EXTERNAL LOAD OPERATIONS A CO 3-10 GSAB CW3 ROB GOEBEL

OVERVIEW REFERENCES CARGO HANDLING SYSTEM PERFORMANCE PLANNING GROUND PERSONNEL COMMON LOADS AND EQUIPMENT IN FLIGHT PROCEDURES LOCAL STANDARD OPERATING PROCEDURES CHECK ON LEARNING QUESTIONS/COMMENTS

REFERENCES TM TC TC GSAB SOP 10 TH AVN BDE SOP FORT DRUM 95-1

CARGO HANDLING SYSTEM Pre-Flight Operations checks - CL Normal Release Manual Release Emergency Release NOTE To prevent unintentional discharge of the cargo hook explosive cartridge, the pilot shall call off each procedural step of the emergency release circuit test before that step is done. Station being checked shall reply to pilot’s command. NOTE When the emergency hook release has been used and a replacement squib (explosive cartridge) is not available, the hook cannot be used until the explosive device is replaced since the hook load beam will not close and lock EMERGENCY JETTISONING. When conditions exist which require the jettisoning of external loads to ensure continued flight or execution of emergency procedures, the crew should jettison the load as follows: CARGO REL or HOOK EMER REL switch - Press.

PERFORMANCE PLANNING

PERFORMANCE PLANNING (cont.) DO WE HAVE SINGLE ENGINE CAPABILITY? WHAT LIMITATIONS DO WE HAVE?

GROUND PERSONNEL OBSERVANCE Typical crew coordination communication for sling load operation: P* "Load under the nose" CE "Load in sight" "Forward, _____ feet" "Back, _____ feet "Left, _____ feet" "Right, _____ feet" "Down, _____ feet" "Up, _____ feet" "Load is hooked" "Hook ‑ up crew clear to the right/left" "Slings are coming tight" "Slings are tight" "Load is off the ground" "Load is cleared for flight" UNIFORM EMERGENCIES

GROUND PERSONNEL (cont.) HAND AND ARM SIGNALS

GROUND PERSONNEL (cont.) HAND AND ARM SIGNALS (cont.)

GROUND PERSONNEL (cont.) HAND AND ARM SIGNALS (cont.)

COMMON LOADS AND EQUIPMENT BASIC LOAD CATEGORIES High Density Compact, Heavy Load Most Stable Low Density Large Surface Area and/or Volume Least Stable Aerodynamic Inherently Unstable Until Load Streamlines Factors Affecting Load Category Size» Total Weight Shape» Load CG Surface Area» Rigging Method Volume

COMMON LOADS AND EQUIPMENT CEMENT BLOCK – 5500lbs – HIGH DENSITY

COMMON LOADS AND EQUIPMENT (cont.) HMMWV – 5200lbs – HIGH DENSITY

COMMON LOADS AND EQUIPMENT (cont.) CARGO NETS – 5,000 or 10,000lbs Capacity – HIGH DENSITY

COMMON LOADS AND EQUIPMENT (cont.) A22 BAG – 2,200lbs Capacity – AERODYNAMIC

COMMON LOADS AND EQUIPMENT (cont.) SLING SETS – 10,000lbs or 25,000lbs

IN FLIGHT PROCEDURES PRE-MISSION CHECKLIST – BDE SOP 1.Cargo hook is operational, squib is current, and operational checks are completed. 2.An authorized restraining device is available for the crew chief/gunner. 3.Cargo hook lighting is operational for night flights. 4.Blue green filtered flashlight is available to the crew chief in the cargo compartment. 5.All intercom stations are operational. 6.All loose equipment is secured. 7.Both radar altimeters are operational. 8.Cargo hook access cover removed and stowed. 9.DA Form 7382-R has been completed and is available to the supporting aviation unit. WARNING When performing this task with cabin doors open, ensure that personnel in the cabin area are wearing safety harnesses secured to tie-down rings or are seated in seats with seat belts on. (TC 1-237) CAUTION A static electricity discharge wand will be used according to FM (TC 1-237)

IN FLIGHT PROCEDURES(cont.) TC TASK 2048 Note. Prior to sling load operations, a qualified sling load inspector will inspect all sling loads. Certification must be recorded on a DA Form 7382 and a copy provided to the aircrews. Note. Ensure that the cargo hook-arming switch is in the ARMED position when operating at altitudes below 300 feet above highest obstacle (AHO). Note. Loads will meet external air transportability (EAT) requirements according to FM Procedures for air transportation of hazardous material will be according to AR Note. Avoid flight over populated areas. Note. Before the mission, the PC will ensure that all crewmembers are familiar with the hand and arm signals shown in FM and with forced landing procedures. In case of a forced landing, the aviator will land the aircraft to the left of the load. The hookup man will move to his left (which is to the right of the aircraft) and lie facedown on the ground. The signalman will remain in place and lie facedown on the ground. Note. Control switches will not be moved without verbal announcement first. If the crewmember pendant is used, the crewmember must be trained according to the unit standing operating procedure (SOP).

IN FLIGHT PROCEDURES(cont.) TC TASK 2048 (cont.) Note. Sling extenders or “reach pendants” will be used to ensure load clearance when transporting the following: M119/105 (forward firing position), any “built up” high mobility multipurpose wheeled vehicle (HMMWV) (Avenger, ambulance, shelter, and so forth), or any other equipment that requires additional clearance. Note. Self-hookup operations are authorized provided planning, briefing, and training has been done according to the unit SOP. Self-hookup is used to support gun raids, forward arming and refueling point (FARPs), and so forth when support personnel are not available. The type of load, as well as the size and height, must be considered before attempting a selfhookup. Some loads are more prone to entangle the sling straps than others. A “shepherd’s hook,” “Q-Tip,” or similar device may be used by the NCM to grab the clevis. Hands and arms will not be used to grab the clevis.

IN FLIGHT PROCEDURES(cont.) TC TASK 2048 (cont.) NIGHT OR NIGHT VISION GOGGLE (NVG) CONSIDERATIONS: 1. For unaided night flight, the landing light and searchlight should be operational. If a night vision goggle (NVG) filter is installed, it should be removed. 2. When NVGs are used, hovering with minimum drift is difficult and requires proper scanning techniques and crewmember coordination. If possible, an area with adequate ground contrast and reference points should be used. Visual obstacles such as shadows should be treated the same as physical obstacles. 3. The rate of descent and rate of closure should be slightly slower to avoid abrupt attitude changes at low altitudes. 4. Sling loads should be marked with chemstick lighting.

IN FLIGHT PROCEDURES(cont.) HOOKUP PHASE – BDE SOP a. With before take ‑ off checks completed, the pilot will take ‑ off to a hover, and approach the load at an appropriate hover altitude. ICS pins should be placed down for appropriate personnel to avoid unnecessary interference. b. The pilot will advise the crew when the load is under the nose of the aircraft. Crewmembers will verify hook ‑ up personnel are in proper uniform and position. c. The crew chief will inform the pilot when he has the load in sight. The crew chief will then commence directional guidance to the pilot to center the cargo hook over the load and effect hook up. d. The hook up personnel should exit to the right of the aircraft. (Their Left) e. The crew chief will inform the pilot when the hook up personnel are clear and in what direction they departed. f. When the hookup personnel are clear the crew chief will give directions to bring the load up. He will inform the pilot when the slings are tight, and when the load is off of the ground. The crew chief will give directions until the load is 10 feet above the ground and advise the pilot if the load is cleared for flight. g. The copilot will note the altitude on the radar altimeter when the load left the ground, turn on the pilot's ICS switches, verify before take off checks, and make any necessary radio calls. h. When cleared for take off the pilot will make a smooth controlled take off ensuring obstacle clearance. i. The aviator not flying the aircraft during hook-up, take off and approaches will adjust crew duties to allow for full assistance to the pilot on the controls in the event of an emergency.

IN FLIGHT PROCEDURES(cont.) ENROUTE PHASE – BDE SOP a. The crew chief will monitor the load for obstacle clearance and oscillation. b. If the load begins to oscillate fore and aft, the pilot should effect a smooth reduction in airspeed, and a shallow banking maneuver. If the load oscillates sideways, the pilot should effect a smooth reduction in airspeed. CAUTION Cargo suspended from the cargo hook should not be over a 30° cone angle. To prevent damage to the cargo hook keeper, the pilot shall use extreme care to prevent placing load pressure on the keeper. (TM )

IN FLIGHT PROCEDURES(cont.) APPROACH PHASE – BDE SOP a. The pilot will advise the crew when he initiates the approach. b. The pilot not on the controls, will ensure the before landing checks are complete, and the pilots ICS switches are off except for intercom. c. The crew chief will advise the pilot when the load is 100 feet, 75 feet, 50 feet, 25 feet, 10 feet and then in one foot increments until the load is on the ground. d. The crew chief will continue to give directions to put slack in the sling. He will ensure that the clevis will not damage the load when released. He will then advise the pilot when it is safe to release the load. The co ‑ pilot will release the load at the direction of the pilot. e. The crew chief will verify load release. He will then clear the aircraft to reposition to the right or the left.

IN FLIGHT PROCEDURES(cont.) EMERGENCIES – BDE SOP a. In the event of an in ‑ flight emergency during the hook ‑ up phase, the load should be released and the aircraft maneuvered to the left and landed. The hook up personnel should exit to the right of the aircraft. b. During the enroute phase the PC will determine the course of action. Consideration will be given to aircraft capabilities and current location. The PC will determine when and where to jettison the load if required. c. If the crew chief determines that the situation is so critical that time will not allow him to advise the PC of an unsafe, critical condition, he is authorized to manually jettison the load. d. Safety of the aircraft and crew is the determining factor in all decisions. e. In any incident in which an external load or an aircraft is thought to have been damaged, the PC will land at the nearest suitable landing site, shut the aircraft down, and remain there until released by an investigating officer. f. The load will be jettisoned prior to landing phase if sustained single engine flight was possible following a single engine failure.

CHECK ON LEARNING Q: Can an external load be conducted without a squib? Why or Why Not? A: No, the load beam will not close and lock without an operational squib installed. Q: Which one of these checks is not apart of the BDE pre-mission checklist? 1. Cargo hook is operational, squib is current, and operational checks are completed. 2. An authorized restraining device is available for the crew chief/gunner. 3. Cargo hook lighting is operational for night flights. 4. DA Form 7382-R has been completed and is available to the supporting aviation unit. 5. SPC Anderson has already used the latrine Q: Which direction do the hookup personnel exit after the hookup is complete? A: Their LEFT the ACFT’s RIGHT Q: Who is the primary crewmember to release the load, Pilot or Co-Pilot? A: Co-Pilot

QUESTIONS / COMMENTS