OPERATOR’S MANUAL FOR ARMY CH-47D HELICOPTER (EIC: RCD, 2003)

TM 1-1520-240-10

SECTION VIII. WATER OPERATION LIMITATIONS

5-8-1. WATER OPERATION LIMITATIONS.

ed do not reflect indicated airspeed but actual forward

velocity at touchdown. Running landings will only be

5-8-2. Night Operation on Water.

conducted onto calm water. The ramp, lower rescue

door, and main cabin door shall be closed during water

Night operation on water is permissible provided:

landing. Water landings are prohibited when fuel in the

a. Both AFCS are operational (ALT Hold and Head-

main tanks is less than 50 percent.

ing Select not required for night operation on water).

5-8-8. Rotor Starting and Shutdown Limitations.

b. Pilot and copilot radar altimeter systems are op-

erational.

Rotor starting or shutdown will not be conducted when

water conditions exceed Sea State 1 or wind exceeds 6

c. A visible horizon is present at the landing site.

knots. maximum gross weight for starting and shutdown

d. Two or more highly visible, stationary objects are

is 28,550 pounds.

on the water surface to provide necessary visual cues for

landing.

5-8-3. Sea State Limits.

Operation on water is restricted to a maximum of Sea

State 2. Refer to table 5-8-1 for information on sea

states.

5-8-4. Operation Time Limit.

Operation on water is restricted to 30 minutes total flota-

tion time without draining the helicopter.

5-8-5. Gross Weight Limitations.

Maximum gross weight for water operations is as follows:

a. Normal operations - 36,000 pounds.

b. Emergency rescue missions - 46,000 pounds.

5-8-6. Taxiing Limitations.

Taxiing will not be conducted in water conditions above

Sea State 1 or in wind above 6 knots. Fast taxiing will be

conducted in a straight line only and to a maximum speed

of 10 knots when the lower nose enclosure is left in the

water.

5-8-7. Landing Limitations.

Water landings can be performed within the limitations

Figure 5-8-1. Water Landing Speed Limitations Up

presented on fig. 5-8-1. The touchdown speeds present-

To 46,000 Pounds gross Weight

Table 5-8-1. Description of Sea States

SEA

SEA DESCRIPTION

WIND

AVERAGE

STATE

DESCRIPTION

VELOCITY

WAVE

(KNOTS)

HEIGHT

(FT)

Sea like mirror (calm)

Calm

Less than 1

0.0

Ripples with appearance of scales; no foam crests

Light Air

1-3

0.05

(smooth)

Small wavelets; crests of glassy appearance, not

Light Breeze

4-6

0.2

breaking (slight)

5-8-1

TM 1-1520-240-10

SECTION IX. ADDITIONAL LIMITATIONS

5-9-1. Air-to-Ground Towing.

ERFS operation will be in accordance with existing Air

Worthiness Release (AWR).

Air-to-ground towing operations are prohibited.

5-9-7. Extended Range Fuel System II (ERFS II)

5-9-2. APU Operation.

The following paragraphs contain important operating

APU operation in flight is prohibited except during emer-

limits and restrictions that shall be observed during the

gencies.

operation of the ERFS II. Compliance with these limits

will allow the operator to safely perform the assigned

5-9-3. Pitot Tube and AFCS Sideslip Port Anti-Icing

missions and derive the maximum utility from the ERFS

Limitation.

II.

The PITOT switch shall not be on for more than 5 minutes

a. The maximum capacity of one ERFS II tank as-

on the ground.

sembly is 825.5 US Gallons. The usable fuel in one

ERFS II tank assembly is 800 US Gallons when single

5-9-4. Windshield Heat.

point pressure refueled.

Windshield heat shall not be used above 24_C.

CAUTION

5-9-5. Single Point Refueling.

The maximum rate for pressure refueling is 300 gal/min

Trying to pressure refuel the tanks without

at 55 psi.

connecting the vent lines could overpres-

surize the tanks.

5-9-6. Extended Range Fuel System (ERFS).

b. The maximum pressure inside the ERFS II tank

should not exceed 5 PSI.

WARNING

CAUTION

Installing the non-crashworthy/non self

Conducting suction defueling at pres-

sealing ERFS increases the potential for

sures greater than minus 11 PSI could

explosion and burn injuries during a

damage the internal components of the

crash. Therefore, the number of personnel

ERFS II tank assembly.

on board the helicopter should be kept to

the minimum required to perform the re-

c. The maximum allowable suction defueling pres-

quired mission.

sure is minus 11 PSI.

5-9-1/(5-9-2 blank)

TM 1-1520-240-10

SECTION II. WEIGHT AND BALANCE

6-2-1. DD Form 365-3 Chart C - Basic Weight and

and any corrections that must be made to insure that the

Balance Record.

helicopter will be within weight and C.G. limits. Sufficient

completed FORMS F must be onboard the helicopter to

Chart C is a continuous history of the basic weight and

verify that the weight and C.G. will remain within allow-

moment resulting from structural and equipment

able limits for the entire flight. Sufficient forms can be one

changes in service. At all times, the last weight and mo-

(for a specific flight) or it can be several. Several FORMS

ment/1,000 are considered the current weight and bal-

ance status of the basic helicopter.

F for various loadings of crew, passengers, stores, cargo,

fuel slingloads, etc., which result in extreme forward or

6-2-2. DD Form 365-4 (Weight and Balance Clear-

extreme aft C.G. locations and variations in gross weight,

ance Form F).

but which remain within limits. There are two versions of

this form: Transport and Tactical; they are designed to

This form is used to derive the gross weight and center-

of-gravity (C.G.) of the helicopter. The FORM F furnishes

provide for the respective loading arrangements of these

a record of the helicopter weight and balance status at

two type aircraft. The general use and fulfillment of either

each step of the loading process. It serves as a work-

version are the same. Specific instructions for filling out

sheet on which to record weight and balance calculations

the form are given in TM 55-1500-342-23.

6-2-1/(6-2-2 blank)

TM 1-1520-240-10

SECTION III. FUEL/OIL

6-3-1. Fuel and Oil Data.

The following information is provided to show the general

range of fuel specific weights to be expected. Specific

The CH 47D is equipped with six fuel tanks and an inte-

weight of fuel will vary depending on fuel temperature.

gral oil tank on each engine. The capacities of each fuel

Specific weight will decrease as fuel temperature rises

tank and each oil tank are given in Chapter 2.

and increase as fuel temperature decreases at the rate

of approximately 0.1 lb/gal for each 15ºC change. Specif-

6-3-2. Fuel Weight and Moment.

ic weight may also vary between lots of the same type

Fuel moments for the forward auxiliary, main and aft

fuel at the same temperature by as much as 0.5 lb/gal.

auxiliary fuel tanks are shown in figure 6-3-1. The fuel

The following approximate fuel specific weights at 15ºC

arms for these tanks are constant thus, for a given weight

may be used for most mission planning.

of fuel there is no variation in fuel moment with change

in fuel specific weight. The common auxiliary fuel tank

Fuel Type

Specific Weight

arm is 314.

JP-4

6.5 lb/gal

The full tank usable fuel weight will vary depending upon

JP-5

6.8 lb/gal

fuel specific weight. The gallon scales on figure 6-3-1 are

based on JP-4 @ 6.5 lb/gal, JP-5 @ 6.8lb/gal, and JP-8

JP-8

6.7 lb/gal

@ 6.7 lb/gal. The aircraft fuel gage system was designed

for use with JP-4, but does tend to compensate for other

6-3-3. Oil Data

fuels and provide acceptable readings. When possible

the weight of fuel onboard should be determined by direct

For weight and balance purposes, the weight of engine

reference to the aircraft fuel gages.

oil is included in the basic weight.

6-3-1

TM 1-1520-240-10

SECTION IV. PERSONNEL

6-4-1. Personnel Loading and Unloading.

the vertical edges of the seat-back rests. A slide adjuster

below the back rest hanger clips affords adjustment of

The loading procedures should be accomplished and

back rest tension. Seat tension is adjusted by relocating

observed before loading to ensure the safety and comfort

retaining pins in the holes drilled in the front seat tubes.

of personnel to be airlifted:

A row of male snap fastener studs along the rear of the

seat-back rest matches a row of female snap fastener

a. Passenger compartment - Clean.

sockets along the rear edge of the seat fabric. These

fasteners are jointed to provide greater seat depth for

b. Equipment - Stow and secure.

troops equipped with parachutes. Two stowage straps

c. Troop seats - Install,as required.

are attached to the underside of the seat fabric; one is

equipped with a hanger clip for folded stowage, the other

d. Litters - Install, as required.

is equipped with a buckle for rolled stowage. The seats

will normally be stowed in the folded position for cargo

e. Static line anchor cable - Install, as required.

transport.

Safety belts - Check, attached.

A 2,000-pound-capacity nylon web safety belt is pro-

vided for each seat occupant. The belt is adjustable and

g. Emergency equipment - Check.

is equipped with a positive-grip buckle fastener designed

h. Emergency exits - Inspect.

for quick release.

Special equipment - Check.

6-4-5. Troop Seat Installation.

6-4-2. Personnel Weight Computation.

Install the troop seats from the rolled position as shown

in figure 6-4-4. Install troop seats from the folded position

When the helicopter is to be operated at critical gross

by performing steps 1, 4, 6, and 7 of figure 6-4-4.

weights, the exact weight of each individual occupant

plus equipment should be used. If weighing facilities are

6-4-6. Troop Seat Stowage.

not available, or if the tactical situation dictates other-

wise, loads shall be computed as follows:

Stow the troop seats in the rolled position by performing

steps 1 through 9 in reverse order as set forth in figure

a. Combat equipped soldiers - 240 pounds per indi-

6-4-4. Stow troop seats in the folded position by revers-

vidual.

ing the procedures in steps 7, 6, 4, and 1 of figure 6-4-4.

b. Combat equipped paratroopers - 260 pounds

per individual.

6-4-7. Troop Loading.

c. Litter patient (including litter, splints, etc.) - 200

6-4-8. The loading and unloading of troops will normally

pounds per individual.

be accomplished through the lowered aft cargo door and

ramp. The most orderly and efficient troop loading proce-

d. Medical attendants - 200 pounds per individual.

dure is for the troops to occupy from the front to the rear.

e. Crew and passengers with no equipment - Com-

In unloading, the troops will leave the helicopter progres-

pute weight according to each individual’s estimate.

sively from the rear to the front. If the troops to be loaded

are carrying full field equipment, it is recommended that

Refer to figure 6-4-1 or 6-4-2 for personnel or litter

the seat-back rests be folded to avoid entanglement with

patient moment data. The chart (fig. 6-4-1) provides pre-

the equipment and damage to the seat-back rests.

computed moments for each troop seat position.

6-4-9. Troop Commander’s Jump Seat.

6-4-3. Seating Arrangement.

A collapsible fold-away seat is located in the cockpit en-

Seating arrangement for 33 fully equipped ground troops

trance for the use of the troop commander. The seat is

is provided by ten 3-man seats and three 1-man seats

made of nylon on a tubular aluminum frame.

(fig. 6-4-3). A row of five 3-man seats is installed along

each side of the cargo compartment. One-man seats are

6-4-10. Litter Arrangement.

installed at the forward and aft ends of the left-hand row

of seats and one at the end of the right-hand row of seats.

There are provisions for 24 litters, three tiers, four high,

along each cargo compartment wall normally occupied

6-4-4. Troop Seats.

by troop seats (fig. 6-4-3). The two 1-man seats in the aft

section of the cargo compartment may remain in place to

These seats are made of nylon on tubular aluminum

serve as seats for medical attendants. If needed, the

frames and are joined together for greater rigidity and

comfort. The seats are joined by means of slide bolt

1-man seat in the forward section of the cargo compart-

fasteners in the front seat tubes, zipper fasteners on the

ment may also remain. It is not necessary to remove the

underside of the seat fabric, and snap fasteners along

troop seats to install the litters.

6-4-1

TM 1-1520-240-10

6-4-11. Litter Support Brackets.

is installed. This prevents accidental dislocation of the

pole. The retainer is released for litter pole removal by

Refer to figure 6-4-5 for litter installation. Four litter sup-

pulling the grommet which protrudes from the front of the

port brackets are permanently attached to each litter pole

pole. When not in use, the litter poles may be stowed at

and each litter strap. The brackets are spaced 18 inches

station 120.

apart. A locking device in each bracket secures the litter

handles in place. The locking device consists of a handle

Twelve litter straps are used with the litter poles to sup-

clip, a slotted locking bar, and a locking handle. The

port the litters. The straps can be adjusted upward or

locking handle is hinged to the lower jaw of the bracket.

downward by slide adjusters near the upper and lower

The slotted locking bar is hinged, cam fashion, to the

ends of the straps. All of the straps are fitted at the top

locking handle. The handle clip is hinged to the upper jaw

with slipover hooks which are fastened to brackets in the

of the bracket and has a hook end which is engaged in

strap stowage recesses. The lower end of each strap has

one of the slots in the locking bar. When the locking

a fitting for attaching the strap to a tiedown stud on the

handle is moved down, it forces the locking bar up and

floor. The straps are stowed in the overhead recesses

releases tension on the handle clip. When the locking

directly over the floor studs to which the straps will be

handle is moved up, it pulls the locking bar down and

attached. The stowage recesses are covered with can-

forces the handle clip to a positive grip on the litter han-

vas flaps which are zipped along two sides.

dle.

6-4-13. Litter Loading.

6-4-12. Litter Poles and Straps.

Twelve litter poles are provided for use in adapting the

The loading of litters will be accomplished through the

helicopter for medical evacuation. An attachment fitted to

lowered aft cargo door and ramp. The forward litter tiers

the bottom of each pole has two indentations, on oppos-

should be loaded first, top to bottom, then progressively

ing sides, which fit between two studs located in a floor

rearward. Litter patients requiring in-flight medical care

channel. The upper rear side of the pole contains two

should be positioned to enable access to injuries requir-

keyhole slots by which the pole is anchored to studs on

ing attention. If the helicopter is to be loaded with a com-

the seatback support tubes. A metal spring retainer in-

bination of troops and litter patients, the litter patients

side the pole locks under one of the studs when the pole

should be positioned to the rear of the troops.

6-4-2

TM 1-1520-240-10

6-4-14. Combination Seat and Litter Arrangement.

right side of the cargo compartment at station 160. When

the static line anchor is installed, the cable is attached to

Combined troop and litter patient loads can be trans-

the structure between stations 120 and 592. A static line

ported by arranging seats and litters as required. Table

6-4-1 gives the various combinations of seats and litters

retriever is provided with the static line anchor cable. The

which can be used.

retriever is used in conjunction with the winch and is

provided to haul in the static lines at the end of the jump-

6-4-15. Static Line Anchor Cable.

ing exercise or to retrieve a hung up paratrooper in an

A static line anchor cable is provided. The cable is nor-

emergency. Refer to Chapter 4 for the procedures on

mally stowed in a container (fig. 6-6-10) located on the

using the static line retriever.

Table 6-4-1. Seat and Litter Arrangement Data

PERSONNEL

LITTER TIERS

SEATS

LITTERS

(4-MAN)

(1-MAN)

(3-MAN)

6-4-11/(6-4-12 blank)

TM 1-1520-240-10

SECTION V. MISSION EQUIPMENT

6-5-1. Mission Equipment.

system weight and balance data is provided in table

6-5-2.

CH-47D mission equipment includes the M-24 arma-

6-5-2. EAPS System Weight and Balance.

ment subsystem, the M-41 armament subsystem,either

Table 6-5-1 provides planning data for changes to the

the M-130 flare dispenser system, AN/ALE-47 Counter-

weight and balance with EAPS module/intake screen

Measures Dispenser System (MDS), AN/ALQ-156 mis-

removal/installation.

sile detector system, the cargo handling systems, the

cargo hooks and the static line retriever. The cargo han-

dling systems, (except HICHS) the cargo hooks, and the

Table 6-5-1 EAPS Module/Engine Screen Weight

static line retriever are included in the basic weight of the

and Balance

helicopter or are listed on the chart C for the particular

helicopter. Figure 6-5-1 lists the weight and the mo-

Item

Weight

Arm

Moment

ment/1,000 for the M-24 armament subsystem, the

M-130 flare dispenser systems and the AN/ALE-47

EAPS Module

266

458

121,828

CMDS. If spare ammunition containers are carried on a

Fine Mesh Engine

100

462

46,200

particular mission, compute the moment/1,000 for each

Screens

spare container from the cargo moments chart. Figure

Standard Mesh En-

462

40,656

6-6-5 provides the weight and moments charts for inter-

gine Screens

nal cargo, figure 6-6-6 charts for external cargo. HICHS

Table 6-5-2. Internal Cargo Handling System Weight and Balance

SECTION

WEIGHT (LB)

ARM

MOM/1000

Cabin Section

647

323

208.91

Ramp Section

141

335

75.435

Ramp Extension

554

28.254

Ramp Extension Supports

527

13.702

(Stowed)

Ramp Support (Stowed)

550

7.150

System Totals

878

333.5

System Center of Gravity

[379.9]

Table 6-5-3. Engine Air Particle Separator System Weight and Balance

REMOVED

WEIGHT

ARM

MOM/1000

EAPS Filters

-266

458

121.828

INSTALLED

WEIGHT

ARM

MOM

Fine Mesh Screens

+100

462

46,200

Standards Screens

+100

462

40,656

6-5-1

TM 1-1520-240-10

SECTION VI. CARGO LOADING

6-6-1. General.

6-6-5. Lower Rescue Door.

This section contains information and instructions for

When closed, the lower rescue door forms a part of the

loading and securing cargo in the helicopter. t lists and

fuselage bottom. It is accessible through the utility hatch

describes the items of equipment incidental to these op-

door. The lower rescue door is secured by four latches

erations, instructions for their use, and illustrations where

centered around the door perimeter. These latches are

necessary or desirable. It is not the intent of this section

connected by linkage to an actuator labeled OPEN and

to teach principles of cargo loading. It is the purpose of

CLOSED. A handcrank, stowed in spring metal clips on

this section to provide detailed information on cargo load-

the left side of the fuselage, is used to unlatch the door

ing with regard to this helicopter.

and turn the gears. A drive shaft, which is turned by the

gears, moves the door actuator links. The door opens

downward and aft underneath the fuselage where it re-

6-6-2. Cargo Compartment.

mains during operation.

The cargo compartment (fig. 6-6-1) is 366 inches long, 90

inches wide, and 78 inches high. These dimensions are

uniform through out the cargo compartment, unless the

CAUTION

aircraft is configured with HICHS (fig. 6-6-1). The lower

rescue door is opened for rescue operations, aerial load-

Although tightening of the tiedown straps

ing, and external cargo transport operations. A hydrauli-

may be necessary to reduce internal load

cally operated door and ramp provide a means for quick

vibrations, excessive tightening of tie-

and efficient straight-in loading and unloading.

downs attached to the outboard row of tie-

down fittings will limit the effectiveness of

NOTE

the isolated cargo floor.

Figure 6-6-2 shows the maximum cube size

6-6-6. Cargo Compartment Floor.

which can be taken into the helicopter through

either the main cabin entrance, utility hatch,

The floor is made of extruded panels, riveted together in

or cargo loading ramp.

sections. Raised extruded ridges, running the entire

length of the floor, provided surfaces on which cargo is

6-6-3. Main Cabin Entrance.

moved. The flooring in the cargo compartment contains

sections on either side of the centerline which are

The main entrance door is located on the right side of the

strengthened to serve as vehicle treadways. The flooring

cargo compartment at the forward end and measures 66

from station 200 to 400 and from buttline 44 left to 44

inches in height by 36 inches in width. The door is com-

right, rests on rubber vibration isolators which reduce

posed of two sections: the upper section rolls inward and

overall internal load vibrations. Tiedown fittings (fig.

upward to a rest position overhead; the lower section

6-6-3) for securing cargo are installed in the floor. There

opens outward and downward and serves as a step in the

are also studs for attaching troop seats, litter supports,

lowered position.

and the base plate for the maintenance crane. The floor-

ing is covered with a walkway compound which provides

6-6-4. Utility Hatch Door.

a non-skid surface for personnel and for vehicles. In

The utility hatch door is in the center of the cargo

construction, the ramp floor is identical with the cargo

compartment floor between stations 320 and 360. the

floor.

door is hinged along its entire forward edge. It opens

upward and forward to expose the lower rescue door and

NOTE

the cargo hook. The door is unlatched by pressing the

Whenever possible, place all wheeled ve-

knob labeled PUSH, and is latched by pressing the un-

hicles entirely on the treadways between sta-

marked knob.

tions 200 and 400.

NOTE

6-6-7. Strength Areas.

When opening or closing the lower rescue

The weight which the cargo compartment floor (fig.

door, be certain that the cargo hook is proper-

6-6-4) can support varies. These variations are largely

ly stowed and supported by the restraining

due to difference in strength of supporting frames and

straps. In addition, close the rescue door, us-

fuselage construction, not because of varying floor

ing the actuator only to the point where the

strength. To gain the maximum benefit from the cargo

latch can engage; the latches will then lift the

compartment floor, the following definitions and weight

door and compress the door seal.

limitations must be observed.

6-6-1

TM 1-1520-240-10

Figure 6-6-2. Maximum Package Size (Sheet 1 of 3)

6-6-10. Concentrated Loads.

loads is determined by totaling the adjacent

loads and dividing by 1,000.

Concentrated loads are those loads wherein the total

weight of the item is supported by a contact area that is

6-6-12. Load limits.

small compared to the size and weight of the load.

Vehicles exceeding the limitations may be loaded with

the use of shoring, provided that the vehicle weights

6-6-11. Concentrated Load Limits.

remain within the operating weight limits of the helicopter.

Concentrated loads can be loaded on the treadways and

In cases where the wheels of a vehicle cannot rest on

on the walkway. The treadways aft of station 160 and

both treadways because of a narrow wheel tread, shor-

ramp extensions are stressed for a total wheel load of

ing must be used to spread the load over the treadways.

2,500 pounds. The treadways forward of station1 60 and

General cargo must not exceed floor pressure of 300 psf.

the walkway can be loaded to a total wheel load of 1,000

An easy way to determine floor pressure of various loads

pounds. Concentrated loads are not to exceed 75 psi for

is to divide the weight of the load by the contact area (in

pneumatic tires or 50 psi for block or roller type wheels.

square inches or square feet).

NOTE

The above floor loading limitations apply to

Load on pallets supported by the longitudinal

the static weight of the item prior to applying

beams or skids resting on the floor can result

any restraint devises.

in concentrated loads at points where the

beam/skid rests on or crosses floor formers.

The concentrated load can be determined by

NOTE

dividing the weight of the item by the number

The minimum distance, in feet, between the

of floor former/skid intersection points or by

centers of any two adjacent concentrated

the number of locations where the skid rests

6-6-4

TM 1-1520-240-10

on the floor formers. The floor limits are the

6-6-13. Compartment Identification.

same as the concentrated load limits in the

The cargo compartment is divided, for weight and bal-

treadway and center section of the floor, that

ance purposes, into three compartments designated

is 2,500 pounds and 1,000 pounds.

C,D, and E, running fore and aft. (fig. 6-6-1). When the

cargo ramp is used as an extension of the cargo compart-

ment, it is designated as F for weight and balance purpo-

ses. These compartment designations and their limiting

fuselage stations are stenciled on the cargo compart-

ment walls.

Figure 6-6-2. Maximum Package Size (Sheet 2 of 3)

floor. All the fittings are D-ring types. There are 87

5,000-pound-capacity tiedown rings (83 in the fuselage

6-6-14. Compartment Capacities.

floor and 4 in the ramp floor) and eight 10,000-pound-ca-

pacity tiedown fittings. The fittings are normally used with

Based on a maximum distributed floor loading of 300 psf,

tiedown devices which will not exceed the limits of the

the compartment capacities can be obtained by multiply-

fitting.

ing the floor loading by the floor area of the individual

compartment; however, this weight may exceed present

6-6-16. Five Thousand-Pound Capacity Tiedown Fit-

limitations. Figure 6-6-4 lists the maximum capacity of

tings.

each compartment. In addition to the limitations in figure

The 83 5,000-pound-capacity tiedown fittings in the car-

6-6-4, compartment loads will be limited by those limita-

go compartment floor are equally spaced in five rows

tions set forth in Chapter 5.

spaced 20 inches apart longitudinally. The four in the

ramp are in a rectangular pattern. Each 5,000-pound-ca-

6-6-15. Tiedown Fittings.

pacity fitting swivels freely and is capable of resisting a

Tiedown fittings (fig. 6-6-3) for securing cargo are

single maximum load of 5,000 pounds exerted along any

installed on the cargo compartment floor and on the ramp

radius of a hemisphere, the flat side of which is the sur-

6-6-5

TM 1-1520-240-10

face of the floor. The fittings are hinged so that they can

ity fittings, spaced at intervals of 80 inches from station

be seated in floor recesses when not in use.

240 to station 480. These fittings are not always used and

they might be in the way when installed, therefor install

only when necessary. When they are to be used, the

fittings are screwed into threaded receptacles, at the

fitting locations. When the fittings are not being used,

WARNING

threaded plugs are screwed into the receptacles to pro-

tect the thread in the receptacles.

The 10,000-pound-capacity tiedown fit-

tings must be screwed into the threaded

6-6-18. Cargo Loading Aids.

receptacles to full depth to achieve their

rated capacity.

The helicopter has a number of features to facilitate load-

ing of cargo. Some of these features are parts of systems

6-6-17. Ten Thousand-Pound-Capacity Tiedown Fit-

and are permanently installed; others are equipment

tings.

which is stowed in the helicopter. The following para-

There are eight 10,000-pound-capacity tiedown fittings

graphs contain descriptions of items classed as loading

on the cargo compartment floor. Four fittings are inter-

aids. Specific instructions for some of these items may be

posed along both outboard rows of 5,000-pound-capac-

found in other parts of this manual and are referenced.

6-6-6

TM 1-1520-240-10

Figure 6-6-2. Maximum Package Size (Sheet 3 of 3)

6-6-19. Cargo Loading Ramp.

of the ramp (fig. 6-6-7). When the ramp is lowered, these

auxiliary ramps are unfolded to provide flush contact be-

The ramp provides a means of quickly loading and un-

tween the ramp and the ground. The auxiliary loading

loading troops and cargo. It can also be used to support

ramps can be positioned to accommodate various vehi-

portions of a cargo load which exceeds the longitudinal

cle tread widths or butted together to facilitate winching

dimensions of the cargo floor. When used for additional

of bulk cargo. When not in use, the auxiliary ramps are

cargo space, the ramp must be positioned so that the

stowed in an inverted position on the floor of the ramp or

ramp floor is level with the cargo floor. In this situation, the

removed. One of the auxiliary loading ramps when at-

weight of the cargo item resting on the ramp must not

tached to the ramp can also be used as a work platform.

exceed 3,000 pounds or 300 psf.

A collapsible support attached to the ramp bottom allows

6-6-20. Auxiliary Loading Ramps.

the ramp to be positioned at any convenient height when

Three auxiliary loading ramps are hinged to the aft end

used as a work platform.

6-6-7

TM 1-1520-240-10

6-6-21. Winch.

78-inch overhead clearance, (if HICHS is not installed),

of the cargo compartment. A continuous hinge runs the

Refer to Chapter 4, Section III.

entire width of the aft upper edge of the ramp and holds

the three auxiliary loading ramps. The auxiliary ramps

6-6-22. Cargo Door and Ramp.

unfold to bridge the gap between the ramp and the

ground for vehicle loading and unloading. they can be

The cargo door and ramp has an upper section, or cargo

adjusted laterally to accommodate various vehicle

door, and lower section, or ramp. The door retracts into

thread widths. Hydraulic power to operate the ramp is

the ramp when the ramp is being lowered and extends

supplied through the utility hydraulic system.

when the ramp is being raised. Retraction or extension

of the door can be isolated through the ramp sequence

valve so the ramp can be raised or lowered with the door

6-6-23. RAMP CONTROL Valve.

retracted into the ramp or extended. The door is an inte-

gral part of the ramp and only provides closure; therefore,

Lowering and raising the ramp is controlled by a RAMP

references made to the ramp will be understood to in-

CONTROL valve on the right side of the aft cargo

clude the door and its related movements. The cargo

compartment between the floor and the overhead at sta

door is jettisonable to provide an emergency exit. The

490 (fig. 6-6-8). The RAMP CONTROL valve is operated

cargo door and ramp is located at the aft end of the cargo

either electrically or manually. Electrical operation is per-

compartment and is used for troop and cargo loading and

formed by setting the RAMP PWR switch to EMERG, and

unloading. In closed position, it conforms to the side con-

using the RAMP EMER control switch on the cockpit

tours of the fuselage (fig. 6-6-7). Internal locks in the

overhead HYD control panel (Chapter 2, Section VI).

ramp actuating cylinders prevent accidental opening and

Manual operation is accomplished by setting the RAMP

constitute the only locking mechanism for keeping the

PWR switch to ON, and using a three-position lever

ramp closed. The ramp is hinged to the fuselage and

mounted on the RAMP CONTROL valve. the lever posi-

opens rearward and downward to rest on the ground.

tions are labeled UP, STOP, and DN (down). The control

When lowered to ground rest, the ramp inclines down-

lever can be reached from the outside through a hinged

ward approximately 6.75_ and maintains a uniform

panel on the aft fuselage.

Figure 6-6-7. Cargo Door and Ramp

6-6-14

TM 1-1520-240-10

d. Cargo compartment - Clean.

CAUTION

e. Tiedown devises - Check, for type and quanti-

ty.

Do not press the sequence valve plunger

unless the ramp is down.

10,000 lb tiedown fittings - Install as required.

g. Loading aids - Check, for condition and opera-

6-6-24. Ramp Control Sequence Valve.

tion.

A mechanically operated sequence valve controls the

h. Weight and balance data - Check.

sequence of the cargo door and ramp operation (fig.

Emergency equipment - Check.

6-6-9). The valve is below the ramp control valve at the

Emergency exits - Inspect.

ramp hinge line. A plunger on the top of the valve is

Cargo load - Inspect.

manually pressed to hold the cargo door at full open

during ramp operation. The plunger can be locked in the

6-6-28. Ramp Operation.

depressed position by rotating a retainer pin which ex-

tends from the side of the valve.

6-6-29. Normal Operation.

6-6-25. Pressure Actuated VAlve.

WARNING

Ramp operation is stopped during cargo door operation

by a hydraulic pressure actuated valve. The valve is

locked near the ramp control valve (fig. 6-6-8). A plunger

When the RAMP PWR switch is OFF, be

provides manual override of the valve if it sticks.

sure the RAMP CONTROL VALVE remains

at STOP. If the RAMP CONTROL VALVE is

6-6-26. Accumulator Gage.

moved to UP or DN, the ramp may free fall.

A gage at station 534, right side indicates APU accumu-

1. Lower the ramp as follows:

lator pressure in psi (fig. 6-6-8). A pressure reading on

a. RAMP PWR switch - ON.

the accumulator gage in excess of 2,500 psi is sufficient

for operating the ramp.

NOTE

6-6-27. Equipment Loading and Unloading.

Perform step b. and c. only if the ramp is low-

ered with accumulator pressure.

The following procedures should be observed in prepar-

b. APU accumulator gage - Check 2,500

ing the helicopter for cargo transport mission:

psi or more. If pressure reading is below

a. Doors - Open.

2,500 psi, operate the hand pump to

build up pressure.

b. Parking brake - ON.

c. Troop seats - Stow.

c. EMERG UTIL PRESS valve - Open.

Figure 6-6-9. Sequence Valve Operation

6-6-16

TM 1-1520-240-10

d. Ramp control lever - DN, allowing

NOTE

ramp to lower to a position of ground

Momentary selection of the RAMP EMERG

rest, then STOP. If the ramp is to be

control switch to the DN position will result in

adjusted to a level other than ground

approximately 5 seconds of the ramp and car-

rest, or fully closed, with the cargo door

go door opening operation sequence. The

in the retracted position, perform the

opening sequence of the ramp can be halted

following:

during the 5 second cycle by momentarily

(1) Sequence valve plunger - Press

placing the RAMP EMER control switch to the

and hold.

UP position. Continuous lowering of the ramp

(longer than 5 seconds) can be achieved by

(2) Sequence valve plunger retainer

holding the RAMP EMER switch in the DN

pin - Rotate to the horizontal posi-

position until the desired ramp position is at-

tion to lock the plunger in.

tained

2. Raise the ramp as follows:

b. RAMP EMERG control switch - DN mo-

mentarily then back to HOLD. The ramp

a. Sequence valve plunger - Check, re-

downward cycle can be halted by mo-

leased if ramp and cargo door are to be

mentarily setting the RAMP EMER con-

closed.

trol switch to UP.

NOTE

c. Repeat step b. if necessary, until desired

Perform step b. only if accumulator pressure

ramp position is achieved, or hold the

is used to raise the ramp.

switch in the DN position until the ramp

reaches the desired portion.

b. EMERG UTIL PRESS valve - Open.

2. Close the ramp as follows:

c. Ramp control valve lever - UP, allow-

a. RAMP PWR Switch - EMERG.

ing ramp to close. If accumulator pres-

sure is not sufficient to raise the ramp,

b. RAMP EMER control switch - UP until

operate the hand pump.

door is closed, then back to HOLD.

d. Ramp control lever - STOP.

6-6-32. Manual Operation - Cargo Door.

6-6-30. In Flight Operation.

CAUTION

The ramp must be at or above floor level

during takeoffs and landings.

Do not attempt to manually operate the

cargo door when the utility hydraulic sys-

CAUTION

tem is pressurized. Motor damage can re-

sult.

Do not attempt to manually operate the

The ramp can be operated up to Vne. At speeds up to 60

cargo door when the utility hydraulic sys-

knots, the ramp will open normally. At speeds above 60

tem is pressurized. Motor damage can re-

knots. air pressure from within the cargo compartment is

sult.

required. To get this pressure, the vent blower can be

Should the need arise to retract or extend the cargo door

turned on or the upper section of the cabin door can be

section of the ramp manually, insert the handcrank as shown

opened.

in figure 6-6-11. Crank clockwise to retract. Crank counter

clockwise to extend.

6-6-31. Ramp Emergency Control.

6-6-33. Preparation of General Cargo.

Before loading cargo, it is advisable to inspect items of cargo

WARNING

with regard to dimensions, weight, contact pressure, center

The RAMP EMER control switch is in-

of gravity, and hazards. This data will be helpful in determin-

tended for emergency use only during

ing the placement of the load in the helicopter and in com-

smoke and fume elimination procedures.

puting weight and balance. Refer to TM 10-450-2.

Inadvertent operation of the cargo ramp

and cargo door from the cockpit may re-

6-6-34. Cargo Dimensions.

sult in injury to personnel or damage to

Any item of cargo which appears to have critical dimensions

equipment.

for loading into the helicopter should be measured and

1. Open the ramp as follows:

checked against door and compartment dimension limita-

a. RAMP PWR switch - EMERG.

tions.

6-6-17

TM 1-1520-240-10

6-6-35. Cargo Weight.

6-6-38. Hazardous Cargo.

Package weight of individual items of cargo should be legibly

Items of cargo possessing dangerous physical proper-

stenciled on an exterior surface. If not provided, the weight

ties, such as explosives, acids, flammables. etc., must be

must be determined in order to plan cargo placement, to

handled with extreme caution and in accordance with

calculate contact pressure, and too compute helicopter

established regulations and TM 38-250.

weight and balance. The same rule applies to palletized

6-6-39. General Instructions for Loading, Securing,

cargo and vehicle loads.

and Unloading Cargo.

6-6-36. Cargo Center of Gravity.

There are three prime factors to be considered in proper-

ly loading the helicopter. These factors are weight, bal-

The center of gravity (C.G.) of each item of cargo must be

ance, and restraint. The weight of the cargo to be loaded

determined in order to compute weight and balance by the

must remain within safe operating limits, and the cargo

station method. As a rule, those items of cargo crated for

transport will be marked with a C.G. If the C. G. is not

must be restrained from shifting during takeoff, flight, and

landing. Refer to TM 10-450-10 to determine or compute

marked, it can be determined by methods provided in TM

loading, shoring and restraint criteria.

10-450-10.

6-6-40. Weight and Balance.

6-6-37. Vehicle Load.

Refer to TM 55-1500-342-23 and figure 6-7-1 to compute

The same general rules that are observed in cargo loading

helicopter GW/CG and complete Form F.

apply to vehicle loading. In addition, the fuel tank caps,

radiator caps and battery filler caps should be checked and

6-6-41. Restraint.

secured. Fuel tanks should be checked to see that they are

not filled above three-quarters capacity. Air trapped in a fuel

Items of cargo within the helicopter are subject to the

tank will expand at altitude and force fuel out through the filler

same forces which affect the helicopter in flight. These

neck, creating a fire hazard. If fuel tanks are filled to capacity,

forces will cause the cargo to shift unless the cargo is

some fuel must be drained off before the vehicle is loaded.

restrained. To maintain helicopter balance and prevent

Also, check tire pressures and if necessary, deflate tires to

injury to personnel, cargo must be restrained from shift-

prescribed limits.

ing.

6-6-18

TM 1-1520-240-10

three compartments, the weight of the item should be

proportionately distributed in each compartment. The

C.G. of the cargo load is computed as follows:

a. Record the weight of cargo in each compart-

ment.

b. Calculate the compartment moment by multiply-

ing the total weight in each compartment by the station

number of the compartment centroid.

c. Add the compartment moments.

d. Add the weight in all compartments.

e. Divide the sums of the cargo moments by the total

weight of the cargo. The result is the arm or the C.G.

location of the load.

6-6-44. Station Loading.

Loading by stations provides a more precise method of

computing the C.G. of a load and should be used when-

ever possible (fig. 6-6-13). To use this method, it is nec-

essary to know the C.G. of each item of cargo. If the C.G.

of an item is not marked, it can be determined by the

procedure given in TM 10-450-2. Station loading re-

quires that the C.G. of each item placed on the helicopter

coincides with a fuselage station number. The C.G. of the

Figure 6-6-11. Cargo Door Cranking

load is calculated as follows:

6-6-42. Load Planning.

a. Record the weight and station number of each

Before loading cargo, the placement of individual items

item of cargo.

of cargo in the helicopter should be planned and then

b. Calculate the moment of each item by multiplying

checked to determine if the planned arrangement falls

the weight of the item by the station number of its C.G.

within the C.G. limits. there are three basic steps involved

in load planning. The first step is to decide which method

c. Add the moment of each item to obtain the total

will be used to compute C.G. of the load. If the compart-

load weight.

ment method is to be used, each item of cargo must be

d. Add the weights of each item to obtain the total

assigned a location in one of the three compartments. If

load weight

the station method is to be used, specific station loca-

tions must be assigned to each item of cargo. The sec-

e. Divide the total load moment by the total load

ond step is to compute the C.G. of the load. If the load

weight to obtain the arm or the C.G. location of the load.

consists of a number of items of cargo, the compartment

method should be used. If the load consists of only a few

6-6-45. Vehicle Loading.

bulky items, the station method should be used. The third

step is to check if the C.G. falls within the allowable limits.

The same procedures observed in cargo loading apply

If it does, the cargo can be loaded; if not, the location of

to vehicle loading.

individual items should be rearranged until an acceptable

loading plan is obtained.

6-6-46. Shoring.

Shoring is used to protect the cargo floor and to distribute

6-6-43. Compartment Loading.

load pressure over a greater area of the floor. Shoring

Loading by compartments provides a rapid means of

can often make the difference between being able to

computing the C.G. of a load and can be used whenever

carry a given load and not being able to; however, it is

the cargo load consists of a number of items. The heli-

important not to exaggerate the effectiveness of shoring.

copter cargo compartment is divided into three compart-

Some vehicles have a tread width too narrow to allow the

ments (fig. 6-6-12). The centroid, or center of balance, of

wheels to rest on the treadways. In this case, shoring

each compartment is located at station 181, 303, and

must be used to reduce the contact pressure on the

425, respectively. When using the compartment method,

walkway to an allowable figure. In general, shoring is

it is assumed that the weight of all the cargo in the

required for all wheeled platforms and dollies and for any

compartment is concentrated at the centroid of the

item of cargo whose contact pressure exceeds the floor

compartment. If an item of cargo extends into two or

limitations.

6-6-20

TM 1-1520-240-10

6-6-47. Securing Cargo.

required to keep the cargo from moving in any direction

is called the restraint criterion and is expressed in units

The helicopter is subjected to forces which result from air

of the force of gravity, or g’s. In each case, the maximum

turbulence, acceleration, rough or crash landings, and

force exerted by the item of cargo to be restrained would

aerial maneuvers. These same forces act upon the cargo

be its normal weight times the number of g’s of the re-

in the helicopter and tend to shift the cargo unless it is

straint criteria. In order to safely carry cargo, the amount

firmly secure. Forward motion of the helicopter is the

most rapid movement that will be encountered and is the

of restraint applied should equal or exceed the maximum

strongest force that is likely to act on the cargo if the

amount of restraint required. Restraint is referred to by

helicopter is suddenly slowed or stopped in a crash lan-

the direction in which it keeps the cargo from moving.

ding. Other forces tending to shift the cargo aft, laterally,

Forward restraint keeps the cargo from moving forward,

or vertically will be less severe. The amount of restraint

aft restraint keeps the cargo from moving aft, and so on.

6-6-21

TM 1-1520-240-10

6-6-57. Warehouse Pallets.

CAUTION

Refer to table 6-4-2 to select the proper configuration for

system components during loading. Up to 10 warehouse

Excessive tightening of the tiedown

pallets can be loaded into the helicopter provided that the

straps attached to the outboard row of tie-

weight and C.G. requirements are within the limits speci-

down fittings will limit the effectiveness of

fied as follows. The 40- inch side should be positioned

the isolated floor.

across the handling system so that the 48-inch side is on

the outboard rail. Pallets may be winched or manually

6-6-52. Vehicle Tiedown.

loaded. During loading, the pallet should be fork lifted

onto the ramp extension and balanced onto the ramp

Because of the numerous points of attachment available,

rollers. On the ramp, it should be pushed on board.

vehicles are the items of cargo easiest to tie down. An

MB-1 chain devise should be used to restrain vehicle

NOTE

loads. These devises should be fastened to the

10,000-pound tiedown fittings whenever possible.

All cargo must be properly restrained to en-

sure safe operation of the helicopter and safe-

ty of personnel. Loads must be restrained in

6-6-53. Bulk Cargo Tiedown.

accordance with procedures and guidelines

Typical methods of restraining large crates are shown in

in TM 10-450-2, Helicopter Internal Loads.

TM 55-450-2. If the crate is very heavy, an MB-1 tiedown

Individual warehouse pallets may weigh up to 3,700 lbs.

devise should be used to provide forward restraint and

However, to maintain floor isolation, the sum of the

should be fastened to the 10,000-pound tiedown fittings.

weights of longitudinally adjacent pallets must not ex-

ceed 4,300 lbs. For example, pallets weighing 2,100 lbs

6-6-54. General Cargo Tiedown.

or less may be loaded without discrimination; a mix of

pallets weighing, for example, 3,000 lbs and 1,200 lbs,

General cargo tiedown methods are shown in TM

would require alternate loading of a 3,000 lb pallet and a

55-450-2.

1,200 lb pallet. If the load consists entirely of pallets

weighing in excess of 2,150 lbs, the pallets must be

6-6-55. 463 L Pallet/Extended Range Fuel System

spaced longitudinally such that the distance, in inches,

(ERFS).

between the forward edge of one pallet and the forward

edge of one pallet and the forward edge of the subse-

The restraint criteria of a 463L pallet/ERFS loaded to

quent pallet will not be less than W/45.2 when W is the

7,500 pounds is as follows.

average pallet load in pounds. For example, load of pal-

Direction

Load Factor

lets weighing 3,000 lbs each would need to be spaced

3000/45.2 = 66 inches center-to center apart. Pallets that

Forward

6g plus 1.5g down

are spaced longitudinally will require tiedowns for longi-

Aft

3g plus 1.5g down

tudinal, lateral, and vertical forces. In this situation there

is no requirement to use the barrier systems.

Lateral

2.25g plus 1.5g down

6-6-58. Wheeled Vehicles.

Down

Refer to table 6-4-2 to select the proper configuration for

system components during loading. Winch or manually

NOTE

load the vehicles into the helicopter.

The HICHS can yield locally under the above

6-6-59. Personnel.

loads, but ultimate failure cannot occur; that

The Internal Cargo Handling System (HICHS), is com-

is the cargo (e.g., pallet, ERFS) cannot be-

patible for personnel only or for both cargo and person-

come a flying object when the above loads are

nel. If both are loaded, the cargo should be forward of the

applied. The above ultimate load factors shall

personnel for safety.

be applied to the entire HICHS. All other cargo

will be restrained to the normal restraint crite-

6-6-60. Miscellaneous Cargo.

ria as stated in this chapter.

Place on a pallet or skid as desired. If a 6/E (463L) pallet

6-6-56. Loading Sequence.

is used, secure the pallet with the locks or retractable

flanges. Straps or chains may be used as required.

Refer to table 6-4-2 to select the proper configuration for

system components during loading. Up to three pallets

6-6-61. Mixed Cargo.

may be winched or manually loaded on the system.

Loading clearances are shown in figures 6-6-14, 6-6-15,

Any of the previous cargos may be mixed as desired. The

and 6-6-16.

only limitation is space.

6-6-24

OPERATOR’S MANUAL FOR ARMY CH-47D HELICOPTER (EIC: RCD, 2003) - page 7