FM 10-450-5 PDF

This Publication Number will be included in the next revision of this manual. 4. Change FM , 30 August , as follows: Remove old pages. Insert new . Us Army FM Utility and Cargo Helicopter Operations () FM MULTISERVICE HELICOPTER SLING LOAD. Other manuals in this series are FM (FM )/MCRP E. VOL I/COMDTINST MB and FM /MCRP E, VOL III/NWP.

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FM MCRP E, VOL III

Reimer Training and Doctrine Digital Library at www. Other manuals in this series are FM All tm participate in the sling load certification program begun by the Army in These manuals include standardized rigging procedures and other information from that program. Chapters 2 through 13 contain rigging procedures for dual-point loads which have been certified for sling load.

Chapter 14 contains rigging procedures which have not been certified but have demonstrated acceptable static lift and flight characteristics during a flight test. Efforts were made to standardize ground crew and hookup procedures and terminology.

Where ffm requirements apply to an entire chapter or body of text, the service initials are at the beginning of the chapter or text. Otherwise the initials are at the end of the applicable sentence.

Rigging equipment and procedures described in this manual may not be authorized for all aircraft or services because 10-4505 equipment or service restrictions.

Recommendations for changes or improvement to the manual are 10–450-5. Readers of this publication are encouraged to submit suggestions and changes through the Universal Need Statement UNS process. The UNS recommendation should include the following information: This chapter also explains the information contained in the equipment rigging procedures and gives some general rigging instructions. All sling loads are classified under one of the following definitions: Certified sling loads are those items of equipment and their associated rigging ffm which have completed the evaluation and testing required by the US Army Natick Soldier Center NSC for sling load certification.

These rigging procedures are in Chapters 2 through Only certified sling loads are authorized for the Marine Corps. The following restrictions apply for dual-point sling load certification to remain in effect: Failure to rig the load exactly as directed by the certified dual-point rigging procedure creates a unique load. When carrying loads at weights close to 10-4505- aircraft hook limitations, close coordination with the aviation 10-4505- is required z z Suitable Sling Loads.

Suitable sling loads are those items of equipment and their associated rigging procedures that fn not been certified but have demonstrated acceptable static lift and flight characteristics during a flight test. In most cases these loads were not pull tested in accordance with MIL- STD, but are known loads which have been flown without incident for years and which NSC considers to be proven safe.

These rigging procedures are in Chapter Unique loads are equipment carried on a one time or low-frequency basis, such as telephone poles, artillery targets, or barrier material.

The lack of sling load certification in itself does not preclude a commander from carrying a unique load. Due to the lack of rigging procedures, unique loads should be considered high risk loads. Each service is responsible for determining its policy on carrying unique loads.

FM 4-20.199 MCRP 4-11.3E, VOL III

The name and rank of the approving authority should be printed in the bottom right corner of the remarks block on DA Form R, Sling Load Inspection Record. Only the most experienced personnel should attempt to rig and inspect a unique load. When possible static lift the load prior to flight. Prohibited sling loads are items of equipment that are prohibited from sling loading as determined by each service.

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These loads have been denied sling load certification and are a safety hazard if carried. They have either structural deficiencies or have exhibited unstable flight characteristics during flight testing.

Each service will identify these loads and transmit this information by separate list. Contact your service point of contact identified in the Preface if you have any questions regarding the classification of a particular load. Certification for sling load assures the user that the item has met minimum standards. The objective of sling load certification is to assure the user that the equipment being transported can withstand the stresses of a sling load flight environment.

Certification for sling load assures the user that the item has met minimum standards for structural integrity and that the associated rigging procedures have been developed specifically for that item.

Within the DOD, NSC is the lead activity responsible for providing sling load certification and rigging procedures for military equipment. When an item is certified for sling load, it means that NSC, in cooperation with various test activities, has: Certification is valid only for the conditions specified in the rigging procedures.

Each service headquarters must designate, request, and prioritize the fielded equipment to be evaluated by NSC for sling load certification.

Vm units can request sling load certification for fielded equipment through the appropriate service agency which will add the item to the prioritized list.

The NSC will evaluate the equipment on a priority basis. Dual-point loads cannot be certified for dualpoint lift based on previously certified dual-point rigging procedures because of the difference in dual ffm helicopters, such as the distance between the cargo hooks. The following agencies are responsible for their branch of service: Helicopter sling loading of unique items, due to operational requirements, will be at the discretion of the commander. Equipment not listed in this manual should be static lifted when possible by a crane to determine 10-45-05 rigging and stability characteristics.

Personnel thoroughly familiar with sling 10-45-5 rigging procedures should assist in the static lift testing. Flight evaluating may be conducted after a satisfactory static rigging configuration has been determined. Low density equipment with low weight and large surface area flat surfacessuch as shelters, empty trailers, pallet loads, boat shaped items, and empty fuel or water drums, are likely to become extremely unstable when flown during sling load operations, even at low airspeeds, and should be flown with extreme caution.

This section explains the information that is contained in the rigging procedures gm each load. Chapters 2 through 13 contain the rigging procedures for certified dual-point loads and Chapter 14 contains the rigging procedures for suitable dual-point loads.

The maximum tested stable airspeed is 1-450-5 in Appendix C. For certified loads, this airspeed 10-450- the maximum airspeed attained by the helicopter during the evaluation 10–450-5 before the load became unstable or before the aircraft power requirements were exceeded.

For either certified or suitable loads, the airspeed listed is a recommendation and not a restriction, unless so stated. The aircrew should closely monitor the load during the flight, especially if the helicopter exceeds the recommended airspeed. The load description paragraph identifies the load, model, national stock number NSN or other identification, and the weight of the load for certification. Weigh the load if there is any doubt about its actual weight.

If the load weight exceeds the weight listed in the load description paragraph, the load becomes a fmm load. Contact your service point of contact if you have any questions about the load description or weight. Do not exceed the fully loaded weight. Some trailers become extremely unstable at low weights; therefore, a minimum weight is identified.

If your trailer is below that weight, add more cargo or dummy weight as close to the center of the trailer as possible until you reach the minimum weight. The preparation steps are intended to reduce the possibility of damage to the equipment caused 1-0450-5 sling leg entanglement during the hookup and lift-off operation or by wind resistance encountered during the flight.

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Since these preparation steps are not directive in nature, the commander assumes responsibility for any damage to the equipment caused by deviation from the preparation steps. The rigging steps give information as to the position of the apex fitting on the load, routing orientation of the sling legs, location of the mf provisions, chain link number for each sling leg, and steps required to prevent the sling legs from becoming entangled on the load.

Do not change the chain link number in the rigging procedures under any circumstances as it may change sling leg loading and cause lift provision failure.

FM MULTISERVICE HELICOPTER SLING LOAD DUAL-POINT

The arrow identifies the direction of flight. Certain sling loads, such as HMMWVs with shelters, present substantial ffm of damage to the load or injury to the hookup personnel.

This risk is increased during dual point hookup or night operations. Reach pendants should not be used dm loads that have a tendency to spin during flight. A static discharge person is not required when using a reach pendant. Inspect lifting provisions and supporting structure for damage or degradation prior to sling loading. Do not transport loads with damaged or degraded lift provisions. Do not mix different capacity reach pendants. Use two 11,pound capacity or two 25,pound capacity reach pendants.

All dual-point loads have rigging instructions. Prepare the load to be transported by following the preparation and rigging instructions for each item. Typical preparation instructions will provide information to secure loose items, remove or secure canvas covers, and remove obstructions, such as antennas. Place protective padding on windshields and other components that could be damaged by the metal parts of the sling set during hookup or release.

The load should be secure enough to withstand winds in excess of knots caused by the forward airspeed of the aircraft. If possible, position the load in the takeoff direction so the pilot does not have to pick the load up and then turn the aircraft into the takeoff direction.

Inspect and assemble the slings and miscellaneous equipment required to prepare and rig the load. Following the instructions in Chapter 6 of FM If you have a sling set with a higher capacity than the sling set prescribed, use the chain link conversion chart in Appendix B to determine the corresponding chain link for your sling set.

Position the sling set near the load. The sling legs for a typical load with four lifting points are routed as shown in Figure Odd numbered sling legs go to the same side of the load. Tie or tape the excess chain end to prevent the unrestrained chain from damaging the load. If necessary, wrap padding around the chain or rope assembly to prevent damage to the load or sling set. If the procedures prescribe a spreader bar, install and pad it according to the rigging instructions. Howitzer gun tubes are considered the front of the load.

The front or rear is identified on other items of equipment. The sling leg numbering system prevents sling legs from crossing each other and causing damage to the sling legs or causing the load 10-4500-5 twist in flight. To improve flight stability, some loads are transported backwards.