# Loads Moving personnel, equipment, and supplies is one of the core competences of Army aviation. Aircrews must be competent regarding the movement of passengers and cargo. Careful examination of the specific requirements associated with a particular cargo, such as explosives, must be considered to avoid injury or death. *** ## **Planning** Basic load planning consists of three factors. Can the aircrew transport the cargo from pickup site to destination without violating any regulations, policies, or handling requirements? Can the cargo be packaged and transported without exceeding any aircraft limits? Can the aircrew complete the required documentation such as passenger manifests, weight and balance technical requirements, or hazardous material documents. Careful consideration should be given to local policies at both the pickup and drop off locations for specific types of cargo. ### **Supported Unit** The supported unit establishes liaison with the aviation unit to coordinate transport requirements. In particular, the supported unit is responsible for: * Establishing priority for transport of cargo. * Providing trained personnel, materiel, or handling equipment required to accomplish cargo preparation, rigging, hook-up release, and derigging. This should include all equipment required to contain or rig an external load enabling it to be attached to the helicopter hook (vehicles, containers, pallets, slings, straps, and clevises). * Preparing internal cargo by aircraft load including shoring if required. * Preparing external cargo by aircraft loads. Crews should prepare and rig external loads minimizing load oscillation during flight. Loads must not exceed allowable cargo weight established by the helicopter unit. * Preparing dangerous cargo according to appropriate regulations. * Providing the helicopter unit with information on cargo weight, CG, load density, dimensions, axle weights of vehicles, and descriptions and quantities of all cargo. Whenever possible crews will mark weight and load density on each cargo element and complete cargo load. When weight and density of a load/element is not known, the supported unit provides the helicopter pilot with an estimated weight and density. * Providing any static-electricity discharge probes or protective equipment and clothing required for ground hook-up personnel during external-load operations. * Selecting and preparing pickup and release sites with technical advice provided as required by the supporting helicopter unit. **Supporting Aviation Unit:** The helicopter unit is responsible for: * Providing liaison with the supported unit to coordinate planning. The helicopter unit provides information and advice on aircraft availability, allowable cargo load, and special loading instructions such as selection of internal or external load transport methods. It also provides guidance on selection and preparation of pickup and release sites, safety and security instructions, and procedures ensuring maximum recovery of all rigging equipment. In addition, it ensures internal and external cargo is properly secured or rigged. * Supplying special equipment for internal and external loads not available to the supported unit, such as lashings, tie-downs, and equipment organic to the helicopter unit required exclusively for cargo transport and helicopter operations. * Supplying technical supervision to supported unit during loading, tie-down, and off-loading of cargo. Table 2-1 discusses remaining responsibilities.
*** ## **Internal Loads** Loading cargo inside the helicopter allows for careful monitoring greater control of the load but usually requires more detailed load planning by the aircrew. The following section lists advantages and disadvantages of internal loads along with considerations for securing the cargo to the aircraft. ### **Advantages and Disadvantages** Helicopters are ideally suited for moving troops, supplies, weapons, ammunition, and equipment rapidly across the battlefield. Internal and external loading are the two methods used to transport cargo. Table 2-2 provides internal loading considerations.
*** ## Cargo Floor Contact Pressure Aircraft cargo floors are structural components of the aircraft, crews must place particular emphasis on proper distribution of cargo weight as damage to them may weaken the airframe. Aircraft operator's manuals provide either floor-loading limits or a plan view of the cargo floor, showing differences in floor strength and weight concentration for various compartments. Exercise care during loading and unloading ensuring the cargo floor is not damaged. ### Shoring Shoring is lumber, planking, or similar material used to spread highly concentrated loads over a greater cargo floor area than occupied by the cargo alone and protects the floor from damage. In general, shoring lumber should be 1 to 2 inches thick, 10 or 12 inches wide, and should not exceed 12 feet in length. Plywood sheets of various thicknesses may also be used. Defects in shoring reduce its strength. Split lumber will not transfer weight horizontally past a split. When used, shoring should extend at least a distance equal to the thickness of the shoring beyond the base of the item being supported. In figure 2-6, cargo weight resting on shoring does not extend over the entire shoring area in contact with the cargo floor. In general, shoring only increases the area a load is distributed over to the area developed. This area can be determined by extending a line drawn downward and outward from the outside edge of the cargo’s base at a 45-degree angle until it meets the surface on which the shoring rests. When shoring is used, the area the load is distributed is enlarged by a border equal to the thickness of the shoring all around the cargo’s base.
### Load Contact Pressure To determine the contact pressure of a load, divide its total weight by the area of contact to include the extended weight distribution area gained by using shoring (figure 2-7).
### Load Pressure Formulas As stated earlier, surface contact pressure of an item is determined by dividing weight of the item by the area in contact with the aircraft cargo floor. Figure 2-8, provides sample formulas used in load-pressure calculations.
*** ## Determination of Cargo Center of Gravity Computing and marking the CG on cargo enables load crews to properly position cargo within an aircraft and accurately compute the weight and balance condition of a loaded aircraft. Procedures for determining the CG of general cargo and vehicles are provided below. ### General Cargo The CG of general cargo may be determined by balancing the item on a roller (figure 2-9, page 2-14) and then marking the balance point.
### Wheeled Vehicles Individuals can determine the CG of a wheeled vehicle by finding the weight on each axle. Vehicle data plates or applicable operator's manuals provide axle weights for empty vehicles, while axle weights of loaded vehicles can be determined by weighing the vehicles on a suitable scale (figure 2-10).
The CG is then determined using the following formula:
### Placement of Cargo For weight and balance purposes, weight of an item is concentrated at the item's CG. CG markings on cargo enable load crews to place cargo at precise locations or fuselage stations within the aircraft aiding in accurately computing weight and balance of a loaded aircraft. ### Cargo Load Center of Gravity Compartment and station methods are used to compute the CG of a cargo load. #### *Compartment Method* For cargo helicopters, loading by compartments provides a rapid means of computing the CG of a load. This method can be used whenever a load consists of a number of items. The cargo helicopter (CH)-47 cargo area is divided into three compartments—C, D, and E. The centroid (also known as center of gravity or CG) of each compartment is at stations 181, 303, and 425, respectively. When using the compartment method, it is assumed the weight of all cargo in the compartment is concentrated at the compartment’s CG. If an item extends into two or three compartments, the weight of the item should be proportionately distributed in each compartment.
#### *Station Method* The station method is a more precise method of computing the CG of a load and should be used whenever possible. To use this method, it is necessary to know the CG of each item of cargo. Station loading requires the CG of each item of cargo be placed precisely on a specific fuselage station number. Figure 2-12 provides a sample application of the station method for a UH-60 helicopter.
*** ## Cargo Restraints The necessary cargo restraints must be verified and inspected during the planning process. Refer to specific aircraft operator's manual for tie down points and aircraft limits. Typically internal loads cannot be jettisoned during critical modes of flight or emergencies, careful and thorough preparation must be given to the following loading requirements to reduce the risk of injury or equipment damage. ### Restraint Criteria Aircraft are subjected to G-forces resulting from air turbulence, acceleration, rough or crash landings, and aerial maneuvers. Since the cargo is moving at the same rate of speed as the aircraft, forward movement is the strongest force likely to act on cargo if the aircraft is suddenly slowed or stopped. Other forces which tend to shift cargo aft, laterally, or vertically will be less severe. Restraining or tie-down devices prevent cargo movement that could result in injury to occupants, damage to the aircraft or cargo, or cause the aircraft CG to move out of limits. The amount of restraint required to keep cargo from moving in any direction is called restraint criteria and is expressed in Gs. The maximum force exerted by an item of cargo is equal to its normal weight times the number of Gs specified in restraint criteria. Restraint criteria are normally different for each type of aircraft and provided in the operator’s manual. To prevent cargo movement, the amount of restraint applied should equal or exceed the amount of restraint required. Restraint is referred to by the direction in which it keeps cargo from moving. For example, forward restraint keeps cargo from moving forward and aft restraint keeps cargo from moving aft. ### Cargo Classification Cargo is generally classified as either prepared or miscellaneous. Prepared cargo is carried in containers equipped with tie-down devices, or equipment with attached tie-down points. Miscellaneous cargo is all other cargo or cargo without tie-down provisions. ### Restraint Devices Restraint equipment includes cargo nets, chains, webbed-nylon straps, and various types of attaching hooks and tightening devices. *** ## Application of Tie-Down Devices Most aircraft operator's manuals provide specific instructions for use of tie-down devices. A tie-down device withstands a force equal to its rated strength only when the force is exerted parallel to the length of the device. It is seldom possible to fasten a device in this manner; it is usually necessary to fasten the device to the cargo at some point above the floor, resulting in a partial loss of restraint strengths. The strength of restraint is reduced in ratio to the angles formed by the device with the floor and the axis of the aircraft. Based on calculations, a 30-degree angle of attachment in the intended restraint direction causes a restraint loss of 25 percent in that direction and is the most desirable angle. While causing a loss of restraint in one direction, angled tie-down devices furnish restraint in two other directions so one device provides restraint in three directions simultaneously. The effective holding strength of devices applicable at a 30-degree and 45-degree angle is illustrated in figure 2-13. *** ## General rules for the application of tie-down devices are: * Fasten devices so they form, as nearly as possible, 30-degree angles with the cargo floor and longitudinal axis of the aircraft. * Consider the strength of the aircraft tie-down fittings and the points of attachment on the load. A tie-down device is no stronger than its weakest component. A 10,000-pound device attached to a 5,000-pound rated fitting only provides 5,000 pounds of restraint. Axles, tow hooks, bumper supports, and vehicle frames are good points of attachment for securing most vehicles. Since general cargo items may not have points of attachment, the devices should be applied over or across the cargo items. Additionally, cargo nets aid in restraining items of miscellaneous cargo. * For prepared cargo, it is desirable to use an even number of tie-downs of the same length and attach them symmetrically in pairs. * When tie-down devices providing forward and aft restraint are crisscrossed over the cargo, adequate restraint is automatically provided in the lateral and vertical directions. If devices providing forward and aft restraint are applied across the front and rear of the cargo, lateral and vertical restraint have to be provided. Vehicles have sufficient lateral and vertical restraint if forward and aft restraints are applied properly.
*** ## Calculation of Tie-Down Device Requirements To calculate the number of tie-down devices required to restrain a load in any given direction, the following factors must be known: * Weight of cargo. * Restraint criteria. This data is normally found in aircraft operator's manuals. * Angle of tie-down and percent effectiveness of a tie-down device. The effectiveness of a tie-down device is determined from the percentage restraint chart. * Rated strength of weakest link or component of a tie-down.
*** ## **External Loads** Moving cargo externally gives the aircrew the fastest pickup and drop off times, especially when moving bulk cargo. After the inspection of required documentation, the process of attaching and releasing loads is significantly shorter than securing multiple tie-downs needed for internal loads. **Planning Considerations** If conditions permit, aircrews should try to receive all documentation required to transport a load before arriving at the pickup site to expedite time. Out-of-ground effect power requirements will need to be verified during pre-mission planning to ensure power is available for the mission. Flight over populated areas should be avoided in case an emergency jettison of cargo is required. **Application** Helicopters are frequently used to move cargo externally (sling loads) when heavy, outsized, or needed-now items are required to be rapidly transported over untenable terrain. The following situations favor the use of external loads: * Cargo compartment of the aircraft is too small. * Aircraft CG would be exceeded, due to the characteristics of the load, if loaded internally. * Loading and/or unloading must be accomplished in the shortest possible time. * Pickup zone (PZ)/landing zone (LZ) conditions prevent aircraft from touching down. * Nature of cargo is such that rapid cargo-jettison capability is desirable **Load Categories** All external loads are divided into three basic categories—high-density, low-density, and aerodynamic. Each exhibits different characteristics in flight. High-density load offers the best stability; low-density load is the least stable. The aerodynamic load exhibits both instability and stability (instability inherent until load streamlining occurs). An aviator must determine the category, size, and weight of the load during preflight. **Cargo Nets and Slings** Cargo nets and slings are an essential part of the external-load operation and must be given the same attention during the preflight inspection as the cargo receives. Nets and slings with frayed or cut webbing are not used for external loads. Due to critical strength requirements, field sewing of nylon should not be attempted, nor should nonstandard parts be substituted in assembling slings. The sling assembly must be commensurate with load requirements and must meet requirements in the operator's manual. **Aircraft Performance and Operator’s Manual** It is imperative aviators consult the appropriate operator’s manual to ensure a successful operation. Performance charts in this manual include gross-weight limitations, airspeed limitations, and endurance charts. The gross-weight chart provides a rapid means of determining load-carrying capabilities within safe operating limits. This performance planning data is crucial to successful sling-load operations. The operator's manual also gives a complete operational explanation of sling-release systems. During preflight, aviators must inspect emergency-release systems and make operational checks of all normal release modes. Emergency procedures for any nonstandard occurrence experienced during external-load operations are outlined in the operator's manual. **Coordination with Flight and Ground Personnel** Preflight is not complete until the aviator briefs the flight and ground crews on their duties and mission to be performed. Essential criteria for a safe operation are predetermined prior to takeoff. Signaling procedures, unit standing operating procedures (SOPs), and emergency procedures are in the brief. **External-Load Pickup Procedures** The following techniques and procedures will aid the aircrew and ground personnel regarding external-load missions. Sound judgment by the aircrew and comprehensive understanding from ground personnel are the foundation of any method used. ### **Pickup Techniques** Pickup technique varies according to the helicopter in use, type and weight of the external load, terrain involved, and wind and weather conditions at the time of pickup. ### **Approach Procedure** The approach to hookup (also release) should be conducted into the wind, yielding the best aircraft stability and performance. Even if the load is light and there is excess power, the wind could be the critical factor during emergencies. A slow forward hover allows the aviator to receive directions from flight crew and ground personnel without jeopardizing the aircraft or hookup person’s safety. When directions are received solely from ground personnel, a signalman must be in a plain view position of the aviator and give appropriate visual signals throughout the operation. The cargo-release switch is placed in the arm position as the aircraft approaches the load. **Hover Altitude** The appropriate hover altitude depends upon variables such as the type of helicopter, terrain and ground effect, size of the load, and safety of the ground crewmen. Once an altitude is decided, it should be kept constant to prevent false perception and possible load strike. To assist the pilot in maintaining a constant position and hover altitude, references should be selected in the front and to the sides of the helicopter. ### **Hookup Procedure** Hookup commences with final positioning of the helicopter over the load. In cargo helicopters, this normally is conducted through verbal coordination with a flight crewmember that is in a position to closely observe the helicopter's movements over the load. In helicopters where flight crews are unable to observe the helicopter's movements over the load, a signalman located on the ground and in plain view of the aviator must be used. In all cases, the signals (verbal or visual) must be standardized among the persons involved prior to the operation. The load is attached to the helicopter's cargo hook by the hookup crew when the helicopter is stabilized over the load. ### **Emergency Actions** In the event an emergency condition occurs while hovering over the load and the helicopter must be landed, the helicopter normally lands to the left of the load. Hook-up personnel must move in the opposite direction (to the right of the helicopter) to avoid injury. The unit SOP establishes this procedure and the aviator must brief all personnel before conducting external-load operations. The hookup man approaches from the helicopter’s right and exits to the helicopter’s right. When possible, ground personnel should not position themselves between the load and the helicopter during hookup. The load is to be attached according to the appropriate operator's manual, and the unit SOP. Hookup personnel notify the pilot immediately when the load is attached to the cargo hook. Any emergency procedure following attachment must include cargo release. ### **Takeoff Procedure** There are two distinct phases when taking off with an external load—lifting the load to a hover and takeoff. #### **Lifting the Load to a Hover** Once the signalman indicates the load is hooked up and the hookup man is clear, the aviator initiates a slow vertical ascent until the sling becomes taut and centered. The aviator, flight crew, and/or ground crew closely coordinate, ensuring the aircraft does not drift from over the load. The load is then slowly lifted to an appropriate hover altitude (normally about 10 feet above the ground). While picking up the load to a hover, the aviator must determine whether the helicopter has sufficient power to continue the operation. Security and proper rigging of the load are also reconfirmed. #### **Takeoff** After receiving the takeoff signal from the signalman and if all criteria have been met for flight, smooth acceleration and takeoff are initiated. Sufficient power (not to exceed maximum allowable) is applied on takeoff ensuring the load clears all obstacles by a safe altitude. Once established at a safe altitude, power is adjusted to maintain safe airspeed and altitude. The cargo-release switch is placed in the off or safe position after passing through above ground level (AGL) altitude as directed by the operator’s manual and/or SOP. During flight below this altitude, the cargo-release switch is left in the on or arm position. Aviators should avoid flight over populated areas. {% hint style="info" %} A safe climb altitude is the altitude wherein the load is unquestionably clear of the highest barrier, usually 50 to 100 feet above the tallest immediate obstacle. {% endhint %} *** ## **En-route Performance** The weight and density of the load may determine airworthiness (steadiness in flight) and the maximum airspeed at which the helicopter may be safely flown. Low-density, light loads generally tend to shift farther aft as airspeed is increased and may become unstable. On the other hand, when the load is of greater density, more compact, and balanced, the ride is steadier, and airspeed may be safely increased. However, any unstable load may jump, oscillate, or rotate, resulting in loss of control and undue stress on the helicopter. This requires reducing forward airspeed immediately, regaining control, and steadying the cargo load. If an external load begins oscillating fore and aft, the helicopter should be flown into a shallow bank while decreasing airspeed. This normally shifts the oscillation laterally, which can easily be controlled by further decreasing forward airspeed. At the first indication of a buildup in oscillation, it is mandatory to slow airspeed immediately, as the oscillation may endanger the helicopter and personnel. This situation may require jettisoning the load. For a complete explanation of the cargo release system for the helicopter to be flown, refer to the appropriate operator's manual. ### **Termination-and-Release Procedure** Termination and subsequent load release must include approach to the termination point, hovering to the load-release point, and releasing the load. * **Termination Point Approach:** The approach to the termination point should not be initiated until the appropriate termination point is identified. At the appropriate altitude, the cargo-release switch is placed in the arm position. * **Load-Release Point Hovering:** Procedure to the release point (RP) is accomplished in the same manner as described earlier in external load pickup procedures. The procedure, however, reverses over the RP. * **Load Release:** The aircraft is stabilized over the load and descends to allow slack in the sling. If possible, the aircraft slides laterally to where the clevis will not fall on the load to prevent damage. When the aircraft is clear of the load, open the cargo hook to release the load. Usually, the cargo hook is opened through the normal release modes of operation, according to appropriate aircraft operator's manual. Manual and emergency release methods are used in accordance with the appropriate operator’s manual and the unit SOP when normal modes fail to function properly. Ground personnel, according to the SOP and other directives, may use any means necessary to free the load if the cargo cannot be released from the helicopter by the flight crew. These methods might include the use of knives, bayonets, or blade-like instruments to cut nylon or rope components of the sling assembly. When metal components must be cut to free a load, devices such as diagonal cutters, bolt cutters, pliers, or cable cutters are appropriate. *** ## **Hazardous Materials** Many local policies vary with different aviation units, airfields, or other government agencies regarding hazardous cargo. Leaders in the mission approval process should ensure proper adherence to local policies before transporting hazardous cargo. ### **Planning Requirements** Aviators and aviation planners must be aware that movement of hazardous material by aircraft has different requirements. The following factors must be addressed when moving hazardous materials: * Compliance with special procedures. * Unique packaging and handling requirements exist for most items of hazardous cargo. * Some items cannot be carried in aircraft unless specially trained escort personnel are aboard and particular security requirements have been met. * Some items cannot be carried with other types of hazardous cargo, and certain items of hazardous cargo may not be carried aboard the same aircraft with passengers. * Regulations also prescribe items of information that must be provided to en route and destination airfields prior to an aircraft's departure. * To carry some items of hazardous cargo, aircrews must be provided with protective clothing and special equipment. * Additionally, there are some hazardous materials that may not be accepted for air shipment. * Aviators must also be aware that compliance with special in-flight emergency procedures may be required for aircraft carrying dangerous materials. Procedures, responsibilities, and guidance for handling, storage, and transportation of hazardous material are discussed in regulations and TMs. While it is impracticable to discuss procedures for transporting all types of hazardous loads in this section, an overview of key publications is provided below. These publications should be reviewed to develop hazardous load SOPs appropriate to the unit's mission. *** ## **Dangerous Materials** Dangerous material is defined as any flammable, corrosive, oxidizing agent, explosive, toxic, radioactive, nuclear, unduly magnetic, or biologically infective material. Dangerous material also includes any other material that may endanger human life or property due to its quantity, properties, or packaging. ### **Publications** Following is a partial list of publications providing guidance for transportation of dangerous materials aboard aircraft. The applicability of procedures to tactical wartime operations normally is addressed in each publication. #### **Chemical Surety** Army Regulation (AR) 50-6 describes the Chemical Surety Program and provides guidance and directives for safe, secure, and reliable life-cycle management of chemical agents and their associated weapon systems. Guidance for transportation of chemical surety material by Army aircraft is also included. #### **Flight Regulations** AR 95-1 prescribes procedures and rules governing command, control, and operation of Army aircraft. The following portions of this regulation pertain to transportation of dangerous materials: * Procedures for packaging, handling, and air transportation of dangerous materials are described in AR 95-27/Air Force Joint Instruction (AFJI) 11-204 and TM 38-701/Marine Corps Order (MCO) P4030.21D/Naval Supply Systems Command Publication 503/Department of the Air Force Pamphlet (Interservice) 24-209/Defense Logistics Agency Issuance 4145.2. Aircrews assigned to move dangerous materials in Army aircraft comply with the requirements listed in these publications. * Aircraft must be grounded during refueling, arming, oxygen servicing, and loading or unloading of flammable or explosive cargo. * At least one pilot seated at the controls must wear a protective mask when fused items filled with toxic chemicals are carried in aircraft. Other crewmembers have protective masks readily available. * When incapacitating or toxic chemicals with no arming or fusing systems are carried in an aircraft, pilots need not wear a mask; however, it must be readily available. * All personnel aboard must wear a protective mask when incapacitating or toxic chemicals are dispensed and until the chemical safety officer or other crewmember reports the aircraft “clear” of the dispensed agent. * Personnel who are not essential to the mission must not be carried in an aircraft with incapacitating or toxic chemicals on board. #### **Operational Procedures for Aircraft Carrying Hazardous Materials** AR 95-27/AFJI 11-204 specifies special procedures applying to aircraft carrying nuclear, chemical, or biological research materials. Actions to be taken by PCs, aircrew members, and technical escorts during in-flight emergencies involving such materials are listed in this document. It applies to nuclear cargo, toxic chemical ammunition, highly toxic substances, hazard division 1.1 through 1.3 explosives, and infectious substances (including biological and etiological materials). In addition, it applies to Class VII (radioactive materials), which require a yellow III label, inert materials, and all other hazard classes or divisions, except Class IX and other regulated material-domestic, when shipped in quantities of 1,000 pounds or more aggregate gross weight. The following are a few of the many PC responsibilities: * Brief crewmembers, couriers, and technical escorts on mission requirements, procedures governing hazardous cargo, notification requirements, and emergency proceduresEnter “hazardous cargo,” “inert devices” (or both), and mission number and prior permission request number in the other information or remarks section of the flight plan unless prohibited by directives governing the area of operations (AO). * Refuse to accept any clearance containing noise abatement procedures, in the PC’s judgment, interfering with flight safety. * Ensure compliance with in-flight notification procedures given in AR 95-27/AFJI 11-204. #### **Storage and Handling of Liquefied and Gaseous Compressed Gasses and Their Full and Empty Cylinders** While AR 700-68/Defense Logistics Agency Regulation (Joint Service) 4145.25/Naval Supply Instruction 4440.27/MCO 10330.2D does not address transportation of gas cylinders by air, it provides excellent information on storage, handling, and inspection of gas cylinders. Information provided in this regulation should be reviewed by aircrews involved in air transport of gas cylinders. #### **Military Explosives** Army Techniques Publication (ATP) 4-35.1 provides guidance for handling, storage, and transportation of ammunition and explosives. It includes operating regulations for aircrews, aircraft loading and unloading procedures, electrical-grounding requirements, quantity-distance standards, fire protection requirements, and considerations for establishment of ammunition and explosive sling-load pickup areas at ammunition resupply points. #### **Preparing Hazardous Materials for Military Shipments** TC 4-13.17 contains information useful to units preparing SOPs on hazardous loads. It provides instructions for personnel who prepare hazardous material for air shipment, labeling requirements, instructions for transporting passengers with hazardous materials, and instructions for notifying the PC of hazardous materials on the aircraft. It also contains the protective-equipment requirement quoted below. Aircraft operators ensure appropriate equipment is available to protect aircrew and passengers when transporting materials whose vapors are toxic, irritating, or corrosive. Aircraft must have a closed oxygen system or protective mask for each person aboard. The shipper provides any required special equipment to meet unique cargo safety requirements. While the exact equipment required depends on the materials being transported, the following are recommended minimums (or equivalent substitutions): * Two pairs of rubber gloves. * One pair of asbestos or leather (with wool inserts) gloves. * One plastic or rubber apron. * A 5-pound (2.3 kilogram) package of incombustible absorbent material. * Three large plastic bags. * One oxygen or protective mask. *** ## **Standardization Agreement Requirements** Requirements of North Atlantic Treaty Organization (NATO) Standardization Agreement (STANAG) 4441 (Edition 4) for carriage of ammunition and fuel as cargo by helicopter are outlined below. These requirements are applicable to operational conditions during both peacetime and wartime. #### **Ammunition** Ammunition is classified as explosives by national regulations, STANAG 4441, or International Air Transport Association (IATA) regulations, respectively. Ammunition must be technically suitable and compatible for carriage by helicopter in accordance with national regulations. If not packed in its original packing material, extra care must be given to the labeling. Ammunition shall not be considered cargo when needed by Soldiers on board immediately after landing for fulfilling their combat mission. Also, ammunition is not considered cargo when it is part of the equipment of the helicopter or crew. #### **Fuel** Fuel, petroleum, oils, and lubricants is classified as highly flammable liquid or flammable compressed gas and labeled in accordance with STANAG 4441 or IATA regulations, respectively. Fuel is to be carried only in approved containers or jerricans which meet regulations of the originating nation. The content of the containers or jerricans must not exceed 90 percent, unless specifically cleared for a safe higher content. The closure shall be leak proof. Carriage of fuel in gasoline containers of vehicles is determined by IATA regulations, but stationary internal-combustion engines may hold a limited amount for immediate operational requirements after off-loading. Types of carriage, such as internal or external load, are governed by regulations of the nation providing the helicopters. #### **Helicopter Safety** * No smoking within 25 meters of the helicopter or aboard it when carrying ammunition or fuel. * Prohibited use of open flame light within 25 meters of the helicopter or in the cargo hold. * Helicopters scheduled for carrying ammunition or fuel should be refueled before loading, defueling while loaded is prohibited. * Static electricity discharge is necessary before loading, unloading, or picking up sling-loads of ammunition and fuel. * Loading and unloading procedures must use authorized equipment and supervised by qualified personnel. * Cargo should be securely lashed to remain stationary during flight and regularly checked. * Avoid loading cargo near hazardous installations like heat conduits, heaters, or airborne electrical installations. * Prior to takeoff, crews must be briefed on special handling measures. * Unauthorized persons are kept away from helicopters carrying ammunition and fuel, and nonessential personnel are not transported on the same aircraft. * Service and maintenance work posing a fire hazard are not performed on helicopters loaded with ammunition or fuel; cargo must be off-loaded before such work. * Notification to the airport's ATC service of the quantity, type, and classification of the cargo is required before takeoff or landing. * Prohibition on flying helicopters loaded with ammunition and fuel over residential areas in peacetime. * Considerations for parking helicopters carrying ammunition and/or fuel, including proper grounding, distance from objects, and securing the area with guards. *** ## **Hazardous Load Standing Operating Procedure** An SOP on hazardous loads is extremely useful in utility and cargo aircraft units. The SOP normally is developed by examining unit mission requirements and referring to the publications discussed in this chapter and local regulations to determine appropriate procedures. The SOP is tailored to the unit and provides aviators with a one-source document to answer questions similar to the following: * Should filled 5-gallon gas cans be carried internally or externally? * Is it permissible to carry acid-filled automotive batteries inside an aircraft? * Must a protective mask be worn while carrying gas grenades? * Should mortar rounds and charges be carried on board the same aircraft? * Can radio batteries be carried on board the same aircraft with dynamite or blasting caps? * Must the aircraft be shut down while loading or unloading ammunition? These are only a few questions aviators may have while performing routine resupply missions. The unit SOP should answer these questions as well as others. *** ## **Loading and Storage Chart** Air Force Manual (AFMAN) 24-604 shows which explosives and other hazardous articles must not be loaded, transported, or stored together. This publication specifies items not accepted for air shipment and provides classification, loading, and storage group codes and labeling and packaging requirements for most known hazardous materials. --- # Agent Instructions: Querying This Documentation If you need additional information that is not directly available in this page, you can query the documentation dynamically by asking a question. Perform an HTTP GET request on the current page URL with the `ask` query parameter: ``` GET https://229.gitbook.io/229-hub/knowledge/army-aviation-fundamentals/weight-balance-and-loads/loads.md?ask= ``` The question should be specific, self-contained, and written in natural language. 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