Military reference books and manuals (2009-2023, Volume 7)

MRAP VEHICLES HANDBOOK

Chapter 7

Employment Considerations

There are three major considerations for employing the mine-resistant

ambush-protected (MRAP) vehicle during tactical operations:

• Survivability and increased firepower that can be maneuvered around the

battlefield.

• Effects of restricted terrain on maneuver.

• Challenges of combining mounted and dismounted operations.

The MRAP vehicle presents leaders with new tactical and accidental risks to

mitigate. In balancing these risks and benefits, the commander thoroughly evaluates

the factors of mission, enemy, terrain and weather, troops and support available,

time available, and civil considerations (METT TC). Company leadership must

know the latest developments in threat tactics against mounted patrols and convoys.

Unit tactical standing operating procedures and the Center for Army Lessons

Learned unclassified and classified Web sites and publications are other sources to

consider for tactics, techniques, and procedures (TTP). Below are some general

considerations based on historical and current observations from both Operation

Enduring Freedom (OEF) and Operation Iraqi Freedom (OIF):

•

All-round security and observation coupled with an aggressive crew and

passenger security and weapons posture are normally the biggest enemy

deterrent.

•

Trends indicate that vehicles without all-round security are individually

targeted for attack. The enemy can even target individual vehicles with

poor security from within larger convoys.

•

The vehicle suspension should be monitored to detect deterioration and

failure. Vehicle passenger or materiel loads should be closely monitored.

•

Commanders should carefully consider the mix of vehicles on missions to

maximize the strengths of each type of vehicle and the associated order of

march during movement. The MRAP vehicle provides good protection

but significantly limits visibility. Generally, the MRAP vehicle should

lead any movement.

•

An emerging technique from theater is using a casualty

evacuation-prepared MRAP vehicle toward the end of a convoy to care

for any injured Soldiers. The space inside the vehicle makes it very

suitable for litter casualties.

•

Some commanders in theater are finding the MRAP vehicle makes an

excellent mobile and protected tactical command post vehicle.

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Force Protection

Force protection is irrevocably linked to mission success. Consequently, it must

always be an important consideration in the planning and execution of missions that

employ motorized forces. The balance between the protection of vehicles and

occupants, observation, and the employment of weapons is critical.

Heavily armored vehicles, especially wheeled vehicles with extra armor such as the

MRAP vehicle, severely limit crew and passenger observation in restrictive and

urban terrain. They can also limit weapons employment at close ranges.

Both shoulder-fired antitank rocket launchers and improvised explosive devices

(IEDs) can defeat many armored vehicles and can defeat the MRAP vehicle when

carefully employed.

Insurgent and terrorist enemy forces target vehicles with poor security because they

seem easier to destroy and less likely to respond effectively.

Commanders must stress that increased survivability only comes in part from

armor, security posture, and the rapid response to threats:

• Leaders must strive to compensate for reduced observation; gunners play

a larger role in creating 360-degree awareness for the crew.

• Bounding overwatch when practical and traveling overwatch at all other

times are keys to the 360-degree awareness and rapid response to threats.

• Communication among the MRAP vehicles in the formation is essential.

The MRAP vehicle is designed with a series of protection mechanisms to enhance

the survival and increase the mission effectiveness of its crew and passengers:

• The initial layer is designed to prevent explosive and projectile

penetration and consists of the geometric shape of the body to deflect the

blast combined with opaque and transparent ballistic armor to prevent

hull penetration. The elevated body combines with the shape to provide

the occupants with stand-off from the blast.

• The second layer mitigates when the first layer is overmatched and

consists of fire suppression mechanisms to quickly extinguish fires and

prevent secondary explosions.

• The third layer minimizes the effects of shock and blast on the occupants

and consists of shock-absorbing seats that limit the transfer of energy to

the body and seat restraints that keep the occupant secured in the vehicle.

• A final layer of protection is provided by the individual Soldier and

consists of personal protective equipment such as helmet, body armor,

eye protection, hearing protection, etc.

All these mechanisms must work in unison to achieve full MRAP protective

capabilities. Although MRAP vehicles provide a significant increase in force

protection, Soldiers and leaders must not become complacent and remove their

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personal protective equipment while riding in the vehicle. To do so only increases

the risk of injury when the MRAP vehicle is attacked.

MRAP Vehicle Communication Considerations

MRAP vehicle crew communication is paramount to smooth vehicle operation:

• Commanders must consider how dismounted Soldiers will communicate

with the mounted crew and other dismounted Soldiers.

• All MRAP systems are equipped with vehicle intercom systems for the

driver, vehicle commander, gunner, and at least one occupant.

• It is essential that commanders consider the challenges of

communications and ensure procedures are established to maintain

effective communications between the crew, passengers, and dismounted

forces.

• Squads and platoons should develop and rehearse communications plans

between mounted and dismounted elements as a part of mission

preparation.

MRAP Vehicle Equipment Load Plans

Externally stowed items:

• Leaders must ensure that any externally stowed items are secured from

theft and do not constitute a fire hazard if the MRAP is attacked by IEDs,

anti-armor ordnance, or other flammable weapons.

• External stowage should be minimized or modified to lessen the threat of

vehicle fire and to not restrict the view or movement of gunners or

passengers providing security.

Internally stowed items:

• All items stored inside the vehicle must be secured to prevent them from

becoming secondary missiles in the event of an IED strike or a rollover.

Loose equipment can seriously injure Soldiers.

• Commanders should minimize or eliminate the number of flammable

items stowed inside the vehicle.

MRAP Vehicle Urban Patrolling

The basic planning considerations for both mounted and dismounted patrolling are

almost identical. Although MRAP vehicles will typically have the advantage of

mobility and firepower over dismounted elements, communications and observation

pose difficulties, as previously noted. The more heavily armored MRAP vehicle

might be at greater risk in the urban environment unless closely supported by

dismounted forces. Therefore, this environment calls for integrating dismounted

with mounted patrol elements:

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• The enhanced mobility allows greater and faster area of operations (AO)

saturation and expansion of control.

• Integrating vehicles with foot patrols allows for increased sustainment

loads.

• Lighter, faster infantry forces have a greater chance of capturing or

killing lightly armed insurgents; mounted firepower provides support or

moves to block escaping or flanking enemy.

• Mounted elements increase patrol flexibility and versatility.

• Units employing the MRAP vehicle as part of a patrol in stability

operations should always operate in sections of at least two vehicles.

Other considerations for urban operations include the following:

• Avoid contact with overhead power lines.

• Avoid streets and alleys that are too narrow for particular vehicles.

Enemy forces can quickly identify this fact and plan their own routes

accordingly.

• Consider civilian vehicle and pedestrian traffic flow when planning patrol

routes. For each operation, consider the effects of military vehicles on

civilian traffic flow and patterns.

• Heavy vehicles can damage or even destroy civilian roads in the AO.

They can also damage or destroy underground and above ground utilities.

• Avoid using night-vision devices (NVDs) or blackout driving around

civilian traffic using white lights. Doing so endangers you and the

civilians, and they can see you anyway.

Reduced dismounted capability

Units that are not vehicular by tables of organization and equipment do not receive

additional Soldiers when issued an MRAP vehicle. This means they must supply

vehicle crews at the expense of troops available for dismounted operations. This

requires leaders to carefully plan based on their mission requirements.

When portions of the crew dismount (vehicle commander/gunner), the MRAP

vehicle is not fully capable. There is risk in operating an MRAP vehicle with a one-

or two-man crew. Leaders have devised creative solutions to keep tactical integrity

dismounted while maintaining mounted capability:

• Use operational rally points to secure vehicles to maximize a dismounted

presence.

• Designate one unit/squad mounted (filling the crew positions) while

another unit/squad is dismounted (filling the passenger positions) during

movement.

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Units in theater have also had success by training and rehearsing designated driver

and gunner teams to better synchronize vehicle movement and firing activities.

MRAP Vehicle Maintenance

Vehicle maintenance is critical to mission accomplishment. Poorly maintained

vehicles will fail. As they do, the OPTEMPO for functional vehicles increases

dramatically. Potential adverse effects can result:

• Reduced cargo or personnel carrying capacity, which reduces the combat

power ratio in the field.

• Increased service requirements and maintenance problems for overused

vehicles that have been maintained properly by their crews.

Initially, the MRAP vehicle will rely heavily on contract maintenance or field

service representatives (FSRs). This arrangement provides its own unique

challenges for units, particularly if they are not collocated on a FOB with their

parent unit or are competing with other units for priority of maintenance support.

Commanders should institute on-the-job training programs with their unit

mechanics and assigned FSRs.

Rough Terrain Driving

Drivers must become familiar with the various terrain conditions in the AO and

considerations for crossing the conditions encountered. Using good off-road driving

techniques is the best way to limit broken vehicle parts and getting stuck.

• The MRAP vehicle is not capable of high-speed travel on rough terrain.

• Depending on the MRAP variant, drivers should not operate the vehicle

at speeds greater than 5 to 10 mph on rough terrain unless a tactical

emergency exists.

• All drivers must be well trained in judging terrain and negotiating various

terrain conditions.

• Drivers must be extremely careful and mindful of the MRAP vehicle’s

speed when negotiating obstacles and aware of the vehicle’s high center

of gravity.

• Many operations and movements are at night, so driver training should

focus on using NVDs.

In addition, drivers should develop the following skills:

• Use momentum and understand the effects of vehicle speed.

• Know the vehicle’s capabilities and the impact of the on-board payload.

• Estimate and use proper speeds for the appropriate terrain conditions.

• Avoid sudden forward and braking thrusts.

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WARNING

The MRAP vehicle may become unstable and tip over when negotiating

vertical obstacles and deep ruts or potholes in the path of movement. Use

extreme caution and reduce vehicle speed.

Long-Range Operations

If the commander must conduct long-range operations, then he must be reasonably

sure of the range and expected time of the operation. This assurance allows him to

estimate logistic support accurately. The logistic resources required to support

long-range mounted operations will drive many aspects of the mission planning

(Classes III and IX, specifically). Additional considerations for long-range

operations include the following:

•

Mission range (mileage), duration, and expected vehicle fuel

consumption

•

Availability of resupply or support during operations

•

Planned vehicle loads (personnel and equipment)

•

Expected enemy situation

•

Terrain considerations such as:

º Road conditions

º Off-road travel conditions

º River crossings

º Bridges, tunnels, and choke points

•

Weather forecast:

º How it will affect movement

º Expected rainfall or snowfall

•

Presence of civilian vehicles in the area—vehicles normally encountered

in the AO

•

Communications ranges

•

Navigational considerations

•

Movement times:

º Day or night?

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º White light or NVD?

º Road or cross country?

• Recovery:

º Can the unit self recover?

º How will the unit deal with non-recoverable or disabled vehicles?

• Load plan for casualties or additional personnel in case vehicles are

destroyed or disabled

MRAP Vehicle Roof Hatch

Some MRAP vehicles are equipped with roof hatches. Roof hatches on MRAP

vehicles were designed for evacuation and not intended to be manned during

movement. Standing in an open roof hatch is not safe during movement due to the

small size of the hatches and the rough ride of the vehicle. (See the

Tank-Automotive and Armaments Command [TACOM] Safety-of-Use [SOU]

message below.)

TACOM SOU 08-020, MRAP, Escape Hatch -

WARNING

DEATH OR SERIOUS INJURY TO SOLDIERS OR DAMAGE TO ARMY

EQUIPMENT WILL OCCUR IF THE INSTRUCTIONS IN THIS

MESSAGE ARE NOT FOLLOWED.

Subject: Safety Of Use (SOU) Message, TACOM Control No. SOU 08-020,

Operational, Affecting the following Mine Resistant Ambush Protected (MRAP)

vehicles; BAE RG-33L Cat II NSN 2355-01-552-4677, IMG/Navistar MaxxPro

Cat I NSN 2355-01-553-4364, GDLS-C RG31A2 Mk5E Cat I NSN

235501-553-5581, and FPI Cougar/JERRV Cat II NSN 2320-01-552-5565.

Problem: Users are utilizing the emergency hatches located on the roof of the

vehicles as additional manned weapon stations. The escape hatches were not

designed to be modified for this purpose. Operating the vehicle with a person

standing out of the emergency escape hatch puts that person at a greater

risk of injury or death in the event of an accident or rollover. The escape

hatches on MRAPs are generally located inside the danger zone of radio and

countermeasure antennae. Utilizing the escape hatches as a manned weapon

station places the individual in danger due to the high levels of radiation

generated by the radio and countermeasure antennae.

User Actions: Cease the practice of using escape hatches as manned

weapons stations. Refrain from all attempts to modify the escape hatches in any

way to mount weapon systems. Remove any add-on equipment, and return the

escape hatches to their original configuration.

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MRAP Vehicle Safety

Vehicular operations pose a new set of tactical and accident risks. Commanders

must consider this when planning operations and use the risk management process

to mitigate those risks.

Vehicle tip or rollover

MRAP vehicles have much larger profiles and weights than the vehicles they

replaced in theater. Take into account the mission criticality, MRAP vehicle

mission profiles, MRAP vehicle mission weights, ground pressures, weather, and

terrain.

Perform a rollover drill rehearsal with the gunner and crew prior to every

movement during rainy season. Heavy rains in theater may cause unpaved roads to

loosen and give way under the weight of the MRAP vehicle, especially if there is a

steep embankment or canal running alongside the road. MRAP vehicle crews

should practice rollover drills to standard. Be proficient and learn to work as a

team.

Ensure all personnel wear seatbelts, protective ensemble, and headgear. The risk of

fatality is three times greater for Marines, Sailors, and Soldiers who do not wear a

seatbelt during tactical vehicle operations (OIF/OEF CY 03-04, United States Army

Center for Health Promotion and Preventive Medicine study). Seatbelts allow the

driver to remain in a position from which to stabilize an out-of-control vehicle.

Gunner restraints prevent the gunner from becoming a potential fatality as a direct

result of being ejected from the interior, causing death on impact or crushing from

the MRAP vehicle.

Ensure all required equipment inside the vehicle is properly stowed and secured.

Interior occupants can sustain injuries from flying equipment, which makes

securing loads particularly important since objects inside the cab will become

deadly flying missiles should a rollover occur.

Use a ground guide through tight areas, when tactical conditions permit.

Unlock combat doors when around bodies of water if the tactical situation permits.

This will allow rescuers to enter the vehicle.

Fire hazards

While fire suppression systems are under consideration, all vehicles will have fire

extinguishers. The first priority for fire extinguishers should be to extinguish fires

on personnel or to extinguish fire in parts of the vehicle that allow the evacuation of

passengers. Crews must know how to react to a fire. Fire extinguishers should be

readily available on all vehicles. Consider mounting fire extinguishers near an

egress point. Be aware of the placement of flammable materials.

Dismounted troops near or under the vehicle

The crew must be continuously aware of dismounted troops around their vehicle.

Dismounted troops must make their presence known to the crew. Soldiers should

never lie under the vehicle or around the wheel wells. They must always be able to

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quickly move or roll away if a vehicle moves suddenly. Despite the crews’

understanding, an MRAP vehicle crew that is in contact with the enemy may react

before realizing a Soldier is under its vehicle.

Crew-served weapon proficiency

Vehicles often are issued with crew-served weapons. Anyone who will potentially

operate the weapons system must be trained at a minimum to load, clear, reduce

stoppage, and engage targets. This procedure will:

• Ensure crew-served weapons will always be manned in the event of a

wounded gunner.

• Ensure Soldiers do not have negligent discharges due to a lack of

training.

Composite risk assessment

Incorporate the potential for rollovers during risk assessments by evaluating bridges

and terrain along the route:

• Be alert and always use caution on roads close to bodies of water.

• Always consider allowing greater clearance when traveling along the

edge of the road.

• Assess the potential for low hanging power lines.

• Ensure hazards are briefed prior to the mission and brief options for

alternate or bypass routes.

Steering

Many rollovers occur when drivers panic and overcorrect their steering when

reacting to an emergency or to a wheel going off the pavement’s edge. At highway

speeds, overcorrecting or excessive steering can cause the driver to lose control,

which can force the vehicle to slide sideways and roll over. Sudden vehicle

maneuvers are particularly risky since the speed and a load shift can make the

vehicle unstable.

Proper maneuvering

At some point, your vehicle may drift off the roadway onto the shoulder or you may

steer onto the shoulder to avoid a collision. There may be a drop-off of several

inches from the edge of the road to the shoulder. Most shoulders provide less

traction than the roadway surface. They may be quite narrow and consist of loose

gravel, grass, or mud. Despite these variables, pulling off onto the shoulder and

returning to the roadway can be done safely. Practice the following proper

procedures:

• If you run the two right or left wheels off the paved roadway, keep a firm

grip on the steering wheel.

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•

Keep the vehicle traveling straight ahead.

•

Straddle the edge of the pavement. You must fight the tendency of the

wheels to pull toward soft shoulders. You also must resist the urge to

immediately whip the vehicle back onto the pavement.

•

Ease off the accelerator pedal so the vehicle slows down.

•

Avoid braking, if possible; if braking is necessary, use a gentle squeeze

braking application so you can control steering.

•

Before returning to the pavement, visually check ahead, to the sides, and

to the rear. Unless some object beside the road poses a serious threat of a

collision, avoid trying to return to the roadway immediately.

•

Move the off-road tires out about 1 l/2 to 2 feet away from the pavement

edge.

•

When it is safe and your speed is under control, turn the wheel quickly

about a quarter turn to the right or left as necessary. This lets the tire

climb the pavement edge and get back on the roadway.

•

As soon as the front tires are back on the roadway, counter steer quickly

to maintain your proper lane.

•

Reduce speeds when negotiating turns.

•

Avoid sudden vehicle maneuvers, overcorrecting, or excessive steering

that can result in loss of control that may cause a maneuver initiated

rollover.

•

Use caution on rural roads. When a vehicle goes off a rural road, the

vehicle can overturn when it strikes a ditch or embankment or is tripped

by soft soil.

•

Road shoulders in the Middle East do not meet U.S. standards and may

collapse under the weight of the MRAP vehicle, especially when the road

is above grade and can fall to lower ground (ditches and canals).

•

MRAP vehicle crews must maintain situational awareness and use vehicle

crew coordination. The vehicle commander and the gunner may often be

able to better determine the closeness of the vehicle to the edge of the

road than the driver. They should not hesitate to alert the driver if he is

getting too close to the edge of the road.

•

Use caution when crossing bridges that are unrated (get prior guidance

from combat engineers).

Tire pressure

Improperly inflated or worn tires can be especially dangerous because they inhibit

your ability to maintain vehicle control, the most important factor in reducing the

chance of rollover. Worn tires may cause the vehicle to slide sideways off the road

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on wet or slippery pavement and increase its risk of rolling over. Improper tire

inflation can accelerate tire wear and can even lead to tire failure. It is important to

maintain your tire pressure in accordance with the operator’s manual and replace

tires when necessary.

Vehicle crashes

Vehicle crashes includes crashing into terrain, obstacles, and other vehicles. This is

especially true for backing up in a vehicle with significantly reduced visibility.

Ensure drivers are properly trained and briefed on the anticipated terrain for the

operation. Operate vehicles as a crew. Do not let drivers move vehicles alone unless

it is mission essential. Use ground guides where tactically sound.

Falls

Soldiers should use three points of contact when on top of the vehicle due to its

height. Soldiers should not jump from the top of an MRAP vehicle.

Vehicle antennas

Antennas on the MRAP vehicle must be lowered or protected from contact with

power lines; serious injury or death as well as vehicle damage can occur.

Power Line Antenna Strike

• 4 blown tires

• scorching

Figure 7-3

Smashed and pinched extremities

Some MRAP doors are not hydraulic or do not have positive stops and can swing

free, breaking or cutting off fingers. Soldiers must be aware of personnel to the rear

of the vehicle when opening the rear door or dropping the ramp.

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HAND INJURIES

• Extremely heavy doors

• Metal edges

• Not cushioned

• Not restrained

Figure 7-4

Additional Information

Safety of use messages (SOUM)-U.S. Army Materiel Command’s Logistic Web

portal for SOUM is:

<https://aeps2.ria.army.mil/Commodity/safety/SafetyComm.cfm?FunType=

SOUM>. (Use Ctrl F and search for MRAP.)

Logistics Assistance Representative (LAR) Web links:

• Iraq:

<https://aeps2.ria.army.mil/Services/Lars/Tacom/larmap/LARlocate/

larmap.cfm#swa>

• Afghanistan:

<https://aeps2.ria.army.mil/Services/Lars/Tacom/larmap/larlocate/

larmap.cfm#uzbafghn>

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Chapter 8

Tactical Manning

The seating capacity of the mine-resistant ambush-protected (MRAP) category

(CAT) I vehicle is 6 passengers, and the seating capacity for the CAT II vehicle

protected movement variant is 8 to10 passengers. Units may opt to make seat

configuration adjustments based on mission, model, and manufacturer of the MRAP

vehicle they are operating. The following diagrams show the most common

passenger seating configuration for an interim brigade combat team (IBCT);

passengers may be forward or inward facing.

CAT I: R&S, Maneuver

Vehicle

Commander (VC)

Driver (D)

Gunner (G)

4 Passengers

One passenger may be

lost to add special

equipment

CAT II: Maneuver/

CAT II:

Protected Movement

Ambulance

Vehicle

Driver (D)

Commander (VC)

Driver (D)

Commander (VC)

Gunner (G)

2 Passengers

8 Passengers

4 Litters

One passenger may be

lost to add special

equipment

Figure 8-1

Following is an example of one way to cross-load an IBCT rifle platoon into eight

MRAP CAT I vehicles. Some platoon-size units may not receive this many MRAP

vehicles; this example serves as a baseline for unit consideration. Modifications

must be made to fit each unit’s specific task organization, fielding, and mission. A

table of organization and equipment (TO&E) 39-man platoon with 1 medic leaves 8

open seats.

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1^st Squad

.50 Cal / MK-19

PL / RTO / FO

0-2 Open Seats

D- RM

VC - PL

D- RM

VC - 1SL

G - AR

G -M203

- Med

- RTO

- B TL

- AR

- A TL

- M230

2^nd Squad

.50 Cal / MK-19

3-5 Open Seats

D- RM

VC - 2SL

D- RM

VC - A TL

G - AR

G -M203

- B TL

- M203

- (OPEN)

- AR

- (OPEN)

3^rd Squad

3-5 Open Seats

D- RM

VC - 3 SL

D- RM

VC - ATL

G - AR

G -AR

- M203

- (OPEN)

- B TL

- (OPEN)

Weapons Squad

PSG

2-4 Open Seats

D- AT

VC - WSL

D- AT

VC - PSG

G -M240

- AG

- AB

- AG

- AB

- (OPEN)

Figure 8-2

The above seating is an example that may best support unit integrity for mounted

operations to include mounted combat patrol and outer cordon and traffic control

point operations. The above seating assumes the platoon has two crew-served

weapons (.50 cal and MK-19). A TO&E 39-man platoon with 1 forward observer

leaves 8 to 16 open seats.

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1^st Section

.50 Cal / MK-19

PL / RTO / FO

0 Open Seats

D- 1/ RM

VC - 1 SL

D- W / AT

G -1 /AR

G -1/ M203

- 2 SL

- 2 / BTL

- AB

- RTO

- 2 / RM

-Med

2^nd Section

0 Open Seats

D- AG

VC - WSL

D- AG

G -M240

- 2 / ATL

- 2 / M203

- 3 / ATL

- 3 / M203

- 2 / RM

- 3 / RM

3^rd Section

.50 Cal / MK-19

PSG

2 Open Seats

D- AB

VC - PSG

D- 1/ RM

G -1 / AR

G -1/ M203

- 3 / M203

- W / AT

- 3 SL

- 3 / BTL

- 3 / RM

- 3 / AR

Figure 8-3

The above seating is an example that may best support dismounted operations such

as raid, search, or leader engagements. Units should consider requesting CAT II

support to maximize dismounted Soldiers, using two to four CAT I vehicles as

escort and overwatch. The above seating assumes the platoon has two crew-served

weapons (.50 cal and MK-19) and the seventh seat is available in the vehicle. A

TO&E 39-man platoon with 1 medic leaves 2 open seats.

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Chapter 9

Load Plans

This section is divided into two parts. Part one provides basic diagrams and

equipment lists for units’ use in developing their specific mine-resistant

ambush-protected (MRAP) vehicle load plans using unit standing operating

procedures and directives. Part two provides a detailed example of an MRAP

vehicle-specific load plan for a category (CAT) I and CAT II MRAP variant.

While the MRAP vehicle is larger than the up-armored high-mobility multipurpose

wheeled vehicle (HMMWV) (UAH), there are still many space claims for radios,

improvised explosive device-defeat systems, and mission equipment packages. The

final load configuration is dependent upon vendor, category, and modifications

made after testing. The diagram below is furnished to record load plans used by a

unit in its current situation.

CAT I

CAT II

Figure 9-1

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Equipment Lists

Vehicle items:

Cotton bag, for jack and tools

Bag, tool, cotton duct

Extension, jack handle

Handle, mechanical jack

Jack, scissors, hand

Pliers, slip joint

Screwdriver, cross-tip

Screwdriver, flat-tip

Wrench, adjustable

Wrench, ratchet

Wrench, wheel lug

Fire extinguisher

Bag assembly, pamphlet

Technical Manual 9-2320-387-10

Folder, equipment record

Max tool kit, combination tool

Hydraulic winch controller cable

Slave cable

Warning triangles, set

Tow chains or towing straps

Tow bar (if equipped)

Sledge hammer

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Shovel

Bolt cutters

Gloves, wire handlers

Air horn

Spotlight

Laser pointer

Combat lifesaver bag

Infrared strobe light

Can, fuel, 5 gallon

Litter

9-line medical evacuation “cheat” card

Other

Detainee kit (1 per MRAP vehicle):

15 flex cuffs

15 blindfolds (cravat bandage)

Detainee paperwork with document protectors

DA 2823, Sworn Statement

Coalition Apprehension Form

Platoon detainee startup sheet

25 feet 550 cord

15 Ziploc bags, 1-gallon size

15 shoe tags

Black Sharpie marker

Heavy medical scissors

Digital camera

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4 plastic trash bags

Latex gloves (CAT I - 6 pair; CAT II - 10 pair)

Other

Pickup zone marking kit (one per MRAP vehicle):

Carrying bag or case

VS-17 panel

2 smoke grenades

6 chem-lite spinners

Strobe light

Other

Traffic control point (TCP) kit (one per MRAP vehicle):

2 rolls concertina wire

Handheld metal detector (2 per patrol)

2 large vehicle search mirror

1 small vehicle search mirror

Spike strip ( 1 per patrol)

Extra flex cuffs

Megaphone (1 per patrol)

TCP signs

#1 Vehicle “Coalition Checkpoint Ahead”

#2 Vehicle “STOP…Search Area”

#3 Vehicle “STOP”

5 traffic cones

Ex-Spray kit

Platoon detainee startup sheet

Other

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Chapter 10

Individual Protective Measures

(Information in this chapter is taken from a briefing by Lt. Col. Wayne A. Sinclair,

United States Marine Corps, titled “The Last Defense - Vehicle Survivability

Against Mines and IEDs.”)

Individual protective measures enhance one’s chance of surviving an encounter

with an improvised explosive device (IED) regardless of the type of vehicle. These

universal survivability measures can make the difference between being carried

away and walking away from an IED encounter.

Seatbelts

Figure 10-1

Given the violent forces exerted on the human body during vertical acceleration, a

crash, or a vehicle rollover, the ability to remain restrained to a stable surface is an

essential component of safety and survival.

Either the traditional or retractable diagonal seatbelts or the more effective

four-point seat harness restraints offered by the mine-resistant ambush-protected

(MRAP) vehicle can prove cumbersome given the bulk of flak jackets and

chest-worn equipment. Nevertheless, purposeful modifications to modular

lightweight load-carrying equipment (MOLLE)-weave equipment configurations

can allow for easier wear. With consistent practice, this essential element of tactical

discipline will become second nature.

Concerns about one’s ability to rapidly exit a vehicle must be tempered by the

knowledge that seatbelts prevent occupants from being slammed into vehicle roofs,

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doors, and windshields. Post-IED analysis reveals that simply remaining conscious

offers occupants the best chance to escape from a burning or submerged vehicle.

Personal Protective Equipment

Eye protection

- High speed debris and sand can

cause temporary or even permanent blindness.

Ear protection

- Ruptured ear drums lead to

disorientation after a strike.

Body armor and helmet - Provide protection from

fragmentation, impingement, and cranial trauma.

Figure 10-2

Eyes and ears are particularly vulnerable to fragmentation and overpressure injuries

during a blast. Inner-ear ruptures further contribute to a victim’s disorientation in

the critical minutes following a strike. Helmets and body armor provide essential

protection against primary fragmentation, the blunt trauma associated with

secondary missiles, and impacts during a vehicle rollover.

Keep a safe separation between body parts and external armor. Body armor may not

be able to prevent serious injury or death if arms, shoulders, and head rest against

the outer skin of an armored vehicle at the time of a nearby explosion.

Driving Posture

Drivers are particularly susceptible to injury during a mine or IED strike. The

steering wheel, control levers, pedals, and confined knee space all constitute serious

blunt trauma hazards during vertical acceleration. An erect posture mitigates spinal

injuries and keeps the steering wheel clear from causing traumatic strikes to one’s

chest and torso. Calculated security halts serve as stretch breaks and can offset the

fatigue that comes from prolonged PPE wear and proper spinal posture.

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Remain clear of steering wheel

- Potential

impingement and injury to chest.

Spinal alignment

- Sit up straight; remaining

upright significantly lowers effects of acceleration

on the back and neck.

Mitigate fatigue

- Proper rest, frequent security

halts, and hydration.

Field of view - Mirror adjustments, blind spots.

Figure 10-3

Passenger Area

Figure 10-4

Seating posture and seatbelts are also important for MRAP vehicle passengers.

Vertical acceleration plays havoc on an unrestrained and cluttered crew

compartment (see Figure 10-4).

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Passengers distracted or lacking situational awareness due to personal music

devices and an unfamiliarity with the location of fire extinguishers, first aid

kits—and in this case, the five available escape hatches of a 4x4 Cougar—are a

threat to themselves and the mission.

Future MRAP variants may have foot straps or stirrups attached to the seats.

Occupants should use these if equipped, since having the feet off the floor offers

more protection in a blast.

Vehicle Preparation

Pressure release “valves”

- Top venting

of vehicles allows for overpressure

release from a hull rupture.

Sandbags still work

- Covered with rubber

matting and placed on most vulnerable

horizontal surfaces (e.g, HMMWV floors).

Secured equipment

- Tie down and secure

loose equipment, ammo, weapons, etc. -

keep only essential material in crew

compartments.

Unobstructed visibility

- Keep transparent

armor (ballistic glass) clean.

Engaged a-driver - Dedicated

roadwatcher and assistant driver.

Figure 10-5

Enhanced survivability involves teamwork. Collective, disciplined vehicle

preparations mitigate injuries and increase survival rates considerably.

Deadly overpressure buildups associated with a hull breach or floor rupture should

be vented though an open gunner’s ring or, lacking that, another top hatch left

slightly open or set at “combat lock.”

Sandbags provide additional protection from high-speed fragmentation on vehicle

floors and prevent shattered heels from buckled floor armor.

Loose equipment and supplies pose secondary missile threats, causing additional

and totally preventable injuries. (The clutter found in the HMMWV shown in

Figure 10-5 was not staged and included a tow bar, which is not only a potential

source of injuries but also can trap an individual inside the vehicle.)

At three to four inches thick, transparent armor—otherwise known as ballistic

glass—can distort visibility under the best circumstances. Ensuring glass is

spotless, along with a dedicated road watcher who doubles as the assistant driver,

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will significantly improve the chances that IEDs and other threats will be identified

in sufficient time to avoid or react effectively.

Fire presents another danger. JP 8—universal fuel—has a flash point 30 degrees

lower than diesel. In essence, when warmed to 100 degrees Fahrenheit, JP 8 will

produce vapors subject to a flash ignition. Consider the following

• Externally carried fuel cans on troop vehicles present considerable risk.

• Never carry fuel inside compartments or the trunk of a HMMWV.

• Jerry cans are plastic and very susceptible to rupture during an IED strike,

creating an instant inferno that has no chance of being extinguished by

the on-board automatic fire suppression systems. The puncturing of a

five-gallon Jerry can by a hot fragment can turn a survivable IED strike

into a catastrophe.

• Fire extinguishers must be functional and secured.

• Auto fire-suppression systems should be part of regular pre-operational

checks and serviced with scheduled maintenance.

Do not mix spare fuel

with vehicles dedicated

to passenger or troop

transport; use a trailer.

Working, secured fire

extinguishers; check

auto-fire suppression

systems regularly.

Figure 10-6

Other Habits

Immediate action training often focuses on external threats in the wake of an IED

attack—5/25s, outward focused security, seeking a covered position. While these

steps can be essential due to the threat of ambushes that accompany a strike,

immediate attention must also be given to the internal concerns below. All these are

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based on observations and analysis of lethal IED events in Multi-National

Forces-West. The following concerns should become common practice:

• Know where every potential escape hatch is in the dark and how to

manipulate the handle to open it—or which ones must be used when

upside down or rolled onto one particular side.

• Given the frequency of concussions, temporary blindness, disorientation,

and unconsciousness following large IED strikes, never assume that all

occupants have safely exited a damaged vehicle—especially if it is

burning.

• If your vehicle is struck and on fire, the sequence of essential tasks is

escape, then accountability, then suppression of the fire, then first aid.

Leaders must assure Soldiers know and understand these steps.

• Stay in the tracks of the vehicle in front of you (whenever possible and

appropriate).

• Keep speeds below 35 mph.

Good Habits to Remember:

Rehearse post strike immediate "internal actions for vehicle crews and

passengers:

• Escape

• Accountability

• Fire suppression

• First aid

As a rule of thumb, follow the path of the vehicle in front.

Keep speeds down—the risk versus gain analysis is clearly in favor of slower

vehicle speeds.

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Chapter 11

Casualty Evacuation Procedures

Casualty evacuation (CASEVAC) is the evacuation of sick and wounded on a

nonstandard platform normally not manned by medical personnel or equipped with

medical sets kits and outfits designed for en route care.

The CASEVAC conversion kit (CCK) consists of two brackets for the litter-support

arms. These two brackets are permanently installed to the wall of the vehicle. The

two litter-support arms are stored on the vehicle until the CASEVAC kit is ready to

be used. There are two arm mounts inside the litter arms. The arms are attached to

the bracket, which is permanently installed to the wall of the vehicle. Secure the

casualty to the litter by using the casualty litter straps.

Loading and Unloading a Litter Casualty

Place the MRAP vehicle CCK into operation

Step 1. Attach the litter support arm to the front bracket that is already permanently

mounted on the wall. The litter support arm will slide easily onto the arm mount.

Step 2. Install the litter arm mounting pin through both the litter support arm and

the mount to secure the litter support arm to the front bracket.

Step 3. Pull out the end by pulling on the litter arm release pin to enable the end to

slide out. Pull it out enough so that it will accommodate the width of a litter.

Step 4. Load the casualty head first into the vehicle. Place the litter handles (the

handles located at the head of the casualty) onto the litter support arm. Slide the

litter support arm inward toward the wall to secure the litter so that the litter stop

cuffs over the litter handle.

Step 5. A second Soldier installs the other (rear) litter support arm while the first

Soldier, who is at the foot of the casualty, supports the litter in the air.

Step 6. The second Soldier installs the litter arm mounting pin to secure the litter

support arm to the bracket.

Step 7. The first Soldier, while supporting the weight of the litter, lowers the litter

onto the rear litter support arm. The second Soldier slides the litter support arm

inward toward the wall to secure the litter and the casualty so that the litter stop

cuffs over the litter handles, thus securing the litter casualty to the CCK.

Step 8. Unload the casualty in reverse sequence.

Loading and unloading a litter casualty using a spine board

Step 1. (For this portion, the CCK is already installed and configured to receive a

casualty with a litter already secured to the CCK. For this instruction, ensure the

casualty is secured using litter straps to the spine board and is prepared for

evacuation). From the start position with four personnel at each corner of the board,

the team approaches the rear entrance of the vehicle.

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Step 2. At the rear entrance, the team executes to a three-man semi-overhead carry

while one individual mounts the vehicle. The three-man team shuttles the casualty

on the spine board to the individual inside the vehicle.

Step 3. As the three-man team shuttles the casualty, the team will have to transition

to an overhead carry (one behind the other) as they continue to load the casualty

onto the litter that is already in place on the CCK. The team continues to slide the

casualty onto the litter and makes final adjustments to ensure that the litter is

secured to the CCK.

Step 4. Unload the casualty in reverse sequence.

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2/101 BCT MRAP Vehicle Lessons Learned BAE RG33L CAT II

CASEVAC

Issue: Using MRAP vehicle for CASEVAC

Recommendation: The best way to load a casualty is strapped to a backboard and

placed in the center of the vehicle atop 2"x4" wooden boards or a combination of

the cheater bars, tanker bar, and handles for the axe or sledge hammer. The items

form a bridge by placing them on the seats across from one another.

The above plan will allow up to two casualties.

The backboard can be stabilized and prevented from shifting back and forth by

using some simple straps fastened to the top of the seat.

Figure 11-1

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Task: Evacuate wounded from vehicle

Conditions: MRAP vehicle-equipped platoon/section is mounted either stationary

or moving, conducting operations. A vehicle is disabled due to enemy contact. An

occupant of the vehicle has been injured and must be evacuated.

Standards: Platoon suppresses the enemy, moves out of the engagement area if

possible, and establishes security. Squad/team members conduct first aid and

remove the casualty from the vehicle. Unit leader requests medical evacuation

(MEDEVAC), if necessary, and reports to higher headquarters.

Task Steps: Remove Casualty:

• Unit suppresses the enemy and moves out of the engagement area, if

possible.

• Once out of the engagement area or when the enemy is suppressed, unit

establishes security.

• Designated Soldiers move to the vehicle to treat and evacuate the

casualty.

Remove Casualty:

• Soldiers remove the casualty from the vehicle so as not to cause further

injury (one Soldier at the head and one near the feet).

• Soldiers administer first aid.

• Unit leader requests MEDEVAC if necessary.

• Unit leader reports the contact to higher headquarters.

Transport casualty:

• Soldiers load and secure Soldier on backboard using straps available.

• One Soldier places items to bridge the casualty between the seats (cheater

bar, axe handle, tanker bar).

• Soldiers load casualty head first, with one Soldier in the vehicle to

receive the casualty, one Soldier on each side, and one Soldier at the feet

of the casualty.

• Soldier in the vehicle guides the casualty over the backboard bridge and

secures the backboard using straps or ropes.

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Chapter 12

Recovery and Towing Operations and Damage Reporting

(Note: See Appendix A for specific vehicle variants.)

Figure 12-1

Many recovery operations consist of self-recovery methods, either when the vehicle

becomes stuck or when it has a mechanical failure or receives battle damage.

Mine-resistant ambush-protected (MRAP) vehicle recovery is easiest when the tires

still have traction and when crew members can help the vehicle move through the

original tire tracks.

When the MRAP vehicle is stuck in snow, sand, or mud, the crew can lower tire

pressure to increase traction. Using a second MRAP to help pull a stuck vehicle is

normally the quickest recovery method. The unit should always carry tow bars or

chains and shovels. It should have hooks or shackles attached to both ends for

anchoring to the vehicles. If possible, the patrol carries at least one tow bar for each

vehicle section to assist in long-range recovery.

When the MRAP vehicle is stuck in mud or sand, the unit uses pioneer tools to

emplace dry or solid matter under the tires for traction. Sandbags or other materials

can be dug into and under the wheels to assist traction. Units normally carry empty

sandbags for this purpose.

When conducting recovery, one section provides security while the other vehicle

makes the recovery. The recovery section decides before making the recovery

where the vehicle can go after it breaks loose.

The commander should make contingency plans for vehicles that cannot be repaired

or recovered. The company will make every attempt to recover the vehicle and

return it to where it can be repaired, if needed. The commander should make

contingency plans for vehicles that cannot be immediately repaired or recovered.

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• Use the thickest chains possible

• Tow straps are NOT recommended

• Move all personnel to a safe distance

away before applying tension to

chains or winch cables

Figure 12-2

Recovery Basics

Recovery is retrieving (freeing) immobile, inoperative, or abandoned equipment

from its current position and returning it to operation or to a maintenance site for

repair. These actions typically involve towing, lifting, or winching. Towing is

usually limited to moving equipment to the nearest forward operating base. The

amount and type of equipment used as the source of effort during any recovery

operation depends on the level of recovery. Drivers and crews should evaluate the

situation and determine if the crew can recover the vehicle before calling on

support from a higher level.

Levels of Recovery

Self-recovery

Self-recovery actions require using only the equipment’s assets. Self-recovery starts

at the location where the equipment becomes mired or disabled. The operator/crew

uses basic issue items and authorized allowance list or on-vehicle equipment items

to perform self-recovery. Self-recovery winches can be used to assist in a recovery

effort by providing stabilizing or holdback capabilities. (Note: The current winch is

not safe and should not be used in recovery operations.)

Procedures: See Appendix A.

Like-recovery

Like-recovery actions involve assistance (tow bar only) from a second, like, or

heavier class vehicle. Like-vehicle recovery is used when self-vehicle recovery

fails. Using like vehicles is usually the quickest method of recovery because they

are readily available. The principle is to use another piece of equipment of the same

weight class or heavier to extract or tow the mired equipment by using tow bars,

chains, or tow cables. When self-recovery and like-recovery are not practical or are

unavailable, use dedicated recovery assets.

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Procedures: Before towing any vehicle, refer to the vehicle technical manual. The

following are general rules for towing:

• Move towed loads at slow speed.

• Use a tow bar in preference to chains, ropes, or cables. Tow bars keep the

towed vehicle from running into the towing vehicle.

• Proceed slowly at 5 to 10 miles per hour because the towed vehicle may

skid on turns at higher speeds. Avoid quick stops.

• When using a tow bar, connect a safety chain between the two vehicles in

case the bar breaks or becomes disconnected.

• Do not have a driver or crew member in any towed vehicle unless using a

chain or cable.

WARNING

Never tow vehicles with caged brakes or damaged air brake systems using

like-vehicle towing procedures. Immediately call for wrecker support.

Dedicated recovery

Dedicated recovery actions require assistance from a vehicle specifically designed

and dedicated to recovery operations. Dedicated-recovery vehicles are used when

self-recovery or like-vehicle recovery is not possible because of the severity of the

situation, safety considerations, or the inability to use like-vehicle assets employed

in their primary mission.

Procedures: See Appendix A

U.S. Army National Ground Intelligence Center Anti-Armor Task Force

Battlefield Vehicle Forensics Program

The battlefield vehicle forensics (BVF) quick reference guide is designed to walk

you through the procedures and techniques for good forensics collection. The guide

and report form are located at the Reimer Digital Library and are available to

active, guard, reserve, Department of Army civilians, and approved Department of

Defense contractors on a case-by-case basis (go to

<https://atiam.train.army.mil/soldierPortal/atia/adlsc/view/restricted/24835-1/TSP/

AATF-BVF/AATF-BVF.PPT>.

The purpose of the program is to provide:

• Historical enemy attack data to deploying or deployed units for their

future or current area of responsibility (AOR).

• Attack data for all weapon types used.

• Attack data on type of armor vehicle attacked.

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• Subject matter experts (SMEs) on threat anti-armor weapon systems

(small arms, rocket-propelled grenades, antitank guided missiles,

anti-armor improvised explosive devices, etc.).

Battlefield Vehicle Forensics Program

Soldiers (support specialty team, explosive ordnance disposal team, and weapons

inspection team) can be trained to collect high-value technical data from incident

sites and vehicles and casualties at incident sites. This data can then be used to:

• Identify exact weapon used

• Identify exact lethal effects of the weapon

• Develop technical improvements

• Change friendly tactics to avoid enemy weapons’ strengths and exploit

weapons’ weaknesses

• Collaborate with medical community

• Document the scene, measure the scene, photograph the scene, recover

evidence, and check documents

• Put recovered material in context

Main topic areas covered in the slide show located in Reimer Digital Library cover

the following topics:

• Overview of threat

• Battlefield vehicle forensics

• Attack scene investigation

• Sniper/small-arms attack scene investigation

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Appendix A

Recovery and Towing Operations

(Note: Information in this appendix is provided by the TRADOC Executive

Agency for Battle Damage Assessment Repair and Recovery.)

BAE Systems RG33 and RG33L

Figure A-1: BAE RG33

Figure A-2: BAE RG33L

General Information and Equipment Description

Due to the unique design of the BAE mine-resistant ambush-protected (MRAP)

vehicles, recovery personnel face several challenges when attempting to recover

these systems. These challenges include size, weight, route clearance, and design

issues.

The intent of this section is to provide procedures for recovering disabled vehicles

in emergency situations. These procedures were developed during live-fire test and

evaluation (LFT&E) events at Aberdeen and Yuma Proving Grounds.

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IMPORTANT NOTICE

Due to design, towing provisions may differ from vehicle to vehicle. Validate

procedures in training prior to actual recovery missions.

Vehicle

Crew

Overall

Overall Height

Vehicle Curb

Gross

Length

Width

Weight

Vehicle

(VCW)

Weight

(GVW)

BAE RG33

230 in.

94.5 in.

112 in.

33,000 lb.

37,000 lb.

4X4

139 in. with gunner

protective kit (GPK)

BAE

337 in.

94.5 in.

112 in.

44,000 lb.

48,000 lb.

RG 33L

6X6

Table A-1: BAE Vehicle Data

Recovery Procedures

Like-vehicle recovery

Like-vehicle towing must be accomplished using a vehicle of equal or greater

weight.

Figure A-3: U.S. Army heavy duty towbar (NSN 2540-01-267-2912)

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Figure A-4: BAE connected to a U.S. Army heavy duty towbar

Note: Connect the vehicle with the U.S. Army heavy duty towbar and 1 in. pin

adapters (NSN 2540-00-863-3153). The lug provisions require a 1 1/2 in. pin and

adaptors, but due to the bumper interference, the 1 in. pin adapters must be used.

This setup will create excessive play between the pins and tow lugs.

WARNING

Do not put hands near the pintle hook when aligning the lunette eye with the

pintle hook. Failure to comply may result in serious injury or death to

personnel.

Towbar connections:

• Install the towbar (refer to figures A-3 or A-4).

• Install the air lines, electrical cable(s), safety pins, and safety chains.

Leave sufficient slack in the safety chains to allow for turns. Install the

tow lights.

• Place the transfer case in neutral. The drive shaft must be removed if the

transfer case will not shift into neutral.

• Push in the trailer air supply control on the recovery vehicle. If the air

supply on the casualty vehicle will not hold air, call for wrecker support.

• Push in the parking brake control on the disabled vehicle.

• Recheck the towing connections, air lines, and chains.

• Tow the disabled vehicle. Use speeds appropriate for conditions, and

avoid sharp turns.

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Dedicated recovery, front lift tow

Figure A-5: Heavy expanded mobility tactical truck (HEMTT) wrecker

lift towing BAE 6X6

WARNING

Do not use the medium tactical vehicle replacement (MTVR) wrecker to

front lift tow the BAE category (CAT) II; the vehicle exceeds the retrieval

system lift capacity.

Note: If the casualty vehicle has no air pressure, the rear brakes will need to be

caged.

Procedures:

• Install the appropriate retrieval system adapters (refer to figures A-6 or

A-7). Using the cylinder controls, lower the cross tube to approximately

feet off the ground.

• Using ground guides, slowly back the recovery vehicle and connect the

retrieval system to the disabled vehicle. If using multi-use adapters

(MUAs), use 1 1/2 in. pin hole number 6.

• Route chains around the front axle and connect to the hook on the

appropriate adapter.

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WARNING

Vehicles with catastrophic damage to the front axle and suspension may

require the axle to be properly secured to the chassis for safe recovery of the

vehicle. Never attach safety chains to axles or suspension components that

are no longer physically attached to the vehicle. Never cross the safety

chains.

Figure A-6: HEMTT/MTVR wrecker front lift tow with HEMTT basic issue

item (BII) adapter D (NSN 2590-01-226-3349 [L] and NSN 2540-01-226-7139

[R])

Figure A-7: HEMTT/MTVR wrecker front lift tow with MUAs

(NSN 5340-01-516-2058 [L] and NSN 5340-01-516-2059 [R])

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• Hook the safety chain around the frame or front axle and connect to the

rear tow shackles or the safety chain loop on the wrecker. Ensure

sufficient slack in the safety chains to allow for turns.

• Install the air lines, electrical cable(s), and safety pins.

• Install the tow lights. Check the rigging.

• Place the transfer case in neutral. The drive shaft must be removed if the

transfer case will not shift into neutral.

• Push in the trailer air supply control on the recovery vehicle.

• Push in the parking brake control on the disabled vehicle.

• Raise the vehicle so the front wheels are 6 to 12 inches above the ground,

depending on terrain.

• Recheck the towing connections, air lines, and chains.

• Tow the disabled vehicle. Use speeds appropriate for conditions, and

avoid sharp turns.

Dedicated recovery, rear lift tow

Figure A-8: HEMTT/MTVR wrecker rear lift tow with MUAs

(NSN 5340-01-516-2058 [L] and NSN 5340-01-516-2059 [R])

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Figure A-9: HEMTT/MTVR wrecker rear lift tow with HEMTT BII

adapter D (NSN 2590-01-226-3349 [L] and NSN 2540-01-226-7139 [R])

WARNING

Recovering this vehicle from the rear should be performed only in

emergency combat situations and with the commander’s approval.

Decrease speeds, and be extremely cautious.

WARNING

Do not use the MTVR wrecker to rear lift tow the BAE CAT I and CAT II;

the vehicle exceeds the retrieval system lift capacity.

Procedures:

Note: Remove the rear step.

• Straighten and secure the steering wheel before towing.

• Install the appropriate retrieval system adapters (refer to figures A-8 or

A-9). Using the cylinder controls, lower the cross tube to approximately 3

feet off the ground.

• Using ground guides, slowly back the recovery vehicle. Connect the

retrieval system MUAs using a 1 1/2 in. pin through hole number 4 and

connect to the rear tow lugs of the disabled vehicle.

• Route chains around the rear axle and connect to the hook on the adapter.

• Hook the safety chains around the rear axle and connect to the rear tow

shackles or safety chain loop on the wrecker.

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• Install the air lines and tow lights. Leave sufficient slack in the safety

chains to allow for turns.

• Install the tow lights. Check the rigging.

• Raise the vehicle so the rear wheels are 6 to 12 inches above the ground,

depending on terrain.

• Recheck the towing connections, air lines, and chains.

• Tow the disabled vehicle. Use speeds appropriate for conditions, and

avoid sharp turns.

Warnings and Cautions

Warnings:

•

If the brakes of the disabled vehicle are inoperable, do not flat tow the

disabled vehicle. Call for wrecker support. Failure to comply may result

in damage to equipment or serious injury or death to personnel.

•

When using a wrecker to tow a vehicle with nonfunctional brakes, use

extreme caution and reduce speed accordingly. Failure to comply may

result in damage to equipment or serious injury or death to personnel.

•

Do not move the towing vehicle without assistance from a ground guide.

The ground guide must be visible to the operator at all times. Failure to

comply may result in damage to equipment or serious injury or death to

personnel.

•

Do not put hands near the pintle hook when aligning the lunette eye with

the pintle hook. Failure to comply may result in serious injury or death to

personnel.

•

When towing, ensure that all personnel are clear of the vehicle before

removing the wheel chocks. Use reasonable speeds for road conditions

and caution when making turns. Prior to disconnecting the towbar, ensure

that the vehicle is on a level surface with the wheels chocked. Failure to

comply may result in damage to equipment or serious injury or death to

personnel.

•

The maximum speed limit when towing is 15 miles per hour (mph) (24

kilometers [km] per hour). Terrain, weather, and other conditions may

require reduced speed; avoid sharp turns. On paved roads, speed may be

increased to 25 mph if conditions permit. Failure to comply may result in

damage to equipment or serious injury or death to personnel.

Caution: Lift towing of the MRAP vehicle from the rear should be performed only

under emergency conditions and when approved by the commander.

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REL NATO, GCTF, ISAF, MCFI, ABCA

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MRAP VEHICLES HANDBOOK

BAE-TVS Caiman

Figure A-10

General Information and Equipment Description

Due to the unique design of the BAE-TVS Caiman MRAP vehicle, recovery

personnel face several challenges when attempting to recover these systems. These

challenges include size, weight, route clearance, and design issues.

The intent of this section is to provide procedures for recovering disabled vehicles

in emergency situations. These procedures were developed during LFT&E events at

Aberdeen and Yuma Proving Grounds.

IMPORTANT NOTICE

Due to design, towing provisions may differ from vehicle to vehicle. Validate

procedures in training prior to actual recovery missions.

Vehicle

Crew

Overall

Overall Height

VCW

GVW

Length

Width

BAE-TVS

337 in.

94.5 in.

112 in.

44,000 lb.

48,000 lb.

Caiman

139 in. with GPK

Table A-2: BAE-TVS Caiman Vehicle Data

Recovery Procedures

Like-vehicle recovery

Like-vehicle towing must be accomplished using a vehicle of equal or greater

weight.

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MRAP VEHICLES HANDBOOK

Figure A-13: BAE-TVS Caiman connected

to a U.S. Army heavy duty towbar

Notes: (1) If using the MTVR towbar, it must be fully extended. (2) If using the

BAE-TVS Caiman as a primary mover, remove the rear step.

WARNING

Do not put hands near the pintle hook when aligning the lunette eye with the

pintle hook. Failure to comply may result in serious injury or death to

personnel.

Towbar connections:

• Remove the front winch bumper cover. Install the towbar (refer to figures

A-11 or A-12).

• Install the air lines, electrical cable(s), safety pins, and safety chains.

Leave sufficient slack in the safety chains to allow for turns. The

like-vehicle tow pintle may vary in height; the winch mount plate causes

pinching/interference with the towbar adapter or the safety chain.

Recommend removing the top shackles of the vehicle tow lugs and route

safety chains around the frame or front axle. The 24-volt receptacle

provision for the IV cable is presently used by the winch.

• Install the tow lights.

• Turn the master power switch to the “ON” position. Place the transfer

case in neutral. The drive shaft must be removed if the transfer case will

not shift into neutral.

• Push in the trailer air supply control on the recovery vehicle. If the air

supply on the casualty vehicle will not hold air, call for wrecker support.

• Push in the parking brake control on the disabled vehicle.

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• Recheck the towing connections, air lines, and chains.

• Tow the disabled vehicle. Use speeds appropriate for conditions, and

avoid sharp turns.

Dedicated recovery, front lift tow

Figure A-14: HEMTT/MTVR wrecker front lift tow with MUAs

Note: If the casualty vehicle has no air pressure, the rear brakes will need to be

caged.

Procedures:

• Install the appropriate retrieval system adapters (refer to figures A-15 or

A-16). Using the cylinder controls, lower the cross tube to approximately

3 feet off the ground.

• Using ground guides, slowly back the recovery vehicle and connect the

retrieval system to the disabled vehicle. If using MUAs, use 1 in. pin hole

number 2.

• Route the chains around the front axle and connect to the hook on the

adapter.

WARNING

Vehicles with catastrophic damage to the front axle and suspension may

require the axle to be properly secured to the chassis for safe recovery of the

vehicle. Never attach safety chains to axles or suspension components that

are no longer physically attached to the vehicle. Never cross the safety

chains.

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MRAP VEHICLES HANDBOOK

Figure A-15: HEMTT/MTVR wrecker front lift tow with HEMTT BII

adapter F (NSN 2590-01-226-3351 [L] and NSN 2590-01-226-3350 [R])

Figure A-16: HEMTT/MTVR wrecker front lift tow with MUAs

(NSN 5340-01-516-2058 [L] and NSN 5340-01-516-2059 [R])

• Hook the safety chain around the frame or front axle and connect to the

rear tow shackles or the safety chain loop on the wrecker. Ensure there is

sufficient slack in the safety chains to allow for turns.

• Install the air lines, electrical cable(s), and safety pins.

• Install the tow lights. Check the rigging.

• Place the transfer case in neutral. The drive shaft must be removed if the

transfer case will not shift into neutral.

• Push in the trailer air supply control on the recovery vehicle.

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• Push in the parking brake control on the disabled vehicle.

• Raise the vehicle so the front wheels are 6 to 12 inches above the ground,

depending on terrain.

• Recheck the towing connections, air lines, and chains.

• Tow the disabled vehicle. Use speeds appropriate for conditions, and

avoid sharp turns.

Dedicated recovery, rear tow lift

Figure A-17: HEMTT/MTVR wrecker rear lift tow with MUAs

(NSN 5340-01-516-2058 [L] and NSN 5340-01-516-2059 [R])

Figure A-18: HEMTT/MTVR wrecker rear lift tow with HEMTT BII

adapter F (NSN 2590-01-226-3351 [L] and NSN 2540-01-226-3350 [R])

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MRAP VEHICLES HANDBOOK

WARNING

Recovering this vehicle from the rear should be performed only in

emergency combat situations and with the commander’s approval. Decrease

speeds, and be extremely cautious.

Procedures:

Note: To connect the adapters to the tow lugs, the tow pintle must be removed.

•

Straighten and secure the steering wheel before towing.

•

Install the appropriate retrieval system adapters (refer to figures A-17 or

A-18). Using the cylinder controls, lower the cross tube to approximately

3 feet off the ground.

•

Using ground guides, slowly back the recovery vehicle. Connect the

retrieval system MUAs using a 1 in. pin through hole number 2 and

connect to the rear tow lugs of the disabled vehicle.

•

Route chains around the rear axle and connect to the hook on the adapter.

•

Hook safety chains around the rear axle and connect to the rear tow

shackles or the safety chain loop on the wrecker.

•

Leave sufficient slack in the safety chains to allow for turns.

•

Install the tow lights. Check the rigging.

•

Raise the vehicle so the rear wheels are 6 to 12 inches above the ground,

depending on terrain.

•

Recheck the towing connections, air lines, and chains.

•

Tow the disabled vehicle. Use speeds appropriate for conditions, and

avoid sharp turns.

Warnings and Cautions

Warnings:

• If the brakes of the disabled vehicle are inoperable, do not flat tow the

disabled vehicle. Call for wrecker support. Failure to comply may result

in damage to equipment or serious injury or death to personnel.

• When using a wrecker to tow a vehicle with nonfunctional brakes, use

extreme caution and reduce speed accordingly. Failure to comply may

result in damage to equipment or serious injury or death to personnel.

• Do not move the towing vehicle without assistance from a ground guide.

The ground guide must be visible to the operator at all times. Failure to

U.S. UNCLASSIFIED

REL NATO, GCTF, ISAF, MCFI, ABCA

For Official Use Only

CENTER FOR ARMY LESSONS LEARNED

comply may result in damage to equipment or serious injury or death to

personnel.

• Do not put hands near the pintle hook when aligning the lunette eye with

the pintle hook. Failure to comply may result in serious injury or death to

personnel.

• When towing, ensure that all personnel are clear of the vehicle before

removing the wheel chocks and starting vehicle towing. Use reasonable

speeds for road conditions and caution when making turns. Prior to

disconnecting the towbar, ensure that the vehicle is on a level surface

with the wheels chocked. Failure to comply may result in damage to

equipment or serious injury or death to personnel.

• The maximum speed limit when towing is 15 mph (24 km/h). Terrain,

weather, and other conditions may require reduced speed; avoid sharp

turns. On paved roads, speed may be increased to 25 mph if conditions

permit. Failure to comply may result in damage to equipment or serious

injury or death to personnel.

Caution: Lift towing of the MRAP vehicle from the rear should be performed only

under emergency conditions and when approved by the commander.

U.S. UNCLASSIFIED

REL NATO, GCTF, ISAF, MCFI, ABCA

For Official Use Only

MRAP VEHICLES HANDBOOK

FPI Cougar 4X4 and FPI Cougar 6X6

Figure A-19: FPI Cougar 4X4

Figure A-20: FPI Cougar 6X6

General Information and Equipment Description

Due to the unique design of the FPI Cougar CAT I and CAT II MRAP vehicles,

recovery personnel face several challenges when attempting to recover these

systems. These challenges include size, weight, route clearance, and design issues.

The intent of this section is to provide procedures for recovering disabled vehicles

in emergency situations. These procedures were developed during LFT&E events at

Aberdeen and Yuma Proving Grounds.

IMPORTANT NOTICE

Due to design, towing provisions may differ from vehicle to vehicle. Validate

procedures in training prior to actual recovery missions.

U.S. UNCLASSIFIED

REL NATO, GCTF, ISAF, MCFI, ABCA

For Official Use Only

CENTER FOR ARMY LESSONS LEARNED

Vehicle

Crew

Overall

Overall Height

VCW

GVW

Length

Width

Force

233 in.

102 in.

104 in.

32,000 lb.

38,000 lb.

Protection

4X4

130 in. with GPK

Force

245 in.

105.5 in.

95 in.

40,000 lb.

52,000 lb.

Protection

6X6

106.5 in. with GPK

Table A-3: Cougar Vehicle Data

Recovery Procedures

Like-vehicle recovery

Like-vehicle towing must be accomplished using a vehicle of equal or greater

weight.

Figure A-21: USMC MTVR towbar (NSN 2350-01-496-8356)

and adapter (NSN 2540-01-500-5325)

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Military reference books and manuals (2009-2023, Volume 7) - page 29