out with

dynamometer because load volume is
not moveable.
4) Noise emission measurement
Here below the results of the measurement of noise emission (see chap. 11.6 of this manual).
Environment condition Measurements

Relative Humidity % Background Noise
Barometric Pressure Pa A-weighted pos. 1
Wind speed (Beaufort) A-weighted pos. 2
Temperature °C A-weighted pos. 3
Floor Surface Type C-weighted pos. 1
Time of Test C-weighted pos. 2
Date of Test C-weighted pos. 3
5) List of hazards and preventive measures and list of adopted solutions
Refer to paragraph 15 of this manual.
Type of hazard People and/or objects Solution Normative

exposed adopted references

6) Use and instruction handbook
6.1 Enclose the installer's use and instruction handbook, integrated, if it is the case, with derated load
charts.
6.2 Enclose a copy of the use and instruction handbook for parts is made up of the installation, such as the
crane, hydraulic accessories, rear loading side panels, tip-up bodies and any other information required
for a safe use of the crane.
7) List of documents issued and operations carried out
Enclose copy of the delivery bill to the customer and a copy of check-lists for documents issued and operations
performed (enclosed 6) when the machine is delivered. All documents must be filled in and signed by the end
user.
NOTE:
In order to make the installer’s task easier, a sample of the “Installation technical file” can be downloaded from
www.fassitech.com internet web site and can be taken as a reference.

19. CE MARKING AND DECLARATION OF

CONFORMITY
19.1. GENERAL
After all the tests have been successfully executed, the installer will issue a CE Declaration of Conformity as per
the fac-simile hereinafter.

He will also fix in a well visible position the installer’s plate showing the EC mark as per the fac-
simile here below, on a part of the installation made by him (crane, sub frame, body, etc.).
NOTE: It is forbidden to put in service (put on the market) a loader crane before the machine on which it is
installed has been declared conform to the provisions of the Directive.
20. CRANE DELIVERY TO THE CUSTOMER/END

USER
The work of the crane installer on the vehicle comes to an end with the delivery of the machine to the final
customer/end user.
Obviously, before the delivery, the vehicle, crane and everything supplied as completion of the installation must
be tested to ensure that doesn’t have any functional defects and verified that all crane accessories, installed or
not installed on the crane, have been supplied. Furthermore, make sure that all legal aspects related to the free
circulation of the vehicle have been performed, in full respect of the rules in force in the destination country of
the vehicle.
At the moment of the crane delivery all the compulsory documentation to be issued to the customer has to be
available: the use and maintenance manual complete in all parts (with regards also to some particular
information of the installation), the loader crane logbook that will follow the crane for its whole life and the
warranty certificate, signed by the customer, allowing the warranty covering of the crane manufacturer starting
from the delivery date of the unit.
The final delivery of the crane foresees also the training of the customer/end user as required by the Machinery
Directive.
Training means explanation of how the crane works, that can be summarized as follows:
- Use and placement of the outriggers.
- Indications of how the automatic control device of FSC stability (where mounted) works.
- Crane operations with and without the load to familiarize with the controls.
- Explanation of how the lifting moment limiting device works (where mounted) with practical
demonstration/activation.
- Explanation of how the safety devices installed on the crane, as for example the rotation arc limiter, the
lifting moment limiting device for different working zones, the winch torque limiter, etc. work
- Explanation of the data displayed on the radio remote control or user panel displays and navigation into the
menus for the check and working verification of the electronic components.
- Procedures to be followed for installation and utilisation, without and with load applied, of all the accessories
supplied with the crane.
- Explanation of the contents of the use and maintenance book, paying attention to the chapters dealing with
the dangers resulting from the crane utilisation and the ones related to the periodical maintenance.

21. ENCLOSED
• ANNEXE 1 : Chart with crane features
• ANNEXE 2 : Chart with the features of the supplementary outriggers
• ANNEXE 3 : Chart with the features of the hydraulic circuit (working pressures and oil flow)
• ANNEXE 4 : List of hazards (from EN12999 - EN ISO 14121-1)
• ANNEXE 5 : CE declaration of conformity (fac-simile) - supplied from crane producer
• ANNEXE 6 : Check List (fac-simile)
• ANNEXE 7 : Fac-simile of the Logbook

21.1 ANNEXE 1
All the necessary crane information to perform the calculations for the verification of the sub frame and stability
are available in the data base of the FIP program (Fassi Installation Program). FIP program is available on line
on the www.fassitech.com internet web site; in case of doubt contact the Fassi after sales department. Crane
information is shown in the following way:

21.2 ANNEXE 2
We show an example of the kind of document that can be downloaded from the www.fassitech.com internet site
for each supplementary outriggers model. Into the site select “FASSI TECHNICAL SHEETS” and then in “kind of
sheet” select “supplementary outriggers”. Click on “Searching” and the list of the supplementary outriggers is
shown; select the one you need and click on “Viewing”. The file in .pdf format to be downloaded is shown.

21.3 ANNEXE 3
We show an example of the kind of document that can be downloaded from the www.fassitech.com internet site
for each type of crane combined with the type of distributor bank installed, giving the data of the working
pressure and required pump oil flow. In the site select “FASSI TECHNICAL INFO” and then in “Application”
select “Technical summarizing schedule” and in “Application type” select “Valve adjustment table”. Click on
“Searching results” and the list of the documents is shown; select the one you are interested for and click on
“Viewing”. The file in .pdf format to be downloaded is shown.

21.4 ANNEXE 4 - LIST OF SIGNIFICANT HAZARDS

The table of the annexe 4 is a list, arranged according to EN ISO 14121-1, of possible hazards during crane use.
It also contains corresponding cross-references to the relevant clauses in the EN12999:2011 European Standard
to reduce or eliminate the risks associated with those hazards.. It is important to carry out a risk assessment of
the crane and installation, taking as minimum reference the risks covered by the following table.
LIST OF SIGNIFICANT HAZARDS AND ASSOCIATED REQUIREMENTS
No. Hazards Relevant clause(s) in EN12999:2011 Standard
1 Mechanical hazards due to:

Inadequacy of mechanical strength of the crane 5.1, 5.2, 5.3, 5.4, 5.5.1, 5.5.4, 5.5.5, 5.5.8, 5.8.2.1,
and its parts 5.8.2.2, 5.10.2
1.1 Crushing hazard 5.8.1, 5.8.2.2, 5.8.2.3, 5.10.2.3
1.2 Shearing hazard
1.3 Cutting or severing hazard
1.4 Entanglement hazard
1.5 Drawing-in or trapping hazard
1.6 Impact hazard
1.7 Stabbing or puncture hazard
1.8 Friction or abrasion hazard
1.9 High pressure fluid injection or ejection hazard 5.5.1, 5.5.5, 5.10.7, 7.2.3.6, 7.2.4.2
1.10 Ejection of parts 5.4.1.2, 5.4.1.3, 5.4.2, 5.4.3
1.11 Loss of stability (of the machine or its parts) 5.4.1, 5.6.1.1, 5.6.1.2, 5.6.1.8, 5.6.3, 5.10.2.1,
5.10.3
1.12 Slip, trip, fall 5.8.2.2, 5.8.2.3, 5.8.2.4, 5.10.8
2 Electrical hazards due to:
2.1 Contact of persons with live parts (direct contact) 5.9, 5.10.6, 7.2.3.1 d)
2.2 Contact of persons with parts which have become

live under faulty conditions (indirect contact)
2.3 Approach to live parts under high voltage 5.6.1.3
2.4 Electrostatic phenomena
2.5 Thermal radiation or other phenomena such as

the projection of molten particles and chemical
effects from short circuits, overloads, etc.
3 Thermal hazards, resulting in:
3.1 Burns, scalds and other injuries by possible 5.5.5, 5.10.2.3

contact of persons with objects or materials with
an extreme high or low temperature, by flames or
explosions and also by radiation of heat sources.

3.2 Damage to health by hot or cold working 7.2.3.8

environment
4 Hazards generated by noise 5.10.4, 7.2.3.9
5 Hazards generated by vibration 5.10.5
7 Hazards generated by materials and 5.10.2.3

substances (and their constituent elements)
processed or used by the machinery
7.1 Hazards from contact with or inhalation of harmful 7.2.4.1

fluids, gases, mists, fumes and dusts
8 Hazards generated by neglecting ergonomic

principles in machinery design, as e.g.
hazards from:
8.1 Unhealthy postures or excessive effort 5.4.1.3, 5.4.2, 5.7, 5.8, 5.10.8
8.2 Inadequate consideration of hand-arm or foot-leg 5.7, 5.8

anatomy
8.3 Neglected use of personal protective equipment
8.4 Inadequate local lighting 7.2.3.7 f)
8.6 Human error, human behaviour 5.6, 5.7.1, 5.7.2, 7.2.3, 7.2.4
8.7 Inadequate design, location or identification of 5.4.1.3, 5.4.3, 5.7, 5.8

manual controls
8.8 Inadequate design or location of visual display 5.6.1.1

units
9 Combination of hazards
10 Unexpected start-up, unexpected

overrun/over speed (or any similar
malfunction) from:
10.1 Failure/disorder of the control system 5.5.6.1, 5.5.6.2, 5.5.7, 5.6.6, 5.6.8, 5.7.1
11 Hazards caused by missing and/or

incorrectly positioned safety related
measures/means
11.1 Guards 5.5.5, 5.7.1, 5.8.2.2, 5.8.2.3, 5.10.2.3
11.2 Safety related (protection) devices 5.4.1, 5.4.3, 5.6.3, 5.6.6, 5.6.7
11.4 Safety signs, signals, symbols 5.4.1.3, 5.6.7, 5.7.2, 7.3.4, 7.3.5
11.5 Information and warning devices 5.6.1, 5.6.4, 5.6.7, 7.1, 7.2, 7.3
11.6 Visibility 5.4.3, 5.8.1, 7.3.4.1
11.7 Emergency devices 5.6.3, 5.6.8

15 Assembly errors 7.2.2, 7.2.4
18 Loss of stability/overturning of machine 5.4.1, 5.6.1, 5.6.2, 5.6.4, 5.6.5, 5.6.6, 5.10.3
Additional hazards, hazardous situations and hazardous events due to lifting
27 Mechanical hazards and hazardous events
27.1 From load falls, collisions, machine tipping

caused by:
27.1.1 Lack of stability 5.10.3, 6.2.5
27.1.2 Uncontrolled loading - overloading - stabilizing 5.5.4, 5.6.1, 5.6.2, 5.6.3, 5.6.4, 5.6.5
moment exceeded
27.1.3 Uncontrolled amplitude of movements 5.6.6
27.1.4 Unexpected/unintended movement of loads 5.5.6, 5.5.7, 5.5.8
27.1.5 Inadequate holding devices/accessories 5.4.2, 7.2.3.7
27.2 From access of persons to load support 7.2.3.1 e)
27.4 From insufficient mechanical strength of parts 5.1, 5.2, 5.3, 5.5.8, 5.10.2
27.8 From abnormal conditions of 5.10, 7.1, 7.2, 7.3

assembly/testing/use/maintenance
29 Hazards generated by neglecting

ergonomic principles
29.1 Insufficient visibility from the driving position 5.8.1

21.5 ANNEXE 5
Fac-simile of the CE Declaration of Conformity issued by Fassi (crane manufacturer).

Fac-simile of the CE Declaration of Conformity issued by the crane manufacturer for the
supply of the winch pulleys as accessory separated from the crane.
It reports all the existing pulleys with codification divided in columns. Each column identifies the pulleys supplied
for winch model (VR05, VR06, VR09, VR15, VR20, VR30 and VR40).
NOTE.: Pulleys supplied together with the crane are not on this Declaration of Conformity because they are
considered parts of the winch.

21.6 ANNEXE 6

21.7 ANNEXE 7















































Fassi Crane Instalation

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- Machinery Directive - FASSI Loader Crane Installation Instructions Book

Edition 3 of 01 April 2011

INSTALLATION_INSTRUCTIONS_2011_EN.doc – English version 1

1.1 GENERAL INDICATIONS 5

2.1 COMBINATION PRINCIPLES 27

3.1 CHECKING THE VEHICLE CHASSIS AND CRANE SUB FRAME 70

4. SUPPLEMENTARY OUTRIGGERS MOUNTING 107

4.1 GENERAL 107

INSTALLATION_INSTRUCTIONS_2011_EN.doc – English version 2

4.4 HYDRAULIC CONNECTIONS FOR THE SUPPLEMENTARY OUTRIGGERS 109

5. POWER TAKE-OFF AND PUMP 117

5.1 GENERAL 117

6. HYDRAULIC SYSTEM 128

6.1 DIMENSION OF THE SUCTION LINE 128

7. ELECTRIC SYSTEM 132

7.1 SUPPLY LINE CONNECTION TO THE VEHICLE 133

8. PNEUMATIC SYSTEM 147

9. CRANE COMPONENTS ASSEMBLY IF NOT FITTED AT THE ORIGIN 148

9.1 APPLICATION OF THE OUTRIGGER RAMS FOR THE CRANE 148

INSTALLATION_INSTRUCTIONS_2011_EN.doc – English version 3

9.2 ACCESSORIES INSTALLATION 149

10. CONTROL STATION 152

10.1 ACCESS 152

11. PRACTICAL TESTS CARRIED OUT BY THE INSTALLER 157

11.1 FUNCTIONAL TEST 157

12. CHECKING MAXIMUM MASS ON AXLES 174

13. RE-ADJUSTMENT AND SEALING OF THE CRANE 175

14. CRANE TRANSFORMATION 176

15. LIST OF HAZARDS 177

16. INSTRUCTION PLATES AND STICKERS 177

17. SPECIAL CASES AND INSTALLATION 177

17.1 CRANE INSTALLED ON FIX PEDESTAL 179

18. TECHNICAL FILE 180

19. CE MARKING AND DECLARATION OF CONFORMITY 184

19.1 GENERAL 184

20. CRANE DELIVERY TO THE CUSTOMER/END USER 185

21. ENCLOSED 186

21.1 CHART WITH CRANE FEATURES 187

INSTALLATION_INSTRUCTIONS_2011_EN.doc – English version 4

The following must be borne in mind as regards the electrical system:

a) Precautions for the generator.

INSTALLATION_INSTRUCTIONS_2011_EN.doc – English version 5

1.3. MACHINERY DIRECTIVE

INSTALLATION_INSTRUCTIONS_2011_EN.doc – English version 6

1.4. REFERENCE DIRECTIVE

Below is a list of some of the reference standards/directives to be observed:

N° of the Standard/Directive Designation

ISO 9000 Company quality system

EN 287-1 Testing of welders

EN 12100-1 e EN 12100-2 Machine Safety - Basic Terms and Technical Guidelines

UNI EN ISO 14731 Welding Supervision - Tasks and Responsibilities

UNI EN ISO 14121-1 Machine Safety - Guidelines for Risk Assessment

EN 10204 Metal Products - Types of inspection Certificates

EN 12999 Cranes - Loading cranes

DIN 18800-1 Steel Construction - Measurement and Design

DIN 18800-1/A1 Steel Construction - Measurement and Design - Amendment A1

INSTALLATION_INSTRUCTIONS_2011_EN.doc – English version 7

1.5. SAFETY REQUIREMENTS

1.6. DEFINITION OF RESPONSIBILITIES

In particular the installer is responsible:

• To plan crane installation on the vehicle;

INSTALLATION_INSTRUCTIONS_2011_EN.doc – English version 8