MIL-STD-1791C(1)
MIL-STD-1791C(1)
MIL-STD-1791C
W/Change 1
29 December 2017
SUPERSEDING
MIL-STD-1791C
23 October 2017
DEPARTMENT OF DEFENSE
INTERFACE STANDARD
FOREWORD
1. This standard is approved for use by all Departments and Agencies of the Department of
Defense.
2. This standard establishes general design and performance requirements that items have to
comply with in order to be safely transported onboard USAF fixed wing cargo aircraft. The
standard covers the USAF prime mission cargo aircraft (e.g., C-130E/H/J, C-130J-30, C-17, and
C-5), cargo carrying systems of the tanker fleet (KC-10 and KC-135) as well as the cargo aircraft
in the long-range, international segment of the Civil Reserve Air Fleet (CRAF) (e.g., B747, DC-
10, and B767). The structural and dimensional criteria for other cargo aircraft are documented in
specific manuals for each aircraft.
3. The definition of an air transportability problem item and what does or does not need to be
certified for air transport is provided in 1.3.
4. General and detailed requirements with associated verification criteria are found in sections 4
and 5. Section 6 provides guidance for applying the requirements.
5. For Personnel-Occupied cargo, such as personnel modules and seat pallets, many interface
requirements are contained in this document. Due to safety of personnel, the approval authority
rests within the individual aircraft offices and the USAF Airworthiness Authority (see A.8.4).
6. For patient care equipment, such as litters and instruments, Safe-to-Fly requirements can be
obtained from Headquarters Air Mobility Command’s Medical Modernization Division (HQ
AMC/SGR), Scott AFB, IL and Aeromedical Systems Branch’s (AFLCMC/WNUP) Aeromedical
Test Laboratory (ATL), Wright-Patterson AFB, OH. This document can provide many of the
aircraft interface requirements.
7. This document can be used for guidance when personnel module and patient care equipment
are interfaced with aircraft cargo systems.
8. Appendix A explains how the requirements may apply to four common types of cargo and how
those types of cargo are air transported. It also includes lessons learned and describes
operations common to the standard mission: load planning, loading, restraining cargo, flight,
jettison, and combat offloading. Appendix A also gives an overview of the 463L air cargo system.
Appendix B provides detailed data on specific aircraft limits to supplement the requirements stated
in sections 4 and 5. Data on military aircraft can also be found in that aircraft's Technical Order
(T.O.) 1C-XXX-9 cargo loading manual. NOTE: Information on CRAF aircraft are not shown in
this document but can be obtained by contacting the Air Transportability Test Loading Activity
(ATTLA).
9. Comments, suggestions, or questions on this document should be addressed to
AFLCMC/EZFC (ATTN: ATTLA), Building 28, 2145 Monahan Way, Wright-Patterson Air Force
Base OH, 45433-7017 or emailed to [email protected]. Since contact
information can change, you may want to verify the currency of this address information using the
ASSIST online database at https://assist.dla.mil.
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PARAGRAPH MODIFICATION
1.3 Added
1.3.1 Added
1.3.2 Added
2.3 Added
3 Added
4.3.8.1 Added
4.3.8.2 Added
4.3.8.3 Added
5.3.1.2 Added
5.3.2.1 Added
5.3.2.2 Added
5.3.2.3 Added
5.3.2.4 Added
5.3.2.5 Added
5.3.2.6 Added
5.3.2.7 Added
5.3.2.8 Added
5.3.2.9 Added
5.3.2.10 Added
5.3.2.11 Added
5.3.2.12 Added
5.3.2.14 Added
5.3.2.15 Added
5.3.3.1 Added
5.3.3.5 Added
5.3.4.1 Added
5.3.4.2 Added
5.3.4.3 Added
5.3.4.4 Added
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PARAGRAPH MODIFICATION
5.3.4.5 Added
5.3.5.1 Added
5.3.5.1.1 Added
5.3.5.2 Added
5.3.5.2.1 Added
5.3.5.3 Added
5.3.5.3.1 Added
5.3.5.4 Added
5.3.5.4.1 Added
5.3.5.5 Added
5.3.5.5.1 Added
5.3.6.2.1 Added
5.3.6.4.1 Added
5.3.6.5 Added
6.1 Added
6.4.3 Added
A.3.3.2.2 Added
A.3.4.1 Added
A.3.4.5 Added
A.3.4.13.1 Added
A.4.1.3 Added
A.4.1.6 Added
A.4.1.8 Added
A.4.2.1 Added
A.4.2.2 Added
A.4.3.1 Added
A.4.3.2 Added
A.4.3.3 Added
A.4.3.3.1 Added
A.4.3.3.2 Added
A.4.3.3.3 Added
A.4.3.3.3.1 Added
A.4.3.3.3.2 Added
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PARAGRAPH MODIFICATION
A.4.3.3.3.3 Added
A.4.3.3.4 Added
A.4.3.3.5 Added
A.4.3.3.6 Added
A.6.4 Added
A.6.10 Added
A.7.1 Added
A.7.1.1 Added
A.7.2.1 Added
A.9.6.1 Added
A.9.6.3.2 Added
A.9.6.4 Added
B.3.2.1 Added
B.3.2.1.1 Added
B.3.4.1 Added
B.3.4.1.1 Added
B.3.4.2 Added
B.3.4.3 Added
B.3.4.4 Added
B.3.4.5 Added
B.4.1.1.1 Added
B.4.1.1.3 Added
B.4.2.1.3 Added
B.4.2.2.2.1 Added
B.4.4.3 Added
B.4.4.4 Added
B.5.2.1.1 Added
B.5.2.1.2 Added
B.5.2.1.3 Added
B.5.4.1 Added
B.5.4.1.1 Added
B.5.4.1.2 Added
B.5.4.1.3 Added
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PARAGRAPH MODIFICATION
B.5.4.1.4 Added
B.5.4.1.5 Added
B.5.4.2 Added
B.5.4.2.1 Added
B.5.4.2.2 Added
B.5.4.2.3 Added
B.5.4.2.4 Added
B.5.4.3 Added
B.6.2.1.1 Added
FIGURES MODIFICATION
FIGURE 5 Changed
FIGURE A-2 Changed
FIGURE A-23 Changed
FIGURE A-27 Changed
FIGURE A-28 Changed
FIGURE A-29 Changed
FIGURE A-32 Changed
FIGURE A-33 Changed
FIGURE A-34 Changed
FIGURE A-35 Changed
FIGURE A-40 Changed
FIGURE B-7 Changed
FIGURE B-8 Changed
FIGURE B-9 Changed
FIGURE B-32 Changed
FIGURE B-33 Changed
FIGURE B-35 Changed
FIGURE B-37 Changed
FIGURE B-39 Changed
FIGURE B-41 Changed
FIGURE B-43 Changed
FIGURE B-52 Changed
FIGURE B-53 Changed
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FIGURES MODIFICATION
FIGURE B-57 Changed
FIGURE B-59 Changed
FIGURE B-60 Changed
FIGURE B-61 Changed
FIGURE B-62 Changed
FIGURE B-64 Changed
FIGURE B-65 Changed
FIGURE B-66 Changed
FIGURE B-67 sheet 2 Added
FIGURE B-77 Changed
FIGURE B-90 Changed
FIGURE B-91 Changed
FIGURE B-92 Changed
FIGURE B-94 Changed
FIGURE B-101 Changed
FIGURE B-114 Changed
FIGURE B-115 Changed
FIGURE B-116 Changed
FIGURE B-117 Changed
FIGURE B-118 Changed
TABLES MODIFICATION
TABLE I Changed
TABLE III Changed
TABLE IV Changed
TABLE XVII Changed
TABLE A-I Changed
TABLE B-XIV Changed
TABLE B-XIX Changed
TABLE B-XVI Changed
TABLE B-XXI Changed
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TABLE OF CONTENTS
1. SCOPE .................................................................................................... 1
1.1 Purpose. ................................................................................................. 1
1.2 General. .................................................................................................. 1
1.2.1 Appendices. ............................................................................................. 1
1.3 Applicability. .......................................................................................... 1
1.3.1 Air transportability problem items. ............................................................ 1
1.3.2 Internal air transport certification. ............................................................. 2
1.3.3 Certification not required. ......................................................................... 3
2. APPLICABLE DOCUMENTS .................................................................. 3
2.1 General. .................................................................................................. 3
2.2 Government documents. ....................................................................... 3
2.2.1 Specifications, standards, and handbooks. .............................................. 3
2.2.2 Other Government documents, drawings, and publications. .................... 4
2.3 Order of precedence. ............................................................................. 6
3. DEFINITIONS .......................................................................................... 6
4. GENERAL REQUIREMENTS ................................................................ 15
4.1 Scope of general requirements. .......................................................... 15
4.2 Verification methods............................................................................ 16
4.3 Requirements. ...................................................................................... 16
4.3.5 Restraint requirements. .......................................................................... 17
4.3.6 Markings. ............................................................................................... 17
4.3.9 Special loading, unloading, and flight procedures. ................................. 19
5. DETAILED REQUIREMENTS ............................................................... 19
5.1 Scope of detailed requirements. ......................................................... 19
5.2 Air transport requirements and verification methods. ...................... 19
5.2.1 Requirements layout. ............................................................................. 19
5.2.2 Verification methods. ............................................................................. 20
5.3 Detailed requirements. ........................................................................ 20
5.3.1 Size requirements. ................................................................................. 20
5.3.2 Weight limits. ......................................................................................... 22
5.3.3 Restraint requirements. .......................................................................... 32
5.3.4 Markings. ............................................................................................... 36
5.3.5 Air transport environment. ...................................................................... 37
5.3.6 Special consideration cargo. .................................................................. 41
5.3.7 Special loading, unloading, and flight procedures. ................................. 47
6. NOTES .................................................................................................. 49
6.1 Intended use......................................................................................... 49
6.2 Acquisition requirements. ................................................................... 49
6.3 Tailoring instructions. ......................................................................... 49
6.3.1 Applicability of requirements. ................................................................. 50
6.3.2 Example. ................................................................................................ 55
6.4 Air transport certification process...................................................... 56
6.4.2 Other certifications. ................................................................................ 59
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TABLE OF FIGURES
FIGURE 1. Maximum projected height. ....................................................................................20
FIGURE 2. Tiedown rings. .......................................................................................................35
FIGURE 3. Example tiedown provisions...................................................................................35
FIGURE 4. Pallet/roller interface. .............................................................................................45
FIGURE 5. Pallet rail exterior profile. .......................................................................................46
FIGURE 6. Example system. ...................................................................................................56
FIGURE 7. ATTLA certification process. ..................................................................................58
FIGURE A-1. 17 Degree angle .................................................................................................67
FIGURE A-2. Problematic areas for cresting ............................................................................68
FIGURE A-3. Loading issues. ..................................................................................................77
FIGURE A-4. Tire contact area. ...............................................................................................81
FIGURE A-5. Jackstand support. .............................................................................................84
FIGURE A-6. Single and triple pallet loads...............................................................................85
FIGURE A-7. Top and side netting. ..........................................................................................87
FIGURE A-8. Pallet and side rail. .............................................................................................88
FIGURE A-9. Pallet size and weight limits with net restraint. ....................................................91
FIGURE A-10. Palletized cargo restrained to aircraft floor rings. ..............................................92
FIGURE A-11. Logistics rail/roller interface with type V airdrop platform. .................................93
FIGURE A-12. Aircraft rail and pallet side rail interface. ...........................................................95
FIGURE A-13. Pallet locked into aircraft rails. ..........................................................................96
FIGURE A-14. Palletized cargo height. ....................................................................................97
FIGURE A-15. Non-uniform pallet loading..............................................................................100
FIGURE A-16. Pallet/roller weight distribution. .......................................................................101
FIGURE A-17. Standard pallets and containers. ....................................................................103
FIGURE A-18. Examples of bulk cargo. .................................................................................104
FIGURE A-19. Projection of bulk cargo. .................................................................................105
FIGURE A-20. Floor loading calculation. ................................................................................106
FIGURE A-21. Forklift loading bulk cargo...............................................................................107
FIGURE A-22. Restraint for various situations. ......................................................................108
FIGURE A-23. Tiedown devices.............................................................................................109
FIGURE A-24. Applied force curves. ......................................................................................114
FIGURE A-25. Chain angle 1. ................................................................................................116
FIGURE A-26. Chain angle 2. ................................................................................................116
FIGURE A-27. Tiedown angles 1. ..........................................................................................117
FIGURE A-28. Tiedown angles 2. ..........................................................................................117
FIGURE A-29. Chain gate and chain bridle. ...........................................................................121
FIGURE A-30. CG location for effective restraint. ..................................................................121
FIGURE A-31. Sample tiedown pattern. .................................................................................122
FIGURE A-32. Dimensions for tiedown analysis. ...................................................................127
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FIGURE B-128. Cargo roller handling system (six pallets installed). ......................................367
FIGURE B-129. Cargo contour. .............................................................................................367
FIGURE B-130. KC-135 loading envelope. ............................................................................368
FIGURE B-131. Large area loads (greater than 1.5 square feet). ..........................................371
FIGURE B-132. Allowable axle loads for pneumatic tires. ......................................................372
FIGURE B-133. Allowable load for hard rubber and steel wheels...........................................374
FIGURE B-134. KC-135 pallet CG requirements....................................................................376
FIGURE B-135. Installation of tiedown shackles 5,000 and 10,000 pound capacity. ..............377
FIGURE B-136. Allowable tiedown ring load rating (per ring). ................................................378
FIGURE B-137. KC-135 cryogenic vents. ..............................................................................379
LIST OF TABLES
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1. SCOPE
1.1 Purpose.
This standard provides design and performance requirements to assure the airworthiness of
USAF fixed wing aircraft during safe and effective cargo transportation missions. It presents
design requirements and operating limits from the basic aircraft loading manuals and technical
publications and is supplemented by additional useful air transport data.
The process for approval or certification of cargo for air transport in USAF fixed wing aircraft is
described in 6.4. This section presents the format for submitting a request for certification and
provides examples of the type of data to submit.
1.2 General.
This standard covers general design and performance requirements of U.S. Government
developed or purchased off-the-shelf cargo for internal air transport in military prime mission cargo
aircraft and the long-range, international segment of the Civil Reserve Air Fleet (CRAF). The
complete air transportability requirements for an item of equipment not specified herein will be
specified in the individual equipment specification. This standard also describes the procedure
to certify outsized or unusual cargo for air transport.
1.2.1 Appendices.
The appendices to this standard explain air transport concepts and detailed aircraft systems and
limits. Basic air transport concepts and common types of cargo and how the requirements apply
are described in Appendix A. Detailed aircraft information for C-130 (and C-130J-30), C-17, C-5,
KC-10, and KC-135 are given in Appendix B. Details on CRAF aircraft can be obtained through
AMC/A3B; ATTLA can review items for transport on CRAF. However, final approval of the airlift
of the item ultimately rests with the individual contractor. Information on other aircraft, such as
C-21 and C-40, are not shown in this document because the Air Transportability and Test Loading
Activity (ATTLA) does not certify these aircraft.
1.3 Applicability.
The requirements and tests contained in this standard apply to the internal air transportability
aspects of all items intended for aerial delivery in CRAF or USAF aircraft. They represent the
minimum acceptable transportability features. When it is known that the equipment requires
features that are more restrictive than those stated herein, those features should be specified in
the individual equipment specification.
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The potential problem item criteria requiring cargo to be evaluated are summarized and clarified
as follows:
c. Weight distribution greater than aircraft limits, nominally based on the C-130:
1. Item characteristics are such that the aircraft or Air Force materials handling
environment poses a problem.
3. Cargo has electronic components that are powered on (electronically active) or are
used while in the aircraft other than during on/offload from/to the ground.
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The air transport certification process is laid out with a detailed description in documents posted
to the ATTLA website at https://intelshare.intelink.gov/sites/attla/. Those who are unable to
access the site may request them by contacting ATTLA.
A simplified description of the process is in 6.4.
2. APPLICABLE DOCUMENTS
2.1 General.
The documents listed in this section are specified in sections 3, 4, or 5 of this standard. This
section does not include documents cited in other sections of this standard or recommended for
additional information or as examples. While every effort has been made to ensure the
completeness of this list, document users are cautioned that they must meet all specified
requirements of documents cited in sections 3, 4, or 5 of this standard, whether or not they are
listed.
2.2 Government documents.
2.2.1 Specifications, standards, and handbooks.
The following specifications, standards, and handbooks form a part of this document to the extent
specified herein. Unless otherwise specified, the issues of these documents are those cited in
the solicitation or contract.
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(For specific documents, search the Enhanced Technical Information Management System,
ETIMS, online through the Air Force Portal https://www.my.af.mil/etims/ETIMS/index.jsp.)
Contractors can obtain T.O.s through their government contract monitor or from Oklahoma City
Air Logistics Center, Tinker AFB; (405) 736-5468 or DSN 336-5468; fax (405) 736-5013 or DSN
336-5013.
JOINT REGULATIONS
AFI 24-203 Preparation and Movement of Air Force Cargo
AFMAN 24-204(I)/ TM38-250/ Preparation of Hazardous Materials for Military Air
NAVSUP PUB 505/ MCO P4030.19/ Shipment
DLAM 4145.3
AFLCR 800-29/AFSCR 800- Policies and Procedures for Hazardous Materials
29/DARCOM-R 700-
103/NAVMATINST 4030.11A/
DLAR 4145.37 Package Certification
DoDI 4540.07 Operation of DoD Engineering for Transportability
and Deployability Program
TECHNICAL REPORTS
Air Force Flight Dynamics Laboratory Technical Report 74-144 (AD B003792), C-5A Cargo
Deck Low-Frequency Vibration Environment, February 1975 (limited access).
ASD-TR-76-30, “Cargo Aircraft and Spacecraft Forward Restraint Criteria”, Aeronautical
Systems Division (now Air Force Life Cycle Management Center), Wright-Patterson AFB, OH,
Dec 1977.
DTIC Report Number, AD-A179 084, U.S. Army Test and Evaluation Command Report
Number: Test Operations Procedure 1-1-010, “Vehicle Test Course Severity:”, U.S. Army
Combat Systems Test Activity/STECS-AD, Aberdeen proving Grounds, MD, 6 April 1987.
DTIC Report Number, AD A043447, U.S. Army Engineer Waterways, Experiment Station,
Instruction Report S-77-1, Procedures for Development of CBR Design Curves, A. Taboza
Pereira, June 1977.
The Goodyear Tire and Rubber Company, Truck Tire Types and Road Contact Pressures,
Pedro Yap, Senior Design Engineer, June 1989.
Boeing Airport Compatibility, Calculating Tire Contact Area, 4 February 2014.
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U.S. Army Test and Evaluation Command Report Number: Test Operations Procedure TOP
1-1-011, “Vehicle Test Facilities at Aberdeen Proving Ground”, U.S. Army Combat Systems
Test Activity/STEAP-MT-M, Aberdeen Proving Grounds, MD, 6 July 1981.
3. DEFINITIONS
463L Air cargo system The designation for the USAF system of materials handling equipment.
The 463L system consists of separate but interdependent equipment
families: the terminal family, cargo preparation family (including the “463L
pallet”), ground handling family, and aircraft systems family. A complete
description can be found in Appendix A.
Aerial delivery The act or process of delivering cargo or personnel by air transport or
airdrop.
Air Force Life Cycle AFLCMC is one of the five centers under Air Force Materiel Command
Management Center (AFMC). The AFLCMC is the single center responsible for total life cycle
(AFLCMC) management of the Air Force weapon systems.
Air Mobility Command A unified command of the US Air Force which operates a fleet of transport
(AMC) aircraft for both strategic and tactical support of DOD. In addition to
military aircraft, AMC operates civilian aircraft under charter, contract, or
lease.
Air transport Delivery of personnel or cargo from point-to-point in which the cargo is
offloaded after landing the aircraft.
Air Transport The process of moving cargo (including cargo carrying personnel) using
aircraft.
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Air Transportability Test USAF organization responsible for providing transportability engineering
Loading Activity and design assistance and safety of flight airworthiness certification as
(ATTLA) related to transportability problem items to be airlifted onboard USAF
prime mission cargo aircraft and Civil Reserve Air Fleet (CRAF) aircraft.
Air transportable Denotes equipment and cargo items which are certified by ATTLA that
they can be safely carried in an aircraft.
Airdrop item The equipment in its reduced configuration for airdrop, including external
or internal loads such as fuel, ammunition, field gear, or rations.
Airdrop systems Aircraft equipment used to perform personnel and cargo airdrop
operations.
ATTLA parking tire This is the tire weight when the cargo is in its final position in the aircraft.
loads The weight limit for flight is lower than for ground loading because the tire
can put more than 1 G on the aircraft during flight due to air turbulence
and crash. This flight weight may also be different than the ground loading
weight if the cargo configuration changes for flight (e.g. deploying support
jackstands or repositioning/removing equipment).
Bulk cargo General cargo capable of being stacked on the floor of an aircraft.
Buttock line (butt line, The distance from the longitudinal centerline of the aircraft measured in
BL) inches in an outboard direction. RBL or LBL is used to designate right
and left hand side of aircraft when facing forward from aft end of the
airplane.
C/B Center of Balance. The longitudinal location of the center of gravity along
the length of the item. Its distance from a reference point on the item. For
example, the C/B is 50 inches forward of the front axle.
Cargo Equipment or material transported in the aircraft. Cargo may be inert (e.g.
rice and beans), active (e.g. a refrigerator) and/or carry living things (e.g.
animal cage or patient in a stretcher).
Civil Reserve Air Fleet A group of commercial transport aircraft with crews, which is allocated in
(CRAF) time of emergency, under the emergency war plan, for exclusive use by
DOD to augment the AMC fleet.
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Clearance limits The dimensions beyond which the size of, or projection of, a shipment
may not extend in order to clear obstructions which restrict the handling
or transportation of such shipment. Such limits may be actual or
prescribed by law or regulation.
Compartment The entire cargo carrying volume of the aircraft is commonly referred to
as the cargo compartment. However, each airframe has designated
sections with weight/size limitations specifically referred to as
“compartments”. These are named by letter (e.g. Compartment A).
Usually a compartment is between structural members or there is a need
to distribute weight for balance.
Electromagnetic (1) The capability of electrical and electronic systems, equipment, and
Compatibility (EMC) devices to operate in their intended electromagnetic environment within a
defined margin of safety, and at design levels of performance without
suffering or causing unacceptable degradation as a result of
electromagnetic interference (NATO).
(2) The ability of a device, equipment, or system to function satisfactorily
in its electromagnetic environment without introducing intolerable
electromagnetic disturbances to anything in that environment (IEEE Std.
100-1996).
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Federal Sponsor The federal sponsor (office, agency, or person that represents the U.S.
Government and develops, procures, owns, or transports the item) must
send a memo requesting that ATTLA approve the item for airlift aboard
USAF cargo aircraft.
Field Manual (FM) The Army version of the Air Force technical order (T.O.).
Forward, aft, and lateral Movement of cargo is movement relative to the aircraft. Any movement
movement towards the aircraft nose is “forward”. Movement to the aircraft tail is “aft”.
Movement to the left or right side is “lateral”. Even when a vehicle is
backed into the aircraft, it is still moving “forward”. “Forward” restraint
means the cargo is tied down to prevent it from moving forward.
Field Manual/Tech Series of instruction manuals for airdrop published by the US Army
Order (FM/T.O.) Quartermaster School, Ft Lee Va.
Fuselage station (FUS A longitudinal point in the aircraft designated in inches from a fixed
STA, FS) reference point forward of the aircraft nose. For C-130J-30, see “Load
Station”.
Hazardous material Substance or material which has been determined and designated by the
Secretary of Transportation or the services to be capable of posing an
unreasonable risk to health, safety, and property when transported.
Included are explosives, articles such as flammable liquids and solids,
and other dangerous oxidizing materials, corrosive materials,
compressed gases, poisons and irritating materials, etiologic agents and
radioactive materials. (See provisions of Title 49 of the Code of Federal
Regulations and AFMAN 24-204(I)/TM 38-250/NAVSUP PUB 505/MCO
P4030.19(I)/DLAI 4145.3 for a complete listing of hazardous materials
and certification requirements.)
Internal Air Transport Documentation issued by ATTLA showing that the cargo is certified for air
Certification transport. Limitations and special procedures are included in the letter.
K-loader Operational term for cargo loading vehicles used by the DOD. These
vehicles are part of the 463L materials handling system. The number
designation in front of the K (kips) represents the usual approximate
working capacity of the vehicle, in 1000 pound units. For example, a 25K
loader would have a capacity of 25,000 pounds.
Limit load The maximum load which will not produce permanent deformation of the
tiedown provision or cargo support system (frame, axles, suspension,
etc.).
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Load Station (LS) A longitudinal point in the C-130J-30 (long fuselage C-130J) cargo
compartment designated in inches from a fixed reference point forward of
the aircraft nose. The C-130J-30 cargo compartment does not reference
fuselage stations (FS) for loading cargo, Load Stations (LS) are used
instead.
Loadmaster Member of the air crew. Supervises cargo activities and related functions,
including aircraft loading and offloading activities, cargo handling, and
restraint. Performs pre-flight inspections and post-flight inspections of
aircraft and aircraft systems. Computes weight and balance and performs
other mission specific duties. Provides for safety and comfort of
passengers and troops, and security of cargo, mail, and baggage during
flight. Conducts cargo and personnel airdrops.
Nonstandard pallet Pallet that has not been certified for airlift by the US Air Force.
Outsized cargo Outsized cargo exceeds the capabilities of C-130 aircraft and requires
use of C-17 or C-5.
Overhang The distance, measured along the road surface between the centerline of
the extreme end axles and the end of a vehicle. There can be a front and
rear overhang.
Oversize cargo Oversize cargo is a single item that exceeds the usable dimensions of a
463L pallet (104 in. length × 84 in. width × 96 in. height for military aircraft).
Pallet A unit load device used for consolidation of cargo items for efficient
handling. USAF standard pallets fall into two groups:
(1) Warehouse pallet. Generally a wood pallet 40 × 48 × 6 in., weighing
75 to 100 pounds, with a capacity of 2000 pounds.
(2) 463L pallet. A pallet designed as part of the 463L material handling
system. They are compatible with military and commercial air cargo
systems.
Platform A unit load device similar to the pallet but specifically designed for airdrop.
It is 108-inches wide with lengths ranging from 8 to 32 feet, in 4-foot
increments.
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Pneumatic tire Tire filled with inert gas such as air or nitrogen.
Pneumatic tire loads Weight put on the aircraft floor by a tire that is filled with air (pneumatic).
This is NOT the internal air pressure of the tire.
Pounds per Square Inch For air transport, this is a measure of floor contact pressure or tire inflation
(PSI) pressure.
Pounds per Square Inch It is the difference between the cargo’s internal pressure and the air
Differential (PSID) pressure outside the cargo when there is sudden loss of air pressure
inside the airplane. The cargo retains an internal air pressure equivalent
to 8,000 feet pushing out against the aircraft cabin pressure equivalent to
a high altitude pressure at 40,000 feet. While flying at cruise altitude, the
normal cabin air pressure the airplane maintains is 8,000 feet. This
difference in pressure is 8.3 psi.
Ramp An aircraft structure that allows cargo to transverse into the aircraft cargo
compartment from the ground
Ramp crest The crest of the ramp is the point where the inclined ramp joins the aircraft
cargo floor at the hinge line. It is the critical point with respect to underside
clearances of items being loaded from the ground up the aircraft ramp.
Ramp crest Ramp crest is the location where the cargo floor ends and the ramp or the
ramp hinge begins. Ramp cresting is when the underside of the vehicle
contacts the ramp crest.
Ramp toe loading Weight on the ramp toe (or ramp extension) during loading and unloading
of cargo. The ramp toe is a structure that bridges the end of the aircraft
cargo ramp to the ground.
Restraint The method of keeping cargo and any part of cargo from moving during
air transport (also tiedown, tied down).
Roller systems (roller Cylindrical devices on the aircraft floor that allows palletized cargo to
conveyor) move throughout the aircraft cargo/ramp compartment.
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Shoring Cushioning material placed under weighted structure of the cargo that is
used to alleviate weight on the aircraft or provide support to the cargo
structure to help it withstand aircraft flight loads. Another term is
“dunnage”.
Skid A flat, weight bearing surface which is used as the primary means of
ground contact for an item.
Skidboard Plywood boards used as a base for airdrop bundles and container delivery
systems.
Solid tire There are several types of tires or wheels that are defined as solid.
The tire pressure exceeds definition for each aircraft type. For
example 100 psi for the C-130 and 300 psi for the C-5. The tire is filled
with foam or other solid material. It can be made of hard rubber or
metal (e.g. steel-wheel). It can be airless (non-pneumatic). A caster
and vibratory roller are also treated as solid tires.
Solid Wheel Refers to solid steel wheels, solid hard-rubber wheels, metal wheels with
solid polymer “tires”, foam filled tires with minimal deflection
characteristics, or any other wheel with line/ribbon ground contact.
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Special Assignment Mechanism whereby government offices “rent” a USAF aircraft and crew
Airlift Mission (SAAM) for cargo transport or test purposes. To request a mission, prepare and
submit DOD Form 1249 in accordance with Appendix Q of the Defense
Travel Regulation (DTR) Part II, to request a SAAM mission. The DTR
will identify current office to submit the request.
Special Consideration All cargo that may require special handling procedures; contains
Cargo hazardous material, operates during flight, or interfaces with aircraft
non-cargo systems, is designated special consideration cargo.
Non-standard cargo handling system interfaces and secondary cargo are
also classified as special consideration cargo. Systems occupied by
personnel and carried in the aircraft cargo compartment are listed here as
well.
Surface Deployment Army agency responsible for developing and evaluating cargo for all other
and Distribution modes of transport. Transportability Engineers work closely with
Command, requirements writers and equipment developers, including defense
Transportation contractors, program managers and other government organizations,
Engineering Agency throughout the acquisition life cycle, to influence the design of systems in
(SDDCTEA) favor of efficient transportability.
Supplemental Alternative way of restraining the item when the primary method or
provision is not available. Supplemental restraints can be used for
multiple directions and must be for the entire weight of the item. For
example a pallet lacks enough forward restraint because an aircraft lock
is broken. The amount of supplemental restraint is as if there were no
locks used. The supplemental restraint cannot just make up for the one
broken lock.
Strategic airlift Airlift which can be applied to affect a strategic advantage and is
characterized by the continuous or sustained air movement of units,
personnel, and logistic support between the CONUS and overseas areas
and between area commands. Strategic airlift forces will, when required
for augmentation of tactical airlift forces, effect delivery of forces into
objective areas employing airland or airdrop delivery as far forward as the
tactical situation permits.
Tactical airlift The means by which personnel, supplies, and equipment are delivered
by air on a sustained, selective, or emergency basis to dispersed sites at
any level of conflict throughout a wide spectrum of climate, terrain, and
conditions of combat. Air Force tactical airlift forces enhance the
battlefield mobility of the Joint Forces in ground combat operations by
providing a capability to airland or airdrop combat elements and providing
these forces with sustained logistical support.
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Technical order (T.O., An AF publication that gives specific technical directives and information
TO) with respect to the inspection, storage, operation, modification, and
maintenance on given AF items and equipment.
Where this standard references “T.O. 1C-XXX-9” substitute the
appropriate aircraft nomenclature for XXX, e.g. 1C-17A-9.
Test loading A trial aircraft loading of an item(s) being evaluated for air transportability
certification. Test loadings are limited to cases in which the
characteristics of items prevent analytical means alone from determining
an item's air transport eligibility. Because of the expense and manpower
involved, test loadings are usually only performed based on ATTLA’s
recommendation with the approval and support of AMC. Generally, test
loadings require the development and documentation of special
procedures for handling and restraint.
Tiedown (tiedown) Equipment used to restrain cargo to the aircraft, pallet or to other parts of
the cargo.
Tiedown device Hook and tensioning mechanism used with chains or straps to restrain
cargo by being connected between the item tiedown provisions and the
aircraft floor or platform/pallet (see MIL-DTL-25959 or MIL-PRF-27260).
Tiedown provision (also (1) An integral fitting or part of an item for restraining the item to the aircraft
referred to as tiedown floor or an airdrop platform using tiedown devices.
fitting, ring, or shackle)
(2) A part of the aircraft cargo restraint system, O-ring or D-ring shaped,
on the cargo floor.
Treadway The high strength areas of the aircraft cargo floor specifically designed to
support vehicle loads. Refer to Appendix B for treadway location,
strength, and applicable aircraft.
Ultimate strength The maximum force which a provision must withstand before breaking
failure occurs. Ultimate load should be at least 1.5 times limit load.
Unitary integrity The ability of an item, in its shipping configuration, to remain in one piece
without any components becoming detached, including secondary cargo
and/or stowed equipment, during and after experiencing the conditions
encountered in air transport.
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Unitized load Assembly into a single load of more than one package of one or more
different line items of supply to allow the load to be moved in an unbroken
state from source to distribution point or user as far forward in the supply
system as practical. Thus, containerization and palletization facilitate
transportability of supplies with compatible properties enabling transport
using materials handling equipment.
United States Unifying joint service command responsible for coordinating all types of
Transportation transport for materiel and development of transportation systems.
Command (US
TRANSCOM)
Validation loading A loading performed at the time of an item's first planned shipment to
verify handling and tiedown procedures. Validation loadings are
recommended when an item is judged by ATTLA to be air transportable,
but where circumstances exist which make close observation advisable
during loading for first shipment. Validation loadings normally verify that
standard handling and restraint procedures can be applied to the item.
Vehicular cargo Cargo that can roll on and off the aircraft such as a car, truck, tank and
trailer.
Vents Provisions along the side wall of the aircraft cargo compartment that
allows hazardous or cryogenic vapors to exit the aircraft.
Waterline (WL) The vertical reference distance for an aircraft measured in inches from a
fixed point below the aircraft.
Weight Limits The maximum weight that can be placed on a particular area of the
airplane, aerial delivery equipment (e.g. pallet or K-loader), or the cargo
itself (e.g. truck bed).
Wheel A circular object that revolves on an axle and is fixed below a vehicle or
other object to enable it to move.
Winch A mechanical device for pulling cargo in and, sometimes, out of the
aircraft. The winch may be permanently mounted to the aircraft or
portable. A retriever winch is used for pulling in parachute deployment
bags and static lines and, in an emergency, pull in hungup paratroopers.
Yield strength The force at which a provision exhibits a permanent deformation or set of
0.002 inch per inch, in the direction of force application.
4. GENERAL REQUIREMENTS
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of requirements may exist, this standard categorizes the information presented by the type of
requirement (see 6.3). Contact ATTLA via email at [email protected] if there are questions on
design criteria and guidance.
Compliance with the requirements of this standard constitutes a portion of the DOD Engineering
for Transportability program. DODI 4540.07, Operation of the DOD Engineering for
Transportability and Deployability Program, designates the transportability agencies, promulgates
policy, assigns responsibilities, and outlines procedures for conducting this program within the
Army, Navy, Air Force, Marine Corps, and Defense Logistics Agency.
This section contains general requirements that identify overall critical parameters and methods
of verification. Section 5 contains detailed requirements based on aircraft operating limits, current
practices/policies and applicable standards. Further information on air transport is shown in
Appendix A. Specific aircraft limits referenced in section 5 are shown in Appendix B. The method
for sorting and applying requirements is detailed in 6.3.
4.3 Requirements.
4.3.2 Loading/unloading.
Variations in aircraft cargo floor height shall be considered when evaluating an item for loading.
During the load/unload process, size and maneuverability of the item shall be such that it
maintains no less than 6 inches of clearance with the walls and ceiling of the airframe. Wheeled
vehicles shall maintain no less than 2 inches of clearance when cresting the ramp hinge.
Cargo that can be adjusted to facilitate loading and unloading is acceptable (Examples are
vehicles with adjustable suspension, an adjustable fifth wheel, or articulated axles). Use of
special equipment or material handling equipment is an acceptable practice. The weight and size
of external equipment in combination with the cargo load must be within the aircraft
loading/unloading limits and the limits of the special equipment. Use of special procedures or
equipment is discouraged since such equipment and personnel may have to be transported with
the load or may require additional aircraft.
4.3.3 Flight.
Cargo shall maintain a 6-inch clearance from the aircraft ceiling or overhanging conduit and
aircraft interior sidewalls/insulation/equipment once parked/positioned for flight. Cargo shall not
block passage of personnel for routine or emergency access. Cargo shall distribute weight to
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meet flight limits. Emergency access requirements for CRAF aircraft shall be satisfied in
accordance with Federal Aviation Regulation (FAR), Part 25. Emergency access requirements
for USAF aircraft (particularly C-130) shall also be met.
The following are types of weight limits affecting the different methods of loading cargo (also see
Table III) with references to the relevant, detailed requirement paragraph:
4.3.6 Markings.
Equipment shall be marked in accordance with the provisions of MIL-STD-129 and MIL-STD-209,
as appropriate, to provide the information necessary to facilitate loading, restraining, or handling
the item in the aircraft. Weight, size, and quantity limits for air transport shall also be identified.
Unless otherwise specified, the marking shall be stenciled in an appropriate location or provided
on the vehicle’s data plate in accordance with MIL-STD-130.
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4.3.8.1 Interfacing with aircraft systems other than cargo handling systems.
Where cargo items require maintenance of special in-flight conditions such as venting of
hazardous materials, auxiliary power, sharing flight data, or controlled cargo compartment
temperatures, their design shall incorporate the necessary hardware to interface properly with the
aircraft installed facilities. The various aircraft have a number of different electrical outlets for
power and venting ports for the release of hazardous vapor. Detailed interface data can be found
in Appendix B or obtained from the aircraft program office (see section 5).
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5. DETAILED REQUIREMENTS
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figures and in tables within each requirement. Further explanations of the requirements are
provided in 6.4. Each sub requirement contains methods of verifying compliance with the stated
requirement.
5.3.1.1 Loading/unloading.
Equipment and cargo, in all shipping configurations, shall be sized such that during on/offload it
comes no closer than 6 inches from contact with the aircraft walls and ceiling and no closer than
2 inches from the ramp crest.
Critical parameters that affect the loading/unloading process are shown below.
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If the item is to be parked with a portion of the item overhanging the aircraft ramp, the item’s
overhang ground clearance angle shall be sufficiently high enough to prevent contact with the
aircraft ramp in the closed position. Overhang length and ground clearance are the critical
parameters for determining if the item exceeds aircraft overhang limits as shown in Appendix B.
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1/ 463L Pallets can be linked in trains up to six long. In this case add 4 inches of usable length
for space between each added pallet.
2/ Rigged weight includes the pallet/platform/skid board, cargo, cargo rigging equipment,
parachutes, and parachute rigging equipment, to include drogue chutes, static lines, etc. For
specific aircraft pallet height limitations see A.3.4.3.
3/ 463L max cargo height depends on which cargo net(s) are used, cargo weight, and if special
procedures are developed for air transport certification.
Aircraft roller load limits are specified in Table III and Appendix B for each aircraft.
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Bridge Plate (Standard) Loading 2,000 (ramp 2,000 (ramp 2,000 (ramp 7,500, each 7,500, each,
unsupported) unsupported) unsupported) (15,000 Total) (locally
7,500 (ramp 7,500 (ramp 7,500 (ramp manufactured)
supported) supported) supported)
Bridge Plate (Tunner) Loading ramp unsupported ramp unsupported ramp unsupported ramp unsupported ramp
not allowed not allowed not allowed not allowed unsupported not
10,000, each (ramp 10,000, each (ramp 10,000, each (ramp 10,000, each (ramp allowed
supported) supported) supported) supported) 10,000, each
20,000, pair (max 20,000, pair (max 20,000, pair (max 20,000, pair (max (ramp
axle) axle) axle) axle) supported)
20,000, pair
(max axle)
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Non-Treadway Wheel Loading/ Half the axle limit Half the axle limit Half the axle limit N/A N/A
(lb.) Flight
Ramp Axle Weight (lb.) Loading 13,000 13,000 13,000 Appendix B Appendix B
Ramp Axle Weight (lb.) Flight 3,500 (limit to one 3,500 (limit to one 3,500 (limit to one Appendix B Appendix B
axle) axle) axle)
Ramp Load, Total (lb.) Flight 5,000 5,000 5,000 19,000 to 40,000, Appendix B
Appendix B
Ramp Running Load Flight 500 500 500 N/A 3,600 lb./l
(lb./linear in) 20 in
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Maximum Axle Load (lb.) Loading 13,000 13,000 13,000 36,000 (single) Appendix B
(C-130 Maximum 40,000 (bogie, 42-
Treadway Load) inch min. spacing)
Maximum Axle Load (lb.) Flight 6,000 lbs. (FS 245- 6,000 lbs. (FS 245- 6,000 lbs. (LS 345- 36,000 (Compt. E) 20,000 (FS 517-
(C-130 Maximum 336, 683-737) 336, 683-737) 537, 882-1017) 40,000 (bogie, 42- 724, 1884-
Treadway Load) 13,000 lbs. (FS 13,000 lbs. (FS 13,000 lbs. (LS 537- inch min. spacing, 1971)
337-682) 337-682) 882) Compt. E) 36,000 (FS 724-
Bulk Cargo and Rolling Stock, as applicable
48-inch spacing, 48-inch spacing, 48-inch spacing, min When parked side- 1884)
min min by-side different (40-inch
min. spacing applies spacing)
Treadway Location (BL), Loading/ ±29 (A/C -509 and ±15 to ±50 ±15 to ±50 N/A N/A
left and right of center Flight below) to ±50
±15 to ±50
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Treadway Wheel (lb.) Loading/ Half the axle limit Half the axle limit Half the axle limit N/A N/A
Flight
Rollers
Locks
ADS Locks, Aft (lb.) Flight 0-4000 (RH) 0-3,350 / 6,750 0-3,350 / 6,750 0-7,500 (RH) N/A
(Airdrop Mode / Air (Airdrop Mode / Air 15,533 (LH & ramp) (portable kit)
Transport Mode) Transport Mode)
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ADS Locks, Fwd (lb.) Flight 20,000 (RH, 26,900 26,900 14,800 N/A
Adjustable) (portable kit)
Logistic Locks, Aft (lb.) Flight 10,000 (LH) Same locks as ADS Same locks as ADS 10,000 7,500
Logistic Locks, Fwd (lb.) Flight 20,000 (LH) Same locks as ADS Same locks as ADS 20,000 15,000
Tiedowns
CGU-1/B Tiedown 40 40 40 50 50
Devices (5,000 lbs.)
CGU-8/A Tiedown 34 34 34 46 75
Devices (10,000 lbs.)
CGU-7/A Tiedown 6 6 6 46 75
Devices (25,000 lbs.)
(lbs.)
Floor Tiedown Rings 10,000 (Floor) 10,000 (Floor) 10,000 (Floor) 25,000 25,000
(lbs.) 25,000 (3 fore, 2aft) 25,000 (2 aft) 25,000 (2 aft)
Loading Aids
Winch Cable Load- 4,000 (Bulldog & 6,500 (Lucas, 6,500 (Lucas, 7,500 nominal 6,500 C-5A
Single Line pull (lbs.) Hoover, Portable) Internal) Internal) 5,760 pneumatic 7,500 C-5B/C
6,500 (HCU-9/A, 4,000 (Bulldog & 4,000 (Bulldog & tires
Portable) Hoover, Portable) Hoover, Portable) 4,900 solid wheels
6,500 (HCU-9/A, 6,500 (HCU-9/A,
Portable) Portable)
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Lateral3/ 1.5G
1/ These are limit loads. Ultimate require at least a 1.5 factor of safety times limit load (e.g. 2G
up × 1.5 = 3G Up Ultimate). Item function should be maintained up to limit load.
2/ Vehicles and other equipment shall be capable of withstanding the downward load factor
without damage to their wheels, suspension systems, or support (see A.4.1.8).
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3/ These are ultimate loads. The item need not remain functional but shall maintain unitary
integrity; tiedown provisions may yield but not break.
4/ The C-130J and J-30 require 3G Up restraint, depending on weight and location (see Figure
B-101 for details).
Alternatively, cargo items may be tested to withstanding the following changes in velocity (∆ V)
within 0.1 second. Onset/decay rates are described in the guidance in Appendix A, section
A.4.1.8. The final velocity must be held long enough for an adequate cargo response to the input.
1/ These are limit loads and require at least a 1.5 factor of safety be applied without reaching
ultimate strength. Item function should be maintained.
2/ Vehicles and other equipment shall be capable of withstanding the downward load factor
without damage to their wheels, suspension systems, or support (see A.4.1.8).
3/ These are ultimate loads. The item need not remain functional but must maintain unitary
integrity; tiedown provisions may yield but not break.
Internally carried equipment is not required to meet the load factors in Tables IV and V. However,
the primary cargo item is then additionally required to contain all loose objects produced by the
loads to prevent them from becoming a hazard in the cargo compartment.
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no vertical restraint. This prevents the item from separating from its axle. Tiedown provisions
shall accommodate both ends of MIL-DTL-25959 and MIL-PRF-27260 tiedown devices and shall
be marked in accordance with marking requirements (see 5.3.4). The tiedown provisions shall
be capable of accepting the maximum number of tiedown devices as required by the tiedown
pattern. These tiedown provisions shall be suitable for use in conjunction with the tiedown
provisions on the aircraft floor. Aircraft floor tiedowns have a capacity of 10,000 pounds or 25,000
pounds, depending on the specific aircraft (see Appendix B for specific aircraft tiedown pattern).
NOTE: Supplemental restraints are restraint provisions in addition to the front and rear primary
tiedown provisions. The idea is to provide a substitute for the primary tiedowns, when space is
limited in the aircraft, when aircraft tiedowns are not available to the front and rear primary
tiedowns, or where other cargo could prevent using the primary tiedowns. Supplemental tiedowns
are added to the sides of the item. If the item has an airdrop requirement, supplemental tiedown
provisions allow easier access to the airdrop platform tiedown rings. It is recommended that
equipment weighing over 10,000 lbs. be equipped with supplemental tiedowns.
Ultimate strength for each tiedown provision shall be at least 1.5 times to limit load.
It is recommended that tiedown rings provide the same strength at all angles (see Figure 2 for
illustration). Any specific directional strength limits for tiedowns must be identified to prevent
damage because it is nominally assumed that a tiedown has the same strength in all directions
(see Figure 3 for example tiedown provisions).
The provisions shall be located symmetrically about the equipment longitudinal centerline.
Provisions shall be located to provide restraint in both the fore and aft direction of the equipment.
The area of action for each provision is illustrated on Figure 2. Longitudinal spacing between
provisions shall be no less than 20 inches for 10,000 pound provisions, and 40 inches for 20,000
pound or stronger provisions. If a provision’s location is suitable for use in only one direction, an
additional provision must be provided for use in the opposite direction. Restraint devices should
not contact any other part of the equipment. When a restraint device must contact a part of the
equipment, testing must demonstrate that the affected part(s) has sufficient strength to withstand
the force exerted to prevent permanent deformation of any part of the equipment, and that contact
will not adversely affect the material of the tiedown device.
Provisions shall be located on the chassis of wheeled vehicles or the hull of tracked vehicles.
Provisions shall be no higher than 6 feet on the equipment and no less than 2 feet above ground
level. Provision placement should take into consideration vertical center of gravity of the
equipment to prevent tipping.
Welded-on tiedown provisions not installed in accordance with applicable American Welding
Society specifications, shall be derated by a factor of two due to difficulty in verifying quality of the
weld for the life of the item. This may be alleviated by performing Non-Destructive Evaluation to
show that the weld is of adequate quality to maintain the rated capacity.
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be wrapped around the item and pulled tight. The hard points shall be marked as tiedown points
and marked with rated capacities (see 5.3.4.1).
5.3.3.4 Structure.
The item shall remain in one piece (unitary integrity) and be capable of being unloaded in the
same manner in which it was loaded (maintain loadability), unless otherwise detailed in the
loading plan (e.g., a palletized item shall not crush or penetrate the pallet and render it immobile,
thus requiring removal via forklift. A wheeled or tracked vehicle shall not crush its own suspension
and render itself immobile. A self-propelled vehicle shall remain capable of driving off, if it was
driven on, etc.).
Military rolling stock gross weight shall not exceed the vehicle’s tactical (cross-country) rating. If
the tactical rating is exceeded, test or complete analysis shall be conducted to verify that the item
can withstand the load factors and velocity changes.
Commercial rolling stock weight shall not exceed 80 percent of the manufacturer’s gross vehicle
weight rating (GVWR). If 80 percent of the GVWR is exceeded, test or complete analysis is
required to verify that the item can withstand the load factors and velocity changes.
5.3.4 Markings.
Equipment shall be marked in accordance with the provisions of MIL-STD-129 and MIL-STD-209,
as appropriate, to provide the information necessary to facilitate loading and restraining the item
in the aircraft. Unless otherwise specified, the marking shall be stenciled in an appropriate
location and/or provided on the vehicle data plate in accordance with MIL-STD-130. Markings
shall include at least those defined below:
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5.3.4.1 Tiedown provisions.
Tiedown provisions shall be identified, the allowable load shall be indicated, and a representative
tiedown grid pattern shall be proposed as defined in the order or contract.
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5.3.5.1.1 Verification methods.
Tolerance to acceleration, shock, and vibration shall be provided by analysis, demonstration, or
formal testing. The item, in its transport configuration, may be subjected to the actual environment
or tested to methods described in MIL-STD-810, Environmental Test Methods, or equivalent. In
addition, cargo with suspension frequency modes between 0 and 20 Hz shall have sufficient
damping as verified by test, analysis, or demonstration.
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5.3.5.5. Electromagnetic environment.
This section shall apply to electronic devices, materials, and munitions/explosives (which have
electrical or electronic integrated initiators that are installed) and transported on the aircraft to
ensure safety of flight and mission capability, and to prevent hazards to aircraft and aircrew. Such
items shall meet or exceed the criteria shown in Table VI.
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TABLE VI. EMI/EMC test requirements.
1) Radiated emissions: Emissions at frequencies not used by any of the host aircraft antenna
connected receivers or emissions associated to host platform antenna connected receiver
frequencies, but that are very narrow spikes (not visually broadband) and that do not exceed
7-10 dB in amplitude.
2) Conducted emissions: Narrow spikes not exceeding 7-10 dB in amplitude. All non-
compliance emissions have to be evaluated on a case-by-case basis.
Types of tests:
E – Radiated & conducted emissions (Tests: RE102, CE102 only if connected to A/C power,
CE106 only if it has antenna ports).
S – Radiated & conducted susceptibility (Tests: RS103, CS101, CS114, CS115, CS116).
H – Hazard of Electromagnetic Radiation to Ordnance (HERO) component testing. EED/EID
shall be instrumented and show 16.5 dB safety margin from the determined no-fire current.
R – Intentional, harmonic, and spurious emissions must be evaluated for interference in the
bandpass of aircraft-antenna-connected RF receivers via spectrum analyzer scans or other
similar technique.
O – Non-compliant emissions may require an evaluation of the bandpass of aircraft-antenna-
connected RF receivers via spectrum analyzer scans or other similar technique.
G – Source-victim testing.
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5.3.5.5.2 Verification methods.
Verification methods shall be based on test and analysis in accordance with MIL-STD-461 and
MIL-STD-464. MIL-STD-461 shall be used for equipment/subsystem laboratory testing prior to
system verification aircraft-level testing in accordance with MIL-STD-464.
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1/ If fuel tank openings cannot be located on the high side of the ramp.
2/ If engine powered support equipment is fed from the same tank as the primary means of
propulsion then this limit does not apply.
3/ Units may be palletized on some aircraft because weight limits of the aircraft floor (e.g. KC-
10, KC-135). They may not be palletized on other aircraft.
5.3.6.2 Venting.
Cargo carrying cryogenic or hazardous material with potential for gaseous leaks into the cargo
compartment may be vented out of the aircraft. A capture or filtering system such as an overflow
or vapor container are acceptable alternatives. These containers must be designed to the same
standards as the cargo and secondary cargo. Certification applies to the container and venting
system and not the gas by itself.
C-130 (all variants): Temperature -423 °F (-252 °C) and pressure of +458 psig.
C-17: Temperature -330 °F (-201 °C) and pressure of +20 psig.
C-5 (all variants): Temperature -360 °F (-217 °C) and pressure of +458 psig.
KC-135: Temperature -423 °F (-252 °C) and pressure of +458 psig.
KC-46: Temperature -300 °F (-184 °C) and pressure of +20 psig.
KC-10: Temperature -454 °F (-270 °C) and pressure of +4,250 psig.
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Any system used to actively control the exiting temperature and pressure of the gas (i.e. heating
coil or computer controlled regulator) shall be evaluated by the aircraft program office and other
applicable organizations.
Gases other than Oxygen, Hydrogen, Helium, and Nitrogen shall be evaluated by the aircraft
systems program office for possible interaction with aircraft material.
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5.3.6.4.1 Verification methods.
Conformance shall be verified by analysis and demonstration. The center of gravity shift for
aircraft operability will be calculated by the Structures Branch.
Non-leaking verification: The tank in its airlift shipping configuration, full, shall not leak while the
tank is tipped at a 60 degree angle in each flight orientation (port, starboard, aft, and forward with
respect to the aircraft). Tipping of the tank may be accomplished using ramps or a crane. The
tank shall be held in each tipped condition for a minimum of 15 minutes and shall be observed for
leakage. Any sign of leakage, permanent deformation, or failure causing an unsafe condition as
a result of this test shall constitute failure of the test.
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f. Non-standard pallets shall be capable of securing cargo to restraint limits as specified in
this document (see 5.3.3.1). Nonstandard pallets shall be compatible with the aircraft 463L cargo
handling system. The side rail shall match the exterior profile and indent size/shape of the
drawings referenced in MIL-DTL-27443. Figure 5 is an example. Alternate indent/detent spacing
that meets restraint requirements may be proposed (see Appendix B for specific data on aircraft
rail and lock systems). See Figure 5 for the simplified side rail profile.
g. Systems with skid bases that do not interface the aircraft rail and lock system shall be
equipped with or have adequate tiedown provisions for restraint.
h. Pallet or skidded surfaces shall be safe for aircrew or qualified personnel to handle when
rigging and deploying.
i. Pallet or skidded surfaces shall have inspection criteria for aircrew to accept or reject the
condition of the pallet and attaching equipment.
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5.3.6.8.1 Verification methods.
Same as primary cargo item.
5.3.7.1 Shoring.
The item should be designed to avoid using shoring whenever possible. Shoring is used to spread
weight, support structure or aid in loading and unloading (see 5.3.1.1) the item. If any type of
shoring is necessary, the user shall provide all shoring material. Approach shoring should, but
not required to, be transported with the item for convenience to unload the item. If all or part of
the shoring is transported on the item, the weight (see 5.3.2) of the shoring must not cause the
item to exceed its weight limits or aircraft limits for flight. If all or part of the shoring is carried on
the aircraft separate from the item, the shoring weight and location must not exceed aircraft flight
limits. Shoring shall be able to withstand the forces imparted during loading and unloading. The
material shall not cause damage to any aircraft part with which it interfaces. The shoring shall be
stable during the load transfer process. It is recommended that shoring be solid, without internal
spaces. ATTLA must approve shoring that is not solid or shoring that is not made of wood.
For pedestal type approach shoring, the minimum length of the top layer, to support the ramp
toe/extension or ground loading ramp, shall be 11 inches for C-17/C-5 and 12 inches for all C-
130 variants. Minimum width is 1.5 times the items track or wheel width to allow for maneuvering.
Also for C-130, the minimum width for over top and pedestal approach shoring shall be 24 inches.
Additional shoring may also be required by the specific aircraft limits.
If approach shoring is laid on top of the aircraft ramp or ramp extensions, the minimum contact
area shall not exceed the aircraft loading limits.
If the approach shoring is used on soft ground, semi-prepared runway or unpaved surfaces, the
ground contact area shall not exceed 50 psi (including weight of the shoring) to prevent shoring
from sinking into the ground during loading and unloading. 50 psi is roughly the inflation pressure
of the C-130 tire, which lands on soft, unpaved ground. The tire pressure equates to the average
ground contact pressure (see DTIC Report Number AD A043447, The Goodyear Tire and Rubber
Company, Truck Tire Types and Road Contact Pressures, June 1989, and Boeing Airport
Compatibility, Calculating Tire Contact Area, 4 February 2014).
Shoring shall be able to withstand the forces imparted during use. Sleeper or support shoring, if
it is other than solid wood, shall withstand vertical force 4.5G down (limit) and 6.75 G down
(Ultimate). For approach shoring, or ramp, that is not solid wood, the shoring shall be able to
withstand the maximum forces imparted during loading and unloading operations. If a static test
is conducted, the ramp shall be able to withstand the force for a minimum of five minutes without
deformation, to simulate a vehicle stopped on the ramp.
For more information on shoring and its applications, see Appendix A.
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5.3.7.1.1 Load spreading shoring limitations.
New equipment designs which impose unacceptable floor loadings under flight conditions shall
incorporate integral devices to function as sleeper shoring. An example of an integral device is a
jackstand. Normally, such devices do not relieve excess on/offload forces.
5.3.7.2 Winching.
If the item requires winching in and out of the aircraft, the item shall have a sufficient number of
provisions so as to not exceed the winch cable limit. The minimum strength of each winching
provision shall withstand the maximum calculated winching force, for that location, times 1.5
safety factor (winching force per point × 1.5) and be large enough to attach a winch cable hook
or route a chain bridle through (see MIL-STD-209 for size). Winching aboard may be
accomplished using the aircraft winch or vehicle-installed winch from the ground or from a
K-loader.
See Appendix A for details on winching operations. A tow bar, bridle, or load spreader may be
utilized to prevent damage to the winch cable or cargo.
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5.3.7.4.3 Self-adjustment.
In order to meet weight and dimensional requirements, a cargo item’s inherent adjustability may
be employed to prevent contact with the aircraft during loading/unloading (e.g., raising bulldozer
blades) or to redistribute weight during loading/unloading or for flight.
6. NOTES
(This section contains information of a general or explanatory nature that may be helpful, but is
not mandatory.)
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6.3.1 Applicability of requirements.
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TABLE VIII. Requirement applicability by loading method.
Requirement
Requirement
Pneumatic (1)
Hard Rubber
Reference
Foam Fill (2)
Hi-Pressure
Flat Bottom
Pneumatic
Palletized
Loads
Skids/
Steel
Projection X X X X X 5.3.1.1.1
Ground and Ramp Contact X X X X X 5.3.1.1.2
Size
(3) Depending on the contact type between the jackstand/vehicle tongue and aircraft floor, concentrated floor contact loads or
steel/hard rubber wheel limits may apply.
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TABLE IX. Requirement applicability based on typical loads.
Requirement Nomenclature Common Examples Requirement
Reference
Shock and Vibration Delicate instrumentation 5.3.5.1
Rapid Decompression Containers, Shelters, large enclosed air volumes 5.3.5.2
Explosive Vapor ConOps includes transport on Aerial Refueling aircraft 5.3.5.3
Extreme Temperature ConOps includes extreme conditions (arctic/desert) 5.3.5.4
EMI/EMC powered up during flight, transmits during flight 5.3.5.5
On board power/data Medical equipment, GPS re transmitters 5.3.6.3
HazMat Fuel, corrosive, or hazmat containers 5.3.6.1
Venting Environmentally controlled containers, cryogenic transport 5.3.6.2
Bulk Fluid Tanks Fuel tankers, water trucks 5.3.6.4
Nuclear Cargo Nuclear waste and test samples 5.3.6.6
Winching Unpowered cargo, Heavy palletized loads 5.3.7.2
Shoring Low ground clearance vehicles, tracked vehicles 5.3.7.1
MHE Palletized loads 5.3.7.4.1
Reduced Configuration Armored Cab vehicles, exhaust stacks, antenna 5.3.7.4.2
Combat Offload ConOps includes Combat Offload for palletized load 5.3.7.3
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b. Approach shoring may also be used to reduce the load on the winch cable.
c. Sleeper shoring is used to protect overloaded vehicle suspensions in the event of a hard
landing. For air transport purposes, military-rated (e.g., M-series) vehicles are considered
overloaded when they exceed the suspension’s rated capacity. Commercial suspensions are
considered overloaded when they exceed 80 percent of their rated capacity.
d. Floor protection shoring is used to prevent damage from bulldozer-style track grousers or
M-series tracks with worn pads.
e. Parking shoring is used to distribute concentrated loads from wheels, tracks, or jackpads
for flight.
f. Rolling shoring is used to distribute concentrated loads from wheels or tracks during
loading. It also is used to protect against grousers/cleats and worn track pads.
g. Support shoring is used to fully support a portion of an item. Similar to sleeper shoring,
but it is stacked up to full contact and is loaded continuously.
h. Cresting shoring is used to provide additional ground clearance at the ramp crest. It is a
form of step up shoring set on the ramp and cargo floor to ensure no contact.
6.3.1.4.2 Winching.
Applies to wheeled or tracked loading method:
Winching is used when a load either cannot be loaded under its own power or when loading
cannot be accomplished safely. USAF Prime Mission cargo aircraft and KC-10s either have an
integral winch or carry one with them. It is also possible for vehicles with winches to load
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themselves. The aircraft have snatch blocks (pulleys) to create a “block and tackle” arrangement
if sufficient winch line is available.
6.3.1.4.3 Jettison.
Applies to roller system loading method:
In the event of an in-flight emergency, the aircrew may opt to jettison any or all possible cargo.
Arrangements for this should be made prior to take-off. This primarily applies to palletized cargo.
For this reason, palletized loads are required to fit under the “tip-off curve” for the aircraft on which
they will be flying. Jettisoning is not applicable to tankers or other cargo aircraft with side-opening
main cargo doors. This is not a mandatory requirement in the design of the cargo.
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(4) Vehicle packages are not certified as packages; each individual item is certified. Thus, a
small, lightweight trailer towed behind a heavy prime mover may be certified with the trailer as C-
130 transportable but operationally restricted to C-17 or C-5 with its dedicated prime mover.
6.3.2 Example.
An example of how design requirements are selected is shown on Figure 6. The cargo item is a
mobile command center with wheels and tracks. There is an antenna dish that can be folded up
or down. It has jackstands that are deployed in the aircraft. The illustration shows how the various
pieces of the item must meet the listed requirements.
Besides the elements described in the previous paragraph, the item has an air conditioning unit
that must be mounted to withstand flight accelerations, shock loads and vibration, and restraint
limits to prevent the unit from breaking loose from the item. The antenna dish and support
structure must also meet accelerations, shock loads and vibration, and restraint limits. The trailer
roof must be able to support the antenna if the aircraft experiences a 4.5G download.
The following dimensions are verified to determine if the item can fit inside the aircraft and whether
it can be loaded/unloaded: The location of axles and front and rear ends relative to each other,
the ground clearances beneath the item and the item’s width and height.
These requirements are shown in sections 4 and 5 and in Appendix B for each type of aircraft.
Further explanations of the various types of cargo and how they are handled are given in Appendix
A.
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analysis of the item with respect to internal air transportability and return an Air Transportability
Certification memo for approved items or recommend changes to items which do not meet the
requirements.
Data may be provided at a later date from the initial air transport certification request, provided
that ATTLA has at least 45-60 days to review the data. The data package should include physical
characteristics of the equipment, structural strength with substantiating information (for analysis
of tiedown capability), proposed tiedown pattern, and the proposed on/off load plan. Dimensions
may be submitted using drawings, certain CAD files, the ATTLA data sheet, or annotated
photographs. The ATTLA data sheet is available in various electronic formats upon request to
[email protected]. The structural analysis should list assumptions, material properties, and force
diagrams in addition to calculations and conclusions. ATTLA reserves the right to request
additional analysis or testing.
For items in development, ATTLA will provide design assistance through the applicable
procurement office to ensure that the vendor produces an item that ultimately meets all airlift
objectives. Because developmental items are subject to continual changes, ATTLA personnel
can participate in design reviews and other technical interchanges during the evolution of a
design. However, funding must be provided for ATTLA personnel to attend these activities;
teleconference and video teleconference capability is also available.
ATTLA will conduct an analysis at no cost to the requesting federal office to assess the loading
and transportability characteristics of a designated item. Some of the areas examined include fit
and projection of the cargo, weight distribution of structural loads on the aircraft, aircrew in-flight
access, aircraft weight and balance after loading, interface with material handling equipment,
shoring requirements, and required loading methodology. Also considered in this analysis are
the structural integrity of the cargo, the capability of sealed systems to survive rapid
decompression, inclusion of any hazardous materials, in-flight operation of transported
equipment, and the capability of identified restraint provisions, suspension systems, and axles to
withstand the dynamics of takeoffs, landings, and flight.
If analysis alone cannot positively determine that the item can be safely loaded and airlifted,
ATTLA will recommend that either a validation load (see 6.4.1.1) or a test load (see 6.4.1.2) be
conducted.
ATTLA may certify the item as-is or may require changes to the item in order to meet aircraft and
operational limits prior to certification. Historically, only about 5 percent of cargo items presented
to ATTLA could not be certified.
Upon certification, the owner, the developing agency, or the procuring agency (or all three) will
receive a signed Air Transportability Certification memo from ATTLA for each item certified for
airlift. In addition, a copy of the memo is forwarded to HQ AMC/A3V and another copy is
maintained permanently in the item's project file at ATTLA. ATTLA maintains a database of items
that have been certified since 1974.
A copy of the memo should accompany the item whenever it is presented for airlift.
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6.4.2.1 Nuclear.
The certifying authority for air transport of nuclear material is the Air Force Nuclear Weapons and
Counterproliferation Agency (AFNWCA) at Kirtland AFB, NM.
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The air transport environment for transporting nuclear cargo is the same as for other cargo and
is addressed in this document. Contact AFNWCA for other transport requirements and special
protection for stowage of radioactive material. ATTLA can provide technical assistance.
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Validation loading
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APPENDIX A
APPENDIX A
SUPPLEMENTAL AIRLIFT CONCEPTS AND PROCEDURES
A.1 SCOPE
This appendix contains both mandatory requirements and guidance to ensure safe air transport.
The information contained herein is intended to be followed in the context in which they are
written.
A.1.1 Scope.
This appendix provides supplemental information regarding air transport concepts and
procedures. This includes equations, calculation methods, and in depth rationale for specific
concepts. A discussion of the three general categories of cargo, rolling stock, palletized, and
bulk, elaborate on air transportability issues specific to these categories. Portions of this appendix
that are mandatory are preceded by "shall". The information contained herein is intended for
compliance.
A.1.2 Applicability.
The concepts herein apply to all cargo items. The examples are not exhaustive, but are given for
guidance.
A.2 DEFINITIONS
Active These are cargo that do not always interact with personnel but are
operating in all phases of flight. Examples are an air conditioner for
satellite container, meat freezer, and a GPS relay system. Aside from
being active, the item may have physical and aircraft interface
characteristics of bulk, palletized or rolling stock cargo. The active cargo
may utilize aircraft power or have independent power sources. Even
though the item uses aircraft power, it is not considered aircraft
equipment because it does not perform operations to the aircraft.
Bulk Cargo Cargo that does not have any equipment to facilitate its movement such
as wheels or pallets. (Cargo that utilizes the roller conveyor system is
considered palletized cargo even if it is not carried on a standard pallet.)
Bulk cargo can be loaded from the ground, or hand carried, and/or it can
utilize special handling equipment. An instrumentation crate is an
example of bulk cargo (see Figure A-18).
Medical Equipment These are systems used to treat patients during all flight. Aside from
interacting with patients, the item may have physical and aircraft
interface characteristics of bulk, palletized or rolling stock cargo.
Palletized Cargo These are loads that are rigged on standard 463L cargo pallets, Type V
or Type VI (aka DRAS) airdrop platforms, container delivery system
(CDS) skid board, or nonstandard pallets. Pallet examples on Figure A-
6 and Figure A-9 show loads palletized on a single 463L pallet or multiple
pallets.
Loads with flat surfaces or skids that interface with the roller conveyor
system are also considered palletized cargo because the same
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requirements for interfacing with the aircraft and MHE roller and rail
systems apply.
Personnel- These are systems that are used to carry personnel during all phases of
Occupied System flight. Aside from being occupied by personnel, the item may have
physical and aircraft interface characteristics of bulk, palletized or rolling
stock cargo.
Rolling Stock Cargo that is loaded on any type of wheel or tread whether self-propelled,
towed, or winched aboard. Aircraft loaded on landing gear also fall under
this category.
A.3.1 Size.
REQUIREMENT RATIONALE
The objective of the size requirement is to influence equipment design, consistent with operational
needs, to enhance the item's aerial delivery characteristics. Because airlift resources are limited,
using them most effectively is mandatory, particularly in contingency situations. Several design
considerations impact the efficient use of both aircraft and personnel:
a. Equipment designed to be transported in its operational configuration eliminates the
need for time-consuming operations such as breaking the item into sections (e.g. dismounting
secondary cargo) or partial disassembly.
b. Operational equipment can generally be on/offloaded with fewer problems and less
need for supporting equipment.
c. Items whose design satisfies the worst case or most restrictive combinations of criteria
have the greatest chance of being transported in periods of airlift shortfall. This results from the
item having physical characteristics compatible with the widest range of available aircraft.
REQUIREMENT GUIDANCE
All cargo aircraft have structural limitations which affect the size and configuration of cargo items
which can be safely loaded and air delivered. Limitations common to these aircraft include axle
loads, axle spacing, roller conveyor loads, bulk cargo linear loadings, cargo compartment zone
weight limits, and ramp crest angles, among others. The magnitude of these limits can vary widely
between aircraft due to both aircraft design and operational factors. By designing equipment to
the most restrictive combination of criteria, the chances of air delivery of the item are greatly
improved because the item will be eligible for movement in the widest range of available aircraft.
REQUIREMENT LESSONS LEARNED
Item sizing and configuration should be established with the following experience factors in mind:
a. Items specifically designed to be air delivered in their operational configuration often
require no special support equipment for on/offloading. This is particularly important where these
operations are carried out in austere locations where the availability of any support equipment is
likely to be marginal.
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b. Where item functional requirements prevent designing to the conditions of (a) above,
design alternatives should consider breaking the item into sections or use of reduction techniques.
Exercise caution where breaking the item into sections or reduction is implemented to assure that
tool and support equipment requirements are within the organic capability of the using
organization or are built into the items to be air delivered.
c. Normally, only two auxiliary ramps are carried aboard C-130 aircraft. Where item
design incorporates a tricycle wheel configuration, a fabricated auxiliary ramp is needed to
accommodate the centerline wheels during on/offloading. Centerline axles should not exceed
axle loads for nontreadway applications.
d. The use of shoring should be avoided whenever possible. Wood shoring is very often
unavailable in remote locations and its use is time-consuming as well as labor-intensive. Most
importantly each pound of shoring used reduces the aircraft payload by an equal amount. Support
devices, designed as an integral part of the equipment can sometimes modify the need for
shoring. Strategically positioned auxiliary landing gear, for instance, can eliminate the need for
sleeper shoring.
e. Each aircraft has its unique structural limitations. Designing equipment for airlift in the
smallest aircraft will not necessarily qualify the item for airlift in larger aircraft. Design should be
based on the most restrictive combination of aircraft limits.
VERIFICATION RATIONALE
Verification of size requirements can usually be accomplished through analysis of equipment
dimensional and weight data. Comparison of the equipment in its shipping configuration with the
characteristic loading envelope of the aircraft involved is the least costly and quickest method of
determining the aerial delivery eligibility. Where critical clearances exist, or special loading
equipment/procedures are involved, a validation or test loading may be required to verify the
acceptability of the item for aerial delivery. This method of verification should be a last option
because of the high cost of manpower and airlift resources required.
VERIFICATION GUIDANCE
Though some latitude is permissible in the configuration of equipment in order to facilitate an
item's air transport eligibility, extreme care shall be exercised so that unacceptable limitations are
not imposed by certain configurations. While every reasonable effort should be made to ensure
the air transportability of an item, the capability of the using unit to make the item operationally
ready in the field is often the limiting factor. Special tools and sophisticated support equipment
necessary for handling and reassembling the item will probably not be available at most overseas
sites. The manpower necessary to perform these operations is also a major factor shall be
considered. A third element of major importance is the time required to achieve operational
readiness of the item after aerial delivery.
The data shown in Appendix B provides the necessary information to assist the designer to set
acceptable limits on item configuration. A review of the limiting factors for the various aircraft
reveals a variation in aircraft structural capability shall be recognized in the design process.
Such factors as linear loading limits and axle weights vary widely between aircraft. Good design
practice is that which satisfies the most restrictive combination of requirements. This will assure
that the item is eligible for aerial delivery in the maximum number of available aircraft and
enhances the probability of the item being airlifted.
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A.3.1.1 Size requirements.
Use section 5 and the aircraft appendices to identify whether the item might have loading
problems. Keep in mind that cargo may be loadable forward end first but not aft end first, or vice
versa.
While not required by this standard, the emergency egress requirement is as follows: “The aircrew
and passenger area shall have emergency means to allow complete abandonment in 90 seconds
during ground egress or ditching of the air vehicle with half of the exits blocked, with the landing
gear extended as well as retracted, considering the possibility of the air vehicle being on fire, and
at maximum seating capacity” (see MIL-HDBK-516).
A.3.1.2 Loading/unloading.
For ground loading, the aircraft cargo door is opened and the ramp is lowered to the ground. The
cargo door is rotated up and locked to the ceiling of the cargo compartment. The ramp angle
varies with the height of the cargo floor above the ground. (Cargo floor height is determined by
how much weight is already on the aircraft, cargo and fuel combined as well as adjustments that
the aircraft can make.) The higher the cargo floor is from the ground, the steeper the ramp angle.
A steep ramp angle can cause loads with lower ground clearance to contact the ramp or the ramp
hinge. Loads with a tall projected height can contact the ceiling. To prevent contact with the
aircraft and prevent overloading of aircraft components, shoring may be necessary. Approach
shoring decreases the ramp angle by degrees sufficient to prevent the item from contacting the
ground, aircraft ramp toes, ramp, ramp hinge, and/or ceiling (see 5.3.1.1).
A ramp extension or ramp toe is attached to the lower end of the ramp to bridge the ramp top
surface with the ground. The C-5 forward ramp has ramp extensions and ramp toes to bridge
this gap (see Appendix B). The angle for each subsequent segment differs from the ramp angle.
b. The distance of the high point measured behind rear axle (when backed in).
c. The height of the cargo compartment floor at the hinge line of the ramp.
The allowable projection is measured from the centerline of the ramp hinge.
Charts are used in determining the acceptable dimensions of vehicles/wheeled cargo whose
inclined ramp loading may approach a projection limit. The vehicle projection charts for each
aircraft present height-projection limits for wheeled vehicles being on-loaded from the ground
using the aircraft ramps. These charts give the critical vehicle height-projection values to
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determine the suitability of loading a given vehicle. Whenever possible, vehicles should be
backed into the aircraft.
Projection theory: Projection length depends on where the item pivots at the ramp hinge to
cause the longest projection length. If the item is two axle rolling stock, the pivot point occurs at
the rear axle. If the item has multiple axles, the pivot point depends on whether the axles are
tandem or independent. Tandem axles or bogies may articulate sufficiently (15-deg or greater)
so that the pivot point is between the axles. If there are multiple axles with no articulation, the
worst-case pivot point is at the rearmost (with respect to the aircraft) axle. For loads that are box
shaped, refer to charts in the individual aircraft appendix.
REQUIREMENT LESSONS LEARNED
Loading vehicles in the aircraft with their aft end facing forward permits more rapid offload. This
is particularly important when offloading occurs in combat areas.
VERIFICATION RATIONALE
Whenever possible, satisfaction of this requirement should be verified by comparing the item's
critical dimensions with the limiting values shown on the appropriate charts for the aircraft
involved. This is the fastest and least costly method of verification.
Alternate methods of establishing conformance with this requirement are:
a. Demonstration loading using a scale mock-up of the aircraft ramp and cargo compartment
envelope.
b. Validation loading to occur at the time of the first actual airlift of the item.
c. Formal test loading involving the actual aircraft.
Experience has shown that the analysis method of verification can be applied in most cases.
Formal test loadings are required only in extremely critical situations and shall be recommended
as necessary by ATTLA before they will be approved. Validation loadings at the time of first
shipment are commonly used to establish loading qualifications without incurring the cost involved
in a formal test loading.
VERIFICATION GUIDANCE
Each chart has instructions to aid the designer in determining analytically if a proposed design or
actual item qualifies for ground loading up the aircraft ramp. In some cases, the item's critical
dimensions may so closely approach the limiting values that an analytical judgment may not be
possible. In all cases, the final determination of an item's certification in this requirement area
rests with ATTLA, who will determine if any form of loading demonstration is required.
VERIFICATION LESSONS LEARNED
Because of the scale involved, graphical determination of an item's up-the-ramp loadability cannot
be made with extreme precision.
Except for very critical items, formal test loading is seldom needed to determine an item's
qualifications.
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low ground clearance. The potential problem involves interference between the overhanging
portion of the vehicle and either the aircraft ramp or the ground (see Appendix B). The Loading
Overhang Limit charts for each aircraft present the relationship between the design factors
pertinent to this situation. Item design should be based on the assumption that the aircraft floor
is at its maximum height.
A secondary overhang consideration involves the efficient use of the aircraft cargo compartment.
By parking a vehicle near the aft end of the compartment, a portion of the vehicle overhang may
project into the area above the ramp provided it does not extend so far aft that it contacts the
ramp in its retracted position. The Parking Overhang Limit chart shows the relationship between
vehicle overhang and vehicle floor clearance.
REQUIREMENT GUIDANCE
The forward and rear overhang and, respective, ground clearance are used to determine if there
are any ground or ramp contact problems. Both ends of the vehicle shall be examined because
the item may be loaded forward in or backed in. Figure A-1 illustrates an example of ramp contact.
The C-17 ramp toe has an approach angle a little above 16 degrees. To prevent contact with the
ramp toe, the vehicle should have an overhang angle of at least 17 degrees. A vehicle with a 52
inch overhang should have at least 16 inches of ground clearance to clear the ramp toe (see
Figure A-1).
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REQUIREMENT GUIDANCE
The Ramp Crest Limit charts are based on a vehicle having its maximum ground clearance at
mid-wheelbase. While this is the case with many vehicles, it is becoming increasingly more
common that vehicles such as vans are being designed with auxiliary equipment stowed beneath
the structural framework. In these cases the critical ground clearance may not be at mid-
wheelbase (see Figure A-2). In general, the closer the minimum ground clearance is located to
the wheels, the less of a problem ramp cresting becomes.
VERIFICATION GUIDANCE
In addition to the guidance of A.3.1.2.1, it should be remembered that the Ramp Cresting Limit
charts are based on the vehicle maximum ground clearance occurring at mid-wheelbase. Where
this location differs from the mid-point, this shall be considered in analytically determining if the
vehicle meets the ramp cresting requirements.
VERIFICATION LESSONS LEARNED
In addition to the lessons learned of A.3.1.2.1, experience has shown that reducing the ramp
angle (e.g. approach shoring), reduces the problem of ramp cresting.
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requires sufficient clearance to allow for the difficulty of accurately maneuvering the item into and
within the aircraft. Items restrained on-board the aircraft will be subjected to accelerations during
both ground and flight operations. These accelerations will result in movement of the item relative
to the aircraft. This movement can be caused by deflection of the aircraft, deflection of tiedown
chains or straps, deflection of the item itself, or any combination of these conditions.
REQUIREMENT GUIDANCE
The clearance available during loading influences the amount of time necessary to load an item.
The minimum clearance between the item and the aircraft structure during ground maneuvering
and flight operations is influenced by the loading on tiedown devices, cargo item, and aircraft
structure. These loads cause deflections to varying degrees and in varying directions. Nylon
webbing tiedowns, for example, can elongate up to 20 percent under full load conditions. Full
loading occurs only rarely. However, large deflections coupled with minimal clearances could
result in the movement of an item to impact the aircraft structure. The dimensions shown in
Appendix B represent the cargo design limits for items to be transported in the designated aircraft.
These values are derived by reducing the basic rectangular box size of the aircraft cargo
compartment to account for the required overhead and side clearances. The C-5 has an irregular
cargo compartment cross section which can be described as a rectangle topped by a trapezoid
whose base is common with the upper long side of the rectangle. Height dimensions are
measured from the load surface of the aircraft floor and do not include any provision for 463L
pallets, roller conveyors, or shoring.
Designing to these limits will insure that items will meet the aircraft dimensional criteria for straight-
in loading. Other aspects of air transportability, such as ramp cresting, projection clearances,
axle and wheel loads, and floor and roller loading shall be addressed separately to assure
compliance with all requirements. Existing equipment which exceeds these design limits may still
be eligible for air transportability certification. However, a detailed review of the item's physical
characteristics shall be accomplished before this determination can be made. Special equipment
or procedures may be required to permit air transport of certain equipment.
The dimensions of the Air Force prime mission cargo aircraft (C-130, C-17, and C-5) are contained
in Appendix B.
REQUIREMENT LESSONS LEARNED
Equipment on-board the aircraft can decrease the available clearance for loading cargo items.
The following situations should be considered:
a. If equipment is to be loaded on the roller conveyor system, the value for the cargo
compartment height should be reduced by the height of the rollers and pallet, if used.
b. The C-130 rail restraint system is not removable from the aircraft and limits available
loading space.
VERIFICATION RATIONALE
The preferred method of verifying this requirement is by engineering analysis of the physical
characteristics of the item. Experience has shown that this is the fastest, least costly procedure
and can be used in the majority of cases. Where an item has such critical characteristics that
analytical methods cannot positively determine if the item can be safely loaded and delivered, an
actual test loading of the item may be necessary. Such loadings are the basis for the
determination and formal documentation of loading and restraint procedures. Test loadings are
expensive and are utilized only when absolutely necessary. Exceeding these limits does not
necessarily prevent the item from being air delivered. However, such a situation does require a
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more critical analysis, often requires an expensive and time consuming test loading, and may
require unusual loading procedures, the use of auxiliary support equipment, and highly skilled
loading crews.
Cargo carried in an aircraft will be loaded by (1) straight-in loading over the horizontally positioned
ramp from a truck or cargo loader, or (2) ramp loaded from the ground using the auxiliary loading
ramps. Straight-in loading presents fewer cargo-aircraft interference problems, but requires
ground support equipment which may not be readily available, particularly at austere off-load
sites. Ramp loading, while less restrictive from a support equipment standpoint, is more critical
with respect to cargo-aircraft interference.
Appendix B presents pictorial and graphic data on cargo compartment clearance and cargo-
aircraft interference parameters. All load profiles shall conform to dimensional envelope
constraints. Additional limitations shall be considered for ramp loaded items. These
considerations include ramp cresting, parking overhang, loading overhang and projection
limitations. Detailed knowledge of the dimensions and operational characteristics of equipment
items is required to determine the acceptability of an item for aerial delivery by use of the Appendix
B data.
VERIFICATION GUIDANCE
The determination of an item's dimensional acceptability for aerial delivery is made by comparing
the item in its shipping configuration with the aircraft dimensional data presented in the
appendices to this document. The data presented in these appendices represent design limits
which, if not exceeded, should assure that the item can be transported in the aircraft under
consideration.
VERIFICATION LESSONS LEARNED
The dimensional acceptability of an item shall be determined with the item in its shipping
configuration. In addition to the dimensions of the item itself, consideration shall be given to any
cargo compartment space taken up by such ancillary items as shoring, pallets, roller conveyors,
if these are required.
Partial disassembly of equipment to meet the cargo compartment dimensional limits is an
acceptable option only when the following conditions are met:
a. The item's reduced configuration shall be such that it can be made operationally ready
under field conditions within the specified mission ready response time using only the unit's
organic capability.
b. The item in its reduced shipping configuration shall not require the use of on/offloading
support equipment which would not be available at the field site.
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REQUIREMENT GUIDANCE
Appendix B shows a cross-section of the C-130 fuselage and highlights two clear space options
relative to the cargo compartment envelope.
Safety aisle "A" is 14 inches wide by 72 inches high, while safety aisle "B" is 30 inches wide by
48 inches high. Experience has shown that the "A" space will permit an aircrew member to walk
with a slight crouch through the cargo compartment. Similarly, the "B" space is adequate to allow
a crew member to crawl atop the cargo. The clear spaces are shown in the extreme upper left
position of the cargo envelope. This utilizes the maximum cargo widths and heights in this area
while still accommodating a walking or crawling person. Other locations of the clear spaces may
be acceptable, as are combinations of walkways and crawlways, as long as a continuous
passageway exists on the left side of the aircraft. In designing to meet these criteria, remember
that the basic requirement is for a person wearing a parachute to be able to get from the forward
end of the aircraft to the rear troop doors.
VERIFICATION RATIONALE
In the majority of cases, knowledge of the item's dimensions is adequate to make a determination
of the acceptability of the clear space. This is the quickest and least costly method of verification.
Where complex load configurations are involved, or where multiple units comprise the load, a
demonstration of aircrew member access may be necessary. Because of the time and manpower
involved, this verification method should be avoided whenever possible.
VERIFICATION GUIDANCE
The configuration of cargo loads seldom will present a uniform rectangular aisle way. Judgment
shall be used in many cases in evaluating the acceptability of a load where clear spaces vary
from the requirement criteria. Many individual items shall be evaluated in the absence of
knowledge of the total aircraft load configuration. The overall load configuration can have an
impact on clear space available at an individual item location. Experience has shown, however,
that sufficient flexibility in load planning generally exists such that, if an individual item meets
access criteria, it can be located in the overall load without adversely affecting the emergency
access path. ATTLA is available to provide advice in this area.
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A.3.2.1 Weight requirements.
REQUIREMENT RATIONALE
In general, the allowable cargo capacity is dependent on the aircraft floor strength, which varies
from one location to another and is dependent on aircraft structural design. Variations in item
design impose different types of loads on the aircraft structure. These aircraft structural limits are
treated in detail in Appendix B. In addition to unique aircraft structure loading, item weight and
center-of-gravity affects aircraft weight and balance considerations as well as aircraft operational
range.
REQUIREMENT LESSONS LEARNED
A trailer weighing 25,000 pounds on two axles, with an axle separation of about 36 feet had a
C-130 transportability requirement. The ground loading limit for the C-130 floor is 13,000 pounds
for the entire length but the flight limit of 13,000 pounds only encompasses about 28 feet in the
middle of the cargo compartment. The solution was to roll the trailer on board; position eight
stacks of shoring underneath the frame, then completely deflate the tires so that the shoring
verifiably carried the entire weight of the trailer. Keep in mind that this trailer had no time
restrictions on loading/unloading and was required to carry tire inflation/deflation equipment as
part of the transportation package. Such a scheme, while a creative exploitation of aircraft limits,
would not be appropriate for combat vehicles or others with time-sensitive deployment
requirements.
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VERIFICATION RATIONALE
Comparison of the physical characteristics of candidate items with the established aircraft limit
data is the most effective method of verifying this requirement. These data have been developed
by the aircraft manufacturer and represent safe operating limits. Marking requirements are
generally verified by inspection.
VERIFICATION GUIDANCE
The analysis by comparison of known physical characteristics with established criteria is a
straight-forward matter. Determination of the total load CG may be made using A.10.2 for
methodology.
VERIFICATION LESSONS LEARNED
Loads with high center of gravity may require additional restraint (tiedown) to overcome high
overturning moment during G loading. An example is a boat in a cradle on a trailer. The craft’s
V-shape helps to prevent the boat from moving laterally. However, the boat may need some
additional vertical tiedowns to prevent the boat from rolling over the cradle’s edge when
experiencing high G side loading. CG locations that are very high or near one end should be
considered when designing the tiedown pattern and selecting locations for tiedown provisions.
Axle weights and floor contact pressure may also be affected.
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VERIFICATION RATIONALE
Verification of this requirement by comparison of item load imposing characteristics with the
compartment limits has been shown to be a cost effective method of determining compliance.
VERIFICATION GUIDANCE
Verification that this particular requirement has been met does not constitute complete satisfaction
of all appropriate requirements for a particular item. All other applicable load limits shall also be
satisfied.
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REQUIREMENT LESSONS LEARNED
It is possible to satisfy linear loading requirements and at the same time exceed psi/psf loading
limits. These puncture/crushing loads are determined by the item's contact area while linear
loading is dependent on projected length.
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heavy weight loads are carried. The cargo floors on the C-17 and C-5 have uniform loading limits
laterally across each compartment floor.
When designing for the C-130, make all efforts to keep the tires of the vehicles on the treadway.
If a tire is only partially on the treadway, you shall consider the full weight as being off the
treadway. Maximum allowable treadway limits are provided in axle and individual wheel loads.
Where only an axle limit is provided, the wheel limit is one-half. If a vehicle has two single-wheel
axles on the same lateral line, they are considered a single axle.
𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺
𝜃𝜃𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶 = 2 x tan−1 � �
1
2 𝑥𝑥𝑥𝑥ℎ𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒
Where θ is the ramp angle.
For ramp and ground contact, cresting, and projection requirements, see 5.3.1.1.
For floor and ramp the critical weight parameters are weight per wheel (limits depend on type of
wheel or tire), axle limits, cleat/pad area for track vehicles, cleat or grouser depth, and gross
weight. Weight limits dictate whether the item needs to be restricted from loading or parking in
certain areas of the aircraft or requires special procedures to redistribute the weight. These limits
are listed in the text below, in Appendix B and in the applicable aircraft T.O. 1C-XXX-9 cargo
loading manual.
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A.3.3.2.1 Width.
The item shall be able to pass through the aircraft opening and through the cargo compartment.
The limiting factor is the cargo door opening as it is usually smaller than the aircraft interior
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APPENDIX A
dimensions. As the item moves into the cargo compartment, the available floor spacing, sidewall
clearance or width at various heights should be considered. Aircraft lateral clearances and lateral
center of gravity limits should also be observed. For C-130 aircraft, there is a requirement to
maintain a safety aisle for the aircrew member to pass through for inspection and emergency
movement. If passengers are onboard, the C-130 also has a different aisle way requirement (see
5.3.1.1.5 and Appendix B). Depending on its location, the item may be wider than the floor width
due to fuselage curvature, if the item does not block any potential exits.
A.3.3.2.2 Height.
Height is critical for projection, straight-in loading, and movement inside the cargo compartment.
For straight-in loading, the cargo door opening in the limiting factor. For movement inside the
cargo compartment, the combination of height and width may restrict the loads location inside the
aircraft. For example, the C-17 wing box limits the height to 148 inches underneath it. Taller
loads have to be stationed aft of the wing box. For the C-5, the cargo compartment gets narrower
with increasing height (see Appendix B).
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APPENDIX A
NOTE: Special use vehicles weighing over 20,000 pounds, with off-road tires, and without a
suspension system should be sleeper shored for flight. Examples are road graders, forklifts, and
scoop loaders.
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APPENDIX A
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APPENDIX A
REQUIREMENT GUIDANCE
A military vehicle which has an established tactical/cross-country rating can be carried safely in
all aircraft at gross vehicle weights (GVWs) not exceeding this value provided all other aircraft
limitations are met. ATTLA will determine the acceptable GVW of all other vehicles including all
commercial vehicles.
REQUIREMENT LESSONS LEARNED
Commercial vehicles generally have lighter duty suspension systems than military vehicles which
are designed for more rugged service environments. This not only means that they are more
subject to failure under flight load conditions with a high potential for aircraft damage, but they are
also more prone to uncontrolled random movement which places greater stresses on tiedown
devices.
Commercial vehicles are increasingly being used for military applications. Because these
vehicles are not designed to have the inherent ruggedness the military environment requires, it
would be prudent to procure these vehicles with as rugged a suspension package as possible.
The initial cost can be recovered many times over through the increased capability of the vehicle
and reduced problems associated with aerial delivery. An option is to include load bearing,
stabilizing devices which function as sleeper shoring (see 5.3.7.1.2).
The earliest possible contact with ATTLA is advised when commercial vehicles are being
considered for use. This can often result in problem avoidance.
VERIFICATION RATIONALE
Assurance that the actual GVW does not exceed the published value or that determined by
cognizant authority is sufficient verification for this requirement. Maximum GVW values are set
at levels which will assure safe loading and flight for the vehicles.
VERIFICATION GUIDANCE
Cross-country/tactical ratings are shown in the field manual or technical order for each military
vehicle. Where no cross-country/ tactical rating for a vehicle has been established, 80 percent of
the manufacturer's GVW rating should be used to determine the maximum airlift weight of a
vehicle. In addition, the CG of the vehicle should be so located that no axle weight exceeds 80
percent of its maximum rated capacity.
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APPENDIX A
appropriate limit data from the charts will indicate acceptability of the wheels at shipment load
values. Tire loads should not only fall within limits imposed by the aircraft manufacturer and
shown in tables for each aircraft, but should also adhere to tire manufacturers' load limits as well.
If it can be verified that the core filled tires adequately distribute the load for the load factors in
5.3.3.1, relief from this requirement is possible.
REQUIREMENT LESSONS LEARNED
Tires have tread which effectively reduces contact area. In cases of construction and rough
terrain vehicles, this reduction can be significant. To insure full floor contact, shoring equal in
thickness to at least one-half of the tire groove width will be used. For example, if the tire has a
groove between tread of two inches, any shoring used shall have a thickness of at least one inch.
Tire pressure will be maintained within the manufacturer's operating pressure range. At pressures
lower than this, a danger exists that the tire-to-rim seal may be broken with the possibility of
sudden tire failure and damage to the aircraft.
VERIFICATION RATIONALE
The method of verifying compliance with this requirement by direct comparison of loads and
tire/wheel characteristics with published limit data is both adequate and cost effective.
VERIFICATION LESSONS LEARNED
For the C-130 aircraft explicitly and as a guideline for other aircraft, pneumatic tires having an air
pressure in excess of 100 psi shall be considered hard rubber wheels and verification of
acceptability shall be based on these criteria.
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APPENDIX A
VERIFICATION RATIONALE
Experience has shown that this requirement can generally be verified by comparison of
axle/wheel configurations, axle loads, and axle spacing with aircraft limit data. Analysis may be
required for loading procedures which involve ramp cresting where axle loads may be
instantaneously transferred with possible overloads resulting.
VERIFICATION GUIDANCE
Comparison of the vehicle physical characteristics with the limit data presented in Appendix B is
the initial step in the verification process. This establishes if the vehicle can be loaded straight in
across the horizontally positioned ramp. Loading from the ground up the inclined ramp involves
cresting at the hinge line. Without sufficient axle articulation, axle loads can shift at the crest point
and cause an overloaded condition to exist until all axles are supported by the aircraft floor. If
this condition exists, ATTLA should be contacted immediately for advice.
A.3.3.3.2 Tracks.
Tracked vehicles are governed by the same axle limits as wheeled cargo. There are additional
limitations for tracked vehicles with non-articulated suspension. Non-articulated tracks teeter at
the ramp crest, balancing their entire weight at the top of the ramp and then rotate down once the
CG moves forward. When non-articulated tracks transition to and from the ramp toes the entire
weight of the track is supported at the ends, changing the distributed load to a concentrated load.
Tracks with pads (usually military) are treated similarly to calculating tire contact area. Tracks
with grousers (bulldozers) always require shoring. To prevent damage to the aircraft, a layer of
rolling and parking shoring shall be used. The shoring shall be at least 0.5 inch thick for C-17/C-
5 and 0.75 inch for C-130 variants. Shoring should be as thick as the cleat or grouser depth plus
0.5 inch. Shoring thickness and width are also predicated on the weight of each track pad.
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APPENDIX A
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APPENDIX A
NOTE: Vehicles that exceed axle or gross vehicle weight ratings will not be certified for airlift.
Special cases are evaluated on a case-by-case basis.
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APPENDIX A
a 96 inch high load and the weight limits for taller loads it is reduced to 21,000 lbs. Alternative
restraint methods shall be used if the cargo weight exceeds the netted cargo limit.
463L pallets are load-limited in two respects. First, concentrated loads on the surface of these
devices can cause puncturing of the pallet skin. Secondly, loads carried by these devices are
transmitted to and reacted by the aircraft rollers which also have structural limits. Thus, the cargo
shall not impose loads which exceed either the roller limits shown in Table III or the pallet puncture
load limits of 250 pounds per square inch (psi).
REQUIREMENT GUIDANCE
To determine if a palletized object is suitable for air transport, it is necessary to compute the loads
which will be imposed on the rollers of the aircraft under consideration. This loading is a function
of the object's contact length on the pallet which determines the number of roller stations
contacted.
Two important considerations shall be kept in mind when determining the acceptability of pallet
loads. First, no load spreading capability is assumed to exist with the 463L pallet. Therefore, to
determine the longitudinal roller loads for palletized cargo, use only the object's actual contact
length per longitudinal contact station on the pallet. If load spreading is necessary to meet roller
load limits, wood shoring may be used employing the principle of geometric weight distribution.
A note of caution, for cargo that have small surfaces in contact with the pallet surface, such as
wheels or landing gear/jackstands/foot pads, weight may still be transmitted directly on to
individual rollers through the pallet even when the item is shored. Wheel and landing gear weights
can exceed the roller’s limits. Shoring, or load spreading, shall be high enough to lift wheels or
landing gears off the pallet surface to ensure weight is distributed on the shoring. The wheels or
landing gear may be shimmed afterwards to keep them from bouncing during flight. The second
factor is the number of roller conveyors (longitudinal trays of rollers) contacted. Differing roller
load limits apply depending on the number of conveyors under load.
VERIFICATION RATIONALE
Except where complex weight distributions are involved, analytical means have proven adequate
to verify the acceptability of palletized loads. In those cases where complex loading exists,
instrumented tests may be necessary to assure that the forces imposed on the roller system or
the pallets themselves do not exceed established limits.
VERIFICATION GUIDANCE
The basic data required to compute the loads on the aircraft roller system are the dimensions of
the base of the cargo item and the item's weight distribution. Both footprint pressure and load
placement on the pallet shall be considered. Footprint pressure shall not exceed 250 psi. Load
placement directly affects the loading imposed on the rollers. Analysis will permit determination
of the number of roller conveyors under load as well as the number of roller stations contacted.
VERIFICATION LESSONS LEARNED
Design of palletized loads shall take into account the weight of the pallet, required restraint
hardware, and any additional equipment. An airdrop program lost cargo capability when the
upgraded airdrop system increased in weight over the old one. The capacity of a unitized load
system (pallet, airdrop platform, skidboard, etc.) cannot be increased to accommodate the same
cargo capacity because the support equipment increases in weight.
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APPENDIX A
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maximum allowable puncture load for the pallet is 250 psi up to the 10,000 lb. maximum capacity.
Loads that exceed the 250 psi limit shall be shored to reduce the load per square surface unit to
the maximum allowable.
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APPENDIX A
items of palletized cargo (i.e., aircraft fuselage assemblies, containers, and special equipment,
etc.) is 102 inches above the surface of the pallet (103 inches for C-130J/-30). For the C-17 and
C-5 aft loading, a single item can exceed the 96 inch limit to 108 inches, and up to 156 inches for
forward loading on the C-5. Restraint cannot be achieved using standard nets.
FIGURE A-9. Pallet size and weight limits with net restraint.
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APPENDIX A
A.3.4.4 Restraint.
Restraint of palletized cargo is usually accomplished by restraining to pallet side rings. Large or
heavy cargo may also be restrained to the aircraft floor.
A.3.4.5 Rollers.
Aircraft and MHE rollers are laid out on 10 inch centers longitudinally, except the C-17’s
omnidirectional rollers which are every 5 inches on center. Laterally, each aircraft and K-loader
has a different spacing due to different structural considerations (see Figure A-11 for a drawing
of lateral roller spacing). The function and characteristics of each type of roller and the rail system
are described below.
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for the particular aircraft. The ultimate load factor for the C-141 was 6.6G and for the C-5 aircraft
is 6.15G. Additional limits ensure that loads imposed on the roller do not exceed the cargo
compartment floor limits. These limits are normally established by dividing the longitudinal floor
loading limits by the longitudinal distance between the rollers. These requirements were
established by the aircraft manufacturer.
REQUIREMENT GUIDANCE
Each aircraft has a specific procedure for determining limits on the rollers. In all cases, however,
the determination of roller loading is accomplished by analysis using the item's contact with the
rollers or pallet/platform, and the contact location with respect to the roller locations. HCU-6/E
(463L) pallets, airdrop platforms, and energy dissipating material do not provide any load
spreading. This premise generally applies to special bases, runners, and skids for items so
equipped unless the design specifically provides for load spreading. Load contact patterns should
be designed to provide the best load distribution; longitudinal load distribution is generally much
preferred to lateral distribution. Note that for items rigged for airdrop, the energy dissipating
material stacks are primarily arranged for impact survivability and that some stacks or section of
stacks may not transfer loads to the rollers.
REQUIREMENT LESSONS LEARNED
Loads moving on/off the aircraft roller conveyor system shall be kept coplanar with the roller
surface to prevent excessive forces from being applied to individual rollers.
The load distribution between item’s bases, skids, or runners and the roller conveyor is critical in
the design of these item-to-roller interfacing devices. These devices shall have continuous
strength in the areas that interface with the roller conveyor system to prevent damage to the rollers
or the item base.
Because of the variable lateral roller conveyor spacing between the different aircraft and the cargo
loaders (K-loaders), make sure item runners and skids are wide enough to operate on all intended
aircraft and loader roller systems. In the C-5, the teeter rollers are a different width than the basic
roller.
There are a number of vehicles certified for airdrop from the C-130 aircraft which were not certified
from the C-141 because of the different roller limits in the aircraft.
A pallet stop on the C-130 A/A32H-4A rail prevents positioning the rigged item forward of FS 262.
A pallet stop on the C-17 aircraft rail prevents positioning the rigged item forward of FS 337 in the
ADS system or FS 379 in the logistics system.
VERIFICATION RATIONALE
Experience has shown that most air transport loads are adequately distributed so that the forces
imposed on the roller systems are well within limits. Under these conditions, it is sufficient to
satisfy this requirement to compare calculated load values against the limit values for the aircraft
under consideration. Complex items often exhibit non-uniformly distributed load patterns.
Analytical verification of compliance with this requirement is still the preferred method because of
cost and time considerations involved in instrumented roller testing. However, such tests are
acceptable in all cases and may, in fact, be necessary where loading/unloading involves possible
non-coplanar orientation of the load with respect to the roller surface.
VERIFICATION GUIDANCE
Prior to 2007 there was no permanent C-130 or C-5 instrumented roller test beds constructed. A
C-141 instrumented roller test bed was located at USA Natick Research and Development Center,
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APPENDIX A
Natick MA 01760. Data from the C-141 instrumented roller test bed had been used in evaluating
airdrop rigged item loadings on lateral rows of rollers for the C-130 aircraft. The new instrumented
roller test bed at Natick is adjustable and capable of simulating all present airdrop aircraft.
VERIFICATION LESSONS LEARNED
Excessive roller loads and possible damage to both rollers and the item base can result from the
impact of the edge of skids, runners, and special bases on the roller as the base device rides up
and over the roller. A beveled edge similar to that on the 463L pallet should overcome this
potential problem.
Testing conducted on an instrumented roller test bed, have shown items with an apparent
uniformly loaded test weight, do not transmit weight evenly over each aircraft roller. Also shown
by testing, placing the item solely on pallets or airdrop platform does not spread the weight over
the entire area pallet/platform. In order to redistribute loads, weight spreading material, such as
wood, rubber, or foam, shall be used between the item and the pallet/platform.
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APPENDIX A
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Teetering occurs during transfer from the loader to the aircraft and vice versa. It also occurs
during jettison or airdrop.
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APPENDIX A
Note: See USAF Drawing Number 7133042 for detailed pallet dimensions.
FIGURE A-12. Aircraft rail and pallet side rail interface.
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APPENDIX A
b. Individually, the detent locks are very precise and perform satisfactorily. However, when
more than one lock is engaged, unequal loading of the locks occurs due to the tolerance
buildup in the pallet detent spacing. The main difference between aircraft systems is the
strength of the detents.
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A.3.4.9.2 Weight.
The load shall be distributed on the pallet in such a manner as to not exceed the pallet limit, MHE
limit, aircraft roller limits, and aircraft rail system limits.
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APPENDIX A
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APPENDIX A
Figure A-16 (A) shows that the cargo weight is concentrated over two rows of rollers and 4 rollers
lengthwise, for a total of 8 rollers. The weight per roller exceeds the C-17 limit of 2,000 lbs. per
roller. On Figure A-16 (B), another stack of shoring is added to distribute the weight over the two
center rows of rollers, for a total of 16 rollers. The new shoring reduces the weight of each roller
to 1,250 lbs.
a. The variety of cargo aircraft active in the military and commercial fleet presents a complex
problem when considering aircraft loading door sizes and locations and floor bed
dimensions of standard loading vehicles. To meet this need, three sizes of logistic support
pallets (HCU-6/E, HCU-10/C, and HCU-12/E) and two sets of cargo restraint nets (HCU-
7/E and HCU-15/C for use with the HCU-6/E pallet and HCU-11/C and HCU-16/C for use
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APPENDIX A
with HCU-10/C and HCU-12/E pallets) were standardized. Presently the Air Force only
utilizes the HCU-6/E and its associated nets. The HCU-12/E is used by other services
and the HCU-10/E is no longer produced.
b. Pallet coupling devices. When cargo is too large to be placed on one 108 x 88 inches
HCU-6/E pallet, two or more pallets (up to a maximum of six) may be joined together.
Depending on the airframe, a 2-inch (NSN-1670-01-061-0990CT) coupler or a 1.5-inch
(NSN 1670-01-487-8743CT) coupler is required between pallets to ensure the married
pallets will mate with the aircraft restraint locks.
b. Truck, Aircraft Cargo Loading/Unloading, 25,000 pound Capability. The common name
is Halvorsen 25K loader. This truck is a lightweight, air transportable vehicle for use at
intermediate class terminals to load and unload low and high floor cargo aircraft.
d. Forklifts: A variety of commercial and military forklifts and wheel loaders (fitted with fork
tines) are presently used to fill this roll instead of just 463L specific equipment.
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APPENDIX A
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APPENDIX A
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APPENDIX A
be no sharp edges, discontinuities, or projections which could damage the rollers. The leading
and trailing edges of the pallet or skids should be beveled at a 45 degree angle or be rounded to
ease the transition as the edge moves onto the rollers.
One HCU-6/E size design was able to meet roller limit and restraint rail requirements with two
longitudinal skids along the outboard edges of the container. However, the container bottom was
then raised above the pallet end stops on K-loaders and indoor aerial port cargo handling
systems, which are on centerline. This forced a system redesign to meet MHE requirements, by
putting a bar across the gap at each end. Lowering the container was not possible.
It is strongly recommended to have a full-length side rail/pallet lip when interfacing the aircraft
rails for restraint. The aircraft rails are designed to provide vertical restraint to running loads, not
point loads. For example, a 100 inch pallet with four 10 inch lip sections will be limited in weight
to what 40 inches of aircraft rail can restrain. If the rail weight limit is exceeded, the item shall
accommodate supplemental restraint to the aircraft floor.
VERIFICATION RATIONALE
The method of requirements verification depends to a large extent on the final item configuration.
For instance, with a full pallet base, compliance with the appropriate MIL-DTL-27443
requirements is adequate verification for this requirement. In other designs, analysis of the item
from both dimensional and structural standpoints may be all that is required to prove acceptability.
Where large or heavy items or otherwise complex loading situations are involved, formal test
loadings or other demonstration techniques may be required.
VERIFICATION GUIDANCE
As in all verification procedures, the method chosen should be the simplest one which will provide
assurance that the requirements have been met. Judgment as to the proper procedure shall be
made on a case-by-case basis. The assistance of ATTLA is available to both the program office
and the designer to determine the feasibility of proposed designs and appropriate verification
procedures. In many cases, the experience ATTLA has had with similar designs may prove
valuable in avoiding problem areas and may improve item characteristics. The earliest possible
contact with ATTLA is advised.
VERIFICATION LESSONS LEARNED
The increasing emphasis on on/offloading items with minimal MHE has made this requirement
more generally applicable. Where the base/pallet is fully compatible with the 463L roller conveyor
system (including restraint provisions), the entire unit load should be structurally capable of being
restrained by the rail restraint devices.
Unless the base of the item can be maintained coplanar with the surface of the aircraft and MHE
rollers during on/offloading, roller overloading and possible failure may result. Intensive
consideration of the method of handling the item during on/offloading should be a part of any
decision process relative to 463L system compatibility.
On/offloading conditions at remote sites should always be considered to be the limiting factor in
judging the acceptability of items in terms of 463L compatibility.
Aircraft and MHE roller crowns are not perfectly coplanar. At transport weights, the aluminum
and balsa HCU-6/E is a flexible structure. The net result is that the calculated roller contact (based
on the load, see A.3.4.9.2.2) is achieved. One proposed skid was so stiff that although it had
sufficient calculated roller contact, in practice the entire weight of the skid was carried by the
highest roller.
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APPENDIX A
A.3.4.13.1 Procedures.
Combat offload procedures are as follows:
(1) The aircraft is parked and the cargo door and ramp are opened. Combat offload operations
on the C-17 will be conducted with the ramp links installed. For C-130 operations, the ramp
will be in the horizontal position. In the case of sensitive or fragile cargo, the cargo ramp can
be lowered to almost ground level.
(2) The rail locks are retracted, leaving the pallets free to roll.
(3) The aircraft accelerates forward and the pallets roll aft, falling off the aircraft ramp as the
aircraft moves forward.
A.3.4.13.2 Limits.
As pallets exit, the aircraft center of gravity moves aft, lifting the aircraft nose gear up, which may
cause the ramp to contact the ground. To prevent ramp ground contact or prevent the nose gear
from losing contact with the runway, restrictions are defined for the number of pallets to offload at
once as well as the weight limit of the loads (see T.O. 1C-XXX-9, cargo loading manual for each
aircraft. For the C-130J, Combat Offload weight limits are in TO 1C-130J-1, not the -9).
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APPENDIX A
A.3.5.2.1 Projection.
Some bulk cargo may be loaded up the ramp from the ground. The maximum projection usually
occurs when the cargo CG reaches the ramp hinge. When the cargo moves forward of the hinge,
the cargo has a tendency to rotate down, lowering the projection height (see Figure A-19).
A.3.5.2.2 Height.
If cargo is loaded straight in, the height limit is the shape and height of the cargo compartment
opening. The C-17 and C-5 have ceilings that narrow towards the top (see Appendix B for details
on opening sizes and projection limits for each airplane).
A.3.5.2.3 Weight.
As cargo traverses the ramp to the cargo floor, weight may be concentrated on the ramp hinge
as shown in the projection diagram on Figure A-19. Ramp hinge limits are shown in Appendix B.
Cargo weight on the floor should be distributed to meet floor pressure limits, running load, and
lateral weight distribution limits for each aircraft (see Figure A-20 for an example).
Floor Pressure: Divide the weight for each floor contact area by that contact area to get floor
pressure in PSI.
Running Load: Divide the weight for ALL contact areas in a given length by the length of contact
area to get pounds per linear foot (PLF) (not inch).
Lateral Load: Pounds per inch of width (PIW) is computed by dividing the weight of each contact
area by the width of the contact area.
All aircraft consider running load. PIW is used on C-17. The C-5 also uses contact length plus
width (L+W) to evaluate floor contact loads; see C-5 concentrated load guidance in Appendix B
for this calculation. The applicable limits are shown in Appendix B.
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APPENDIX A
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APPENDIX A
There are various methods that can be employed to lower the weight distributions shown on
Figure A-21. The contact areas can be redesigned to increase contact length and spread the
load over more of the aircraft floor. Contact areas can be added to reduce weight per contact
area. The item could be placed on pallets or a trailer so that applicable weight limits become
roller or axle limits, respectively. Pallet placement or bridge shoring may also be used to spread
the load between two compartments.
A.4.1 General.
All airlifted cargo shall be restrained so it will not shift during any of the flight conditions that can
normally be experienced by the aircraft. Dynamic forces caused by various flight conditions (air
turbulence, rough landings, extreme flight attitudes, survivable crashes, etc.) move the cargo in a
forward, aft, side, or vertical direction or combinations of these directions. These forces are
directly proportional to the cargo object’s mass (weight) and to the rate of change in the aircraft’s
flight velocity. These forces are commonly expressed in units of gravitational force, signified
herein by the letter "G” (see Figure A-22).
These dynamic forces may be resisted by the application of restraining static loads to equal the
dynamic loads. Except for vertically down, the restraining static load is achieved through the use
of nets, straps, chains, etc. attached between the cargo object and the aircraft. The amount of
restraint needed in each primary direction is equal to the weight of the object multiplied by the
anticipated G loads.
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APPENDIX A
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APPENDIX A
nonstandard tiedown device shall be evaluated by ATTLA. Chains or metal tiedown devices shall
have a minimum safety factor of 1.5 whereas fabric tiedown straps or devices such as webbing
shall have a minimum safety factor of 2. These devices are managed by WR-ALC/GRVEB,
Robins AFB GA, 31098-1813.
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APPENDIX A
The result is a set of criteria which provide a high probability of safety under expected flight
conditions and, at the same time, impose reasonable operational requirements. The restraint
levels specified are based on a statistical analysis of cargo aircraft accident data coupled with
years of successful cargo flight experience at reduced restraint levels.
Both static and dynamic conditions are required due to the nature of the actual air transport
environment (e.g., the factors are derived from maneuver, gust, and crash loads). The change in
velocity within a specified time is designed to give latitude for verification of the dynamic conditions
by testing.
REQUIREMENT GUIDANCE
The following factors should be considered when designing equipment to meet the specific
restraint criteria:
a. When equipment is of such size or configuration that it can be loaded into cargo aircraft
with either end facing forward (e.g., a truck that can be driven forward or backed into the aircraft),
the highest load factor applies, both fore and aft. When the loading direction is fixed or specified,
the 3 g requirement applies in the forward direction and the aft load factor requirement applies in
the rearward direction.
b. Vehicles and other equipment should be capable of withstanding, without loss of unitary
integrity or loadability, the vertical downward load factor imposed on the wheels, suspension
systems, or support.
c. MIL-STD-209 and 5.3.3.2 provide criteria for tiedown provisions on the item which can
interface with the aircraft tiedowns.
d. The procuring agency may wish to levy load requirements in excess of those stated
herein due to other mission requirements.
Chains and straps cannot be used together when restraining cargo to the aircraft. Straps stretch
further than chains under the same load and can produce uneven tension of the tiedowns.
Likewise, tiedown attachment points on the item cannot be made of material that may stretch
more than other attachment points on the item. For example, a nylon loop should not be used as
a tiedown on one part of the item while other parts are made of metal, unless the nylon is of the
same stiffness and has the same elongation properties as the metal.
REQUIREMENT LESSONS LEARNED
The amount of restraint afforded by a tiedown (strap, chains, etc.) in a specific direction will be
less than the capacity of the tiedown due to the angle at which the tiedown is attached.
Wheeled vehicles are usually self-limiting in their ability to withstand vertical downward forces.
The limiting factor is the ability of the suspension system and wheels to resist down loads without
failure that would cause aircraft damage. For this reason, suspension loads are limited to the
vehicle's cross-country rated load or its equivalent commercial rating. Where this rating is
exceeded for flight, but not for loading, devices should be incorporated in the design of the vehicle
to limit the load experienced by the suspension system to safe levels.
Vehicles with only a commercial highway gross vehicle weight rating are generally limited to 80
percent of the highway gross vehicle rating and 80 percent of the individual highway
axle/suspension rating. Analysis or test would be required to upgrade the vehicle weight above
80 percent of the highway rating.
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APPENDIX A
The M-149 water trailer was not designed to withstand the air transport load factors with a full
complement of water in the tank. Evaluations are now required to attempt to qualify the trailer in
this configuration.
The forward restraint criteria were lowered from 4G to 3G in July 1974 (see ASTR-73-17, Final
Report - Air Cargo Restraint Criteria, April 1973, and ASTR-76-30, Cargo Aircraft and Spacecraft
Forward Restraint Criteria).
An item that might not receive attention with regard to restraint is the wood-frame trailer.
Camping, travel, and mobile home sized trailers modified to hold test or command and control
equipment have become commonplace. (ATTLA even saw one modified as a mobile kitchen.)
With the addition of heavy equipment racks the original design parameters of the trailer will be
quickly exceeded. If analysis of the modified frame and equipment installation is not provided,
structural reinforcements will be required. Tiedown rings mounted in wood are unacceptable
without analysis.
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APPENDIX A
Since a load can move in any direction, at least four tiedowns 90 degrees apart shall be secured
to an item. The total number is determined by the weight of the item. However, all tiedown
provisions should, whenever possible, be symmetrical to allow even loading. The tiedown
provisions may be designed to accommodate as many tiedown devices as necessary to achieve
the required restraint. MIL-STD-209 provides design information on tiedown provisions.
REQUIREMENT LESSONS LEARNED
The following items shall be taken into consideration when determining tiedown provisions type
and quantity:
a. When computing the number of tiedown provisions, consider restraint capability
degradation incurred when applying tiedown devices at an angle.
b. If possible, position tiedown provisions around the horizontal periphery of the
equipment. Also, locate these points so that they are accessible to the equipment on the aircraft.
(Installation of a tiedown ring on the vehicle frame and subsequently hanging a fuel tank outboard
of that tiedown ring will severely limit or prevent application of restraining devices.) If the
equipment needs servicing during flight, the tiedown provisions should be located so as not to
block these areas.
The following items shall be taken into consideration when determining the number and
type of tiedown devices:
a. Do not intermix chain and webbing tiedowns. Use either all chains or all webbing. The
difference in elongation between the two types of tiedowns creates unsymmetrical loading and
increases the potential for restraint device overload and failure.
b. Selection of tiedown devices should be based on the appropriate strength rating to
provide adequate restraint with the minimum number of devices.
c. Tiedown device strength rating shall not exceed the strength rating of available tiedown
provisions or points of attachment to the cargo.
d. Use steel tiedown devices on heavy objects which have attachment lugs or a hard
surface for the chains to go around.
e. Attach tiedowns in a symmetrical pattern by using corresponding provisions on each
side of the cargo floor centerline.
VERIFICATION RATIONALE
The complete restraint system consists of tiedown provisions on the item, CGU-1/B, CGU-8/A,
and CGU-7/A tiedown devices and cargo floor tiedown provisions and receptacles. All
components except the tiedown provisions on the items have previously been qualified at their
rated capacities. The number and strength of the tiedown provisions is the only remaining
unknown requiring verification.
Verification of these requirements can be accomplished in two ways. Proof of capability can be
determined through engineering analysis with the knowledge of tiedown pattern geometry and
materials characteristics. Because tiedown patterns may change due to aircraft differences,
equipment availability, and aircraft load characteristics, proof of capability shall be predicated on
worst-case conditions. The second method of proof is actual testing of the tiedown provisions by
subjecting them to appropriate worst-case loads and angles of application.
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APPENDIX A
The analytical method of verification is preferred because it is generally less costly and time
consuming.
VERIFICATION GUIDANCE
Tiedown provisions on items should be located such that the lines of action of the attached
tiedown devices intersect, if possible, above the cargo center of gravity. Such an arrangement
reduces the tendency of an item to overturn when subjected to combined upward and side loads.
The point of attachment of a tiedown device to a cargo unit shall be substantial enough to
withstand the loads for which the cargo unit is being restrained. A tiedown device shall not be
attached to just any convenient protrusion on a cargo unit without due consideration of the
protrusion's strength.
The angle of application of tiedown devices affects the restraint capability of that device. The
rated capacity of a tiedown device applies only in pure tension. Most cargo units are restrained
by tiedown devices angled from the attachment points to the floor tiedown provisions. This has
the advantage of having one tiedown device provide restraint in more than one plane, but at a
reduced restraint level dependent on the angle of the line of action. Thus, the resultant forces
applied concurrently in each principal plane shall not exceed the rated capacity of the tiedown
device or the tiedown provisions, whichever is less.
VERIFICATION LESSONS LEARNED
Meeting the requirements of MIL-STD-209, while valuable, allows zero weight growth.
MIL-STD-209 procedures specify designing and testing tiedowns at the current design weight of
the vehicle. However, military vehicles have a historic weight growth of 25 percent over their
service lives (see SDDCTEA report entitled “Historic Weight Growth of U.S. Army Combat Vehicle
Systems” online at http://www.tea.army.mil/pubs/nr/deploy/paperspubs). It is strongly
recommended that new vehicle designs incorporate tiedown capability for at least 125 percent of
the design weight. Existing vehicles modified with tiedown provisions should include as much of
this margin as possible.
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APPENDIX A
requirement. Verification of the rigged item center of gravity location is required. Analysis or test
will suffice for determining the location.
VERIFICATION GUIDANCE
a. Analysis normally will suffice in verification of the item to withstand the load factors in
all directions. When fluids are carried, the analysis should include the effects of the fluid. Testing
is the preferred method of verification of a vehicular item's capability to withstand the downward
load factors when the weight is above the 80 percent of the gross highway weight rating.
However, a complete analysis of the axle/suspension and vehicle is an acceptable substitute.
b. For the dynamic vertical up and down load conditions, the vehicle shall be oriented as
in the aircraft since the velocity change accounts for 3.0G (up) and 3.5G (down) respectively. The
intent of this requirement is to have the cargo under a 1G static condition, and then subjected to
the dynamic loadings.
c. If testing is used for the dynamic verification, the item shall withstand, or be restrained
to an average of the appropriate load factor over a duration of 0.1 second. An acceptable rate of
onset prior to the beginning of the 0.1 second measurement is 20 A/sec or greater, where A is
the appropriate load factor shown in 5.3.3.1 and Table IV. The applied force is for one pulse over
the time period. Figure A-24 shows (A) the ideal applied force while (B) shows more realistic
curves. It is acceptable to average the applied forces over the 0.1 second period, provided it is
equivalent or greater than, the required load. Similar rates for decay are also acceptable. Block
(C) on Figure A-24 is pulses that are not acceptable (also see MIL-STD-810, Method 516.7).
If a drop test is accomplished to verify the dynamic down load requirement, the change in velocity
is changed from 11.50 ft./sec to 14.50 ft./sec. This is because a 1G static load was not present
on the suspension during the drop test.
d. The change in velocity during a test can be measured directly or can be derived from
an acceleration trace. The change in velocity requirement opens up additional methods of
complying with the dynamic aspect of the restraint requirement.
e. The vehicle can also meet the 4.5G download by undergoing the U.S. Army mobility
tests - Munson Test Area or Perryman Test Area at Aberdeen Proving Ground (U.S. Army Test
and Evaluation Command Report Number: Test Operations Procedure TOP 1-1-011 and DTIC
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APPENDIX A
Report Number, AD-A179 084, U.S. Army Test and Evaluation Command Report Number: Test
Operations Procedure 1-1-010, “Vehicle Test Course Severity”).
VERIFICATION LESSONS LEARNED
Not only shall the basic item be restrained to the criteria specified, but all components of the basic
item shall be as well.
The Commercial Utility Cargo Vehicle (CUCV) exceeded the 80 percent commercial highway
gross weight criteria. The vehicle was successfully tested at its commercial highway gross weight
by placing each wheel of the vehicle on four individual instrumented hydraulic rams which, in
being activated simultaneously, applied the required load factors to the vehicle. Most variants
also passed rail impact testing with no modifications.
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APPENDIX A
The drawings below illustrate that the amount of weight that can be suspended by the 10,000-
pound capacity chains is dependent upon the angle ("α") formed with the direction of required
force:
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APPENDIX A
movement of the item and part is available to provide restraint in the vertical (up) direction but no
restraint is provided in the lateral direction.
An increase of the floor angle (Φ), while keeping constant plane angles (θ), provides a higher
value of vertical restraint, but will reduce the amount of longitudinal and lateral restraint. Keeping
the same floor angle but increasing the longitudinal plane angle will not affect the vertical restraint
but will trade off longitudinal and lateral restraint.
The tiedown shown below will provide simultaneous restraint in all three directions (longitudinal,
vertical, and lateral) and illustrates the most desirable and efficient configuration for each tiedown
used. If only two of the three directions can be achieved, supplemental restraint will be required
using separate tiedowns. Full restraint of the item below would be obtained by attaching tiedown
devices symmetrically, in pairs, to the opposite corners/ends of the cargo item.
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APPENDIX A
The specific angles from a given provision to the floor rings are seldom guaranteed to be the
same due to load balancing and ring availability. For estimation purposes, tiedown chains
attached at floor and plane angles of 30 degrees provide adequate simulation of operational use.
Below are the equations to calculate the restraint in each direction in terms of the two angles and
the tiedown strength.
𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿 = 𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆ℎ × cos(0) × cos(30) = 𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆ℎ × (1) × 0.867
𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿 = 𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆ℎ × sin(0) cos(30) = 0
𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉 = 𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆ℎ × sin(30) = 𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆ℎ × 0.5
Lateral restrain is gained when the chain is moved laterally. On Figure A-28 part B, the chain is
moved 60 degrees or as in θ = 60. Sin (θ = 60) is 0.867 and cos (θ = 60) =0.5. Note that
longitudinal restraint is correspondingly lowered. Vertical restraint is unchanged.
𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿 = 𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆ℎ × cos(60) × cos(30) = Strength × 0.5 × 0.867 = Strength × 0.433
𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿 = 𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆ℎ × sin(60) × cos(30) = Strength × 0.867 × 0.867 = Strength × 0.75
𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉 = 𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆ℎ × sin(30) = Strength × 0.5
An increase of the floor angle, while keeping constant plane angles, provides a higher value of
vertical restraint, but will reduce the amount of longitudinal and lateral restraint. Keeping the same
floor angle but increasing the longitudinal plane angle will not affect the vertical restraint but will
trade off longitudinal and lateral restraint.
Assuming that the tiedown is the weakest link in the load path and using the 30 degree angle
approximation, a 5,000-pound capacity tiedown strap (CGU-1B) will provide 3,750 pounds of
longitudinal restraint, 2,500 pounds of vertical restraint, and approximately 2,150 pounds of lateral
restraint at attachment point B. Similarly, a 10,000-pound capacity (CGU-8/A) chain will provide
7,500 pounds of longitudinal restraint, 5,000 pounds of vertical restraint, and approximately 4,300
pounds of lateral restraint. A 25,000-pound capacity (CGU-7/A) chain will provide 18,750 pounds
of longitudinal restraint, 12,500 pounds of vertical restraint, and approximately 10,800 pounds of
lateral restraint.
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(3) Divide the result in Step 2 by the longitudinal restraint from 30 degree angle of restraint
(see Eq. (1)): 3,750 if 5,000-pound capacity straps will be used, 7,500 if 10,000-pound
capacity chains will be used or by 18,750 if 25,000-pound capacity chains will be used.
If the attachment points on the cargo item or the floor tiedown rings on the aircraft are
weaker than the capacity of the chain that is being used, divide the result in Step 2 by the
weakest longitudinal capacity.
(4) Round up the result from Step 3 to the next EVEN whole number (chains should always
be attached in pairs). The result will be an estimate of the number of chains that will be
needed to restrain the cargo item to 3.0Gs forward.
(5) Repeat from steps 2-4 for aft restraint (1.5Gs). Usually between the forward and aft
requirements the lateral and vertical are exceeded.
Example: A 30,000-pound vehicle is to be airlifted on a C-17. An additional 2,375 pounds
of crew gear will be stowed inside the vehicle prior to loading. There are 2 attachment
points on each end of the vehicle, plus 2 additional points down each side of the vehicle,
for a total of 8 points, each rated at 65,000 pounds capacity.
Step 1: 30,000 + 2,375 = 32,375 lbs. (gross shipping weight)
Step 2: 32,375 × 3.0 G = 97,125 lbs. (restrain to 3.0Gs forward)
Step 3: 97,125 ÷ 18,750 = 5.2
Step 4: Rounding up to the next even number gives a total of 6 (3 pairs) 25,000-
pound capacity chains that will be required for forward restraint.
Step 5: (32,375 × 1.5) ÷ 18,750 = 2.6. Rounded up to 4.
Use the initial estimate to determine a proposed tiedown configuration.
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APPENDIX A
in restraint failure. This consideration applies to everything, from vehicles with frame
mounted tool boxes and fuel tanks, to ship propellers with provisions between blades.
(4) Straps and chains shall not be mixed to restrain cargo in the same direction, on separate
load paths (due to different elongation characteristics). However, 10,000 and 25,000-
pound rated devices with the appropriate chains may be used for a given direction of
restraint.
Although all materials stretch in direct proportion to the applied load, materials have
varying rates of stretch. Under tension, nylon devices stretch more readily than steel and
permit the steel device to assume the majority of the load. Therefore, when two or more
tiedown devices are used in the same direction, on separate load paths, the devices shall
be of similar material and equally tensioned to ensure the load is evenly distributed.
Within the same load path straps and chains can be mixed as long as the same mix is
used for restraint in all directions. A strap attached to a chain is providing restraint in the
forward direction is allowed if all restraint load paths are the same mix.
(5) Tiedowns should be attached in a symmetrical pattern.
Asymmetrical tiedowns permit load distributions that may ultimately result in tiedown
device failure. Such a failure would result from the different load-deflection rates of
dissimilar materials or of identical materials of different length. Any material subjected to
a tension load will stretch. A longer length tiedown has more stretch potential than a
shorter length tiedown. If two tiedowns of the same type and capacity are used to restrain
a load in a given direction and one is longer than the other, the longer tiedown, with its
greater stretch potential, will permit the shorter tiedown to assume the majority of any load
that may develop. If the shorter tied own becomes overstressed and fails, the longer
tiedown would then be subjected to the full load and it, too, would likely fail. Therefore,
symmetrical tiedowns should be as close to the same length as possible.
(6) When multiple tiedowns are attached to floor rings that are in the same lateral row (i.e.
pulling on the same floor bulkhead), the amount of vertical restraint may be limited. See
Tables B-II for C-5 limits and B-XX for C-17 limits.
Example: four CGU-8/A devices attached to floor fittings in the same lateral row may each
provide forward and aft restraint to their maximum capacity, but the amount of vertical
restraint available per floor ring may be limited. The vertical restraint reduction varies
depending on the aircraft, and depending on the number of other devices attached to the
same lateral tiedown row.
(7) Primarily attach straps/chains to items. Use of gates and bridles is discouraged and
should only be used if attachment is not possible.
Restraint straps or chains that are simply passed over or around a unit of cargo (instead
of being attached directly to it) can provide double the strength of a single restraint,
provided the capacity of the floor fittings is equal to or greater than the strap or chain
capacity. Commonly called a strap or chain gate, this type of tiedown configuration can
only provide restraint in a single direction. To increase the utility of this concept, a chain
bridle may be used to obtain restraint in more than one direction (see Figure A-29):
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APPENDIX A
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MIL-STD-1791C
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APPENDIX A
(14) Tiedown chains are normally attached to the cargo unit. Tensioning devices are attached
first to the floor rings and then to the tiedown chains. Slack in the chains is removed by
adjusting the tensioning device. High
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MIL-STD-1791C
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APPENDIX A
All the dimensions are positive values so that all angles are between 0 and 90 degrees.
For example, using Figure A-27, consider a universal 30,000 pound capacity provision using an
CGU-7/A chain (25,000 pound capacity) on a C-17 floor ring (25,000 pound capacity) with the
dimensions of A=50”, B=25”, D=37” and E=22”. The strength would be 25,000 lbs., limited by the
chain and floor provision.
The angles would be:
22
θ = tan−1 � � = 30°
37
25 × cos 30°
Φ = tan−1 � � = 30°
37
So the restraint from that single chain, using equations Eq’s (1), (2) and (3), are:
On a 12,000 lb. item with four chains arranged in a symmetric manner the resulting restraint is:
37,500 lbs
Forward = 2 × 18,750lbs = 37,500lbs = = 3.1Gs > 3Gs
12,000 lbs
37,500 lbs
Aft = 2 × 18,750lbs = 37,500lbs = = 3.1Gs > 1.5Gs
12,000 lbs
21,650 lbs
Lateral Left = 2 × 10,825lbs = 21,650lbs = = 1.8Gs > 1.5Gs
12,000 lbs
21,650 lbs
Lateral Right = 2 × 10,825lbs = 21,650lbs = = 1.8Gs > 1.5Gs
12,000 lbs
50,000 lbs
Vertical = 4 × 12,500lbs = 50,000lbs = = 4.1Gs > 2Gs
12,000 lbs
The restraint forces in G’s are greater than the requirements in Table A-I therefore, this item is
fully restrained.
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MIL-STD-1791C
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APPENDIX A
All the dimensions are positive values so that all angles are between 0 and 90 degrees.
For example, consider a universal 30,000 pound capacity provision using an CGU-7/A chain
(25,000 pound capacity) on a C-17 floor ring (25,000 pound capacity) with the dimensions called
out on Figure A-31. The strength would be 25,000 lbs., limited by the chain and floor provision.
The angles would be:
22
𝜃𝜃 = tan−1 � � = 30° Eq.- 3
37
25 × cos 30°
𝛷𝛷 = tan−1 � � = 30° Eq.- 4
37
So the restraint from that single chain is:
𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿 = 25,000𝑙𝑙𝑙𝑙𝑙𝑙 × cos(30°) cos(30°) = 18,750𝑙𝑙𝑙𝑙𝑙𝑙 Eq.- 5
𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿 = 25,000𝑙𝑙𝑙𝑙𝑙𝑙 × sin(30°) cos(30°) = 10,825𝑙𝑙𝑙𝑙𝑙𝑙 Eq.- 6
𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉 = 25,000𝑙𝑙𝑙𝑙𝑙𝑙 × sin(30°) = 12,500𝑙𝑙𝑙𝑙𝑙𝑙 Eq.- 7
On a 12,000 lb. item with four chains arranged in a symmetric manner the resulting restraint is:
37,500𝑙𝑙𝑙𝑙𝑙𝑙
𝐹𝐹𝐹𝐹𝐹𝐹𝐹𝐹𝐹𝐹𝐹𝐹𝐹𝐹 = 2 × 18,750𝑙𝑙𝑙𝑙𝑙𝑙 = 37,500𝑙𝑙𝑙𝑙𝑙𝑙 = = 3.1𝐺𝐺𝐺𝐺 > 3𝐺𝐺𝐺𝐺 Eq.- 8
12,000𝑙𝑙𝑙𝑙𝑙𝑙
37,500𝑙𝑙𝑙𝑙𝑙𝑙
𝐴𝐴𝐴𝐴𝐴𝐴 = 2 × 18,750𝑙𝑙𝑙𝑙𝑙𝑙 = 37,500𝑙𝑙𝑙𝑙𝑙𝑙 = = 3.1𝐺𝐺𝐺𝐺 > 1.5𝐺𝐺𝐺𝐺 Eq.- 9
12,000𝑙𝑙𝑙𝑙𝑙𝑙
21,650𝑙𝑙𝑙𝑙𝑙𝑙
𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿 𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿 = 2 × 10,825𝑙𝑙𝑙𝑙𝑙𝑙 = 21,650𝑙𝑙𝑙𝑙𝑙𝑙 = = 1.8𝐺𝐺𝐺𝐺 > 1.5𝐺𝐺𝐺𝐺 Eq.- 10
12,000𝑙𝑙𝑙𝑙𝑙𝑙
21,650𝑙𝑙𝑙𝑙𝑙𝑙 Eq.- 11
𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿 𝑅𝑅𝑅𝑅𝑅𝑅ℎ𝑡𝑡 = 2 × 10,825𝑙𝑙𝑙𝑙𝑙𝑙 = 21,650𝑙𝑙𝑙𝑙𝑙𝑙 = = 1.8𝐺𝐺𝐺𝐺 > 1.5𝐺𝐺𝐺𝐺
12,000𝑙𝑙𝑙𝑙𝑙𝑙
50,000𝑙𝑙𝑙𝑙𝑙𝑙 Eq.- 12
𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉 = 4 × 12,500𝑙𝑙𝑙𝑙𝑙𝑙 = 50,000𝑙𝑙𝑙𝑙𝑙𝑙 = = 4.1𝐺𝐺𝐺𝐺 > 2𝐺𝐺𝐺𝐺
12,000𝑙𝑙𝑙𝑙𝑙𝑙
The restraint forces in Gs are greater than the requirements in Table A-I therefore, this item is
fully restrained.
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MIL-STD-1791C
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APPENDIX A
provision, whichever is weakest, to obtain the restraint force in each direction. This method is the
same as using Eq’s (1) through (3) except distances are used instead of angles.
EXAMPLE
The tiedown chain shown on Figure A-27 has the following measurements
Total Length (T) = 50 inches
Longitudinal (Forward or Aft) Effective Length (X) = 37 inches
Lateral Effective Length (Y) = 22 inches
Vertical Effective Length (Z) = 25 inches
The restraint values are:
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MIL-STD-1791C
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APPENDIX A
37in
= 0.74 Ratio
50in
c) Multiply this ratio by the rated strength of the tiedown chain or the rated strength of the
tiedown fitting on the cargo in the appropriate direction or the rated strength of the tiedown
floor fitting, whichever is less:
0.74 × 10,000lbs = 7,400lbs
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MIL-STD-1791C
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APPENDIX A
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MIL-STD-1791C
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APPENDIX A
For this example, the total force on the provision is less than the rating on the 25,000 lb. tiedown
chain or floor ring. If the total force exceeds the chain or ring rating, the loadmaster will either
change the tiedown angle or add additional tiedowns at other provisions or locations to reduce
the total force at each tiedown point. If the provision’s opening is large enough to accept more
than one tiedown chain and the provisions has sufficient limits, the loadmaster may add more
chains to distribute the force to multiple floor rings.
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MIL-STD-1791C
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APPENDIX A
When using multiple chains on a single provision for restraint in opposing directions the procedure
for determining restraint becomes more complex. Five load cases shall be considered, forward,
aft, lateral left, lateral right, and vertical, to determine the restraint achieved. Figure A-33 is an
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MIL-STD-1791C
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APPENDIX A
example of this situation, chains A, B, C, and D each acts in a different direction (NOTE: only right
hand (RH) side attachments are shown). Chain A is providing forward and lateral left restraint
(restraint against left hand movement). Chain B is providing forward and lateral left restraint.
Chain C is providing aft and lateral left restraint. Chain D is providing aft and lateral right restraint.
All chains are providing vertical restraint. If this item experiences a force in the forward direction,
only chains A and B on each left hand (LH) and RH side will take load and are counted, this
constitutes the forward load case.
The procedure for calculating multiple tiedowns on a single provision begins with the analysis in
A.4.3.3.1.
(1) Determine restraint on a single provision from all chains/straps in each direction.
(2) Check each resultant load case against the provision’s ratings. If the load exceeds ratings
in any direction proceed to step (3), otherwise proceed to step (4).
(3) Using the procedure laid out above for directional ratings, determine the restraint provided
by the provision for the load case direction.
(4) Convert the restraint values to G loads and compare against the requirements.
For example, consider the lug on Figure A-34 from a 67,000 pound armored vehicle. These
provisions are rated at 60,000 pounds longitudinal, 18,000 pounds lateral and 20,000 pounds
vertical.
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MIL-STD-1791C
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APPENDIX A
It is also important to also check the X, Y, and Z forces on each chain and provision when
calculating restraint in each restraint direction. The forces on each provision may not be
symmetrical if the item’s CG is not symmetrical relative to the locations of the provisions. For
example, lateral acceleration to the left may incur X, Y, and Z forces on chains R1and L1 and Z
force on chains R2 and L2.
(5) First, measure the tiedown chain length (A) from the attachment point on the cargo to the
tiedown fitting on the cargo floor (50 inches). You will use this measurement in each
calculation.
(6) CALCULATING THE VERTICAL RESTRAINT:
d) For determining vertical restraint, measure the vertical dimension (B) from the attachment
point on the cargo to a point directly beneath it on the cargo floor (25 inches).
e) Divide the vertical dimension (B) by the tiedown chain length (A) to determine a ratio:
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MIL-STD-1791C
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APPENDIX A
25𝑖𝑖𝑖𝑖
= 0.5𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅
50𝑖𝑖𝑖𝑖
f) Multiply this ratio by the rated strength of the tiedown chain or the rated strength of the
tiedown fitting on the cargo in the appropriate direction or the rated strength of the tiedown
floor fitting, whichever is less:
0.5 × 10,000𝑙𝑙𝑙𝑙𝑙𝑙 = 5,000𝑙𝑙𝑙𝑙𝑙𝑙
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MIL-STD-1791C
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APPENDIX A
Another way that a provision rating can be exceeded is from the actual or calculated force on the
provision. The loadmaster may not be aware of the force at each provision during any of the
crash accelerations (forward, aft, lateral) or vertical up acceleration in flight. It is up to the item’s
designer to address these conditions. For a load with the CG at a location not centered, the forces
on each provision may be different. MIL-STD-209, Appendix C, offers a method of calculating
the forces for an item with four provisions regardless of tiedown angles. Equations Eq.-8 thru -17
provide methods for calculating the forces on the provision in the other directions as a result of
the applied force and tiedown angles. The equations below are used to illustrate the concept but
there are other acceptable methods for obtaining the forces on the provision (e.g. finite element
analysis, simulation, test data, etc.).
For the longitudinal limit case:
𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿 = 𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿 Eq. (8)
𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿 = 𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿 × tan 𝜃𝜃 Eq. (9)
tan 𝛷𝛷
𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉 = 𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿 × Eq. (10)
cos 𝜃𝜃
For the lateral limit case:
𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿
𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿 = Eq. (11)
tan 𝜃𝜃
𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿 = 𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿 Eq. (12)
tan 𝛷𝛷
𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉 = 𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿 × Eq. (13)
sin 𝜃𝜃
For the vertical limit case:
cos 𝜃𝜃
𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿 = 𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉 × Eq. (14)
tan 𝛷𝛷
sin 𝜃𝜃
𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿 = 𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉 × Eq. (15)
tan 𝛷𝛷
𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉 = 𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉 Eq. (16)
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MIL-STD-1791C
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APPENDIX A
The highlighted forces exceed the provision’s 20,000 lb. vertical limit and the chain’s 25,000 lb.
limit. Since the longitudinal force is already at the limit of the chain (25,000 lbs.), the longitudinal
force will have to be reduced.
There are several options. One option is case 2 in which additional provisions are added to the
vehicle to bring the longitudinal for down to 15,000 lbs. This also reduces the lateral, vertical, and
total forces to within their respective ratings.
Case 2 – The Designer decided to add more provisions to limit the longitudinal force to 15,000
lbs. The designer may also state that the provision’s rating in the longitudinal limit is 15,000 lbs.
This reduces the lateral and vertical forces to
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MIL-STD-1791C
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APPENDIX A
Longitudinal = 15,000
Lateral = Longitudinal × tan θ = 15,000 x tan(30) = 8,660
tan Φ x tan(40)
Vertical = Longitudinal × = 15,000 = 14,533
cos θ cos(30)
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MIL-STD-1791C
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APPENDIX A
If the tiedowns are very long across the top of the load, a severe upward force will permit the
cargo to move as shown below. Hence, the length of ties across the top of a load should be kept
as short as possible. Alternatively, such cargo is commonly stacked in an “igloo” shape to begin
with.
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MIL-STD-1791C
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APPENDIX A
A.5 MARKINGS
REQUIREMENT RATIONALE
Adequate marking of items to be airlifted is necessary to provide information on loading
techniques, weight, and balance data for positioning the item within the aircraft and tiedown
provision data for determining restraint device requirements. Special preparation or servicing
instructions may be included in the marking, as appropriate. By marking these data and
instructions permanently on the item, they are readily available at the time of loading and will
provide the necessary information to loading personnel to enable them to safely load and restrain
items with which they have had no previous experience. Such data also eliminates questions
regarding the capability of equipment components because ratings are established by
knowledgeable design personnel.
REQUIREMENT GUIDANCE
Visual inspection of the item will verify compliance with the marking requirements. Determination
of the accuracy of the data displayed on the item may be made by engineering analysis or actual
test for such items as centers of gravity and strength of tiedown and hoisting provisions.
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APPENDIX A
Instructional markings can be verified by attempting the procedure and comparing actual results
with predicted results.
REQUIREMENT LESSONS LEARNED
Where special instructions are required to prepare an item for air transport, such instructions
should be coordinated with ATTLA to assure that the proposed procedures are acceptable in all
appropriate air transport situations.
Tiedown provisions and other attachment points shall meet the strength, number, and location
criteria of 5.3.3.2.
VERIFICATION RATIONALE
In general, verification can be performed through visual inspection of the item markings. This
alone does not insure the validity of the information presented. However, verification of the
hardware characteristics of the item is required by other sections of this standard. Comparison
of the markings with these results will assure the accuracy of the markings. Where special
servicing or preparation is necessary to make the item ready for airlift, certification of procedure
acceptability based on analysis or actual demonstration is usually accomplished prior to final
acceptance of the item. Comparison of the validated procedure with the instructional markings
will serve as verification.
VERIFICATION GUIDANCE
The most difficult requirements to verify involve the special servicing and preparation instructions.
This is basically associated with the quality and completeness of the instructions. The directions
are usually written by persons thoroughly familiar with the item, but shall be used by persons who
may never have seen the item before. In these situations it is all too easy for the writer to assume
a higher level of user knowledge than actually exists. This often results in directions which are
incomplete or confusing to follow. Use of the proposed instructions by unfamiliar personnel to
accomplish the procedure should determine the adequacy of the instructions. In many cases,
this step is a contractual requirement tied to a maximum time permitted to accomplish this.
A.6 SHORING
The shipper should supply all required shoring material. The Air Force does not maintain
stockpiles of shoring or shoring material.
REQUIREMENT RATIONALE
The use of wood shoring is disadvantageous for a number of reasons. Each pound of shoring
reduces aircraft payload by a similar amount. Shoring use is time consuming, which increases
loading time and decreases loading clearance, which in turn restricts the dimensions of the item
to be airlifted. Often, suitable shoring may not be available at the loading site, particularly at
remote sites.
REQUIREMENT GUIDANCE
Shoring should be considered an expedient to be used only when all other practical methods of
meeting handling requirements have been exhausted. It should never be considered a substitute
for prudent planning or adequate design. Approach shoring is most frequently required because
of problems involving projection (see 5.3.1.1.1), ground contact (see 5.3.1.1.2), or ramp cresting
(see 5.3.1.1.3). Addressing these potential problems early in the design phase and consulting
with ATTLA for advice often results in practical solutions to these problems. Floor protective
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APPENDIX A
shoring is used principally to protect the aircraft floor from damage due to steel wheels, lugs,
cleats and studs, etc. In many cases there is no practical way to avoid certain of these features
in item design. Floor protective shoring becomes a necessity in these situations. Rolling shoring
is used to provide a means of accommodating unit floor or ramp overloads during the loading
process only. This is an expedient to be used only when all practical methods of designing around
a problem have been exhausted. It is important to recognize that, although shoring decreases
psi and plf loading, it does not permit these load limits to be exceeded. Allowable Axle loads are
not affected.
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APPENDIX A
"step-up" shoring primarily serves to decrease the ramp angle making it possible to load certain
items which would otherwise have cresting, projection, or overhang problems. Acceptability of
approach shoring can be shown by analysis in many cases. In more complex loading situations,
it may be necessary to perform a demonstration or test loading during which the exact
configuration of the shoring is established and documented.
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APPENDIX A
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APPENDIX A
shoring can be placed under the axles of the trailer and prime mover to gain a few inches of
ground clearance at the critical position (see Figure A-41).
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APPENDIX A
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APPENDIX A
For weight distribution, shoring length, width, and thickness are computed by the same methods
used to compute area and floor pressure for the type of wheel or track pad or jackstand. For
some aircraft the load distribution shall meet linear and lateral weight distribution limits.
NOTE: Parking shoring will increase the effective height of the vehicle.
Any tire having an internal pressure greater than 100 psi (300 psi for the C-5) is considered to be
a solid tire for analysis. These tires may need to have shoring to reduce the floor contact pressure
when rolling in and out of the airplane. Tires with deep grooves, like agricultural and construction
tires, may have to be shored to at least 0.25 inch thicker (min 0.5 inch thick for C-5/C-17 and 0.75
inch thick for all C-130 variants) than the groove or cleat depth.
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APPENDIX A
example two per axle, one per jackstand). The stack’s footprint should then be large enough to
meet the concentrated load limit on the applicable aircraft. Shoring weight is not included in the
calculation because shoring weight does not significantly added more weight to the aircraft floor
as compared to the item. The minimum height should be stacked to within 0.5 inch of the frame
for items with a suspension system or high enough to be snugged against the frame or axle for
axles without a suspension system. Sleeper shoring can be pyramid shaped or a rectangular
prism (see Figure A-45).
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APPENDIX A
to ensure that the item is not damaged. Unlike sleeper shoring, support shoring is in contact with
the item for the entire flight and is taking load the entire time. Sleeper shoring only takes load if
the suspension compresses beyond a safe limit.
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APPENDIX A
stands on trailers are examples of common situations requiring floor protection shoring against
metal-to-metal contact. For ISO containers, the shoring needs to be sufficiently high (thick) to lift
the corners off the floor, or pallet surface, to prevent metal-to-metal contact and prevent weight
from being concentrated at the corners. Shoring can be used to protect sensitive areas of a load
or between cargo to prevent contact.
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APPENDIX A
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APPENDIX A
REQUIREMENT GUIDANCE
This problem is associated principally with well-sealed containers which enclose large volumes
of air such as vans, ISO containers, and shelters configured as shops, repair, and test facilities,
etc. The effects of rapid decompression on the item can be mitigated by providing for controlled
breathing to accommodate air flow due to pressure changes or the use of devices to permit safe
relief of an 8.3 psi pressure build-up within 0.5 sec. The intent of this requirement is to assure
that this potential problem is considered in item design and provisions made to accommodate
rapid decompression if the item will be adversely affected by it.
There are two distinct methods of meeting this requirement. The item can be strong enough that
the pressure differential can be survived with no effect, such as with the on-board fire extinguisher.
Alternately, vent areas of sufficient size to equalize the air pressure fast enough to prevent
structural failure (or other hazard) may be used. The venting need not be accomplished in 0.5
sec, but fast enough for the structure to survive. Commercially available “burst panels” are
available to assist in meeting this requirement.
REQUIREMENT LESSONS LEARNED
Most commercial vans, containers, and shelters are designed for surface movement where rapid
decompression is not a factor. When such containers are used for military purposes where airlift
is anticipated, provisions for attenuation of the potential damage due to decompression shall be
made.
Some commercial containers are designed to permit air to enter/exit the interior due to pressure
changes. In general, these passages are not designed to accommodate rapid decompression.
Small food packets have been known to expand and damage larger containers that carry multiple
packets, and each other, as the aircraft ascends to higher altitude. One solution is to not fill a
container to maximum capacity to allow the small packets to expand safely. Flexible containers
are to be evaluated on a case-by-case basis.
Vented and unvented containers of fluid shall also be able to contain the fluid and prevent the
lid/cap from opening if the fluid expands under low ambient pressure. An expansion or overflow
tank is allowed.
Flexible containers are allowed to expand in flight, but not break. The expansion volume shall
not cause a loss of restraint, damage other items in the vicinity, or block required access/egress
routes
VERIFICATION RATIONALE
The inherent design features and ruggedness of some items may be sufficient to withstand the
effects of rapid decompression without modification. Where it can be shown by engineering
analysis that this is the case, such analytical proof should be adequate to verify compliance with
this requirement. The alternative is dynamic testing of the item in its shipping configuration under
the worst-case conditions stated above and inspection of the item to determine no parts have
become a missile.
VERIFICATION GUIDANCE
Where it can be shown analytically, using accepted engineering practices, that the subject item
can withstand rapid decompression under the conditions of 5.3.5.2.1 this constitutes compliance
with the requirements of 5.3.5.2. In all other cases formal testing should be accomplished to verify
compliance.
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APPENDIX A
3.504
The formula A = 2V (Eq. (18)) may be used to determine if a system that cannot
1280
withstand the pressure differential has sufficient vent area. V is the container volume and A is
the minimum area required to provide venting.
The full derivation (based on analysis done at Natick Soldier Center) is as follows:
This analysis assumes the following:
1. One dimensional flow through a slowing converging, diverging duct.
2. Ideal gas specifically air.
3. Isentropic flow.
The referenced analysis looked at the decompression issue on a standard ISO container using
the door seals as the air exit port. During a sudden decompression the door seals would blow
out providing a 0.125 inch gap for which to equalize the pressure.
The cargo item uses open panel areas to provide for pressure equalization. The following analysis
uses the same equation in calculating the venting time as the referenced analysis. Since the
cargo item uses large open panel areas vs. just the door perimeter seal gap, it is felt that this
analysis is conservative and will easily meet the pressure equalization time requirement.
In the referenced analysis, estimates for compartment decompression, the outflow time for air
was shown to be
γ +1
−
V 1 γ −1 2 γ −1 1.894 Pf
∆t = 3.575 2 − ln
A γRT0 γ +1 P0
Eq. (19)
Where Δt is the time in seconds for the pressure in the compartment volume V to drop from P0 to
Pf thru the decompression port area A.
In this estimate for isentropic flow of an ideal gas thru a converging-diverging geometry.
γ = 1.40 ≈ 7/5, ratio of specific heats for air
ft − lb ft 2
R = 1717.61 = , individual gas constant for air (Ru/mol.wt)
slug − 0 R sec 2 − 0 R
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APPENDIX A
EXAMPLE:
For initial conditions, we use the standard atmosphere pressure and temperature at 8,000 ft.
NOTE: In this example, this a partially vented container with the same internal air pressure as
the aircraft cabin; equivalent to 8,000 ft. For sealed containers, sea level, or whatever
altitude/temperature the item was sealed at, can be used for internal pressure.
P0 = 10.92 psia at 8,000 ft.
T0 = 490.16 ºR = 30.5 ºF at 8,000 ft.
The temperature of the air in only the emptying volume determines its flow characteristics.
For the standard 8 ft. × 8 ft. × 20 ft. ISO container with nominal volume V = 1,280 ft3, substituting
the indicated air constants gave the following simplified formula for the estimated outflow time.
1 1.894 Pf
∆t = 41.738 − 45.105 ln
A T0 P0
For external, final pressure, we use a desired pressure drop of 8.3 psid (pounds per square inch
differential) per 5.3.5.3, which corresponds to a standard atmosphere altitude of a little over
40,000 ft.
Pf = 2.62 psia at a little over 40,000 ft.
So, finally, substituting these Po, Pf, and To, gives for the 1,280 ft3 standard ISO container.
3.504
∆t =
A
Then the requirement that the pressure falls 8.3 psid within Δt = 0.5 sec, gives a required port
area for the standard ISO container of at least 7.008 ft2.
For the same initial and final conditions, we can ratio the last equation for any free volume V and
port area A to get the corresponding depressurization time.
3.504 V
∆t =
1280 A
Given the 0.5 sec depressurization time, the equation reduces to:
𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝑣𝑣𝑣𝑣𝑣𝑣𝑣𝑣 = 0.005475 × 𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑎𝑎𝑎𝑎𝑎𝑎
Note: This equation takes volume in cubic-feet and gives the area in square-feet
Sample Results: A cargo item consists of three containers:
1. cargo item
2. cargo item
3. cargo item
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APPENDIX A
The following tabulates the estimated time for the compartment pressure to fall the required 8.3
psi using the above formula and constants and shows that the provided port area is adequate.
Fixed volume Port area Time
[ft3] [ft2] [sec]
cargo item 1 126 7.4 0.05
cargo item 2 101 3.4 0.08
cargo item 3 84 15 0.02
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APPENDIX A
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APPENDIX A
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APPENDIX A
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APPENDIX A
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APPENDIX A
Mobilizers are wheeled frames that attach to bulk cargo and convert the item into rolling stock.
Special handling tools are specifically designed to load and unload unusual cargo. Adjustments
to any of the MHE during the loading process are allowed. However, the procedure may need to
be evaluated if there is anticipated risk of damage or loss of control.
MHE REQUIREMENT RATIONALE
The less reliance on supporting MHE, the greater the ability to load/offload items even in the
austere environments in which many operations shall take place. In many cases, the required
MHE will not be available at the destination unless it also is air transported to the offload site.
This not only delays the offloading of the item, but denies valuable aircraft space to other airlift
cargo.
MHE REQUIREMENT GUIDANCE
With the trend to procurement of commercial-off-the-shelf equipment, less latitude is available in
the area of wheeled and tracked vehicles to exercise design judgment to implement this
requirement. However, these factors should be recognized in the source selection process and
every effort should be made to avoid items with inherent transportability problems. More design
freedom exists in the area of initial item design. This is a particularly important time for
consideration of this and all air transportability requirements for two reasons. First, within item
functional limits, the design has not been frozen and may still accommodate features which
enhance the item's handling characteristics. Second, initial item design is often perpetuated
through extended use of the item or with the basic item modified to function in other mission roles.
This means that designed-in problems are perpetuated if they are permitted in the initial design.
MHE REQUIREMENT LESSONS LEARNED
Most standard containers and shelters can be loaded with the aircraft cargo winch from the ground
if they have mobilizers attached. This also has the advantage of providing ground mobility. One
disadvantage is that the mobilizer sets require approximately 10 additional feet of cargo floor for
storage. In this mode, containers/shelters need not be placed on pallet trains and loaded into the
aircraft from K-loaders.
Many instances can be cited where vehicles fully qualified for air transport have been
progressively modified to the point where they no longer can be handled without supporting MHE.
While these modifications may not prevent the vehicles from being air transported, they severely
restrict the on/offloading options.
One of the greatest problems in designing handling provisions of items is the failure to recognize
the degree to which an item's maneuverability is limited by narrow aircraft ramps and small interior
clearances. Generally only small directional corrections can be made because of these
restrictions.
MHE VERIFICATION RATIONALE
Experience has shown that analytical methods of verifying this requirement can be effectively
used in many cases. However, where sophisticated handling features are employed, actual
demonstration of the item's capabilities is the preferred method of verification. This not only
verifies the acceptability of the item's features, but also identifies the procedures necessary for
successful handling.
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APPENDIX A
A.9.3 Self-adjustment.
Cargo may also have the capability to adjust its clearances to avoid the problems areas.
Examples are 1) a pintle that can vary height can be used to avoid ramp cresting; 2) an axle that
rises to clear the ramp hinge; and 3) an excavator with the capability to move its scoop to avoid
aircraft ramp and ceiling.
Cargo may lack the power to climb the ramp or roll into the aircraft. Each of the Prime Mission
cargo planes have a winch to help with pulling cargo items into the aircraft.
A.9.6 Winching.
The aircraft cargo winch may be required to assist the loading process. Winching is a method of
on/offloading extremely heavy cargo units such as large, skidded boxes, palletized cargo, or
vehicles when it is not practical to drive them on or off the aircraft using their own power. Winching
is also used to pull palletized or skidded loads that have become stuck during the loading and
offloading process. Winching can also be used as a safety to prevent loads from moving too
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APPENDIX A
quickly or getting out of control during the loading and offloading process. Each Prime Mission
USAF cargo aircraft has an on-board winch; item-mounted winches may also be used (subject to
their own limitations).
The item may need special equipment such as a tow bar to provide proper orientation of the winch
or towing cable. Item steering may occur during the movement. It is the requestor’s responsibility
to ensure that weight distribution during movement does not exceed any limits (see Figure A-49).
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APPENDIX A
During offloading, ensure cable slack is removed before the cargo transits the ramp crest. If a
slack cable condition occurs as the cargo transits the ramp crest during offload, the cargo may
lunge aft, jerk the cable, and cause cable failure. Injury to personnel and damage to equipment
may result.
A.9.6.2 Preparations.
Before winch loading, the aircraft should be prepared for the loading operation. Equipment such
as the winch, winch cable, snatch blocks, tiedowns, item attachment points and tow bars are
inspected for serviceability. Shoring should be positioned, as required. Chocks should be
positioned to prevent items from rolling beyond the final position.
Where θ is the ramp angle, W is the weight of the cargo, and CoF is the Coefficient of Friction
listed in Table A-VII.
For example, a 20,000 pound wheeled item being pulled up a 15-degree ramp requires a winch
cable pull of
CoF = 0.03
W = 20,000 lbs.
θ=15 degrees
𝐹𝐹𝐹𝐹𝐹𝐹𝐹𝐹𝐹𝐹𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶 = (sin 15 × 20,000𝑙𝑙𝑙𝑙𝑙𝑙) + (cos 15 × 20,000𝑙𝑙𝑙𝑙𝑙𝑙 × 0.03) = 5,756𝑙𝑙𝑙𝑙𝑙𝑙
Using the same calculation method, cable pull forces for different types of loads at 20,000 pounds,
using 0, 10, and 15-degree ramps, are shown in Table A-VII.
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APPENDIX A
Rolling On
Item Wt
Pneumatic Tires Tracks Steel Hard Rubber Wheels
20,000 lbs
Coefficient
0.030 0.080 0.018
of Friction
0-Degrees 600 1,600 360
10-Degrees 4,064 5,049 3,827
15-Degrees 5,756 6,722 5,524
Sliding On
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APPENDIX A
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APPENDIX A
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APPENDIX A
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APPENDIX A
The result is a set of criteria which provide a high probability of safety under expected flight
conditions and, at the same time, impose reasonable operational requirements. The restraint
levels specified are based on a statistical analysis of cargo aircraft accident data coupled with
years of successful cargo flight experience at reduced restraint levels.
VERIFICATION GUIDANCE
Because secondary cargo is generally secured to the basic vehicle or item rather than the aircraft
floor, it will be necessary to determine that the attachment points on both the load and the carrying
structure are adequate in accordance with the provisions of 5.3.3.1. Where the secondary cargo
is restrained to the aircraft floor, only the load attachment points need to be verified for
compliance.
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APPENDIX A
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APPENDIX A
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APPENDIX A
.
FIGURE A-55. Ramp cargo placement.
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APPENDIX A
A.11.1 General.
This is a method of getting rid of hazardous cargo during an emergency. The load is not required
to be designed to be jettisonable. This section only explains the concept.
The aircraft has the capability to jettison palletized loads and loads that can be manhandled if
aircraft weight needs to be reduced during an inflight emergency. Cargo jettison is effectively an
unscheduled gravity airdrop, similar to a combat offload in the air. The operation is performed
only on aircraft with a rear opening cargo door and ramp. The loadmaster configures the ramp
for airdrop. For palletized cargo, the aircraft pitches up to allow gravity to pull the cargo out. The
average pitch is 2-3 degrees. The locks are released manually or electronically, depending on
the airplane. Jettison of rolling stock is not performed.
Prior to loading the aircraft, the loadmaster selects the loads which are the best candidates for
jettisoning and places them in the aft portion of the cargo compartment. The defining parameters
are the cargo’s height profile (as palletized) and location of the center of gravity.
Cargo height profile limits for jettison are shown for each aircraft on a graph called a tip-off curve.
The tip-off curve represents the maximum height, forward of the cargo center of gravity (CG), to
which an item can be rigged and still not contact the aircraft ceiling during an exit. Without use of
an extraction force, the pallet will rotate at its highest possible rate. These curves have been
derived under the following assumptions: radius of gyration of the cargo is 6.33 feet, the aircraft
is experiencing 1.4 positive G’s downwards, CG height of the cargo is 55 inches, and velocity of
the cargo at the ramp edge is 20 ft./sec in the C-130. A margin of clearance is maintained.
Variance from any of these assumptions invalidates the curve to some degree, the most important
factor being the exit velocity.
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APPENDIX A
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APPENDIX B
APPENDIX B
AIRCRAFT DATA
B.1 SCOPE
B.1.1 Scope.
This appendix provides data on specific aircraft limitations and procedures to determine whether
an item exceeds those limits. It is derived from the basic aircraft loading manuals and technical
publications. This Appendix is a mandatory part of this standard. The information contained
herein is intended for compliance.
B.1.2 Applicability.
The limitations contained in this appendix are specific to individual aircraft. The applicability of a
given limit to a specific cargo item is determined according to the guidelines in 6.1.
B.1.3 Organization.
This appendix is laid out by aircraft and then by size, strength, and restraint data. It is meant to
follow the organization of the standard to facilitate data look up. Please note that no single aircraft
defines the limiting case for all aircraft. If the designer only accounts for the limitations of the C-
130, the item may have transportability issues on the C-17 or C-5. Contact ATTLA if there is
confusion regarding the specific limits found herein.
B.2 DEFINITIONS
The names of some of the vehicle measurements called out in the different aircraft loading
manuals are not consistent. The measurement locations indicated and referred to as "Critical
Dimension," "Wheelbase," "Projection," and "Overhang" are not consistent between aircraft, or
even between different graph/table sets for each aircraft, particularly the "Critical Dimension.” In
the weight limits charts, take note that “steel wheel,” “hard rubber wheel,” and “solid tire” are
interchangeable with “solid wheel” as defined in section 3. The loading manuals have been written
by different companies over the last 60 years (the YC-130 first flight was in 1954) and are unique
to their specific aircraft, both in dimensions and nomenclature.
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APPENDIX B
The C-5 aircraft is a high speed, high capacity, long range, aircraft used for strategic transportation
of cargo and troops. Special features of this aircraft are its front and aft end loading capability
provided by hinged visor door, aft cargo door, and forward and aft ramps. The floor is designed
for full width load bearing. The aircraft has the ability to kneel to various loading heights for both
fore and aft ramps. Cargo can be loaded from loaders, trucks, or driven on/off. The aircraft has
an upper deck for flight crew and upper rear compartment containing 73 passenger seats for
troops.
173
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MIL-STD-1791C
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APPENDIX B
B.3.1 Geometry.
B.3.1.1 Cross Section.
C-5
FIGURE B-2. Cargo compartment envelope.
174
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MIL-STD-1791C
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APPENDIX B
C-5
FIGURE B-3. Forward cargo opening dimension.
175
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MIL-STD-1791C
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APPENDIX B
C-5
FIGURE B-4. Aft cargo opening dimensions.
176
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MIL-STD-1791C
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APPENDIX B
C-5
FIGURE B-5. Allowable cargo height.
177
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MIL-STD-1791C
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APPENDIX B
B.3.1.2 Profile.
C-5
FIGURE B-6. Airplane kneeling loading position (on/off loading).
178
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MIL-STD-1791C
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APPENDIX B
C-5
FIGURE B-6. Airplane kneeling loading position (on/off loading) - Continued.
179
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MIL-STD-1791C
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APPENDIX B
B.3.1.3 Ramp.
B.3.1.3.1 Projection.
C-5
FIGURE B-7. Crated cargo projection limits (forward and aft end loading-palletized).
180
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MIL-STD-1791C
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APPENDIX B
C-5
FIGURE B-7. Crated cargo projection limits (forward and aft end loading palletized) -
Continued.
181
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MIL-STD-1791C
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APPENDIX B
C-5
FIGURE B-7. Crated cargo projection limits (forward and aft end loading palletized) -
Continued.
182
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MIL-STD-1791C
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APPENDIX B
C-5
FIGURE B-8. Forward and aft end loading - vehicle projection limits (sheet 1 of 3).
183
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MIL-STD-1791C
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APPENDIX B
C-5
FIGURE B-8. Forward and aft end loading - vehicle projection limits (sheet 2 of 3).
184
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MIL-STD-1791C
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APPENDIX B
C-5
FIGURE B-8. Forward and aft end loading - vehicle projection limits (sheet 3 of 3).
185
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MIL-STD-1791C
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APPENDIX B
C-5
FIGURE B-9. Forward and aft end loading - vehicle projection.
186
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MIL-STD-1791C
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APPENDIX B
C-5
FIGURE B-10. Forward and aft end loading - vehicle projection limits.
187
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MIL-STD-1791C
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APPENDIX B
C-5
FIGURE B-11. Forward and aft end loading - vehicle projection limits.
188
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MIL-STD-1791C
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APPENDIX B
C-5
FIGURE B-12. Forward and aft end loading - vehicle projection limits.
189
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MIL-STD-1791C
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APPENDIX B
C-5
FIGURE B-13. Forward and aft end loading - vehicle projection limits.
190
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MIL-STD-1791C
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APPENDIX B
C-5
FIGURE B-14. Forward and aft end loading - vehicle projection limits.
191
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MIL-STD-1791C
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APPENDIX B
C-5
FIGURE B-15. Forward and aft end loading - vehicle projection limits.
192
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MIL-STD-1791C
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APPENDIX B
C-5
FIGURE B-16. Forward and aft end loading - vehicle projection limits.
193
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MIL-STD-1791C
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APPENDIX B
C-5
FIGURE B-17. Forward and aft end loading - vehicle projection limits.
194
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MIL-STD-1791C
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APPENDIX B
C-5
FIGURE B-18. Forward and aft end loading - vehicle projection limits.
195
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MIL-STD-1791C
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APPENDIX B
C-5
FIGURE B-19. Forward and aft end loading - vehicle projection limits.
196
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MIL-STD-1791C
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APPENDIX B
C-5
FIGURE B-20. Forward and aft end loading - vehicle projection limits.
197
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MIL-STD-1791C
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APPENDIX B
C-5
FIGURE B-21. Forward and aft end loading vehicle projection limits.
198
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MIL-STD-1791C
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APPENDIX B
B.3.1.3.2 Cresting.
C-5
FIGURE B-22. Forward and aft ramp crest limits.
199
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MIL-STD-1791C
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APPENDIX B
C-5
FIGURE B-23. Forward and aft ramp crest limits.
200
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MIL-STD-1791C
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APPENDIX B
C-5
FIGURE B-24. Forward and aft ramp crest limits.
201
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MIL-STD-1791C
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APPENDIX B
C-5
FIGURE B-25. Parking overhang limits.
202
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MIL-STD-1791C
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APPENDIX B
C-5
C-5 Ground Contact
FIGURE B-26. Forward and aft cargo ramp vehicle overhang limits.
203
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MIL-STD-1791C
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APPENDIX B
C-5
C-5 Ground Contact
FIGURE B-27. Forward and aft cargo ramp vehicle overhang limits.
204
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MIL-STD-1791C
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APPENDIX B
C-5
FIGURE B-28. Parking overhang limits.
205
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MIL-STD-1791C
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APPENDIX B
B.3.1.3.4 Shoring.
C-5
FIGURE B-29. C-5 minimum approach shoring width under forward ramp toes.
206
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MIL-STD-1791C
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APPENDIX B
C-5
FIGURE B-30. Portable loading ramp extension.
207
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MIL-STD-1791C
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APPENDIX B
C-5
FIGURE B-31. Portable loading ramp extension assembly sequence.
208
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MIL-STD-1791C
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APPENDIX B
B.3.2 Strength.
B.3.2.1.1 Compartments.
C-5
FIGURE B-32. Cargo floor loading limitations.
209
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MIL-STD-1791C
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APPENDIX B
C-5
FIGURE B-33. Cargo maximum allowable lateral CG location (sheet 1 of 3).
210
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MIL-STD-1791C
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APPENDIX B
C-5
211
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MIL-STD-1791C
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APPENDIX B
C-5
212
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MIL-STD-1791C
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APPENDIX B
C-5
FIGURE B-34. Concentrated cargo maximum allowable floor loads (sheet 1 of 3).
213
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MIL-STD-1791C
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APPENDIX B
C-5
FIGURE B-34. Concentrated cargo maximum allowable floor loads (sheet 2 of 3).
214
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MIL-STD-1791C
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APPENDIX B
C-5
FIGURE B-34. Concentrated cargo maximum allowable floor loads (sheet 3 of 3).
215
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MIL-STD-1791C
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APPENDIX B
B.3.2.1.3.1 Procedures.
Procedures for determining pneumatic tire maximum allowable floor loads and calculation of
shoring when required.
Use the appropriate “M” factor based on tire type definition below:
When in doubt use the next lower “M” factor.
Tires with L + W greater than or equal to 17.6 inches have the allowable loads without using
shoring. Allowable load can also be calculated in lieu of using the chart:
For tires less than 17.6 inches L + W, the allowable load shall be calculated.
The procedures below are for on/offloading maximums and for flight. These methods calculate
allowable loads and minimum footprint area for sizing rolling and parking shoring. Use the
on/offloading method to calculate rolling shoring. Use the flight allowable method for parking
shoring.
216
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MIL-STD-1791C
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APPENDIX B
217
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MIL-STD-1791C
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APPENDIX B
218
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MIL-STD-1791C
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APPENDIX B
FIGURE B-37. Calculating flight load limits for hard rubber or steel wheels.
219
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MIL-STD-1791C
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APPENDIX B
B.3.2.1.5 Tracks.
220
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MIL-STD-1791C
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APPENDIX B
221
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MIL-STD-1791C
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APPENDIX B
C-5
FIGURE B-39. C-5 roller system weight limitations.
222
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MIL-STD-1791C
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APPENDIX B
B.3.2.2 Ramp.
C-5
FIGURE B-40. Forward and aft cargo ramp on/off loading limitations.
223
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MIL-STD-1791C
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APPENDIX B
B.3.3 Restraint.
C-5
FIGURE B-41. Cargo floor tiedown rings and ADS receptacles.
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MIL-STD-1791C
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APPENDIX B
225
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MIL-STD-1791C
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APPENDIX B
C-5
FIGURE B-42. Cargo floor configuration (logistics cargo).
226
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MIL-STD-1791C
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APPENDIX B
C-5
FIGURE B-43. Cargo floor configuration (ADS cargo).
227
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MIL-STD-1791C
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APPENDIX B
C-5
FIGURE B-44. Inboard and outboard restraint rail mechanism detent locations.
228
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MIL-STD-1791C
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APPENDIX B
B.3.4.1 Venting.
Seven overboard vents are provided in the cargo compartment for overboard venting of fumes
and vapors. The vents are for connection to items of cargo carried in the aircraft requiring
cryogenic venting, or to exhausts of vehicles or internal combustion engines that may be operating
in the cargo compartment. The cryogenic vents are on the left side of the cargo compartment at
FS 734, 1219, and 1779, all at WL 200. The exhaust vents are on the right side of the cargo
compartment at FS 594, 734, 1219, and 1779, all at WL 200.
Each vent consists of a tube extending through the sidewall of the cargo compartment, a sealing
plug, and a coupling. In use, the sealing plug is removed from the vent tube and the coupling is
used to secure a cryogenic vent nozzle to the vent tube. When not in use, the coupling secures
the sealing plug inside the vent tube to prevent loss of air during pressurized flight. The sealing
plug is attached to a chain at each vent for easy accessibility. When not in use, the three
cryogenic vent nozzles are stored in the LH stowage box at FS 1774. An exhaust nozzle, which
can be inserted through the right side vent tube, is stowed at each of the right side vents. When
installed, the nozzles direct the exhaust of engines into the airstream away from the side of the
fuselage.
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MIL-STD-1791C
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APPENDIX B
C-5
FIGURE B-45. C-5 overboard vents.
230
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MIL-STD-1791C
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APPENDIX B
needed in the aircraft. The Monitor 2 bus provides AC, 70-ampere power to the forward cargo
winch compartment outlet and two forward buffet/lav unit outlets on the right side of the cargo
compartment. In addition, this bus provides AC, 35-ampere power to four service outlets on the
left side of the cargo compartment. The Monitor 3 bus provides AC, 70-ampere power to two aft
buffet/lav unit outlets on the right side of the cargo compartment. In addition, this bus provides
AC, 50-ampere power to the aft winch compartment and four service outlets on the right side of
the cargo compartment. The main DC bus No. 1 provides DC, 35-ampere power to four service
outlets on the left side of the cargo compartment. The Main DC bus No. 2 provides DC,
35-ampere power to three service outlets on the right side of the cargo compartment. The
following is a list of part numbers for service receptacles and plugs:
TABLE B-III. Electrical outlets and power supply.
Part Number
Type of Outlet
Receptacle Plug
Buffet, 115/200-VAC, 3-Ph NSN-5935-00-853-2537 NSN-5935-00-201-8373
Service, 28-VDC NSN-4820-00-216-9048 NSN-5935-00-259-0823 or
NSN-5935-00-522-2577
Service, 115/200-VAC, 3-Ph MS3100R18-10S NSN-5935-00-199-2622 or
NSN-5935-00-199-2623
Winch, 115/200-VAC, 3-Ph NSN-5935-00-853-2537 NSN-5935-00-201-8373
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MIL-STD-1791C
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APPENDIX B
C-5
FIGURE B-46. Cargo compartment electrical outlets.
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MIL-STD-1791C
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APPENDIX B
C-5
FIGURE B-46. Cargo compartment electrical outlets - Continued.
233
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MIL-STD-1791C
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APPENDIX B
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MIL-STD-1791C
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APPENDIX B
C-17
FIGURE B-47. C-17 aircraft.
The C-17 is a high-wing, high-bypass turbofan aircraft used for inter and intratheater airland and
airdrop missions. The aircraft is designed for on/offloading through the cargo door/ramp.
On/offloading is facilitated by the full width, load bearing floor, cargo door/ramp toes and the
stabilizer struts. On/offloading can be accomplished directly from material handling equipment
such as: K-loaders, forklifts, truckbed, flatbed or from the ground. Pallet on/offloading can be
accomplished using the Logistic Rail Systems for logistics cargo and Airdrop Delivery System
(ADS) for airdrop delivery and/or logistics cargo. General and palletized cargo, vehicles, and
outsized cargo can be secured and transported in the cargo compartment. The cargo
compartment can be configured for airdrop of paratroops, cargo or a combination of both.
Transport of passengers or troops is accomplished by installing onboard equipment. The aircraft
has provisions for carrying (102) passengers/troops/paratroops and (36) aeromedical litter
patients, a combination of litter patients and passengers, or a combination of passenger/cargo
configurations.
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MIL-STD-1791C
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APPENDIX B
B.4.1 Geometry.
C-17
FIGURE B-48. Cargo compartment loading envelope.
236
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MIL-STD-1791C
w/Change 1
APPENDIX B
C-17
FIGURE B-49. Electrical bracket.
237
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MIL-STD-1791C
w/Change 1
APPENDIX B
C-17
FIGURE B-50. C-17 straight-in loading envelope, end view.
238
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MIL-STD-1791C
w/Change 1
APPENDIX B
C-17
FIGURE B-51. C-17 straight-in loading envelope, side view.
239
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MIL-STD-1791C
w/Change 1
APPENDIX B
B.4.1.1 Ramp.
B.4.1.1.1 Projection.
C-17
FIGURE B-52. Cargo projection limits.
240
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MIL-STD-1791C
w/Change 1
APPENDIX B
241
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MIL-STD-1791C
w/Change 1
APPENDIX B
242
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MIL-STD-1791C
w/Change 1
APPENDIX B
243
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MIL-STD-1791C
w/Change 1
APPENDIX B
NOTE: Table is to be used when loading items which will extend outboard of X = ± 82.
244
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MIL-STD-1791C
w/Change 1
APPENDIX B
C-17
245
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MIL-STD-1791C
w/Change 1
APPENDIX B
C-17
FIGURE B-54. Vehicle projection limits.
246
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MIL-STD-1791C
w/Change 1
APPENDIX B
TABLE B-VIII. Vehicle projection limits inboard of X = ± 82 - wheelbase less than 257
inches.
247
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MIL-STD-1791C
w/Change 1
APPENDIX B
TABLE B-VIII. Vehicle projection limits inboard of X = ± 82 - wheelbase less than 257
inches - Continued.
248
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MIL-STD-1791C
w/Change 1
APPENDIX B
TABLE B-IX. Vehicle projection limits inboard of X = ± 82 - wheelbase 257 to 339 inches.
249
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MIL-STD-1791C
w/Change 1
APPENDIX B
TABLE B-IX. Vehicle projection limits inboard of X = ± 82 – wheelbase 257 to 339 inches -
Continued.
250
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MIL-STD-1791C
w/Change 1
APPENDIX B
251
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MIL-STD-1791C
w/Change 1
APPENDIX B
252
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MIL-STD-1791C
w/Change 1
APPENDIX B
TABLE B-XI. Vehicle projection limits outboard of X = ± 82 - wheelbase less than 257
inches.
253
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MIL-STD-1791C
w/Change 1
APPENDIX B
TABLE B-XI. Vehicle projection limits outboard of X = ± 82 - wheelbase less than 257
inches - Continued.
254
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MIL-STD-1791C
w/Change 1
APPENDIX B
255
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MIL-STD-1791C
w/Change 1
APPENDIX B
256
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MIL-STD-1791C
w/Change 1
APPENDIX B
257
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MIL-STD-1791C
w/Change 1
APPENDIX B
258
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MIL-STD-1791C
w/Change 1
APPENDIX B
B.4.1.1.2 Cresting.
C-17
FIGURE B-55. Vehicle ramp crest limit.
259
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MIL-STD-1791C
w/Change 1
APPENDIX B
C-17
FIGURE B-56. Vehicle ramp crest clearance limit.
260
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MIL-STD-1791C
w/Change 1
APPENDIX B
261
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MIL-STD-1791C
w/Change 1
APPENDIX B
C-17
FIGURE B-57. Parking overhang limits.
262
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MIL-STD-1791C
w/Change 1
APPENDIX B
C-17
FIGURE B-58. Allowable in-flight ramp loadable height.
263
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MIL-STD-1791C
w/Change 1
APPENDIX B
264
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MIL-STD-1791C
w/Change 1
APPENDIX B
B.4.1.1.4 Shoring.
C-17
FIGURE B-59. C-17 minimum approach shoring width under ramp toes (sheet 1 of 4).
265
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MIL-STD-1791C
w/Change 1
APPENDIX B
C-17
FIGURE B-59. C-17 minimum approach shoring width under ramp toes - (sheet 2 of 4).
266
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MIL-STD-1791C
w/Change 1
APPENDIX B
C-17
FIGURE B-59. C-17 minimum approach shoring width under ramp toes - (sheet 3 of 4).
267
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MIL-STD-1791C
w/Change 1
APPENDIX B
C-17
FIGURE B-59. C-17 minimum approach shoring width under ramp toes - (sheet 4 of 4).
268
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MIL-STD-1791C
w/Change 1
APPENDIX B
B.4.2 Strength.
B.4.2.1.1 Compartments.
C-17
FIGURE B-60. Floor limitations.
269
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MIL-STD-1791C
w/Change 1
APPENDIX B
C-17
FIGURE B-61. Concentrated floor loads - calculations (sheet 1 of 2).
270
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MIL-STD-1791C
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APPENDIX B
C-17
271
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MIL-STD-1791C
w/Change 1
APPENDIX B
C-17
FIGURE B-62. C-17 high pressure pneumatic tire limitations.
272
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MIL-STD-1791C
w/Change 1
APPENDIX B
C-17
273
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MIL-STD-1791C
w/Change 1
APPENDIX B
TABLE B-XVI. Steel and hard rubber wheel - allowable floor load limitations.
274
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MIL-STD-1791C
w/Change 1
APPENDIX B
275
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MIL-STD-1791C
w/Change 1
APPENDIX B
276
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MIL-STD-1791C
w/Change 1
APPENDIX B
277
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MIL-STD-1791C
w/Change 1
APPENDIX B
278
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MIL-STD-1791C
w/Change 1
APPENDIX B
B.4.2.1.5 CG limits.
279
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MIL-STD-1791C
w/Change 1
APPENDIX B
280
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MIL-STD-1791C
w/Change 1
APPENDIX B
B.4.2.1.6 Tracks.
C-17
FIGURE B-65. Tracked vehicle articulated suspension.
281
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MIL-STD-1791C
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APPENDIX B
C-17
282
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MIL-STD-1791C
w/Change 1
APPENDIX B
C-17
FIGURE B-67. C-17 ADS system (sheet 1 of 2).
283
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MIL-STD-1791C
w/Change 1
APPENDIX B
C-17
FIGURE B-67. C-17 ADS system - Continued (sheet 2 of 2).
284
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MIL-STD-1791C
w/Change 1
APPENDIX B
C-17
FIGURE B-68. C-17 logistic rail system.
285
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MIL-STD-1791C
w/Change 1
APPENDIX B
B.4.2.2 Ramp.
Logistic rails.
All locks in a pallet position operate simultaneously. Pallet alignment with the detent is verified
visually through a viewport in the upper surface of the restraint rail. In the event of electrical
malfunction of the lock actuators, a retract tool may be used to manually unlock the logistic
restraint rail locks. The tool is inserted in a pallet indent forward of the locks engaged in the pallet.
The tool engages the lock slide, pressure is exerted aft to unlock the locks engaged in the pallet.
Exerting pressure aft on one lock slide will unlock all logistic locks in the pallet position. The tool
is 38 inches long and is stowed on the left ramp jamb at station 1373 when not in use. All logistic
restraint rail locks are positive acting in both forward and aft direction, with a forward restraint
capacity of 20,000 pounds and an aft restraint capacity of 10,000 pounds.
C-17
FIGURE B-69. Ramp toes.
286
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MIL-STD-1791C
w/Change 1
APPENDIX B
287
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MIL-STD-1791C
w/Change 1
APPENDIX B
288
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MIL-STD-1791C
w/Change 1
APPENDIX B
C-17
FIGURE B-70. Allowable in-flight ramp payload.
289
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MIL-STD-1791C
w/Change 1
APPENDIX B
C-17
FIGURE B-71. Ramp lifting limits.
290
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MIL-STD-1791C
w/Change 1
APPENDIX B
B.4.2.2.1 Teeter.
1. Vehicles weighing over 65,000 lbs. shall be loaded within 8 inches of aircraft centerline.
2. Vehicles less than or equal to 86,420 lbs. shall be loaded over area A. If in contact with
both areas, the lower limit applies.
3. Vehicles 86,421 to 97,000 lbs.:
a. Raise cargo ramp to prevent teetering (see ramp lift limits).
b. Minimum track width is 24 inches.
c. Minimum track ground contact length is 137 inches.
d. Grouser spacing shall be less than 12 inches.
e. Minimum shoring thickness is 3 inches.
C-17
FIGURE B-72. C-17 ramp crest teeter limitations.
291
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MIL-STD-1791C
w/Change 1
APPENDIX B
C-17
FIGURE B-73. C-17 ramp and ramp toes configured for dual row logistics system
loading.
292
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MIL-STD-1791C
w/Change 1
APPENDIX B
293
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MIL-STD-1791C
w/Change 1
APPENDIX B
294
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MIL-STD-1791C
w/Change 1
APPENDIX B
B.4.3 Restraint.
C-17
FIGURE B-74. Cargo tiedown rings/location.
295
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MIL-STD-1791C
w/Change 1
APPENDIX B
B.4.4.1 Venting.
C-17
FIGURE B-75. Cargo compartment vents.
296
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MIL-STD-1791C
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APPENDIX B
C-17
FIGURE B-75. Cargo compartment vents - Continued.
297
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MIL-STD-1791C
w/Change 1
APPENDIX B
B.4.4.2 Electrical.
C-17
FIGURE B-76. Cargo compartment electrical receptacles.
298
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MIL-STD-1791C
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APPENDIX B
C-17
FIGURE B-76. Cargo compartment electrical receptacle - Continued.
299
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MIL-STD-1791C
w/Change 1
APPENDIX B
C-17
FIGURE B-77. C-17 tip off curve.
300
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MIL-STD-1791C
w/Change 1
APPENDIX B
B.4.4.4 Aeromedical.
Aeromedical evacuation system litter stations. Three aeromedical litter stations, each designed
to accommodate three litters, are stowed in the cargo compartment at FS 547 left and right and
FS 620 on the left side. Complete installation provisions are available for the three stowed litter
stations and nine additional litter stations. Provisions for each station include structural hard
points and electrical/oxygen hookups. Each aeromedical station is a free standing design. Head
and foot height are adjusted independently. Litter stations may be installed in either outboard or
inboard locations. When installed in the outboard location, the adjacent sidewall seats cannot be
used. Litter foot receptacles are located at X=+/-48, X= +/-75, and X= +/-102. For C-17, X refers
to the lateral location or Butt Line (BL). Each aeromedical station includes a utility panel that
provides each litter position with a patient call button, light, and dropout oxygen mask.
C-17
FIGURE B-78. C-17 aeromedical litter stations.
301
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MIL-STD-1791C
w/Change 1
APPENDIX B
The C130 A thru J exterior dimensions are 97 feet 9 inches long, 132 feet 7 inches wing span and
38 feet 10 inches tall at the tail. The cargo compartment provides a cargo space nominally 41feet
long, 10 feet 3 inches wide, and 9 feet high at the lowest Aircraft series differences are shown on
Figure 2-30. The C-130A thru H provide seating for 90 ground troops or 64 paratroopers. The
C-130E/H/J provide for seating for 92 ground troops or 64 paratroopers, 72 litters with two medical
attendants.
The C130J-30 is made longer than the C-130J by the addition of two fuselage plugs. The 100
inch long forward plug is installed at the forward compartment and the 80 inch long aft plug is
installed aft of the troop door. The interior station markings are marked in load station (LS) rather
than fuselage station (FS). The exterior dimensions are 112 feet 9 inches long, 132 feet 7 inches
302
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MIL-STD-1791C
w/Change 1
APPENDIX B
wing span and 38 feet 10 inches tall at the tail. The cargo compartment provides a cargo space
nominally 56 feet long, 10 feet 3 inches wide, and 9 feet high at the lowest. Aircraft series
differences are shown on Figure 2-30. The C-130J-30 provide seating for 128 ground troops or
92 paratroopers. 97 litters with four medical attendants.
303
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MIL-STD-1791C
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APPENDIX B
B.5.1 Geometry.
C-130E/H
FIGURE B-80.a C-130 E/H cargo compartment dimensions.
304
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MIL-STD-1791C
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APPENDIX B
305
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MIL-STD-1791C
w/Change 1
APPENDIX B
(1). Equipment will not be positioned in a manner that obstructs the side emergency escape
hatches. An obstruction is any equipment that prevents the effective means of rapid evacuation.
Litters and seats erected across an emergency exit are not considered to be an obstruction.
(2). One unobstructed emergency exit will be available for each 20 passengers/troops. (This
does not restrict overwater flights if the three overhead escape hatches are available for egress.)
(3). When passengers are being airlifted, an unobstructed aisleway will be maintained in the
wheel well (C-130J pallet positions 4 and 5), (C-130J pallet positions 3 & 4), and ramp area (C-130
pallet position 8), (C-130(S) pallet position 6) to provide access to emergency exits. In the wheel
well area, the aisleway will be a minimum of 14 inches wide between the outer edge of the cargo
and the aircraft and will begin at the cargo floor or cargo handling system (CHS) outboard frame.
Tiedown equipment (463L nets, straps, chains, and devices) shall not normally be considered an
obstruction. The CHS outboard frame provides 8 inches of the 14-inch requirement on the main
cargo floor (see Figure B-81). In the ramp area, the aisleway will be a minimum of 8 inches
beginning at the outboard edge of the CHS outboard frame. The aisleway should normally be on
the left side of the aircraft. If the aisleway is placed on the right side of the aircraft, then clearance
to the right side of the aircraft shall be maintained. Additionally, access to aft latrine facilities
requires a 20 inch clear area on the forward right side of cargo loaded on the ramp. The clear
area must be on the right side of the pallet.
(4). If the aisleway requirement in paragraph (3) cannot be achieved on missions carrying crew
only or MEPs authorized by operations order/plan or DIRMOBFOR, then an aisleway will be
maintained in the wheel well area that provides a minimum of 14 inches between the outer edge
of the cargo and aircraft beginning no higher than 36 inches above the floor/pallet/platform or a
minimum of 30 inches between the outer edge of cargo and the aircraft beginning no higher than
60 inches above the floor/pallet/platform. The CHS outboard frame provides 8 inches of this
requirement on the main cargo floor (see Figure B-81). MAJCOM/A3/DO is authorized to waive
this requirement based on MAJCOM/A3V evaluation and recommendation.
(5). During airdrop missions, loadmasters shall have access to the rear of the aircraft to
accomplish tactical checklists.
(6). On all missions, cargo will be loaded in such a way that the aircrew will have access to the
rear of the aircraft. Loads in Section VI of T.O. 1C-130E/H and J-9 are specific and do not require
a waiver.
306
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MIL-STD-1791C
w/Change 1
APPENDIX B
C-130E/H/J, J-30
FIGURE B-81. C-130 safety aisle (all variants).
307
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MIL-STD-1791C
w/Change 1
APPENDIX B
B.5.1.2 Profile.
C-130A thru H
FIGURE B-82.a C-130A thru H cargo compartment dimensions.
308
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MIL-STD-1791C
w/Change 1
APPENDIX B
309
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MIL-STD-1791C
w/Change 1
APPENDIX B
B.5.1.2.1 Length.
C-130E/H
(Aircraft 53-3129 through 57-509 and 57-525 and up)
FIGURE B-83. C-130E/H cargo compartments.
310
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MIL-STD-1791C
w/Change 1
APPENDIX B
B.5.1.3 Ramp.
B.5.1.3.1 Projection.
C-130
311
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MIL-STD-1791C
w/Change 1
APPENDIX B
C-130
FIGURE B-84. Overhang and projection limits (cargo) - Continued.
312
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MIL-STD-1791C
w/Change 1
APPENDIX B
C-130
FIGURE B-85. Overhang and projection limits (vehicle).
C-130
FIGURE B-85. Overhang and projection limits (vehicle) - Continued.
313
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MIL-STD-1791C
w/Change 1
APPENDIX B
B.5.1.3.2 Cresting.
C-130
314
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MIL-STD-1791C
w/Change 1
APPENDIX B
C-130
FIGURE B-87. Overhang and projection limits (vehicle).
315
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MIL-STD-1791C
w/Change 1
APPENDIX B
C-130
FIGURE B-88. C-130 ramp loadable height.
316
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MIL-STD-1791C
w/Change 1
APPENDIX B
B.5.2 Strength.
C-130E/H
317
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MIL-STD-1791C
w/Change 1
APPENDIX B
C-130
FIGURE B-90. Floor loading capacity - concentrated or pneumatic tire loads.
C-130
FIGURE B-90. Floor loading capacity - concentrated or pneumatic tire loads - Continued.
318
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MIL-STD-1791C
w/Change 1
APPENDIX B
C-130
FIGURE B-90. Floor loading capacity - concentrated or pneumatic tire loads - Continued.
319
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MIL-STD-1791C
w/Change 1
APPENDIX B
C-130
FIGURE B-90. Floor loading capacity - concentrated or pneumatic tire loads - Continued.
C-130A thru H
FIGURE B-91. Treadways.
320
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MIL-STD-1791C
w/Change 1
APPENDIX B
321
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MIL-STD-1791C
w/Change 1
APPENDIX B
322
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MIL-STD-1791C
w/Change 1
APPENDIX B
323
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MIL-STD-1791C
w/Change 1
APPENDIX B
324
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MIL-STD-1791C
w/Change 1
APPENDIX B
C-130
FIGURE B-94. C-130J-30 ground and flight limits (sheet 1 of 3).
325
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MIL-STD-1791C
w/Change 1
APPENDIX B
C-130
FIGURE B-94. C-130J-30 ground and flight limits (sheet 2 of 3).
326
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MIL-STD-1791C
w/Change 1
APPENDIX B
C-130
FIGURE B-94. C-130J-30 ground and flight limits (sheet 3 of 3).
327
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MIL-STD-1791C
w/Change 1
APPENDIX B
328
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MIL-STD-1791C
w/Change 1
APPENDIX B
The pneumatic tire contact area (A) is computed by multiplying the ground contact length times
contact width (not tire rim) times an effective factor of 0.785.
A = L x W x 0.785
𝑇𝑇𝑇𝑇𝑇𝑇𝑇𝑇 𝑊𝑊𝑊𝑊𝑊𝑊𝑊𝑊ℎ𝑡𝑡
Tire contact pressure (PSI) on the aircraft floor is 𝑃𝑃𝑃𝑃𝑃𝑃 =
𝐴𝐴
329
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MIL-STD-1791C
w/Change 1
APPENDIX B
FS 245 281 337 401 457 517 597 627 682 737 803 869
Compartment C D E F G H I J K L M
LB/LIN FT 6,000 6,000 6,000 6,000 6,000 6,000 6,000 6,000 6,000 6,000 6,000
LB/ROLLER* 5,000 5,000 5,000 5,000 5,000 5,000 5,000 5,000 5,000 5,000 5,000
FS 245 281 337 401 457 517 597 627 682 737 803 869
Compartment C D E F G H I J K L M
LB/LIN FT 3,200 3,200 3,200 3,200 3,200 3,200 3,200 3,200 3,200 3,200 3,200
LB/ROLLER* 2,667 2,667 2,667 2,667 2,667 2,667 2,667 2,667 2,667 2,667 2,667
C-130
330
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MIL-STD-1791C
w/Change 1
APPENDIX B
TABLE B-XXII. Palletized cargo weight limitations for all C-130s - Continued.
Flight Limits for palletized cargo — C-130J (Short Fuselage)
FS 245 281 337 401 457 517 597 627 682 737 803 869
Compartment C D E F G H I J K L M
LB/LIN FT 2,800 2,800 3,200 3,200 3,200 3,200 3,200 3,200 2,800 1,000 1,000
LB/ROLLER* 2,333 2,333 2,667 2,667 2,667 2,667 2,667 2,667 2,333 833 833
FS 649-737
Max 8,500
Ground Limits for palletized cargo —C-130J-30 (Long Fuselage)
LS 345 383 472 562 652 742 832 922 1011 1042 1124 1141
Compartment C D E F G H I J K L M
LB/LIN FT 3,200 3,200 3,200 3,200 3,200 3,200 3,200 3,200 3,200 3,200 3,200
LB/ROLLER* 2,667 2,667 2,667 2,667 2,667 2,667 2,667 2,667 2,667 2,667 2,667
331
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MIL-STD-1791C
w/Change 1
APPENDIX B
B.5.2.2 Ramp.
C-130
FIGURE B-95. Cargo door and ramp.
332
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MIL-STD-1791C
w/Change 1
APPENDIX B
C-130
FIGURE B-95. Cargo door and ramp - Continued.
333
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MIL-STD-1791C
w/Change 1
APPENDIX B
C-130 E/H
FIGURE B-97. Ramp height.
334
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MIL-STD-1791C
w/Change 1
APPENDIX B
B.5.3 Restraint.
C-130 E/H
FIGURE B-98. Cargo tiedown, seat, and litter fitting locations.
335
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MIL-STD-1791C
w/Change 1
APPENDIX B
C-130J
FIGURE B-99. C-130J tiedown fittings locations.
C-130J-30
FIGURE B-100. C-130J-30 tiedown fittings locations.
336
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MIL-STD-1791C
w/Change 1
APPENDIX B
C-130J/C-130J-30
FIGURE B-101. Minimum vertical restraint requirements.
337
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MIL-STD-1791C
w/Change 1
APPENDIX B
338
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MIL-STD-1791C
w/Change 1
APPENDIX B
339
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MIL-STD-1791C
w/Change 1
APPENDIX B
CAUTION:
The rated capacity of the generators available will be exceeded in each of the above cases.
340
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MIL-STD-1791C
w/Change 1
APPENDIX B
C-130 E/H
1 & 3) A power outlet to provide 28 VDC/200 Ampere power is installed near the flight station
steps. A portable winch or other loading equipment may be connected to the outlet.
2) On aircraft AF62-1784 and up, an additional outlet supplies 115/220-volt, 3-phase power and
28 VDC power to operate cargo winches.
FIGURE B-102. C-130E/H electrical outlets.
341
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MIL-STD-1791C
w/Change 1
APPENDIX B
C-130
FIGURE B-103. C-130 tip off or jettison height limit curve (all variants).
342
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MIL-STD-1791C
w/Change 1
APPENDIX B
B.5.4.5 Aeromedical.
C-130E/H/J
FIGURE B-104. Litter arrangement.
343
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MIL-STD-1791C
w/Change 1
APPENDIX B
C-130J-30
FIGURE B-104. Litter arrangement - Continued.
344
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MIL-STD-1791C
w/Change 1
APPENDIX B
B.6.1 Geometry.
KC-10
To use:
Round all dimensions.
At the intersection of the width column and the height row is the maximum allowable length.
Thickness of pallet must be included in height dimension.
FIGURE B-105. KC-10 loading envelope.
345
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MIL-STD-1791C
w/Change 1
APPENDIX B
KC-10
FIGURE B-106. Pallet contours and aisle configurations.
346
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MIL-STD-1791C
w/Change 1
APPENDIX B
B.6.1.2 Profile.
KC-10
FIGURE B-107. Cargo compartment envelope.
KC-10
FIGURE B-108. Mixed cargo/personnel configuration.
347
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MIL-STD-1791C
w/Change 1
APPENDIX B
KC-10
FIGURE B-109. Mixed cargo/personnel configuration.
348
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MIL-STD-1791C
w/Change 1
APPENDIX B
349
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MIL-STD-1791C
w/Change 1
APPENDIX B
KC-10
FIGURE B-111. Mixed cargo/personnel configuration.
350
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MIL-STD-1791C
w/Change 1
APPENDIX B
KC-10
FIGURE B-112. Cargo door.
351
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MIL-STD-1791C
w/Change 1
APPENDIX B
B.6.2 Strength.
B.6.2.1.1 Compartments.
KC-10
FIGURE B-113. All-cargo configuration.
352
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MIL-STD-1791C
w/Change 1
APPENDIX B
KC-10
FIGURE B-114. Pallet load limitations.
353
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MIL-STD-1791C
w/Change 1
APPENDIX B
KC-10
FIGURE B-115. Loading data - 25 pallet all-cargo configuration.
354
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MIL-STD-1791C
w/Change 1
APPENDIX B
KC-10
Bulk/Concentrated Load
FIGURE B-116. Loading data - lateral loading (left side of aircraft).
355
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MIL-STD-1791C
w/Change 1
APPENDIX B
KC-10
FIGURE B-117. Concentrated load limitations - 25-pallet all-cargo configuration.
356
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MIL-STD-1791C
w/Change 1
APPENDIX B
KC-10
FIGURE B-118. Concentrated load limitations - lateral loading (left side of aircraft).
357
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MIL-STD-1791C
w/Change 1
APPENDIX B
B.6.2.1.2 Axles.
KC-10
FIGURE B-119. Vehicle axle weight limitations.
358
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MIL-STD-1791C
w/Change 1
APPENDIX B
B.6.3 Restraint.
KC-10
FIGURE B-120. A-7000 vertical tiedown allowables.
359
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MIL-STD-1791C
w/Change 1
APPENDIX B
KC-10
FIGURE B-121. HCU-6/E pallet ring vertical allowables.
360
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MIL-STD-1791C
w/Change 1
APPENDIX B
B.6.4.1 Venting.
A cryogenic vent (see Figure B-121) is installed to provide venting of liquefied oxygen, nitrogen,
and other liquefied gases carried in containers as cargo. It is an integral part of the fuselage
structure, and is located on the left side at station 1149, approximately 10 inches above floor level.
The vent assembly consists of an integrally-fitted vent tube, a recessed pan surrounding the tube,
a hose adapter, a vent plug, and a coupling to retain either the hose adapter or plug in the vent.
KC-10
FIGURE B-122. Cargo compartment cryogenic vent.
361
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MIL-STD-1791C
w/Change 1
APPENDIX B
KC-10
FIGURE B-123. Cargo compartment electrical outlets.
B.6.4.2 Electrical.
Electrical power for the cargo compartment area during loading and offloading operations is
normally supplied by the aircraft’s auxiliary power unit (APU). If required, electrical power may
be supplied by an external ground power source. The aircraft’s normal 28VDC and 115/200 VAC,
400Hz, 3-phase electrical power system is contained in T.O. 1C-10(K)A-1.
The cargo compartment APU and external power control panel is located in the left crew baggage
compartment, inside the upper left stowage compartment, at station 420. Annunciator lights on
the panel indicate availability of either power source. When the applicable power switch is moved
to the ON position, the appropriate IN USE light will come on, indicating that electrical power is
being supplied to the cargo compartment for the operation of the cargo door, cabin doors, lighting,
powered rollers, and the cargo winch.
Circuit breakers for the cargo compartment electrical power supply are on three separate
equipment service panels. Two panels are located overhead, behind ceiling doors, at station 516.
The third service panel is located on the extreme upper left side of the control panel in the ARO
compartment. In the event of an isolated malfunction, the boom operator can reset the applicable
circuit breaker or determine if maintenance is required.
Four 115/200 VAC, 400Hz, 3-phase power outlets are installed along the right wall of the cargo
compartment, at approximately 10 inches above the floor, at stations 462, 846, 1311, and 1909.
These outlets provide the electrical power required for operating the portable cargo winch. The
locations of the four outlets allow the winch to be installed whenever required for loading and
offloading operations (see Figure B-123).
B.6.4.3 Winching.
The KC-10 is equipped with a portable winch to aid in loading heavy pallets or vehicles.
362
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MIL-STD-1791C
w/Change 1
APPENDIX B
KC-10
FIGURE B-124. Winching arrangements.
363
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MIL-STD-1791C
w/Change 1
APPENDIX B
KC-10
FIGURE B-125. Maximum capability of cargo winch on sloped aircraft floor.
364
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MIL-STD-1791C
w/Change 1
APPENDIX B
365
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MIL-STD-1791C
w/Change 1
APPENDIX B
B.7.1 Geometry.
KC-135
FIGURE B-127. KC-135 R/T cargo compartment.
366
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MIL-STD-1791C
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APPENDIX B
KC-135
FIGURE B-128. Cargo roller handling system (six pallets installed).
KC-135
FIGURE B-129. Cargo contour.
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MIL-STD-1791C
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APPENDIX B
limiting loading dimensions must be re-packed or partially disassembled, so that the resulting
dimensions are within the loading limitations of the aircraft. Loose attachments to cargo items
should be lashed to the main component; if separately stowed, both items must be plainly labeled.
KC-135
FIGURE B-130. KC-135 loading envelope.
B.7.2 Strength.
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MIL-STD-1791C
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APPENDIX B
dimensions, Figure B-126). Total cargo compartment volume is approximately 5,300 cubic feet.
The floor has tiedown fittings of 5,000 and 10,000 pound capacity.
2. The weight distribution does not exceed 200 pounds per square foot for flight conditions
or 1,600 pounds per square foot for ground loading conditions. Such a load distribution
can be obtained readily when loading boxed, crated, or stacked cargo. Other cargo items
which are of small size but are heavy may be placed on warehouse pallets or on sheets
of 0.75 inch thick plywood to provide a suitable weight distribution.
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MIL-STD-1791C
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APPENDIX B
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MIL-STD-1791C
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APPENDIX B
B-130 through Figure B-132 will specify whether they are applicable to ground or flight conditions.
If a specific reference is not made, assume the chart or graph is for flight conditions.
KC-135
IMPINGEMENT OF LOADING ENVELOPE
FIGURE B-131. Large area loads (greater than 1.5 square feet).
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MIL-STD-1791C
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APPENDIX B
KC-135
FIGURE B-132. Allowable axle loads for pneumatic tires.
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MIL-STD-1791C
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APPENDIX B
KC-135
FIGURE B-132. Allowable axle loads for pneumatic tires - Continued.
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MIL-STD-1791C
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APPENDIX B
KC-135
FIGURE B-133. Allowable load for hard rubber and steel wheels.
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MIL-STD-1791C
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APPENDIX B
KC-135
FIGURE B-133. Allowable load for hard rubber and steel wheels - Continued.
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MIL-STD-1791C
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APPENDIX B
B.7.2.1.6 CG limits.
KC-135
FIGURE B-134. KC-135 pallet CG requirements.
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MIL-STD-1791C
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APPENDIX B
B.7.3 Restraint.
KC-135
FIGURE B-135. Installation of tiedown shackles 5,000 and 10,000 pound capacity.
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MIL-STD-1791C
w/Change 1
APPENDIX B
KC-135
FIGURE B-136. Allowable tiedown ring load rating (per ring).
B.7.4.1 Venting.
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MIL-STD-1791C
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APPENDIX B
NOTE: The loading and handling of liquid oxygen, nitrogen, and other liquefied gases will be
accomplished by qualified personnel IAW “Preparing Hazardous Materials for Military Air
Shipment” directives.
KC-135
FIGURE B-137. KC-135 cryogenic vents.
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MIL-STD-1791C
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APPENDIX B
CONCLUDING MATERIAL
Custodians: Preparing activity:
Army - AV Air Force - 11
Navy - AS
Air Force - 11 (Project 1510-2018-001)
NOTE: The activities listed above were interested in this document as of the date of this
document. Since organizations and responsibilities can change, you should verify the currency
of the information above using the ASSIST Online database at https://assist.dla.mil/.
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