It is required to set the conditions for any successful air assault operation. All available lethal and non-lethal means should be incorporated into the SEAD plan. Lethal and non-lethal assets available to conduct SEAD missions include: a. Tube and rocket artillery. Air Force assets. Naval gunfire. Air Cavalry helicopters. Attack helicopters. Radar suppression and jamming lethal and non-lethal. Communications suppression and jamming lethal and non-lethal.
Other EW, EA assets. Planned SEAD: Is conducted against targets developed during the targeting process and designated for attack. Delivery systems and quick-fire nets are critical to support immediate SEAD operations. Critical facts and assumptions that should be determined in the mission analysis include: a. Ingress and egress flight routes and ACP locations. Enroute airspeed. Use Figure if an estimate is necessary. Time, distance, and heading information for primary and alternate route of flight.
Locations, frequencies, and call signs of friendly artillery. Other assets available to deliver SEAD fires. Determine enemy air defense capabilities: a. Plot the location of all known enemy ADA systems on a map. The radius of which is equal to the maximum engagement range. Depending on the threat system and its means of target acquisition optical, IR, radar and fire control, the size of the threat ring may change during hours of limited visibility.
Terrain that blocks electronic or visual lines of sight may reduce the radius of a threat ring. Plot the primary and alternate flight routes, and all LZs on the map. Flight routes and LZs should avoid threat rings whenever possible. Develop a course of action for SEAD employment. If possible, deceptive SEAD should be planned to further mitigate risk. Factors that determine the duration of each SEAD mission include aircraft speed and the range of each enemy ADA system size of the threat ring.
This information may be used with planning software to determine how long each ADA system along the route of flight must be suppressed. Calculations may be made manually or estimated using Figure As a rule of thumb - estimate that 12 Apr Airborne Division Air Assault Gold Book st Chapter 4 the air assault will travel three kilometers in one minute.
Figure 4- 3: Airspeed Conversion Chart d. Ensure provisions are made for immediate on-call fires in the SEAD plan. A quick fire net provides a direct link between an observer and weapon system normally field artillery. Observers are ordered based on their priority of fire. The effectiveness of the SEAD plan should be assessed during wargaming. A fire support rehearsal should be conducted with the supporting unit. Brief and rehearse with all participants during the combined arms rehearsal. Specialized SEAD assets are available, and unique planning requirements exist when operating as a component of a joint force.
It is normally unplanned suppression and includes aircrew self-defense and attacks against targets of opportunity. Four missions that normally require corridor suppression are missions transiting the forward line of own troops FLOT , air missions supporting tactical airlift or combat, search and rescue operations or in support of special operation, and helicopter operations forward to the FLOT.
Although the responsible agency may differ, the same actions are performed for any scale air assault. The air assault security force protects lift and assault forces from the PZ to the LZ in order to preserve combat power. Forward area rearming and refueling points FARPs are established to support high tempo operations. Factors to consider when FARP planning include: a.
If necessary establish separate FARPs for attack and lift aircraft. The reconnaissance update brief is an important part of the air movement phase. If time permits the update brief should be conducted face to face.
When time is limited, the brief may be broadcast to the AATF using secure radio communications. Command and Control C2 systems support the commander in exercising authority over the AATF and directing subordinates. C2 requirements should be addressed early in the planning phase of any operation.
Key leaders should be tactically positioned into discrete elements, with provisions to ensure unity of command. An example for positioning key leaders is in Figure Figure 4- 6: Air Assault Leadership Locations 3. Ground forces monitor a minimum of two radio nets: a. Combat aviation net CAN. This net may be used by the PZCO to provide terminal guidance to individual flight leads when required. PZ control net.
It may be used to disseminate mission critical information related to the air assault operation. Specific chalks may be required to monitor the net if the aircraft formation in the PZ requires.
PZ control will reply with "permission to exit the net. Frequency monitoring requirements should be organized into a communications matrix and distributed to key leaders and radio operators. Each has unique capabilities and limitations as described in Figure C2 consoles for the UHM were not made as the aircraft were fielded. The C2 consoles listed above are analog and not compatible with the fully digital UHM. Air assault operations present difficult challenges to the signal planner due to the large distances involved.
Planning considerations for long range communications should include: a. Use of HF radio when available. Switching between the azimuth and elevation antennas should be considered if difficulty is experienced. Low altitude operations may limit line of sight and reduce the radios effective range. Pickup Zone PZ operations are a collaborative effort between infantry and aviation elements.
A PZ run to standard is the essential first step to any air assault operation. The assault force organizes on the PZ, not the LZ. Every serial and lift is a selfcontained force that understands what it must do on landing at either the primary or the alternate LZ, and later in executing the GTP.
The number of PZs depends on the number and type of aircraft and number and type of loads. The Staging Plan establishes the PZ and organizes the movement of troops, chalks, and loads into position for the air assault. Both vehicle and artillery sling loads are staged on the heavy PZ. Both PZs stage and load troops and sling loaded vehicles, equipment, and supplies both UHs and CHs can lift slingloads from their respective PZs.
General: The staging plan is based on the loading plan and prescribes the arrival time of ground units troops, equipment, and supplies at the PZ in the proper order of 12 Apr Airborne Division Air Assault Gold Book st Chapter 5 movement. The following are general considerations to follow in the staging plan. When tactically sound, stage slingloads in daylight.
Staging at night is extremely difficult, and should be utilized as a last resort. Guide chalks to their position on the PZ. Pure pax loads should be staged in the wood line alert and marked for quick notification and movement to their assigned aircraft. Plan on three 3 hours to stage a light PZ, and a minimum of hours to stage a heavy PZ depending on number of loads Daylight. Require chalk leaders to report early to PZ for chalk leader orientation for a light PZ, and at their designated time on the heavy PZ.
Units with equipment scheduled for slingload need to report to the respective PZ pre-rigged with reach pendants and all necessary equipment required to complete rigging once the load is staged. Procedures: Loads must be ready before aircraft arrive at the PZ; typically, ground units need to be in PZ posture 15 minutes before aircraft arrive.
The staging plan also restates the PZ organization, defines flight routes to the PZ and provides instructions for linkup of all elements. Air-to-air linkup of aviation units should be avoided, especially at night when night vision goggles are being used.
PZ setup considerations. PZ diagram. See Chapter 1 for the minimum items that must be included in the PZ diagram. Consider security, size, and simplicity. Remove or mark obstacles. Consider dust and debris vicinity individual loads and aircraft landing points.
Consider cover when choosing troop entry and staging areas. Unless area is secure, always stage soldiers in cover. Always try to limit the depth of the PZ from a suitable vehicle location plan on a standard 5 x UH light serials and 4 x CH heavy serials. PZ Control responsible for all actions on the PZ. The PZCO forms a control group to assist him. It may include air traffic control, subordinate units, support personnel personnel to clear the PZ, security, chalk link-up guides, lead aircraft signalman, inspection teams, and slingload teams.
Emplace for best command, control, and overwatch of PZ operations Locate on high ground to maximize radio reception and visibility. Co-locate PZ control and aid station. Understands and is ready to execute the bump plan. Employ the entire PZ chain of action. It locates where it can best command and control all aircraft.
Provide one cargo truck LMTV-type with necessary security for EPW evacuation and one configured for casualty evacuation from returning aircraft. Mark appropriately for easy identification. Ensure redundant communications to CATs and guides.
Receive inbound reports from aircraft and notify guides accordingly. Maintain spare goggles, static probes, gloves, and chemlights of all colors. Understand and execute the bump plan. Notify inbound aircraft of bump plan, if in effect. Remind them to look for swinging IR chemlights. The mission continues until the PZ is clean or until otherwise directed. PZ local security is maintained at all times. PZ Rehearsals. PZ Rehearsal. PZ Control Officers, BAE will brief the manifest and inspection plan, time and location for chalk check in separated by lift-serial-chalk , security plan, and conduct a walk-through using the PZ diagram.
Manifest Plan. Chalk leaders will provide two copies of manifests written on a standard form no MRE box copies allowed. Each chalk leader will maintain one copy of the manifest, and provide the other copy to the PZ Control Officer at chalk check in. Inspection Plan. The inspection record is certified by a qualified inspector in the grade of E4 or above and a graduate of the Pathfinder, Air Assault, or Sling Load Inspector Certification courses and turned into PZ Control prior to the arrival of the first aircraft serial.
Additional copies are given to the supporting aviation unit, securely taped or tied to the load, and maintained by PZ control supporting unit. PZ Markings. Daylight Operations. The lead AC will land approximately 20 meters to the left of the load.
All pickup points are marked by the presence of a hook-up team, a signalman, and the actual load. Night Operations. TDP landing lights are emplaced meter separation for cargo aircraft and 5-meter separation for non-cargo aircraft. See Figure for example TDP light markings. Reference lights are placed 25 meters upwind of the landing point in a triangular formation with 5 meters separation as prescribed in Chapter 4 of FM See Figure Beanbag or chemlights in a shallow trench forming an inverted "Y" form a reliable marker for inbound aircrews.
IR chemlights placed near each chalk can mark touchdown points. Other night marking mechanisms include glint tape, strobe lights with IR filters, and reverse polarity tape.
VS panels and smoke are good daylight markers. Units will not use them for helicopter touchdown point marking. Light PZ chalk check-in. Ample time is planned for required rigging and inspections if required and for movement to the staging area.
Heavy PZ chalk check-in. Ample time is planned for loads to transition the 4-station check-in, rigging, and inspection. Stagger serials to check in at 20 to 30 minute intervals. The time required to check-in and inspect loads will increase as the number of serials increase.
Serials with mostly shot-gun loads will need more time. Heavy PZ Check-in Stations. The supporting unit provides one NCO and required soldiers to man each station.
A large PZ more than 40 loads may require two weigh-in stations to alleviate a bottleneck. Loads overweight are sent to a designate frustrated area to download equipment prior to being reweighed.
Special loads, such as Engineer equipment, pre-approved by the lifting Aviation unit, and the data plate weight are used. One copy is maintained on the load, one for PZ control, and one for the supporting aviation unit. Units are responsible for the serviceability and corrective maintenance of their own equipment. Loads must remain in the frustrated area until deficiencies are corrected prior to re-inspection.
Load Inspection Plan. The load is certified by a qualified inspector in the grade of E4 or above and a graduate of the Pathfinder, Air Assault, or Sling Load Inspector Certification courses and turned into PZ Control prior to the arrival of the first aircraft serial.
The soldier must know how to rig and inspect each load for dual-point operations, and is able to reference the Sling Conversion Table, Appendix C, FM Aircraft Crew chiefs receive a courtesy copy. PZ Posture. All of the following requirements are met. Staging plan. See section A. Allow 50 meters between UH TDPs, meters for helicopters with slingloads, meters for slingload long-line operations, and meters for slingload operations with night vision devices.
Figure is an example of the proper distances needed to set up a Light PZ. All distances are minimums for daylight slingload operations Night time operations is meters. Dashed lines represent the alternate method. Staging Troops.
In the event that an aircraft has to make an emergency landing, the aircraft will land on the far side of the load, avoiding chalks staged in the PZ. Chalks are positioned between the load and the aircraft to shield them from possible fire; in the event an aircraft crashes. Staging vehicles or other loads. An apex fitting will be placed at the end of the extension. The extension will be laid to the LEFT of the load and the aircraft will approach normally, taxi to the location of the apex fitting and set down.
Once the aircraft is on the ground, the hookup team will move to the aircraft and attach the apex fitting to the cargo hook. The aircraft will suspend the load normally and depart as directed by the GTA. See Section A. Distance between CHs is 80 meters in daylight, meters in daylight for slingload operations, meters optimal at night.
Figure is an example of the proper distances needed to set up a heavy PZ for slingload daylight operations Nighttime operations distance is meters. All distances are minimums. Remember, 19, lbs is the maximum planning weight for one CH load. Contingencies are rehearsed at the PZ rehearsal. Chain of Action. Experts in hook-up procedures and rigging for all equipment.
Designate at least one CAT per two loads. The CATs moves between serials as each serial is lifted. Communications plan. Crisis Action Teams will have continuous radio communications with PZ control. CATs need a designated frequency other than PZ control nets. CATs must be included in the communications plan. PZ control nets are frequency hop secure. Aircrews will provide a headset for communication with each chalk leader. Following initial communication with the aircraft, the PZ control officer will respond with the following information: 1 Call sign of aircraft.
Plan for the following: a. Hot PZ. Always secure the PZ. The rear echelon or follow on echelon forces are best suited for this task. The same combat forces that will escort the ground convoy make excellent security forces.
This contingency is always planned and rehearsed at the brigade PZ rehearsal. Broken loads. Backhaul of casualties. Disabled aircraft. Hook-up team or boarding troop injuries. Emergency laager plan s due to weather or mission aborts. Fog setting in. Major change in wind direction.
Bump plan. Once the serial is ready, serial commander contacts PZ control for departure clearance. Always bump top to bottom, left to right. The only time this rule does not apply is if the next serial inbound destined for a LZ that will not support a bumped load. If this occurs, the bumped load waits until a serial destined for the appropriate LZ arrives.
Serials are not split without AMC approval. Supported unit gets one attempt to hook a load. If it is deemed frustrated then personnel will be offloaded, and serial commander will either accept a bump plan load or have entire serial depart together, maintaining continuity.
Sending each battalion to a single LZ makes execution of the bump plan easier. Hook-up teams. Composition: Hook-up team members will be Air Assault qualified and will have participated in Hooker training within 30 days. The signal person must utilize cone lights with IR chemlights during low light and night PZ operations. The aircraft will land beside the load and the crew chief, or hook up team can then connect the long lines while aircraft is on the ground.
The pilots rely on the combination of visual guidance from the guide and the oral guidance of the crew chief while conducting the hook-up. IR chemlights or markers for assisting crews in aircraft control. Refer to Chapter 4, FM UH hook-up teams consist of one hook-up man and one static probe man. Note: a Cargo Hook Reach Pendant is preferred as this removes the requirement for a static probe person. The current manuals supersede the Gold Book. Responsibilities for sling load operations: a.
Supported Unit. Supporting Unit. Unit tasked to run the light and heavy pickup zones are responsible for: 1 The overall success of a PZ. They have absolute authority in all matters concerning matters on the PZ. Inspect all metal components for the following: Proper Operation Rust Corrosion Cracks Bends Distortion Burrs Sharp Edges Grease Oil Acid Foreign Matter 1 If bends, cracks, distortions, or other damages are present, the sling cannot be used until you have compared the damage with the damage criteria chart.
Serious damage or weakening of 12 Apr Airborne Division Air Assault Gold Book st Chapter 5 sling legs can occur without visual damage to the fibers. However, if the surface roughness increases or nylon slivers or splinters are present, remove the leg from service.
Much shrinkage is temporary and the specified length should be restored with use. To ensure proper load distribution, the variation in length of the rope legs used in a sling assembly should not exceed 6 inches. Chain Inspection: 1 Each link of the chain should be inspected for damage such as denting, bending, and stretching. If any link is damaged, the complete chain section must be replaced. The sling sets are inspected by the user before and after each use.
At the present time, these sling sets have no predetermined service life. The six basic steps to prepare slings for storage at the organizational level are as follows: 12 Apr Airborne Division Air Assault Gold Book st Chapter 5 a Wash off dirt and corrosive fluids with a mild detergent of hand soap.
Do not wring water out of the rope nor dry the legs in the sun. CLP e Replace any defective components. Store the sling set in a dry area with good air circulation. Store the sling sets on wooden pallets, if possible, because air can circulate under and around the slings. Length is not an indicator of serviceability. If it is possible to match sling leg length, use the longer legs on the forward lift points. This can overload the sling set and may cause sling leg failure. Capacity, 2 ea. Tape, adhesive, pressure-sensitive, 2 inch roll Cord, nylon, type III, lb.
Attach the D-rings of all four suspension webs, to the bolt of the med. Ensure that the straps are not twisted more than a half twist. Secure the bolt with the nut and tape both ends of the bolt with 2 inch tape. Route the free running end of the chain from the sling leg through the medium clevis and place a chain link count of 3 into the keeper portion of the grab hook assembly for a 10k sling set or link 5 for 25k.
Rig the apex of the sling leg for the type of aircraft that will be picking up the load. A CH does not require any additional items on the apex. Check the nut on the apex. The castellated nut must have a cotter pin in it. Start your inspection at the apex. Check to ensure the bolt is present and secured with a nut. Inspect to ensure that the apex is setup for the appropriate inbound aircraft.
Check the link count to ensure you have a link count of 3. Check the medium clevis to ensure it has tape on both ends of the bolt and that the D-rings are on the bolt and in the proper sequence. Check to ensure your suspension webbing straps are all of the same type either all cotton or all nylon. Check the butterfly snap hooks to ensure that they are all facing down toward the load and taped with 2 inch tape.
Check the inch straps to ensure they form a cross on top of the load. Ensure they are routed under the lateral straps. Also, check to ensure they have been tightened down, free of twists and do not have quick releases.
Ensure that all of the excess strap has been taped with 2 inch tape. You will move to one corner and start at the top. Check the lateral strap for proper routing, it is free of twists, and verify that it has been tightened down and excess strap has been taped with 2 inch tape. Check the middle and bottom strap for the same things.
Remember, if one strap has a quick release, all lateral straps must have a quick release. Check the lacing rope to ensure it has been properly routed through the lacing loops from ground to the sky. Check that the rope forms an X and is routed properly through the top lacing loops.
Finally, check the rope to ensure it has been secured with a bow knot, and that the excess rope has been secured with 2 inch tape. Inspect the other three corners in the same manner. With a vehicle gross rigged weight of less than 7, lbs. With a vehicle gross rigged weight between 7, lbs. Load Description. Weight a. Empty, 5, lbs. ACL, 2, lbs. Loaded, 7, lbs. Sling set 10, lbs. Tape, adhesive, pressure-sensitive, 2-inch wide roll.
Cord, nylon, Type III, lbs. Two people can prepare and rig the load in 15 minutes. Begin preparing the load at any point and continue around in a degree motion until you return to your start point either clockwise or counterclockwise. Start at the passenger side windshield. At minimum make an X configuration with two-inch tape both inside and outside. Rotate the mirrors forward towards the windshield and secure them with type III nylon.
Inspect your front lift points for any rust, dents, cracks, nicks, and burrs. The hood will be secured with latches provided and two-inch tape. Wheels will be in the straightforward position. All glass and plastic, i. Again, the other side of the hood will be latched and taped with two-inch tape. You now come to the other rearview mirror. It also is rotated forward and secured with type III nylon and the windshield is shatterproof with two-inch tape in an X configuration both inside and outside.
The ends of the vehicle bumper guides will be padded with two-inch tape or antenna balls. Now, when preparing the interior of the vehicle, work your way from the inside towards the outside. Start with the transmission and make sure it is in neutral. Check the hand brake and make sure it is in the engaged position.
The steering wheel will be secured with type III nylon to a fixed portion of the load in at least two places. The last thing to prepare on the inside is the seat belts. The male portion must be rolled, taped and tucked behind the seat and the female portion will be rotated up behind the data plate and taped in place with two-inch tape.
If the vehicle has the three-point lap belt, it will be secured as worn. All canvas doors and other cargo will be secured in the rear of the vehicle. Move towards the rear. The troop seats will be up and secured with the pins provided. If one of the pins is missing, the troop seat will be secured with type III nylon in two places. Rotate the tailgate to the up position, secure it with the hooks and chains provided and secure the hooks with type III nylon. Inspect your rear lift points for any rust, dents, cracks, nicks, or burrs.
If any are present, take the appropriate action. Ensure the towing pintle is closed and secured with a cotter pin, two-inch tape, or type III nylon. The electrical connector needs to be spring loaded and have a rubber gasket in it. If no gasket is found, tape it closed with two-inch tape. Move around the other side of the vehicle and the first thing you should come to is the fuel cap. You will roll, tape and tuck the male portion of the seat belt behind the seat and rotate the female portion up behind the seat and the data plate and tape it with two-inch tape.
The last thing you will prepare is the battery and battery box. The battery will be free from all corrosion and have a good connection. Once the batteries have been checked, close the battery box, latch it and tape the latches with two-inch tape. Place one 10K sling set on the load with the inner two sling legs routed to the rear of the vehicle and the outer two sling legs routed to the front of the vehicle FIG , over the roll bar, over the windshield and routed to the two lift points.
The apex must be secured with the bolt, castellated nut, and cotter pin provided. Move to the front right lift point. The link count to the front is eighty. Grab the free running end of the chain and route it through the lift point, inside out or outside in it does not matter. Secure a link count of eighty by dropping the 80th link in the keeper portion of the grabhook assembly. Secure all excess links by wrapping the excess around the lifting chains and securing it with type III nylon.
Repeat this process on the left front lift point. Move to the rear of the vehicle. Begin with the left rear lift point. Grab the free running end of the chain and route it down through the sling guide, through the lift point and back up through the sling guide FIG Secure a link count of three by dropping the 3rd link into the keeper portion of the grab hook assembly.
Next you will tie the appropriate breakaways. Before tying the first breakaway, pull all slack toward the rear of the vehicle. The first mandatory breakaway is tied around the roll bar and the front two sling legs centered on the roll bar and tied in a secured knot. If your vehicle is equipped with troop seats, you must tie additional breakaways.
Lay the grabhook assembly across the troop seat next to the troop strap retainer ring. Repeat this process on the opposite side. If the vehicle is not equipped with troop seats you will tie a tight "T. Then tie a breakaway in one of four authorized positions. These are around the sling legs, through the potted eye, through the eye portion of the grabhook assembly or routed through all four lifting chains.
Your inspection will start on the passenger side of the vehicle. First, inspect the windshield and make sure it is properly shatter-proofed. Then, check the mirrors and make sure they are rotated forward and secured with type III nylon.
Check the hood latches to make sure they are secured and taped with two inch tape and that the wheel is straight. Move around to the front and inspect for a link count of 80 and that the excess links are secured with type III nylon. Moving to the other side you once again check to see that the wheels are straight, the hood is latched and taped with twoinch tape, the mirrors are rotated forward and secured with type III nylon and that the windshield is shatterproof with two-inch tape in an X configuration both inside and out.
On the inside of the vehicle check the transmission and make sure that it is in neutral and the parking brake is engaged. Check to ensure the steering wheel is secured with type III nylon to a fixed portion of the load and then check the seat belts. Make sure the male portion is rolled, taped and tucked, and that the female portion is rotated up behind the data plate and taped with two-inch tape.
Move to the rear of the load and inspect the troop seats to ensure that they are secured in the up position with the pins provided, or secured in two places with type III nylon.
At the rear of the vehicle you will inspect a vehicle with troop seats in a U shaped sequence. Begin by inspecting for a link count of three. Move down to ensure the chains are routed through the sling guides. Ensure the tailgate is secured with the hooks and chains and that the hooks are secured with type III nylon.
Ensure chains are routed through the lift point. Inspect the towing pintle to ensure that it is secured closed with the cotter pin or two inch tape or type III nylon.
Check the electrical connector for a rubber gasket and ensure it is spring loaded. Moving to the front, ensure the chains are routed through the lift point. Inspect glass and plastic for tape and padding. Ensure the tailgate is secured 2 - 34 with the hooks and chains and the hooks are secured with type III nylon.
Ensure two chains are routed up through the sling guide. Inspect for a link count of three. If the vehicle is not equipped with troop seats, begin at the breakaway using the same sequence as discussed above. Upon completion of the rear inspection, move down the passenger side ensuring the troop seats are secured with the pins or secured in two places with type III nylon. Ensure the fuel cap is hand tight. Move to the passenger compartment and work from the inside out starting with the engine access panel.
If a radio mount is present, you must inspect to ensure all excess cable is wrapped and taped. If no radio mount is present, ensure the panel is secured with two-inch tape. The male seat belt must be rolled, taped, and tucked. Ensure the female seat belt is rotated behind the data panel and taped with two-inch tape. The battery box must be latched with the latches provided and taped with two-inch tape. Grab the apex and ensure the inner legs are to the rear and twist free and the outer legs are to the front and twist free.
Inspect the castellated nut for a cotter pin. If the load is rigged with a 10K sling set and apex and being picked up by a UH, inspect for an aluminum spacer. One fuel drum is certified by the U. One to four fuel drums is a suitable load for the CH helicopter at airspeeds up to and including 80 knots.
Drum, fabric, fuel, gallons capacity. Drum- empty, lbs. One drum, maximum weight 4, lbs. Two drums maximum weight 8, lbs. Three drums maximum weight 12, lbs. Four drums maximum weight 16, lbs. NOTE: Exact weight of each drum may vary depending on type and amount of fuel. Sling sets. One drum, 2 10, or 2 25, lbs. Two drums, 4 10, or 4 25, lbs.
Three drums, 4 25, lbs. Four drums, 4 25, lbs. Two people can rig one to four drums in 5 to 15 minutes. When preparing the fuel blivets, you must conduct a serviceability inspection. The three sections you will inspect are as follows, a. Front circular portion. Rear circular portion. Black rubber portion. When inspecting the front circular portion, you will look for the following: a. Fuel nozzle.
Foreign materials if any, remove it. Ensure black rubber gasket inside is present. Fuel cap. If the fuel cap is not present, cover fuel opening with 2 inch tape. When the locking levers are folded to the sides, the cap is in the locked position.
When the locking levers are extended, the cap is in the unlocked position. Inspect the inside of the cap. The black rubber gasket must be present. Lift points. Inspect threads of screw pin clevis to ensure they are not stripped and the cotter pin is present.
Inspect for rust, cracks, nicks, dents, and burrs, then take the appropriate action. Bezel ring. Ensure the bezel ring rotates freely degrees in both directions; because the fuel blivets tend to rotate while in-flight.
Check all hex head bolts to ensure none of them are protruding from the bezel ring or large circular portion. When inspecting the rear circular portion, it is the same as the front, except there may or may not be a fuel nozzle. When inspecting the black rubber portion, look for the following: Cuts, cracks, gouges, or areas worn to the white threading.
Anything that is leaking or could become a leak, will deem the fuel blivets unserviceable. Install all fuel caps and ensure they are secured in the locked position with type III nylon. If no dust cover is present, cover the fuel opening with 2 inch tape.
Ensure screw pin clevises have cotter pins. Rigging of the gallon fuel blivets with 25, lbs. One fuel blivet. Lift points rotated to the 12 o'clock position 3. Link count 3 at each lift point 4. Two fuel blivets. Four sling legs and apex. Apex order as follows: a. The center legs to the lightest fuel blivet. The outer legs to the heaviest fuel blivet.
Link count of three at each lift point. However, 2 fuel blivets are the maximum you can lift on a 10, lbs. Two fuel blivets pilot preferred method.
Two fuel blivets rigged as a dual load on two sling legs. Route the free running end of the chain through the two inside lift points.
NOTE: When routing the chain lift points, go same direction on both Secure a link count of three. Ensure you have no chain to chain contact on both lift points. Apex order is as follows: a.
The left sling leg to the left side of the blivets. The right sling leg to the right side of the blivets. There is one mandatory breakaway in the center of the blivets.
Three fuel blivets. Two blivets in the dual hookup mode pilot preferred , and one blivet in the single hookup mode. Utilize four sling legs and apex to the 25, lbs. Apex order is as follows: 1. The inside sling legs to the single fuel blivet. The outside sling legs to the pilot preferred blivets. There are two mandatory breakaways. One breakaway around one set of dual hookups and one between the single hookup. Four fuel blivets. Rig two pair of pilot preferred methods. The inside sling legs are routed to the lightest pilot preferred blivets 2.
The outside sling legs are routed to the heaviest pilot preferred blivets d. One between each pilot preferred method. There are only three personnel qualified to inspect this load. They are as follows: a. Pathfinder School Graduate. Air Assault School graduate. When you inspect this load, you will start at one end of the load, and work in a degree manner and from top to bottom.
If you find deficiency, you will stop and correct that deficiency, and restart your inspection process from there. The inspection sequence is as follows: a. Apex has a castellated nut with cotter pin. One blivet. The left sling leg to the left side. The right sling legs to the right side. Two blivets Four legs. The inside sling legs to the lightest blivet. The outside sling legs to the heaviest blivet. Three blivets. The inside sling legs to the single blivet.
The outside sling legs to the dual blivets. Four blivets. The inside sling legs to lightest set of blivets. The outside sling legs to heaviest other blivets. Sling legs. Ensure they are not crossed, misrouted through, or under the triangle on the dual blivets, or out of order.
Ensure that there is one breakaway for every two sling legs, tied on top and is in the center of the fuel blivets or between the dual blivets. Sling leg chains. Ensure a link count of 3 or 55 for a single blivet in a three blivet configuration. Ensure that the excess link count of 10 or more will be secured with type III nylon. Ensure there is no chain to chain contact present on the pilot preferred blivets.
Ensure the cap is in place and secured properly with type III nylon on the locking arms or with 2 inch tape over the fuel nozzle. Keep in mind that the fuel blivets might have a fuel nozzle on both sides. Those rigging procedures have been approved by the U. M, NSN Sling set, 10, lbs.
Tape, adhesive, pressure-sensitive, 2 inch roll. Webbing, nylon, type III, lbs. Strap, tie-down, CGU-1B, 2 each. Four personnel can prepare and rig the load in 15 minutes. NOTE: The vehicles must both be the same type. The reason that you will position them in this manner, is to help ease the rigging procedure.
Type III nylon is acceptable. One pad will be placed over the gas cap that will end up in the middle of the load. The other pad will be hung from the forward portion of the door under the windshield. The padding will hang vertically. Once the padding material is secured in place, drive the vehicles side by side as close together as possible, ensuring that the bumpers are lined up.
Place one 10, lbs. Route the outer two sling legs to the outermost lifting provisions on the two vehicles and the inner two sling legs to the inner two lifting provisions. The link counts to the front are 30, 50, 50, Begin by grabbing the free running end of the chain on the outer lifting provision and secure a link count of 30, by dropping the thirtieth link in the keeper of the grabhook assembly.
See all condition definitions opens in a new window or tab. Modified Item:. Back to home page Return to top. More to explore :. Condition: Used. Ended: Nov 28, PST. For additional information, see the Global Shipping Program terms and conditions - opens in a new window or tab See details. Seller: cmccarroll Seller's other items. His family moved to the United States while he was a small child. From to , he boxed professionally while living in the Chicago area.
An auto accident ended his career with an outstanding record of only two defeats in 33 bouts. After service in the Dominican Republic in , he returned to Vietnam in It was during this tour that he fought his most memorable battle.
Charlie Company made contact with what was estimated to be a battalion-sized enemy element. Under heavy enemy fire and unable to maneuver, the company commander, CPT William Carpenter called for air strikes on his position in an attempt to force the enemy to withdraw. The enemy ceased fire long enough to allow Charlie Company to consolidate, reorganize and establish a position from which to defend and begin evacuation of wounded personnel.
For his extraordinary heroism in destroying the enemy and in evacuating the mass causalities, he received both the Distinguished Service Cross and the Silver Star.
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