FM 20-22

AUGUST 1984

VEHICLE RECOVERY OPERATIONS

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HEADOUARTERS
DEPARTMENT OF THE ARMY
DISTRI BUTION RESTRICTION : This publication contains technical or operational information that is
for official government use only . Distribution is limited to US government agencies . Requests from
outside the US government for release of this publication under the Freedom of Information Act or the
Foreign Military Sales Program must be made to HQ TRADOC. Fort Monroe. VA 23651 .

*FM 20-22
HEADQUARTERS
DEPARTMENT OF THE ARMY

Field Manual
No. 20-22

Washington, DC, 31 August 1984

VEHICLE RECOVERY OPERATIONS

Pref a c e

PURPOSE
This manual provides field methods for recovering vehicles disabled or
immobilized due to terrain conditions, enemy actions, and/or mechanical
malfunctions. This manual also briefly discusses recovery and evacuation
management.

. SCOPE
This manual contains formulas and rules for use in vehicle recovery operations.
It covers methods of determining resistances of vehicles disabled by terrain as well
as the application of riggings and equipment to overcome these resistances. It
"Thi s manual supersedes FM 20-22. 30 July 1970.

covers expedient repairs, recovery expedients, and safety precautions to be

observed in vehicle recovery operations. The fundamentals are applicable with
modification to both nuclear and nonnuclear warfare and to peacetime activities.
Users of this manual are encouraged to submit suggestions, changes, or
comments to improve this manual. Key comments to the specific page, paragraph,
and line of the text. Provide reasons for each comment to insure understanding and
a complete evaluation. Prepare your comments on DA Form 2028 (Recommended
Changes to Publications and Blank Forms) and forward it to Commander, US
Army Ordnance Center and School, ATTN: ATSL-TD-PMD, Aberdeen Proving
Ground, MD 21005.

CAUTION
No recovery procedure outlined in this field manual will be
attempted without reference to the operator's technical manual for
the disabled vehicle. All special precautions regarding the disabled
veh icle , as outlined in the governing technica l manua l, wi ll be
strictly adhered to .

Table of Contents
Page

CHAPTER
SECTION

1. RECOVERY. AND EVACUATION MANAGEMENT ........... 6

I. Recovery Management . . . . . . . . . . . . . . . . . . . . . . .. 9
II.

CHAPTER
SECTION
CHAPTER
SECTION

Evacuation Management ... . . . . . . . . . . . . . . .. 12

2. FUNDAMENTALS AND METHODS OF RECOVERy ...... 15

I. Methods of Recovery. . . . . . . . . . . . . . . . . . . . . . . . . .. 17
II. Characteristics, Use, and Care of Tackle System Hardware. 18
3. RESiSTANCE ..... 36
I. Types of Resistance . . . . . . . . . . 38
II. Resistance Reducing Factors ................. 46
III. Sources of Effort ......... 50
IV. Fundamentals of Mechanical Advantage ................ 55

CHAPTER

4.

RIGGING ........................ 59

SECTION

I.

Rigging Fundamentals .................. 61

CHAPTER
SECTION

CHAPTER
SECTION

II. Rigging Techniques ....................... 68

III. Anchors ......................... 78
5. RECOVERY OPERATIONS ............ 84
I. Recovery Procedures ..................... 86
II. Recovery Methods Using Wheeled Recovery Vehicles .... 91
III. Recovery Methods Using Tracked Recovery Vehicles .... 102
IV. Self- and Like-vehicle Recovery .............. 114
V. Safety Precautions ....................... 129
VI. Special Considerations (NBC) .............. 137
6. FIELD EXPEDIENTS ........................ 140
I. Recovery Expedients ....................... 142
II. Expedient Repairs ........................ 156

APPENDIX A.
B.

HAND AND ARM SIGNALS ........................ 173

OPERATIONS SECURITY SiGNATURES
182

GLOSSARY .................................................... 184

REFERENCES ................................... 186

INDEX ................................................ 187

The provisions of this publication are the subject of international agreement aSTAG 171,
Procedures for Repair and Recovery of Military Technical Equipment.

Recovery and Evacuation Management

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6

Current threat analysis and the attendant tactical doctrine (AirLand .Battle)
pictures a complex, lethal, and highly mobile battlefield. Many combat weapons
systems can be lost. To sustain tactical operations in such surroundings, ground'
combat weapons systems must be repaired and returned to the user as quickly as
possible.
The maintenance system must respond to combat forces through the use of
forward support doctrine. The emphasis must be on recovery operations and the
wise use of evacuation assets. Maintenance supervisors/managers must plan and
train for the best use of all available resources to support and sustain our combat
forces.
Recovery and evacuation are two critical elements of these operations. They must
fully merge all aspects of a maintenance support plan. Recovery is the first step in
the repair and return to user process. Disabled or unserviceable equipment must be
recovered from the line of fire in the forward battle area to a place where damage
can-be assessed and the repair level can be determined.
Recovery is an owning unit responsibility. It is accomplished with specifically
designed recovery equipment, similar equipment (like-vehicle recovery), or selfvehicle recovery. Based on the tactical situation, the damage involved, and
7

available mobile maintenance teams, recovery operations could be limited to the

movement of equipment from the direct line of enemy fire. However, it may also
involve movement to a unit maintenance collection point, intermediate forward
maintenance collection point, or to the brigade support area.
Evacuation is initiated by the intermediate forward maintenance unit. Its
primary purpose is to expedite movement of disabled equipment to an activity or
maintenance level where repairs can be made. It is also used to control
maintenance backlog at any level. Depending on the tactical situation and the
terrain, evacuation could be directed as far forward as a unit maintenance
collection point if an intermediate forward maintenance support team is available
to diagnose the level of repair. However, it is usually initiated at the intermediate
forward maintenance collection point or at the brigade support area.

SECTION I.

Recovery Management
The manager must recognize that the personnel system does not currently
provide for a specific recovery MOS or skill level. An additional skill identifier (H8)
is now authorized. Depending on the type of unit and the equipment authorized,
recovery operations become the additional duty of wheeled or tracked vehicle
mechanics/repairers. Specialized recovery equipment is limited but is important to
all aspects of maintenance. Therefore, it is essential that the maintenance manager
select the best-qualified people to operate and maintain that equipment.
Once recovery equipment operators/crews have been identified, they must be
trained and skilled in the following tasks:
Assist in security against opposing forces during recovery operations.
Execute recovery operations to limit damage to equipment.
9

 Use map reading and land navigation to locate and retrieve disabled
equipment.
Use basic issue items (BII) and other available equipment to aid in ,recovery.
Use appropriate manuals and secure-voice communications equipment.
Employ smoke, as needed, in recovery operations.
Operate in. mission _'oriented protective posture (MOPP) in a nuclear,
biological, chemical (NBC) environment and decontaminate equipment.

Use oxyacetylene for cutting operations, as needed, to aid in recovery.

Use winches, booms, block and tackle, anchors, and mechanical advantage
to effect recovery.
Information contained in chapters 2 through 6 of this manual gives the
maintenance manager and the -recovery operators/crews much of the information
needed for recovery tasks. References in the back of this manual and in the
soldier's manual for common tasks list materials for training the nontechnical
tasks associated with recovery operations.

10

Specialized recovery equipment includes wheeled vehicle wreckers, M578 light

tracked recovery vehicles, and M88Al medium tracked recovery vehicles. The type
and quantity of specialized recovery equipment is based on the type unit, its
mission, and overall equipment authorizations.
There is a limited number of specialized recovery equipment in any organization.
As a result, considerations should be given to control equipment centrally.
Proper care and maintenance of recovery equipment is critical to the overall
maintenance mission. In addition to its use for recovery operations, this equipment
is often all that is available for the lifting required in other maintenance
operations. Maintenance managers/supervisors must carefully use all resources to
provide sustained support. They must plan and train other equipment operators in
self- and like-vehicle recovery and field expedient measures. Further information is
provided in chapters 5 and 6.

11

'SECT IO N II.

Evacuation I\lanageulent
Evacuating battle-damaged or malfunctioning equipment is a logistics matter. It
should provide timely movement of equipment to the maintenance level where
authorized repairs can be made. It can also be used to balance the maintenance
backlog at any level depending on resources available and the tactical situation.
Specialized recovery equipment is not usually used in support of evacuation
operations. Evacuation assets can be called as far forward as the tactical situation
and terrain will allow. Normally, evacuation begins at the intermediate forward
maintenance collection point or in the brigade support area. However, if an
intermediate forward maintenance support team is available at the unit level, they
may initiate evacuation.
Evacuation assets and operations must be centrally controlled. At the division
level, this normally takes place at the materiel management center.
Personnel who direct evacuation operations must have a thorough knowledge of
existing maintenance backlogs at each lower-level activity. This insures that
12

unserviceables are moved to a location which can expedite repair. In a tactical

environment, an intermediate forward maintenance support team or a specialized
battlefield damage assessment team will determine the level of repair and estimate
the time required to make the repairs.
At times, the requirement will exceed the local capability due to the level of
maintenance, availability of tools or repair parts, or the time required to repair and
return to the user. When this happens, the requirement is sent from the
maintenance company, forward support battalion, to the division materiel
management center (DMMC).
The request for evacuation will provide, at a minimum, the location of the
equipment, an initial assessment of the damage, and an estimate of the time
required for repair. Accurate damage assessment by intermediate forward
maintenance personnel is essential.
Equipment must be evacuated only as far to the rear as is absolutely necessary
for repair. The desired method used for the movement of damaged equipment is a
single haul from the current location to where repairs will be made. This could
conceivably be from a collection point well forward in the brigade area to the corps
area. Most often, however, equipment will be evacuated to the brigade support area
13

or the division rear area.

Equipment control during evacuation remains in maintenance channels. Under
the current Division 86 organizational structure of the Army, heavy equipment
transporters (HETs) belong to the divisional main support battalion (MSB). HETs
will be assigned to the transportation motor transport company of the MSB within
the division support command. In either situation, requests for evacuation will be
processed to the DMMC. At that time, a decision will be made as to which unit to .
evacuate. Movement will be directly from the maintenance activity to the
.supporting maintenance activity.

14

CHAPTER 2

entals and Methods of Recovery

15

No matter how simple the task,' there are certain things a person must know
before starting the task. It is the same with recovery.
Three questions should come to mind when faced with a recovery task: "What
must be done?" and "What equipment must be used to do it?" and "What methods
must be used to do it?" This chapter answers these questions.
Section I discusses the four methods of recovery. Section II gives details about
the types of tackle that can be used, how to use them, and how to care for them. For
example, not all recovery tasks require the same type of rope. Some tasks require a
chain rather than a rope. Ropes and chains also vary in size and strength and
recovery personnel must know which is right for the method of recovery used.

16

SECTION I.

Methods of Recovery
The four methods of recovery are Winching, which is performed using winches on specia l purpose or ca rgo
vehicles.
Towing, which is performed using the towing capabilities of similar or
special purpose veh icles. This is the quickest recovery method.
Lifting, which is performed using special purpose recovery vehicles.
Expedients, which are used when other methods are not a daptable to the
situation or when appropriate recovery vehicles or other vehicles and
equipment are not readily available. This method is a field-fix mea ns to
effect recovery of equipment with the least possible damage.

17

SECTION II.

Characteristics, Use, and

Care of Tackle System Hardware
FIBER ROPE
Fiber rope may be used in the recovery of relatively light loads. The least breaking
strength (BS) of fiber rope is much greater than the safe working capacity (SWC).
Applying a safety factor causes the difference. To obtain the safe working capacity of
rope, divide the breaking strength by a factor of safety (FS) (SWC = :). A new
l -inch-diameter number 1 manila rope has a breaking strength of 9,000 pounds. To
determine the rope's safe working capacity, divide its breaking strength (9,000
pounds) by a minimum standard safety factor of four. The result is a safe working
capacity of 2,250 pounds.
18

r
EXAMPLE
Breaking
Strength
9.000 pounds

Safety
Factor

Safe
Working
Capacity
2.250 pounds

This means that 2,250 pounds of tension can be safely applied to that rope in
normal use. A safety factor is necessary because use and exposure to weather
reduce the breaking strength of rope. Also, a safety factor is required because of
shock loading, knots, sharp bends, and other stresses on the rope during use. Some
of these stresses reduce the rope strength by as much as 50 percent.
If tables are not available, estimate the safe working capacity by squaring the
diameter (D) of the rope (SWC =D2). The safe working capacity, in tons, of a 1/2inch-diameter fiber rope would be one-half inch squared, or one-quarter ton. This
allows a safety factor of approximately four.
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WIRE ROPE
A wire rope is the most important single item in vehicle recovery. The most
common use in military units is for winch cables.

Construction. Wire rope is made of many wires (usually improved plow steel for
winches) twisted together to make a strand. The strands (usually six for winches)
are then twisted together around the core, making a rope. Wire rope is designated
by the number of strands per rope and the number of wires per strand (6 strands
per rope, 19 wires per strand).
.

WIRE ROPE CONSTRUCTION

1
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ROPE
DIAMETER

20

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STRANDS

>- '~"'9------- CORE

WIRE

Cores. Wire rope cores are of three types: fiber, strand, and independent. Each
type gives support to the strands laid around it. Fiber cores will add flexibility and
elasticity to a wire rop e. Metallic strand cores will withstand high opera ting
pressures, resist heat, and give minimum stretch and additional strength.
However, independent wire rope cores are often used for winches because they add
the most strength.
WIRE ROPE CORES

INDEPENDENT
WIRE CORE

STRAND CORE

FIBER CORE

21

Lay. The lay of a wire rope is the combined direction of the lay of the wires in the
strand (see illustration page 20, arrow A) and the direction of lay in the strands on
the rope (see arrow B). Wire rope is made with either right or left lay, depending on
the direction of the helix of the strands in the rope .
In a righ t lay rope, the strands are laid around the core from left to right, as in a
right-hand screw thread. The strands of a left lay rope are laid around the core
from right to left , as in a left-hand screw thread. In most cases, it makes little
difference whether a right or left lay rope is used. However, right lay ropes are
recogn ized as standard for most types of service.

ROPE LAYS

LEFT LAY

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RIGHT LAY

SEIZING WIRE ROPE

Seizing. Always bind the ends of wire rope to prevent strands and wire from
untwisting. Before cutting wire rope, it is necessary to bind it. The seizing method
is recommended when special fittings are not available.
To seize wire rope, wind wire onto the rope by hand. Keep the coils tight and the
rope under tension. Twist the ends of the seizing wire counterclockwise and tighten
the twist enough to remove slack. The number of seizings for each end of the wire
rope should be three times the diameter of the rope in inches. They should be made
the same length as the diameter of the rope and spaced a distance equal to twice
the diameter of the rope.
.

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WARNING
When seizing wire rope. it is important to be safety conscious.
Cables or wire ropes can become damaged through use .
Personnel should always wear heavy gloves with leather palms
when handling wire rope or cable . The material in the gloves will
keep hands from being injured or cut due to broken wires.

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SEIZING WIRE ROPE

TWIST CLOCKWISE

REM OV E SLACK

24

CUT ANO FOLO

AGAINST WIRE ROP E

Cutting. After seizing, wire rope may be cut by the following means:
A special wire rope cutter and sledge hammer.
A long tapered chisel and sledge hammer. (The chisel must be wider than the
rope being cut.)
A bolt clipper (small rope only).
A hacksaw.

An oxyacetylene cutting torch if rope is not to be spliced.

CUT MADE AFTER SEIZING

SEIZES SAME LENGTH AS DIAMETER OF ROPE

SPACE SEIZES EQUAL TO TWICE THE DIAMETER OF THE ROPE

25

WIRE ROPE A'ITACHMENTS

Fittings or end attachments for wire rope vary with use. The standard fittings for
field use are thimbles and clips. Splicing is not practical in the field.

Thimbles. Thimbles are used in the bight formed when the rope is attached to
the eyes of hooks or rings. Thimbles keep wires in the strand from shearing and
breaking when stress is applied.
Clips. When attaching clips, place all the U-bolts on the short, or dead, end of the
rope. This protects the live, or stress-bearing, end of the rope against possible
crushing and abuse. The flat-bearing saddle, or base, and extended prongs of the
body are designed to protect the rope and should always be placed against the live
end. If clips are incorrectly installed, they will cause shearing, excessive wear, and
breakage.
To determine the number of clips, use three times the rope diameter in inches,
plus one. If calculation results in a fraction, use the next larger whole number. The
clips should be spaced at least six rope diameters apart for the best holding power.
After the rope has been placed in service under tension, the nuts should be
tightened again to compensate for any decrease in rope diameter caused by stretch.
26

CORRECT METHOD OF ATTACHING CLIPS

THIMBLE ........~ ..~~

LIVE END

Use and Strength of Hooks. Hooks are used as attachments on chains, wire
rope, fiber rope, and blocks. The hook affords a means of hauling or raising loads
without tying directly to an object with rope or ch ain. Hooks may straighten and
drop the loa d when overloaded, but they seldom break. If they show cracks or
excessive wear, they should be discarded.
T he inside of a hook is usually an arc of a circle. If it has spread or straightened,
it should be disca rded. The diameter is measured at the point where the hook starts
to take the shape of an arc. Hooks should not be used to apply force or lift loads by
bearing directly against the point of the hook .
27

WIRE ROPE CARE AND USE

Handle wire rope correctly at all times for best service a nd to prevent injury to
personnel. When using wire rope, the precautions given below should be observed.

New Rope. Work newly installed wire rope several times under a light load so
that it can adjust itself to working conditions.
KINKS IN WIRE ROPE
FORCE

KINK

FORCE

28

Kinks . Avoid all kinks and straighten all loops in slack rope before a load is
applied. When a load is applied to a loop to remove the kinks, the wire rope must be
bent back in the opposite direction in which the kink was formed. A kink cannot be
straightened by pulling the rope taut since this merely unlays the rope.
Miscellaneous. Avoid pulling rope around small trees or flat surfaces since this
causes strands to spread, Avoid using wire rope on sheaves which are too small
since this breaks wiles in the strands and weakens the rope.

WIRE ROPE LUBRICATION

Be sure to lubricate wire rope which is in service. Lubrication protects the rope
against corrosion, reduces friction within the rope, helps keep moisture out, and
preserves the rope. Wire rope is lubricated when manufactured, but this is not
enough to last the useful life of the rope. Check the appropriate vehicle technical
manual for type and interval of lubrication.

CHARACTERISTICS AND TYPES OF BLOCKS

Blocks consist of a shell or frame with one or more grooved wheels called
29

she aves. T he sheaves are mou nted on a pin that is s upported by th e shell. The shell
can also attach the block to a load or to an a nc hor.
The sheave of a block functions as a lever. More efficient than a simple bar lever,
it provides a continuous lever action that does not need repositioning ea ch time it

BLOCK COMPONENTS

I
SHEAVE

PIN

SHEAVE

30

has moved through its arc. In effect, a sheave is a spinning lever. Blocks with one
sheave are called single sheave blocks and blocks with two sheaves are called
double sheave blocks.
A conventional block is generally used where it will remain as part of a rigging
system. On recovery equipment, it is used with fiber rope. To form a tackle with
conventional blocks, layout the blocks, and thread, or reeve, the rope through the
blocks.

CONVENTIONAL BLOCK

31

A snatch block is used where it will not be a permanent part of a tackle system
and can be used as required based on the situation. It is constructed so that the
shell can be opened at the base of its attachment to admit a cable without reeving.
Winch cables have attachments like hooks or sockets on their free ends and cannot
be reeved through a block .

SNATCH BLOCK

32

BLOCKS, CLASSIFICATION BY USAGE

A fixed block is a block attached to a stationary anchor. The sheave of a fixed
block permits the rope to change direction. It functions as a first-class lever (see
chapter 3) because the rope enters one side of the sheave from the source of effort,
passes around the sheave, and returns to the resistance. The sheave pin is the
fulcrum. The distance from the pin to one side of the sheave is equal to the distance
from the pin to the opposite side. When effort distance (E) and resistance (R) are
equal, no mechanical advantage is gained. However, when a vehicle is rigged for
self-recovery, a fixed block has a mechanical advantage.

FIXED BLOCK
ANCHOR

~~===~
MECHANICAL ADVANTAGE 1 :1

33
184-855 0 - 87 - 2

A running block is a block which is attached to the load and moves with the load.
A running"block has a mechanical advantage and its sheave functions as a secondclass lever (see chapter 3). The sheave is reeved in the same way as the fixed block;
however, the load location is on the sheave pin. The fulcrum is at one side of the
sheave and the effort is exerted on the opposite side. The resistance distance (R) is
from the pin to one side of the sheave (radius of the sheave). Effort distance (E) is
from one side ofthe sheave to the opposite side (sheave diameter). Effort distance is
twice the resistance distance, making the mechanical advantage 2:1.

RUNNING BLOCK
ANCHOR

MECHANICAL ADVANTAGE 2:1

34

A floating block is a block used with a tow cable to let the cable pull align with
the power source. It provides no mechanical advantage. The pull can be distributed
equally to both tow hooks of the disabled vehicle.

FLOATING BLOCK

35

CHAPTER 3

Resistance

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36

Resistance can be simply defined as any opposing force that prevents movement.
In recovery operations, resistance is caused. most often by terrain conditions.
Therefore, vehicles disabled by terrain are of the most concern in recovery
situations. Section I of this chapter describes the four types of resistance that occur
when recovering vehicles disabled by terrain conditions.
There are three factors which help to reduce resistance. Section II shows what
these methods are and how to use them when resistance must be overcome to
support recovery. The reducing factors discussed in this section normally cannot be
applied to wheeled vehicles.
When it is not possible to reduce this resistance, some source of effort will be
needed to effect recovery. This is covered in Section III, which discusses how
similar vehicles and special purpose vehicles can be used 8S sources of effort. On
land, towing is the quickest method. When towing cannot be accomplished, a
winch will provide the necessary source of effort. Winching with both similar and
special purpose vehicles is always used in water recovery.
Section IV describes the use of mechanical advantage in overcoming resistance.
This section also shows how levers and tackle play an important role in obtaining
a mechanical advantage.

37

SECTION I.

Types of Resistance

FOUR TYPES OF RESISTANCE

Four types of resistance occur in recovering vehicles disabled by terrain
conditions.
Grade resistance is created when a vehicle moves up a slope and gravity affects
the weight of the vehicle.
Overturning resistance is that part of the weight of the vehicle which acts
against the force exerted to bring it back on its wheels or tracks.
Mire resistance is created when mud, snow, or sand become impacted around the
wheels, tracks, axle or gear housing, or hull.
Water resistance occurs when flooded vehicles are pulled from water to land.
38

ESTIMATING RESISTANCE OF VEHICLES

DISABLED BY TERRAIN CONDITIONS
Grade Resistance. Estimate grade r esistance as equal to the weight of the
disabled vehicle, plus cargo. Even though a ct ual grade resista nce may be less than
the weight of the vehicle, the most resistance en countered on a grade is the weight
of the disabled vehicle.

GRADE RESISTANCE

39

Overturning Resistance. Estimate overturning resistance as equal to half

the weight of the disabled vehicle. Half the weight of the vehicle is the most that
will be beyond the center of gravity.

OVERTURNING RESISTANCE

RESISTANCE IS
Y2 VEHICLE WEIGHT

40

Mire Resistance. Estimate mire resistance depending on how deep the vehicle
is mired. A vehicle is mired when it is stuck in mud, snow, sand, or other matter
and can no longer move under its own power. There are three depths of mire
resistance. They are Wheel depth - A vehicle mired up to, but not over, the top of the road wheels
(tracked vehicle) or the center of the hub (wheeled vehicle). Estimate wheel-depth
resistance as equal to the weight of the vehicle.

WHEEL-DEPTH MIRE

,/

41

Fender depth - A vehicle mired over the top of the wheels and up to, but not over,
the fenders . Estimate fender-depth resistance as twice the weight of the vehicle.

FENDER-DEPTH MIRE

,...;....,.,.

Turret or cab depth - A vehicle mired over the fenders from the turret ring to the
top of the turret (on a tank) or on the hull (light-tracked vehicles) or on the cab
(wheeled vehicles). Estimate turret-depth resistance as three times the weight of the
vehicle.

42

TURRET- OR CAB-DEPTH MIRE

NOTE
If a loaded vehicle is mired. estimate resistance by adding the weight of the
load to the weight of the vehicle.
EXAMPLE
A loaded tru ck weigh ing 6 tons is carrying 2 tons of cargo. At wheel depth,
the resistance should be estimated at 8 tons; at fender depth, 16 tons; and at
cab depth, 24 tons.

43

Water Resistance. Estimate the amount of resistance met during underwater

recovery operations in the same way as for land recovery. When pulling flooded
vehicles from water to land, consider the weight of the water when determining the
resistance. In some instances, the resistance to be overcome is less than the rolling
resistance of the same vehicle on land.

Swimming vehicles - A mechanically disabled swimming vehicle offers little

resistance while on water. Compared to its rolling resistance on land, it can be
moved with a small amount of effort.
If a vehicle is flooded and submerged, determine the resistance on the river
bottom in the same way as on land. Take into consideration the weight of the
vehicle, cargo, and the river bottom conditions which may be sand, gravel, or mud.

r
EXAMPLE
An M 113A2 armored personnel carrier (APe) with a weight of 12 tons is
flooded and mired in the mud at road-wheel depth on the river bottom. The
resistance is estimated at 12 tons.

44

The greatest resistance met with a flooded vehicle occurs when it is being pulled
from water to land. The volume of water contained in a submerged vehicle, such as
an MI13A2 APe, greatly affects the resistance of the vehicle as it is pulled from
the water. Estimate the weight of the water as equal to the vehicle's weight.
Therefore, an MIl3A2 APe's weight (12 tons) as it is pulled from the water is 24
tons. The resistance created depends on this weight and the terrain of the exit area.

Fording vehicles - Vehicles become mired, nosed, and overturned during fording
operations just as they do during land operations. As a result, estimate the
resistance in the same way by considering vehicle weight and type of disablement.
The resistance of a flooded fording vehicle underwater is the same as a similar
vehicle mechanically disabled on land.

45

SECTION II.

Resistance Reducing Factors

THREE REDUCING FACTORS
The situation and mechanical condition affect the load resistance of mired
vehicles. However, resistance reducing factors cannot normally be applied to mired
wheeled vehicles. When trying to apply them to wheeled vehicles, the amount of
resistance that is reduced varies too much. This is due directly to the lack of
traction. As a result, a safe estimate cannot be made.

Direction of Travel and Recovery. When a mired vehicle is pulled in the

opposite direction of its original travel, the tracks pass through ruts the vehicle
made going into the mire. This reduces estimated resistance approximately 10
percent. (See example, page 47.) Recovering a vehicle in the direction opposite its
original travel is commonly used in most situations where vehicles become mired.

46

r
EXAMPLE
A tank weighing 53 tons is mired at wheel depth and can be recovered in the
opposite direction of travel. Estimate resistance as 53 tons and subtract 10
percent for recovery in the opposite direction of travel. The load resistance
equals 47.7 tons.
53 tons
X.10

5.30

Estimated Resistance
% Reduction
= Load Resistance

53 .0
- 5.3
47.7 tons

Power Applied to Tracks. When power is applied to the tracks of a mired

vehicle, the movement of the tracks helps to break the suction of mud against the
belly of the vehicle. This reduces estimated resistance approximately 40 percent.
Before computing the 40 percent reduction, make sure that the mire is not deep
enough to prevent the operation of the vehicle's engine, for example, clear air
intake, clear exhaust. (See example, page 48.)

47

EXAMPLE
A tank weighing 53 tons is mired at fender depth. It can apply power to the
tracks but must be recovered in the direction in which it was traveling .
Estimated resistance (twice the weight of the vehicle) is 106 tons. less 40
percent for applying power to the tracks. The load resistance equals 63 .6
tons.
106 tons
X.40
42.40

Estimated Resistance

% Reduction
= Load Resistance

106.0
- 4 2.4
63.6 tons

These first two reducing factors rely heavily on the extent to which the vehicle is
mired and the condition of the vehicle. Where the vehicle can be recovered in the
opposite direction of its original travel, resistance will be reduced. Power applied to
the tracks of a mired vehicle will also reduce resistance. Resistance can be slowly
reduced by maintaining a steady pull on a mired, tracked vehicle, allowing water to
seep between the mud and the bottom of the vehicle. This will break the suction.
The third, and final, resistance reducing factor is a combination of the first two.

48

EXAMPLE
A tank weighing 53 tons is mired at fende r depth . It can be recovered in the
opposi te direction of its original t ravel and can apply power to its tracks.
Estimated res istance (twice the weight of the vehicle) is 10 6 tons, less 50
percent (10 percent for opposite direction, plus 40 percent for applying power
to its tr acks). The load resist ance equals 53 tons.
106 tons

X. 50
53 .0

Est im ated Resistance

% Reduction
= Load Resistance

10 6
- 53
53 tons

49

SECTION III.

Sources of Effort
LAND RECOVERY
S im ilar Veh icles. Simila r vehi cles are the quickest and most available source of
recovery effort. On dry, level hardstand, in first gear, the average vehicle exerts a
force equal to its own weight. Terrain conditions a ffect the towing ca pa bility of a
vehicle. These conditions may require tw o or more vehicles to exert the same force
that one vehicle could exert under ideal cond itio ns.
Winches. When th e situation does not perm it recovery by a similar vehicle, us e a
winch . Th e most common situation occurs whe n th e ap proach to th e disabled
vehicle does not prov ide good traction. A winc h is a more positive source of effort
as its ca pac ity does not depend on terrain conditions .
A winch exerts its greatest force wh en it pulls by the first layer or th e lay er next
to the bare win ch drum. As each s uccessive layer of ca ble is wound onto the winc h

drum, th e diameter increases and the winch capacity decreases. (See the table on
the next pa ge.)
50

WINCH VAR!ABLE CAPACITIES

-'"

Winch
Type

Cable
layer

Cable on Drum
(ft)

Capacity
(tons)

5
Ton

1
2
3
4
5

0- 39
40 -85
86-138
139 -199
200-266

5 .000
4.225
3 .670
3.230
2 .890

10
Ton

1
2
3
4
5

0-41
42-91
92 -148
149-213
2;4-287

10.000
8 .450
7.250
6.400
5.700

22.5
Ton

1
2
3
4
5
6

0-42
43-93
94-153
154-220
221 -296
297-380

22.500
18 .850
16.250
14.250
12.650
11 .400

30
Ton

1
2
3
4

0-55
56 -128
129-208
209-300

30.000
26.000
23 .000
20 .000

45
Ton

1
2
3
4

0-41
42-91
92-149
150-200

45.000
38.000
32.500
28.500

W inch low Gear

MAXIMUM AND MINIMUM .W I N C H CAPACITIES

MAXIMUM

MINIMUM

Fleet Angle of Cable. Ideally, the winch cable should be used so that a line
drawn through the length of cable will continue through the center line of the
winching vehicle. Any deflection from this line is called fleet angle. This is
important in winching operations when the winch is not equipped with a level
winding device . If the fleet angle is greater than 2, the cable will lead to one side
of the winch drum, reduce winch capacity, and possibly damage the cable.

52

CENT ERLINE

~ iI
I

I
I

FLEET ANGLE
GREATER
THAN 2

-:

CENTERLINE
~

FLEET ANGLE
2 0RLESS

-:

53

WATER RECOVERY
Similar Vehicles. Similar vehicles are used as a source of effort much the same
as for recovery on land and with the same restrictions governing their use. The
towing capability of a fording vehicle is the same as on land and can be adapted to
the same disablements. Position the towing vehicle gun tube to prevent possible
collision with the disabled vehicle. A floating vehicle offers only slight resistance,
so do not tow it by another floating vehicle. For further information, check the
appropriate technical manuals.

Special Purpose Vehicles. Wrecker trucks and recovery vehicles are readily
adaptable to recovery operations on submerged vehicles. The winch cables of the
recovery vehicles are long enough to allow winching operations from land to water
in most situations.

54

SECTION IV.

Fundamentals of Mechanical Advantage

OVERCOMING RESISTANCE
Applying effort to overcome resistance has been a challenge to mankind. Modern
machinery is evidence of this. Energy released by burning a small amount of fuel
in an engine provides the effort to move a truck weighing thousands of pounds.
The truck engine, with all of its various mechanical devices, can move the vehicle
from a standstill through a wide range of speeds.

MECHANICAL ADVANTAGE
A mechanical advantage is a small amount of force applied over a long distance
to move a great load a short distance. In other words, a mechanical advantage is

the multiplication of force. A mechanical advantage is needed whenever the load

resistance is greater than the capacity of the available effort.
To determine the amount of mechanical advantage (MA) necessary in a recovery
operation, divide the load resistance (R) by the available effort (E) and round any

55

fraction up to the next whole number. Mechanical advantage is the only item in
recovery application that is rounded. Rounding up is required because only whole
numbers can be rigged.
EXAMPLE
A disabled vehicle with a load resistance of 53 tons will require a 2: 1
mechanical advantage when the available effort is a winch with a maximum
capacity of 45 tons .
2:1
MECHANICAL
ADVANTAGE

56

LEVERAGE PRINCIPLE
The use of levers is the most basic means to overcome resistance. A wrench
handle, a can opener, and the gears of a truck overcome resistance through a
leverage principle. The simplest form of a lever is a rigid bar free to turn on a fixed
pivot called a fulcrum. When effort is exerted on one end of the bar, the bar rotates
around the fulcrum. Mechanical advantage is increased by extending the distance
between the point where effort is applied and the fulcrum.

Lever Classification. Levers are divided into two classes. The location of the
fulcrum, with relation to effort and. resistance, determines the class of lever.
First-class Lever. The fulcrum is located between the effort and the resistance. A
crowbar is a good example of a first-class lever.
Second-class Lever. The point of resistance is between the fulcrum and the effort.
A wheelbarrow is a good example of a second-class lever.

TACKLE
Tackle is a combination of ropes or cables and blocks used to gain a mechanical
advantage or to change direction of pull using a winch. Tackle is classified as
simple or compound.

57

Simple tackle is one rope or cable with one or more blocks. Compound tackle is
more than one rope or cable used with two or more blocks. This is a series of two or
more simple tackles. The output of one simple tackle is used as the effort for the
other. Since a winch has only one cable, simple tackle will almost always be used
during recovery operations.

SIMPLE TACKLE
FALL LINE
BLOCK

DEADLINE

58

CHAPTER 4

Rigging

59

Chapter 3 explained mechanical advantage and how tackle is a necessary part of

that process. This chapter will go one step further and describe how ropes are used
in rigging. Included is an explanation of terms and the types of force created by the
arrangement of tackle. Section II describes the various rigging methods and how
they are used. It also goes into detail on how to attach tackle since the methods
differ between wheeled and tracked vehicles. Section III concludes this chapter
with a look at anchors. It shows how mechanical anchors can be made when no
natural anchors exist.
Rigging is the application of tiber or wire rope in various tackle combinations
used to raise or move loads. Rigging involves installing the necessary equipment to
use the available effort and it mayor may not produce a mechanical advantage.

60

SECTION I.

Rigging Fundamentals
TACKLE TERMINOLOGY
Fall Line. This is the winch line which runs from the source of effort to the first
block in the tackle. There is only one fall line in a simple tackle system.
Return Lines. These are the winch lines between the blocks or the winch line
from the sheave of a block to the point where the end of the line is attached.
Dead Lines. These are lines used to attach blocks or other equipment to the load
or to an anchor.

MECHANICAL ADVANTAGE OF TACKLE

Mechanical advantage is needed whenever the load resistance is greater than the
capacity of the available effort. The amount of mechanical advantage needed is
estimated by dividing the load resistance by the effort. The mechanical advantage
of any simple tackle rigging is equal to the number of winch lines supporting the
61

load or the number of winch lines that become shorter as power is applied to the
winch. The lines can be attached directly or indirectly through a block.

VARIOUS TACKLE MECHANICAL ADVANTAGES

~~(

)
):

~~
, ~~(
62

,
,
t

):

M
1:1

)~
2 :1

}: 34

)C~
3:1

TACKLE RESISTANCE
Friction created by a sheave rotating on its pin, the rope flexing around the
sheave, or the rope scuffing in the groove of the sheave causes a loss in energy as
the rope passes around the sheave. This loss is resistance and must be overcome
before the resistance of the load can be overcome. Each sheave in the rigging will
create resistance. To determine tackle resistance, multiply 10 percent of the load
resistance by the number of sheaves (not blocks) in the rigging.

EXAMPLE
A load resistance of 10 tons and a tackle with two sheaves are being used; 10
percent of 10 tons equals 1 ton. times two (sheaves) equals 2 tons tackle
resistance.

TOTAL RESISTANCE
Since tackle resista nce must be overcome before the load resistance can be
moved, the two resistances are added. This resistance is total resistance (the total
amount of resistance that the available effort must overcome) . Using the previous

63

example on tackle resistance, the load resistance of 10 tons, plus the tackle
resistance of 2 tons, equals 12 tons total resistance.

FALL LINE FORCE

The amount of force that must be exerted on the fall line relative to the available
effort must be considered in every problem. To determine the fall line force , divide
the total resistance by the mechanical advantage of the tackle. The fall line force
must be less than the capacity of the effort to accomplish the recovery.

EXAMPLE
A 12-ton total resistance must be overcome with an effort of 5 tons using a
3:1 mechanical advantage tackle. When 12 tons is divided by 3 (3:1 MAl, it
equals 4 tons fall line force. A 4-ton fall line force is less than the effort of 5
tons, making the mechanical advantage correct for the recovery.
Total Resistance
(3:1 MAl

64

12 Tons
3

= 4 Tons Fall Line Force

RETURN LINE FORCE

Return line force is always the same as the fall line force.

DEAD LINE FORCE

Dead lines, in most cases, must withstand more force than other lines in a tackle
rigging. To determine dead line force, multiply the fall line force by the number of
winch lines supported by the dead line. (See illustration, page 66.)

DETERMINING DEAD LINE FORCES

The first dead line is the sling attachment of the block to the load. There are four
lines (the fall line and three return lines supported by the dead line through the
block). (Four times the fall line force of 9,750 pounds equals 39,000 pounds on the
dead line.)
The second dead line attaches a single sheave block to an anchor and supports
two return lines.
C

65
184-855 0 - 87 - 3

DISTRIBUTION OF LINE FORCES

'.

I"

10.000 LBS
CAPACITY WINCH

FIRST DEADLINE
39.000 LBS

SECON D DEA DLIN E

19.500 LBS

~
THIRD DEADLINE
9 .750 LBS

66

30.000
LBS

EXAMPLE
Fall Line Force
Number of Winch Lines
Dead Line Force

9,750 Ibs
X2
19,500 Ibs

The third dead line supports on ly one return line.

EXAMPLE
Fall Line Force
Number of Winch Lines
Dead Line Force

9,750 Ibs
X1
9,750 Ibs

67

SECTION II.

Rigging Techniques
RIGGING METHODS
The rigging method used depends on the type of vehicle and the distance betwe en
the winching vehicle and load.
The manpower method is used when the winch cable and other rigging
equipmen t are lightweight and can be carried easily by th e crew members to where
they are needed.
The backup method is used when the recovery vehicle can be safely positioned
within 20 to 25 feet of the disabled vehicle. Pull out enough main winch cable to
attach to the recovery vehicle. Place the main winch snatch block in the loop of th e
cable, close the block , and attach it to the disabled vehicle. Back up th e recovery
vehicle, allowing the main winch cable to be spoo led from the winch drum until
sufficient cable is removed to obtain maximum winch capacity. The illustration on
page 69 shows the recovery vehicle in position to perform the winching operation.

68

BACKUP METHOD OF RIGGING

MOVE RECOVERY VEHICLE
TO W ITHIN 20-25 FEET
OF DISABLED VEHICLE

BACK RECOVERY VEH ICLE

AWAY TO OBTAIN MAXIMUM
WINCH CAPACITY

69

The lead method is used when terrain conditions do not permit close access to the
disabled vehicle. Use the hoist winch to lead the main winch rigging to the
disabled vehicle. Since the hoist winch cable weighs less than the main winch
cable, it can be carried to the disabled vehicle.
To rig for the lead method, assemble the main winch tackle just in front of the
recovery vehicle as in preparation for the backup method. Attach the hoist cable
end to the main winch snatch block, then manually pull out the loop formed by the
hoist winch cable and place it into a snatch block that is attached to the disabled
vehicle. By paying in the hoist winch cable, the main winch tackle will be pulled to
the disabled vehicle.

LEAD METHOD OF RIGGING

70

METHODS OF ATTACHING TACKLE

In recovery operations, rig the tackle so that no damage is done to the vehicle or
eq uipme nt. Fo r instance, on disabled wheeled vehicles, attach the rigging (tackle)
to the lifting shackles on both sides or the tow pintle. If the pulling force is
attached onl y to on e fram e member, it could be pulled out of alignment.

CAUTION
The pull on the tow pintle should not exceed what is specified in
the technical manual. Even though the lifting shackles are
des igned to withstand force from a horizontal or vertical pull, a
sling attachment must be used to apply the effort equally to both
shackles. For vehicles not equipped w ith lifting shackles, effort
shou ld be applied to the ma in structural members, not to the
bumpers or bumper brackets.

Wheeled Vehicle s. Whether th e pull is made from th e front or rear, apply the
effort to both liftin g shackles or th e tow pin tle.
71

SLING ARRANGEMENT

(]]

r- 3 0 - -

72

FEET---1

APE X

,/

. ~

The force exerted on each leg of the sling is slightly greater than half the
resistance. On most wheeled vehicles, a 12-foot chain attachment in this manner
forms a sling having an included angle at the apex of about 30. The apex will be
approximately 6 feet from the bumper.

Tracked Vehicles. Always attach rigging to the tow hooks or lugs. The lifting
eyes and tow pintle are not designed to withstand the pulling force required for
recovery. Use an attachment that will distribute the applied force to each side of
the vehicle. If the vehicle requires towing after winching, time can be saved by
using the same attachment.
When a disabled vehicle does not require towing or mechanical advantage, use
the main winch snatch block with one tow cable to form a floating block hookup.
This hookup is easy to install and evenly distributes the effort to both tow hooks.
To rig a floating block, attach the ends of the tow cable to the two tow hooks. Place
the snatch block in the loop formed by the tow cable. Attach the winch cable to the
snatch block.

73

FLOATING BLOCK ATTACHMENT

When a disabled vehicle requires a 2:1 mechanical advantage rigging and if

towing over rough terrain after winching is required, use two tow cables to make
the attachment. This attachment is the quickest to rig.

74

TOW CABLE ATTACHMENT

When towing a vehicle over rela tively level terrain or on .the hi gh way after
winching, use the tow bar method of a tt achment. Attach th e tow bar to th e tow
lugs of the disabled veh icle an d attach the win ch rigging to the lun ette of th e tow
75

bar. After winching, disassemble the rigging and place the tow bar lunette in the
recovery vehicle tow pintle.
Communications from the rear of the recovery vehicle to the driver can be greatly
improved by using a 25-foot extension cord and the standard communications
headset. Attach the branched electrical cord assembly, a part of the electrical
equipment accessory kit, to a communications jack inside the vehicle.

76

If a 3:1 mechanical advantage is used, attach the running block to one of the tow
lugs on the disabled vehicle, the change-of-direction block to the tow lug on the
recovery vehicle, and the end of the winch cable to the other tow lug on the
disabled vehicle.

3:1 MECHANICAL ADVANTAGE '

77

ECTION III.

Anchors
USE OF ANCHORS
Frequently, wheeled and tracked vehicles must have some anchoring means
when moving heavy loads with tackle. An anchor can assist in holding a winching
vehicle, in providing a change of direction pull, or in supporting part of the load
during a winching operation.

NATURAL ANCHORS
An anchor that does not have to be constructed is a natural anchor. Examples
are trees, tree stumps, large rocks, or other vehicles. Avoid dead or rotten trees or
tree stumps, and examine rocks carefully to make sure they are large enough and
embedded firmly in the ground.

MECHANICAL ANCHORS
There are several types of mechanical anchors. The type constructed depends on

78

holding ability requirements, type of soil, availability of materials, and the

situation.
A picket holdfast is constructed by using two or more sound wooden pickets at
least 3 inches in diameter and 5 feet long. Drive the pickets about 3 feet into the
ground, 3 to 6 feet apart, and in line with the dead line. Tie the pickets together
with fiber rope by first tying one end of the rope to the top of the front picket with a
clove hitch. Then make four to six wraps of the rope, starting from the top of the
front picket to the bottom of the rear picket, and tie the other end of the rope to the

1-1-1 COMBINATION PICKET HOLDFAST

79

bottom of the rear picket with a clove hitch. Finally, pass a stake between the rope
wraps midway between the pickets, tighten the rope by twisting it with the stake,
then drive the stake into the ground. Repeat this operation for each successive pair
of pickets.
The strength of the holdfast depends mainly on the first, or front picket. To
reinforce it, drive two or more pickets into the ground close to the front picket. Tie
them together before tying to the rear picket.

3-2-1 COMBINATION PICKET HOLDFAST

80

A sand parachute is used as an anchor in a sandy area with no trees. Dig a

large, deep hole and line it with a tarpaulin. Fill the tarpaulin with the sand
removed from the hole, lash the four corners together, and attach the rigging. The
sand parachute has limited holding ability and should not be used when a major
effort is required.

SAND PARACHUTE

81

A scotch anchor is used to anchor a truck during a winching operation when

natural anchors are not available. Select a log at least 6 inches in diameter and 2
feet wider than the vehicle. Dig a shallow trench about 3 or 4 inches deep parallel
to the front axle, just ahead of the front wheels. Then lay a tow chain across the
center of the trench, place the log in the trench, and move the vehicle forward until
both front tires are against the log. Finally, attach both chain ends to the lifting
.sh ackles and remove all slack from the chain.

(\

82

SCOTCH ANCHOR

As power is applied to the winch, the front wheels are pulled onto the log, making
the chain taut and anchoring the vehicle. If two chains are available, a similar
method may be used. Lay two tow chains across the trench next to the inside of
each front wheel. Place the log in the trench and move the vehicle forward until
both front tires are against the log. Then wrap the chains through the lifting
shackles, remove slack from the chains, and fasten them together.
A vehicle can be used as an anchor to assist in the recovery of a mired vehicle
equipped with a winch. The winch cable is extended to the anchoring vehicle and
the mired vehicle winches itself out. The anchoring vehicle should not attempt to
pull; it is only an anchor. This eliminates the chance of damage to the winch.

83

CHAPTER 5

Recovery Operations

84

Recovery is a big job. During any recovery operation, always use a tried and
proven procedure. A haphazard approach to a recovery problem or the use of trial
and error methods can he costly mistakes. They will deadline the disabled vehicle
longer than necessary, lose valuable time, damage equipment, and injure
personnel. Chapter 5 goes into great detail to keep this from happening.
Section I gives a simple eight-step procedure that is basic to recovery. It also
provides an easy way to remember each of the steps involved.
Sections II and III discuss recovery using wheeled and tracked recovery vehicles.
Both sections cover winching and lifting operations as well as towing. Section III
also presents the use of smoke in combat recovery.
Section IV is devoted to self- and like-vehicle recovery techniques to be used when
recovery vehicles are not available. Section V details safety precautions during
recovery, and Section VI presents special considerations for recovery in an NBC
environment.

85

SECTION I.

Recovery Procedures
In any recovery operation, use the following eight-step method.

STEP 1. RECONNOITER AREA

Check the terrain for an approach to the load, then determine the method of
rigging and the availability of natural anchors. As with a tactical mission, a
recovery crew must know the problem before making decisions. Make a complete
ground survey of the area, then select the best route of approach to the disabled
vehicle to prevent possible disablement to the recovery vehicle.

STEP 2. ESTIMATE THE SITUATION

Estimate the resistance created by the load and determine the capacity of the
available effort. For most recovery operations involving winching, the available
effort would be the maximum capacity of the winch. In some recovery operations,
particularly with the wrecker truck, the maximum distance between the winch and
the disabled vehicle could be restricted, making the available effort as little as half
the winch capacity.

86

STEP 3. CALCULATE RATIO

Compute an estimated mechanical advantage for the rigging by dividing the
resistance of the load (step 2) by the available effort (the capacity of the winch).

STEP 4. OBTAIN RESISTANCE

Compute the tackle resistance and total resistance. Determine the resistance of
the tackle as explained on page 63. Ten percent of the load resistance as
determined in step 2 is multiplied by the number of sheaves in the rigging. The
determined resistance of the tackle added to the load resistance equals the total
resistance.

STEP 5. VERIFY SOLUTION

Compute line forces to compare with the winch and dead line capacities. Divide
the total resistance (step 4) by the mechanical advantage (step 3). The result is the
force of the fall line. The fall line force must be less than the capacity of effort.
Therefore, this step of the recovery procedure is the key step to solving the problem.
When verifying the solution, if the computed fall line force is greater than the
effort, the mechanical advantage must be increased. Note that no physical work
87

has taken place up to this point. As a result, no time is lost moving equipment or
having to reerect rigging equipment. Compute the dead line force, determine the
strength of equipment sling leg capacities, and choose the correct equipment to use
as dead lines.

STEP 6. ERECT RIGGING

Orient the crew, instruct them to assemble the tackle, and then move to a safe
location. Advise the crew members of the plan, direct them to erect the tackle, and
assign specific tasks. Crew members who have finished their tasks should assist
those who are having difficulty. The crew members can save time by having a
thorough knowledge of the tackle to be erected and by helping each other. Observe
all safety precautions..

STEP 7. RECHECK RIGGING

Make sure that tackle is erected for proper and safe operation. Direct the operator
to remove most of the slack from the lines and to inspect for correct assembly. If
any corrections must be made, direct the crew members to make them. Explain the
actions of the operation to the operators of the recovery vehicle and the other
vehicles involved. Direct them to be prepared to act on signals as seen through
88

their periscopes. Then move to a safe location where hand signals can be observed
by the operators of the vehicles.

STEP 8. YOU ARE READY

Signal the operators to apply winch power and recover the load. Be a lert and
make sure that nothing obstructs the operation of the equipment and that all
personnel on the ground remain at a safe location.

NOTE
This eight-step procedure should be followed during all recovery
operations. To assist in memorizing these steps and their sequence, they
are arranged so that the first letter of each step will spell out the word
recovery. (See figure on page 90.) This plan is of value to recovery crews
for application and supervision and also to commanders for determining
the efficiency of their recovery crews and the need for training.

89

\,
RECOVERY PROCEDURE
RECONNOITER AREA
ESTIMATE SITUATION
CALCULATE RATIO
OBTAIN RESISTANCE
VERIFY SOLUTION
ERECT RIGGING
RECHECK RIGGING

You ARE READY

90

SECTION I

Recovery Methods
Using Wheeled Recovery Vehicles
TYPES AND USAGE
Recovery using wrecker trucks is performed by trained recovery personnel of the
company or battalion. Use these special purpose vehicles for recovery when the
methods used by the operator, crew, or platoon do not fit the situation or when their
efforts have had no success.
The methods of recovery performed with special purpose vehicles are winching,
lifting, and towing.

NOTE
This section covers the vehicle's ability to winch, lift, and tow. For more
in-depth information, refer to the technical manuals which relate to the
operation of the equipment and its specific abilities.
91

MIRED TRUCK
Nontactical factors that must be considered during the recovery of a mired truck
using a wrecker truck are the resistance of the load, the approach to the load, and
the distance between the wrecker and the mired vehicle. An example of a very
simple winching operation is shown below . Use a direct pull because the resistance
created by the mired vehicle is less than the winch capacity of the wrecker.
Some winching operations are more difficult. The mired truck may have a
resistance greater than the winch capacity of the wrecker. Also, the wrecker may
not be able to align itself with the truck due to terrain. If so, use a 2:1 mechanical
advantage and a change of direction pull.

DIRECT PULL WINCHING OPERATION

92

93

NOSED TRUCK
The recovery of a nosed truck using a wrecker truck may require only a towing
operation. Some situations may require all three of the truck's capabilities
(winching, lifting, and towing) to complete the recovery.
A 21/2-ton cargo truck is nosed off a narrow road and mechanically disabled.
Although the apparent fleet angle of the winch cable in the figure on the previous
page is greater than 2, the wrecker winch has a level winding device which offsets
the difference. Other vehicles with winches do not have this device.
To perform the recovery, position the wrecker truck on the road 80 that the front
end of the nosed truck, when pulled back up on the road, will be in line with the
rear of the wrecker truck. Make a change of direction pull using the wrecker rear
winch to pull the truck onto the .road. See the figure on page 95. Then lift the front
of the truck with the wrecker's outriggers emplaced and tum the crane to place the
truck directly behind the wrecker truck to prepare for towing. See the figure on
page 96.

94

CHANGE OF DIRECTION WINCHING OPERATION

95

LIFTING OPERATION WITH WRECKER TRUCK

CAUTION
Do not overload crane capacity.

96

OVERTURNED TRUCK
To upright an overturned truck using the wrecker truck, a sling method of
attachment must be used because a pulling force applied to only one point of the
frame may result in a bent frame. A sling attachment is made of two utility chains
or L-inch fiber rope. The sling ends are attached to the front and rear lifting
shackles on the high side of the overturned truck. Then the winch cable is attached
to the center of the sling. A holding effort will be required to prevent the overturned
vehicle from crashing onto its wheels.
The holding force could be another vehicle, the wrecker boom, or a rope block and
tackle with manpower. The attachment for the holding force is a holding sling
attached to the same points on the overturned truck as the pulling sling. The
holding sling is then attached to the holding force with cable, rope, or chain,
making sure the holding force is attached to the center of the sling. If a holding
vehicle is not available, use the wrecker boom to hold the load.
Apply power gradually to the winch until the overturned truck is past the vertical
position. Then lower the truck on its wheels with the hoist winch rather than
booming out with the crane. When this method is used, maximum use of the boom
jacks and outriggers should be made where necessary.
97
184-855 0 - 87 - 4

RECOVERY OF OVERTURNED TRUCK

If neither the holding vehicle nor wrecker boom can be used, rig a 4:1 mechanical
advantage tackle from the equipment on the wrecker truck. Attach it between the
holdi ng sling and an a nc ho r a nd wrap its fa ll lin e around a tree as shown in the
figure on page 99. App ly power gradually to the winch until the overturned truck is
past the ver tical position. Th en lower it t o its whee ls with the h oldin g tackle.
Because of the da nger of ign itin g spilled fuel and oil, smoking or open flames are
not allowed near the overturned vehicle.

98

4:1

MECHANCIA~ '

ADVANTAGE TACKLE

FALL LINE
TO A TREE

WINCHING VEHICLE

TOWING WHEELED VEHICLES

Recovered vehicles must often be towed with a wrecker truck to a repair shop.
The method of towing depends on the terrain and the mechanical condition of the
disabled vehicle. A wrecker truck is capable of towing vehicles in th e following
ways:

99

Highway Tow. Attach the tow bar to the disabled vehicle's lifting shackle eyes
and the wrecker truck tow pintle. All wheels of the towed vehicle are on the ground.
A driver is not required in the towed vehicle.

CROSS-COUNTRY TOW WITH WRECKER TRUCK

Cross-country Tow. Over rough terrain, a cross-country tow controls the towed
vehicle better. To rig for the cross-country tow, attach a chain lifting sling or the
hoisting bar between the truck's front lifting shackles. Attach a tow chain from the
wrecker tow pintle to the disabled truck's lifting shackles. Place the hoist block
hook in the lifting sling approximately 12 inches off the ground. Extend the boom
to remove the slack from the tow chain to keep the towed vehicle from ramming
100

in to the rear of the wrecker truck. Support the boom with th e shipper braces to
prevent im pact loads on t he crane mech anisms.
If th e fron t end of the vehicle is damaged, us e cross-countr y towing even though
th e dis abled vehicle is being towed on the highway. Us e th e tow bar instead of a
tow chain.

HIGHWAY TOW USING WRECKER TRUCK

,

101

SECTION III.

Recovery Methods
U sing Tracked Recovery Vehicles
MIRED TRACKED VEHICLES
Recovery wit h one recove ry vehicle is used for recovering most mired tracked
vehicles. T o prepare for winching, pos ition the recovery vehicle as nearly in lin e as
possible with the mired vehicle. It must be at a distance to obtain maximum
winching capacity. Attach the block to the mired vehicle by the procedure
described on page 74. The resistance may require a greater mechanical advantage.
Use another recovery veh icle or a portion of its BII to recover the mired vehicle.
When a 3:1 mechanical advantage is required, refer to the procedure on page 77.
Recovery with two recovery vehicles is used when the load resistance of a mi red
tracked vehicle is so great that the calculated fa ll line force is more than the winch
ca pacity of one recovery veh icle with a 3:1 mechanical advantage. Rig each
recovery vehicle main winc h wit h a 2:1 mech a ni cal advantage. Attach the sna tch
block of each rigging to a towing point on the mired vehicle.
102

2:1 MECHANICAL ADVANTAGE

T o take advan tage of th eir variable capa city winc hes, the recovery vehicl es a re
positioned side by side. The sa me len gth s of win ch ca ble can then be used . To
synchronize winc h speeds, both recovery vehicle opera tors should use th e hand
throttle to set the ir engi ne speed a t th e desired rpm a nd compensate with the win ch
control lever to maintain taut cables.
103

RECOVERING A MIRED TRACKED VEHICLE

"vITH TWO RECOVERY VEHICLES

104

'

NOSED TRACKED VEHICLE

Various factors must be considered before recovering a tracked vehicle nosed in a
deep trench or ravine. If the terrain behind the nosed vehicle is level, recover by
towing. If the terrain is not suitable for towing, perform a winching operation.

WINCHING A NOSED TRACKED VEHICLE

WITH A RECOVERY VEHICLE

If the recovery vehicle cannot be safely positioned behind the nosed vehicle,
move the recovery vehicle to the opposite side of the ditch. Using the recovery
vehicle's boom with its maximum mechanical advantage rigging, attach its hoist
block to the front lifting eyes on the nosed tank with a V-chain. Lift the vehicle

105

horizontally and pull it to the opposite side of the ditch where towing or winching
completes the recovery.
If the tow hooks are accessible on the nosed vehicle, use a rigging to attach them
to the tow winch. Recover the nosed vehicle with a combination of winching and
hoisting. Control the weight and movement of the disabled vehicle during the
entire recovery operation by coordinating the hoist winch and the tow winch.

LIFTING OPERATION TO RECOVER NOSED

TRACKED VEHICLE

~-

106

- "

OVERTURNED TRACKED VEHICLE

To upright an overturned tracked vehicle with a recovery vehicle, position the
recovery vehicle so that it is facing the bottom of the overturned vehicle. It should
be at a distance equal to the width of the overturned vehicle, plus 2 feet for safety.
For the uprighting source of power, use a utility chain to attach the main winch
cable to the near center road-wheel arm support housing on the high side.
For the holding source of power, rig the boom with its maximum mechanical
advantage rigging, and attach its hoist block to two tow cables to form a sling.
Pass the opposite ends of the sling under the track. Attach them to the front and
rear tow hooks on the high side of the overturned vehicle. Apply power to the main
winch until the vehicle pulls past its point of balance and is supported by the hoist
rigging. Then, by lowering the hoist winch rigging slowly, lower the overturned
vehicle onto its suspension system.

WARN ING
Bec ause of the spilled oil . fuel. and battery acid normally
p rese nt. do no t pe rmit smoking or open flames near the
overturned vehicle .

107

RECOVERING AN OVERTURNED TRACKED VEHICLE

WITH A RECOVERY VEHICLE

TOWING TRACKED VEHICLES

Although towing can be done with similar vehicles, it is often necessary for the
recovery veh icle to tow a disabled vehicle to some point wh ere repairs can be mad e
or evacua tion effected. The method of tow depend s primarily on th e type of terrain.
108

Tak e ca re to preven t furthe r dam age to the vehicl e wh en towing. Do not engage
th e towed vehicle's tran smission d uring towing operations. Chec k the disab led
vehicl e's tec hnical manual for preparation of th e vehicl e for towing, any furth er
precautions, a nd the towing speed.

Highway Tow. Attach the recovery vehicle's tow bar to th e tow lugs of th e
disabled vehicle, with th e lun ette of the tow bar in stalled in the recovery vehicl e's
tow pin tle. Secure the pintl e in t he closed posit ion with a locking key. A driver is
not required in the towed vehicle.

HIGHWAY TOW WITH RECOVERY VEHICLE

~D
109

Cross-country Tow. Use crossed tow cables between the recovery vehicle and
the disabled vehicle as when towing similar vehicles. A driver is required to apply
the brakes on the towed vehicle to keep it from overrunning the recovery vehicle on
downgrades.

CROSS-COUNTRY TOW WITH RECOVERY VEHICLE

Combat Tow. Attach the lifting V-chain to the recovery vehicle's tow pintle
before moving it to the disabled vehicle. Move the recovery vehicle into the area.
Back it up until contact is made with the front of the disabled vehicle. A crew
member in the disabled vehicle can slip through the escape hatch and connect the
110

V-chain legs to the front tow hooks of the disabled vehicle.

If a vehicle does not have, or cannot use, the escape hatch, the crew member
must slip through another available hatch. After making the hookup, the crew
member reenters through the same hatch.

The recovery vehicle then moves out, towing the disabled vehicle. Use combat
tow to make a towing connection under small arms fire to provide the least possible
exposure of personnel. Do not use combat tow for distances greater than onequarter mile. Conditions permitting. change the towing procedures after that
distance.
.

,"

COMBAT TOWv WJTH

A RECOVERY VEHICLE
'

111

USE OF SMOKE IN COMBAT RECOVERY

During combat tow hookups, both vehicles will be stationary for several minutes.
This presents an easy target for enemy direct fire weapons systems. In order to
deny or hinder observation by the enemy, place a smoke screen between them and
the hookup operation. Perform the combat tow hookup and tow the vehicle to where
repairs can be made. There are four basic types of smoke-generating systems to
choose from for this operation. They are Hand-held smoke grenades.
Onboard grenade launcher.
Vehicle engine exhaust smoke system (VEESS).
M3A3 smoke generators.
With the hand-held smoke grenade system, the recovery crew drives between the
downed vehicle and the enemy. While in this position, they drop the grenades to
give the most effective screening. The recovery crew then positions their vehicle for
the combat hookup.

112

When using the onboard grenade launcher system, the recovery vehicle drives to
the downed vehicle and fires the smoke grenades toward the enemy. After forming
a good smoke screen, the recovery crew positions their vehicle for combat hookup.
Using the VEESS, the recovery crew obscures the downed vehicle with a smoke
screen. Once an effective screen forms, the recovery crew places their vehicle in
position for the combat hookup.
If the M3A3 smoke generator assets are available, use them to screen vehicle
recovery operations in accordance with the unit SOP.

113

SECTION IV.

Self- and Like-vehicle Recovery

SOURCES OF EFFORT
The amount and type of equipment used as the source of effort during any
recovery operation depends on the level of recovery. Drivers and crews should try
to carry out the recovery before calling on support from a higher level. During
combat, it may be of utmost importance that cargo reach its destination at a
definite time, that personnel or cargo be picked up at a given time, or that a combat
vehicle be at a given place at a specific time.
The use of similar vehicles is usually the quickest method of recovery because
they are readily available. Call for recovery support only when self- or like-recovery
techniques cannot be used. A mired vehicle with no winch may be able to free itself
by using recovery expedient measures found in chapter 6. Combat vehicles which
need fuel, ammunition, or repairs not related to mobility (for example, a fire control
malfunction) can tow disabled vehicles to the refuel, rearm, or maintenance site.
However, engaged combat vehicles should never be diverted just for recovery .
114

USE OF SIMILAR-TYPE WHEELED

VEHICLES FOR RECOVERY
Use similar wheeled vehicles as the source of effort to perform recovery by
towing and winching. For vehicles not equipped with lifting shackles, attach a tow
chain to the main structural members. Prior to towing or recovering a disabled
vehicle, check that vehicle's technical manual (-10) to insure that all physical and
safety features are considered (that is, automatic transmissions, fail-safe braking
systems, and articulation, to name a few). This must be done so that no added
damage is caused to the disabled vehicle.
"To recover a mired truck by towing with a similar vehicle, use a tow chain, cable,
or rope between the towing vehicle and the mired vehicle. Attach it to one lifting
shackle of the mired vehicle and the tow pintle on the towing vehicle. If a greater
working distance is required to enable the towing vehicle to get better traction, use
the towing device from both vehicles.
Apply power slowly to prevent placing an impact load on the towing device and
lifting shackles. A chain, unlike a cable, will not stretch and can easily be broken
by impact loading. If one towing vehicle cannot attain sufficient towing effort to
overcome the resistance, use another towing vehicle in tandem with the first.
115

RECOVERING A CARGO TRUCK FROM MIRE '

To recover a mired cargo truck, use a truck of equal or greater capacity to

perform the winching operation. A mired 2 1/2-ton cargo truck may be winched with
either a 2 112-ton or 5-ton vehicle. All winch-equipped trucks are authorized a single
sheave snatch block and one tow chain for rigging.
First, determine if the resistance of the mired truck is greater than the winch
capacity. If so, a mechanical advantage is required. If it does not exceed the winch
capability, position the winching vehicle in line with the mired vehicle so the
116

correct fleet angle is obtained. Free-spool the winch cable from the drum and attach
the free end of the cable to one of the front lifting shackles of the winching vehicle
or to a separate anchor. Form a chain sling between the lifting shackles of the
mired vehicle and attach the snatch block in the apex of the sling. Place the loop
that is formed in the winch cable in the snatch block and apply power to the winch
to remove the slack from the cable.
At times, the winching or recovery vehicle must be anchored by more than just
its weight. Place wheel blocks, chocks, or natural material in front of the recovery
vehicle's front wheels.

WINCHING WITH A SIMILAR VEHICLE

117

PROPER HOOKUP WITH SIMILAR VEHICLE

A winch-equipped mired vehicle can perform self-recovery. Attach the snatch

block to a suitable anchor and the free end of the cable to a chain sling connected
to both of the mired vehicle's front lifting shackles. A fixed block 'will gain a
mechanical advantage on a self-winching operation even though the sheave of the
block is performing as a first-class lever.
The source of effort (the winch) is part of the load, allowing both the fall line and
return line to support the load when they are attached to it. Since there are two
winch lines supporting the load, a 2:1 mechanical advantage is obtained.
118

SELF-WINCHING OPERATION
- - <,

TOWING DISABLED WHEELED VEHICLES

Use a vehicle of the same size or larger to tow a disabled vehicle and use a tow
chain for the hookup. Attach the chain to the lifting shackle on the towed vehicle
and the pintle of the towing vehicle. A qualified driver must be in the towed vehicle
to control it. Check the towed vehicle's technical manual for precautions and
preparations necessary to tow the vehicle. Never exceed the towing speed outlined
in the technical manual.
119

TOWING WITH SIMILAR VEHICLES

USE OF SIMILAR-TYPE TRACKED

VEHICLES FOR RECOVERY
The number of tracked vehicles required for a specific recovery depends on the
resistance to be overcome, the type of disablement, and the terrain conditions. To
rig for recovery, attach the tow cables to the tow hooks of both vehicles. All main
battle tanks carry two tow cables. Light-tracked vehicles carry one tow cable. When
a vehicle with a main gun cannon tube is recovered or towed, rotate or elevate the
gun tube. This prevents serious damage if the rigging fails or the towed vehicle
rams the towing vehicle.

120

When using tw o tow cables between two vehicles, mak e sure the cables are
crossed. If a greater working distance between the pulling vehicle and the mir ed
vehicle is req uired , join the tow cables together with tow hooks.
If two vehicles are req uired for a n operation, one tow cable is enough beca use the
s trength of on e tow ca ble is slightly greater th an t he pulling effort of the second
pulling vehicle. However , use two tow ca bles, when available, to maintain
a lign ment a n d equa lize the pulling effort. When using two vehi cles , turn the gu n
tube of the center vehicle to the side to prevent contact and possible damage.

RECOVERING MIRED TANK USING ONE

.
SIMILAR VEHICLE
-.......

.....

121

RECOVERING A NOSED TRACKED

VEHICLE WITH SIMILAR VEHICLES
As many as three similar vehicles may be needed to recover a nosed tracked
vehicle. This depends on the degree to which the vehicle is nosed and the terrain
conditions on which the pulling vehicles must operate. In extreme instances, a
source of effort may be required to lift the front of the nosed vehicle.

RECOVERING A NOSED TRACKED VEHICLE

WITH SIMILAR VEHICLES

._ ---~~
122

)
Position the lifting vehicle to face the nosed vehicle. Connect the cables of the
pulling vehicles in the same way as for recovering a mired vehicle. Apply power to
all assisting vehicles at the same time. The front of the nosed vehicle will rise and
move toward the rear. Slowly move the lifting vehicle forward. Support the vehicle
until it is recovered. If any oil or fuel has spilled in the nosed vehicle, do not run the
engine until the spill is cleaned up.

RECOVERING AN OVERTURNED TRACKED

VEHICLE WITH SIMILAR VEHICLES
An overtumed tracked vehicle can be uprighted by using three similar vehicles.
Use one vehicle to pull the overtumed vehicle upright. Use the other two vehicles to
hold and retard the fall of the overtumed vehicle so that it does not crash down on
its suspension system.

Connect tow cables together in pairs to allow a safe working distance. Connect
the cable used to upright the overtumed vehicle to the nearest center road wheel
arm support housing on the upper side of the overturned vehicle. Never connect to
any other part of the suspension system, turret, or the tiedown eyes.

123

Position the two vehicles used for holding at a 30 to 45 angle fro m the
overturned tank with their cables connected to the tow hooks on the high side of
the overturned vehicle. The holding vehicles must be positioned in this way to
prevent damage to the cables, fenders, or lights of the overturned vehicle as it is
uprighted.
Drivers of the holding vehicles must shift to low range. The pulling vehicle then
applies power gradually in reverse, while the holding vehicles move forward on ly
enough to keep their cables taut until the overturned vehicle passes through the
point of balance. As the overturned vehicle passes through the balance point, the
holding vehicles move forward slowly, supporting the overturned vehicle and
lowerin g it onto its suspension system.

WARNING
Because of the chance of spilled oil. fuel. or battery acid. DO
NOT permit smoking or open flames near the overturned
vehicle. Position the vehicles so that their exhausts always point
away from the overturned vehicle .

124

RECOVERY OF AN OVERTURNED TRACKED

.
VEHICLE
WITH SIMILAR VEHICLES

PULLING VEHICLE _ _.(BACKING UP)

HOLDING VEHICLES
(MOVING FORWARD)

125

TOWING DISABLED TRACKED VEHICLES

Tow a disabled tracked vehicle with a similar vehicle of the same weight class,
using two tow cables. Cross the tow cables to keep them from getting tangled with
the tracks. When towing tracked vehicles with only one track, there will be a
difference in resistance and steering capability between a complete track on one
side and road wheels on the other side. As a result, the towed vehicle will pull in the
direction of the side lacking the track. This pull is compensated for by proper
attachment of the towing cables.

HOLDING VEHICLE

126

DISABLED VEHICLE

TOWING VEHICLE

A driver must be in the towed vehicle to operate the brakes. Alternate the driver
in the towing vehicle and the disabled vehicle often because of carbon monoxide
gas. Check the technical manual pertaining to the towed vehicle to determine the
preparations necessary and precautions to be used to prevent further damage.
Never exceed the towing speed outlined in the technical manual.
If the disabled vehicle has defective brakes or its universal joints are
disconnected, use another similar vehicle for holding. Use crossed cables between
the holding and disabled vehicles when available. With vehicles that are issued
only one tow cable, the vehicles will be connected with crossed cables between the
towing vehicle and the disabled vehicle. Connect a single tow cable between the
disabled vehicle and the holding vehicle. See the figures on pages 138 and 140.

WARNING
When using a vehicle to tow other vehicles, use extreme caution
and refer to the appropriate operator's manual for further
restrictions .

127

TOWING WITH VEHICLES ISSUED ONE TOW CABLE

HOLDING VEHICLE

128

DISABLED VEHICLE

TOWING VEHICLE

SECTION V.

Safety Precautions
A successful recovery operation is one that is accomplished quickly and safely.
Be careful when erecting and applying equipment. This prevents damage to the
vehicles and equipment and injury to personnel.

HANDLING CABLES
Cables and wire ropes may become damaged through use. The wires that make
up the strands of the rope may break. Personnel handling wire ropes should wear
heavy leather-palmed gloves to prevent hand injuries or cuts from broken wires.
N ever allow a moving cable to slide through the hands even when gloves are worn
since broken wires can cut through the gloves.

HOOK POSITION
For rigging, position the hook with the open part (throat) upward. If the hook
should straighten out from overload, the rigging could be forced downward. If the
hook were positioned with the open part (throat) down, the rigging could travel
upward unrestrained and cause serious injury to personnel or damage to vehicles.

129
184-855 0 - 87 - 5

HOOK POSITION
INCORRECT

CORRECT

-. - ---

-po

,.-.

SAFETY KEYS
Safety keys should be in place on all tow hooks, shackles, or other items of
equipment requiring them. Even though the safety key supports no great load, its
absence can allow a pin to move and place an excessive force on only a part of a
connection. Some shackles use a threaded-type pin. If the pin is not completely
threaded into the shackle part, the shackle or pin can be bent or broken when force
is applied.
130

RIGG~NG

BETWEEN VEHICLES

When rigging is erected between vehicles, tum the engines off and apply the
brakes. This prevents possible injury to the rigging personnel or damage to the
vehicles. When riggings are erected using a recovery vehicle that must have its'
engine running to operate the equipment, position the spade or chocks (wheeled
vehicle) and apply the brakes to prevent movement.

INSPECTING RIGGED EQUIPMENT

Inspect equipment thoroughly before the recovery operation starts. Direct the
recovery vehicle operator to apply power to the winch and to remove the slack from
the rigging, then stop the operation so the rigging can be inspected without
endangering personnel.

CROSSED CABLES
Make sure the rigging lines are not crossing each other before the winching
operation is continued. Crossed rigging lines can rub against each other causing
damage to the cable or an increased amount of tackle resistance. Crossed cables
are only recommended for towing a disa bled vehicle.

132

When using pins with safety keys , su ch as the type in tow bars, all pins in a
vert ical plane should have their heads pointing up. Then , even if the safety key
should break or fall out, th e pins will remain in position if the load shifts.

CORRECT

131

FUEL OR OIL SPILLAGE

If fuel or oil has spilled from the disabled vehicle, there must be NO SMOKING
and NO OPEN FLAMES. Make sure the exhaust flash from other vehicles is not
directed at the vehicle with spilled fuel or oil. Clean up spilled fuel or oil thoroughly
before attempting to start the recovered vehicle's engine. When winching or lifting
a disabled fuel carrier, thoroughly ground the vehicle to keep static electricity from
igniting the fuel. The petroleum, oil, and lubricants (POL) carrier should have the
grounding equipment needed.

POSITIONING GUN TUBES

During tank recovery, position the main gun tube so that it will not be damaged
in the event of a collision. If the gun tube of a disabled tank is involved. (this might
occur on a nosed or overtumed tank), support maintenance personnel should
always check the gun before firing.

ACCELERATION IMPACT
Do not apply loads suddenly. This puts excessive strain on the rope and it may
fail. Failure occurs when a weight is allowed to fall for a distance and is suddenly
stopped. A similar strong force happens when power is engaged suddenly.

133
184-855 0 - 87 - 6

BACKLASH
Take extra care to avoid accidents. Make every effort to stand clear of any wire
rope under tension. When wire rope is drawn taut and then released suddenly by a
break, its recoil (or backlash) will cut a person in two. A winch line under load
stretches like a rubber band and stores up a lot of energy. In fact, a steel winch
cable weighing 50 to 500 pounds has a better spring than rubber. A broken winch
cable snapping back could be compared with a rifle bullet except the bullet makes a
fairly clean hole and the winch cable makes a messy wound. Treat a wire rope
under stress with the same respect you would a loaded gun.

OPERATOR/DRIVER SAFETY
Operators and other personnel, in both the recovery and disabled vehicles,
should keep their hatches closed during a recovery operation and use their
periscopes to view hand signals directed to them.

GROUND GUIDE
For safe control of a recovery operation, there should be only one ground guide.
To prevent confusion, the ground guide should stand separately from other

134

personnel at the recovery site and where operators ca n easily observe the signals.
The operators must kn ow the mean in g of the signals to be us ed a nd a ct on ly on
those signals. (See ap pendix A.)

ANGLE PULL
Avoid being in a ny a ngle of pull by a s n atch block. A winch lin e makes an ideal
slingshot. If the dead lin e of a sna tch block br eaks, a 200-pound s natch block can
travel as far as 300 yards in the a ir.

CAUTION
All observing personnel should stand at least one cable length
away and opposite the angle of pull when the cab le is under stress.

135

UNSAFE AREAS

136

SECTION VI.

Special Considerations (NBC)

Recovery operations are more difficult when recovery personnel may be exposed
to an NBC attack or have to work with contaminated equipment. FM 2140 has
information on defense operations and protection of personnel. TM 3-220 covers
decontamination procedures. The following discussion highlights the NBC defense
programs.
NBC defense procedures are organized into three categories. They are Individual protective measures: actions taken by the individual in order to
survive and continue the mission, using the protective clothing and
equipment.
Unit protective measures: actions taken at unit level which counter the
affects of the NBC environment and allow the unit to continue its mission.
The unit NBC defense program should be written in detail in the SOP. The

137

SOP sets various levels of MOPP which provide increasingly greater

protection. It also organizes NBC defense teams, to include control parties,
radiological survey and monitoring teams, chemical detection teams, and
decontamination teams. Unit procedures are made to handle recovery, repair,
and disposal of contaminated equipment. An NBC inspection point monitors
all equipment and personnel entering or leaving the maintenance area.
Contaminated equipment should be kept in a separate location.
Complete decontamination: action taken by chemical defense units with
assistance from supported units. It reduces the hazard level and allows
soldiers to work at lower MOPP. Decontamination procedures are discussed
in detail in FM 3-87.
Full MOPP reduces the efficiency of recovery personnel. Protective clothing and
equipment restrict the soldier's working ability. While wearing gloves, manual
dexterity and touch sensation are reduced. Wearing the mask limits sight, speech,
and hearing. Heat buildup is a major factor in doing heavy work for long periods.
The rate of work may be varied by short rest periods, rotation of heavy jobs,
adequate water supply, and use of vehicle transportation.
138

When there is no direct threat, the protection level for tasks using manual
dexterity, visual acuity, and voice communication may be reduced. General
guidance on the levels of MOPP and associated protective clothing and equipment
are covered in the unit SOP.
Recovery teams must be trained in NBC defense procedures and monitoring and
detection techniques. The teams should have extra decontamination equipment,
decontaminating agents, and protective clothing.

139

CHAPTER 6

Field Expedients

..:1 'l.
140

"."

An expedient measure is any method by which a task is accomplished by using

materials that are on hand. For example, vehicles may be required to operate in
remote areas where assistance is not readily available. Under these conditions, the
driver or crew must attempt self-recovery by using methods like those described in
section I.
Likewise, the crew can perform makeshift repairs on a mechanically disabled
vehicle by using field expedients. Section II covers such repairs. Even crew
members with limited mechanical training can apply expedient repairs with
enough accuracy to restore at least partial operation to a disabled vehicle.
However, expedient repairs are to be used as a last resort in emergency situations
only. They must never be used in lieu of normal maintenance repair procedures.
Permanent repairs should be made as soon as possible.

141

SECTION I .

RECOVERY EXPEDIENTS
SUBSTITUTES FOR A JACK
When an outside dual tire is flat and a jack is not available, run the inside dual
wheel up on a sma ll log or rock. This ta kes the weight from the outside wheel
which can then be removed for replacement.

142

Another substitute for a jack is a piece of timber which is longer than the
distance from the axle to the ground. Place one end of the timber against the axle
at an angle and the other end in a shallow hole. Drive the vehicle onto the timber.
Set the brakes and block the vehicle securely.

SUBSTITUTE FOR JACK TO REMOVE FRONT WHEEL

To raise the front wheel of a cargo truck, secure a timber about 5 feet long to the
front bumper at an angle with a chain or rope. Place the bottom of the timber in a
shallow hole. Move the vehicle forward until the timber is in a vertical position and
the wheel clears the ground. Set the brake and block the vehicle securely.

143

USE OF A PRY
A pole can be used to pry a lightweight truck out of a ditch. Lift the front end of
the truck with the pole. Apply power to the truck in reverse gear.

144

USE OF WHEELS FOR WINCHING

On dual-wheeled vehicles not equipped with a winch, use the rear wheels to aid in
recovering the vehicle if a rope is present. Fasten one end of the rope to the wheel
hub and anchor the other end. This lets the rope wind between the dual wheels to
give the same action as a winch.

DUAL WHEELS USED AS .A WINCH

~I

145

Run the end of the rope fastened to the wheels between the duals and through
one of the holes in the wheel disk. Take care not to place the rope through a hole in
the wheel disk where the valve stem is located. Tie a knot in the end ofthe rope and
slip it over the hub. Tie a second rope in the same way to the dual wheels on the
other end of the axle. Place the vehicle in reverse gear. The ropes will wind between
the two duals and cause the vehicle to move rearward.
If the truck has single wheels, the same expedient measure can be used. Place a
bar through the hole in the end of the axle flange. Attach a rope to the wheels on
each side of the vehicle by fastening them to the bars with figure eight hitches.
Apply pressure to wind the ropes around the hubs and move the vehicle.

146

USE OF AN A-FRAME
Frequently a truck will become nosed in a shell hole or narrow ditch where both
lifting and pulling forces are required to make the recovery. If the nosed truck is
equipped with a winch, use the winch to supply the pulling force and an A-frame
for the lifting force.

TYING GIRTH HITCH TO A-FRAME

147

To build an A-frame, use two poles long enough to clear the front of the truck
once it is raised. Lash the poles together at the top by a figure eight or girth hitch.
Place the lower end of the poles in the ground 10 to 12 inches deep to prevent them
from sliding when power is applied. Then lay the upper end of the A-frame against
the front of the vehicle. Attach the A-frame. Rig the winch cable for a 2:1
mechanical advantage. Secure the end of the cable to the apex of the A-frame.

RECOVERY OF A NOSED TRUCK USING AN A-FRAME

148

As the winch is wound in, the A-frame lifts and pulls the truck forward, Suspend
the truck over the ditch or hole. Then fill the ditch with rocks, dirt, or other
material 80 that the vehicle can be driven forward or backward.

ANCHORING TRACKS
Vehicles often become bellied (high-centered) on stumps, rocks, dry ridges, or
mire and are immobilized by lack of traction.
To recover a bellied vehicle, obtain a log long enough to span the width of the
vehicle and of sufficient diameter to support the vehicle weight. Place the log
against both tracks. Place a tow cable so that one end of the cable goes over the log
and through the tracks from the inside. Place the other end of the tow cable
underneath the log and connect the ends of the cable together with a tow hook on
the outside of the track to make disconnecting easier.
Follow the same procedure to attach the log to the track on the opposite side of
the vehicle. Take up the slack in the tow cables by gradually applying power to the
tracks. This pulls the log underneath the tracks until it comes in contact with the
obstacle, anchors the tracks, and causes the vehicle to move.

149

r
CAUTION
To prevent damage to the fenders and tow cables. stop th e ve h icle
bef or e th e log reach es th e fender s o r th e cab le reaches th e drive
sp rocket.

150

For a bellied disablement other than mire, anchor the tracks by using two tow
cables. Connect the tow cables together with a tow hook and attach the cables to
both tracks by passing the ends of the cables through the tracks from the outside
and attaching them to the standing parts of the cables with tow hooks. When
power is applied to the tracks, the cable will contact the obstacle and anchor the
tracks.

CABLES USED TO ANCHOR TRACKS

151

MOVING A TRACKED VEHICLE

WITH BOTH TRACKS BROKEN
When both tracks are thrown, they may need to be separated before the vehicle
can be moved to remount the tracks. Break one track and attach a cable from the
drive sprocket hub to an anchor. This will support the vehicle so that the other
track can be separated. Chock the vehicle to keep it from rolling out of control.
Apply engine and steering power to the drive sprocket attached to the cable. When
this is done, the vehicle will move by the winching action of the drive sprocket hub.

152

MOVING A VEHICLE ONTO A TRACK

Align the vehicle with the track and position a plank-type ramp on the end of the
track. Where a ramp is not available, dig a shallow ditch in which the end of the
track can lie.

MOVING A VEHICLE WITH BOTH TRACKS BROKEN

153

--

~_;=:===CEfl=~

154

INSTALLING A TRACK
Align the track with the road wheels so the center guides will pass between the
road wheels when the vehicle is moved. Stop the vehicle so that the rear road wheel
is resting forward far enough for all the track to pass over the sprocket.
Then tie a rope to the center of the track pin on the rear track link. Pass the rope
over the center guide groove of the sprocket hub, around and between the rear
support roller wheels, and back around the sprocket hub, making two turns.
As power is applied to the sprocket and the free end of the rope is held taut, the
end of the track is pulled up to the sprocket. Once the sprocket has engaged a
minimum of three track links, stop the sprocket, lock the brakes, and shut off the
vehicle's engine. Remove the rope from the sprocket hub and extend it forward over
the compensating idler wheel. Then restart the vehicle and move forward. When
the end of the track has passed over the compensating idler, connect the track.

155

SECTION II.

Expedient Repairs
DEFECTIVE TANDEM AXLE
A tandem axle wit h a burned-out bearing or damaged wheel can disable a vehicle
or ca use further damage if continued in operation. Move the wheel of the disabled
ax le onto a rock, log, or simila r object, to raise the wheel as high as possi ble.
Whi le the wheel is raised, tie the axle as tigh tly as possible to the frame by usin g
heavy wire or a tow chain. Do not let the chain or wire cause damage to the brake
lines. If the wheel bearing is burned out, or for some other reason the wheel does
not turn, rem ove the axle shaft from the axle housin g. Stuff the hole in the hub
with rags to keep out foreign matter. This expedient allows the other wh eels to
drive.
Use the same technique on both ends of the axle if both wheels are defective.
Since both ends of the axl e are tied up , do not load the vehicle too heavily.

156

RAISING TA NDEM AXLE

157

ATTACHING TANDEM AXLE TO FRAME

THIS PROCEDURE IS TO BE USED ONLY WITH TANDEM

AXLE VEHICLES . ONLY ONE AXLE SHOWN FOR CLARITY .

158

DISABLED TANDEM AXLE

-_... ..

.- ...../

,.

THIS PROCEDURE IS TO BE USED ONLY WITH TANDEM

AXLE VEHICLES . ONLY ONE AXLE SHOWN FOR CLARITY .

159

DEFECTIVE DIFFERENTIAL
If the defect is in the differential of a 4x4, 6x6, or 8x8 vehicle, remove the
propeller shaft and drive axles from the defective assembly. Operate the vehicle on
power supplied by the other axles. For example, if the front rear differential is
defective and the rear propeller shaft is removed, the vehicle can still be powered
by the front wheels. When the axle shafts are removed, cover the openings in the
ends securely to keep out dirt and foreign matter.

DEFECTIVE DIFFERENTIAL

REMOVE PROPElLER SHAFT

160

LOOSE BATIERY CLAMP

When a battery cable clamp becomes loose and cannot be tightened any more,
use a nail or wedge to make contact between the battery post and the cable clamp.
Loosen the clamp, insert the wedge between the battery posts and clamp, and
tighten the clamp.

WARNING
When working around batteries and battery clamps. take care to
prevent tools and jewelry from arcing . This could cause damage
to vehicle electrical components or personal injury. DO NOT
smoke or permit an open flame near the batteries since the gas
from battery acid can be explosive.

INOPERATIVE STARTER SWITCH

(GASOLINE AND DIESEL ENGINES)
A gasoline or diesel engine can be started even though the starter switch is not
working. Before using the following procedure, insure that the ignition switch lever
161

is in the ON position. Make and maintain contact between the bare ends of the two
wires removed from the switch. At this point, the engine should crank and start. As
soon as the engine starts, separate the wires to prevent any possible damage to the '
starter and flywheel ring gear. Tape the bare ends of the starter wires to stop any
unwanted flow of electricity.

LEAKING LOW-PRESSURE LINE FITTING

FLARED PIPE

COUPLING NUT

162

LEAKING LOW-PRESSURE LINE FITIING

To repair a leaking low pressure line fitting, wind a string or rag tightly around
the line behind the flare. Slide the coupling nut over the material, screw it onto its
connection, and tighten it securely against the packing string with a wrench. The
string will act as a gasket and seal the leak. Wind the string clockwise in the same
direction the coupling nut is turned to be tightened.

CRACKED LOW-PRESSURE OIL OR FUEL LINES

Cracked low-pressure oil or fuel lines usually are caused from vibration or
defective metal. If this occurs, stop the leak by wrapping the line tightly with
friction tape held in place by wire. The wire helps the tape withstand pressure and
usually stops the leak until a permanent repair can be made.

COLLAPSED FLEXIBLE FUEL LINES

Make a support for the inside of the fuel line by wrapping a thin welding rod or
wire around a pencil or another object of the same size. Place the coiled rod or wire
into the flexible line. Fuel will be able to flow and the fuel line will not collapse.
163

PUNCTURED FUEL TANK

Use a piece of hose about the size of the punctured hole in the fuel tank, a bolt,
nut, and two flat washers.. Assemble the washers and piece of hose on the bolt and
screw the nut down snugly. Enlarge the hole in the fuel tank, if necessary, so that
the assembled bolt and hose passes into it and fits snugly. Hold the hose to prevent
its turning and tighten down the bolt. This causes the piece of hose to expand in
the hole and seal the leak.

164

PUNCTURED TUBE-TYPE RADIATOR CORE

Radiators are often punctured when vehicles are operating in wooded or combat
areas. When this happens, cut the cooling fins and push them away from the
leaking tubes. Cut the leaking tube in half and fold the ends of the tube back about
three-fourths of an inch. Close the tube ends by pr essing them flat with pliers.
Cooling system efficien cy is reduced wh en several tubes are cut, ca using the engine
to overheat. When field expedient repairs on the radiator have been made, loosen
the radiator cap. This keeps the radiator pressure from building up and breaking
the repair.

REPAIR OF PUNCTURED RADIATOR CORE

165
184- 855 0 - 87 - 7

LEAKING RADIATOR OR HEATER HOSES

To repair a leaking radiator or heater hose, allow the engine to cool so that the
hoses can be safely handled. Patch the leak by wrapping it with standard issue
electrical or reinforcing tape. Refill the radiator with coolant and leave the radiator
cap loosened. Operate the vehicle at a reduced speed until the hose can be replaced.

BROKEN FAN BELT

When a fan belt breaks and a replacement is not available, mend or substitute it.
To mend, punch holes in both ends of the broken belt and put a small gage wire or
boot laces through each hole. Secure the wire or laces. Replace the belt with just
enough tension to drive the vehicle accessories.
Use fiber rope from the vehicle tarpaulin or a piece of field telephone wire as a
substitute for the broken fan belt. Loop the wire or rope around the pulleys several
times, pull as taut as possible, and tie with a square knot.
In both cases, operate the engine at low speed to keep from losing or breaking the
substitute belt.
.
166

BROKEN FAN BLADES

A broken fan blade will cause the engine to vibrate and make it dangerou s to
operate. On fans with an equal number of blades equally spaced, rem ove the
remainder of the broken blade, then remove the blade opposite the removed blade.
The vehicle can then be operated, but be careful that it does not over heat. On fans
with unequally spaced blades, the entire fan can be removed on some engines. The
engine can then be operated under light load for short periods of time.

DAMAGED FRONT AXLE BRAKE SYSTEM

When damage has occurred to the front axle brake system, close the line at the
junction block to the axle. This assists the driver in maintaining steering control
while braking and allows pressure buildup in the rear brakes

DAMAGED ROAD WHEEL COMPONENTS

NOTE
The following damaged road wheel expedients do not apply to the M1
Abrams tank.
167

To operate a vehicle with a damaged road wheel, spind le, or road wheel arm, tie
the a rm up out of the way. To tie the roa d whee l arm up, remove the tors ion bar by
positioning th e vehicle across a ditch . It s hould be n arrow eno ugh to permit the
front and rear road whee ls to support the weight of the ve hicle and deep enough to
permit t he track to sag away from the defective road wheel.

EXPEDIENT METHOD FOR REMOVING TORSION BAR

END PLUG
GASKET

168

If a ditch is not available, dig a trench. This position allows the road wheel
assembly to sag and removes the tension from the torsion bar. Then remove the
torsion bar by removing its capscrew and end plug, replacing the capscrew in the
torsion bar, and prying behind the capscrew head with a tanker's crowbar.

Reposition the vehicle on level ground. Remove the road wheel; position a
tanker's crowbar across two torsion bar support housings; and, using rope from the
vehicle tarpaulin, tie the road wheel arm to the tanker's crowbar. Use this
expedient with intermediate road wheels only.

ROAD WHEEL EXPEDIENT APPLIED

TANKER 'S
CROW BAR

169

DAMAGED SUSPENSION COMPONENTS

A tracked vehicle with a damaged track, rear road wheel arm, and idler wheel
can be operated by using the short track expedient. However, the hull must not
interfere with the shortened track as with M60-series tanks. To apply this
expedient, remove the companion components to the damaged suspension parts,
such as the rear shock absorber, track adjuster, road wheel arm, and torsion bar.

SHORT TRACK EXPEDIENT APPLIED

170

To give the vehicle better stability, move the number 3 road wheel (with arm) to
the rear road wheel position as in the example shown. Due to the absence of the
idler wheel, sufficient track blocks must be removed to permit the track to be
connected.

SHEAR PIN SUBSTITUTE

Make a substitute for a broken shear pin by punching out the remains of the
broken shear pin, cutting the remains in half, and inserting the two shear pin

BROKEN SHEAR PIN

TAPE

WOOD DOWEL

171

halves with a short, wooden dowel between them. Wrap friction tape around the
shaft to cover the shear pin hole and prevent the end of the substitute shear pin
from dropping out. Do not use a steel bolt, spike, nail, or screwdriver blade as a
substitute shear pin because it could damage the winch and cable.

172

APPENDIX A

Only hand and arm signals that apply to specific recovery vehicles are
illustrated in this field manual. For hand and arm signals that apply to driving,
refer to TM 21-306 or FM 21-305.

RAISE THE HOIST WINCH CABLE

LOWER THE HOIST WINCH CABLE
RAISE THE BOOM
LOWER THE BOOM
SWING (TRAVERSE) THE BOOM LEFr
SWING (TRAVERSE) THE BOOM RIGHT
RAISE THE SPADE.
LOWER THE SPADE.
INHAUL MAIN (TOW) WINCH .
PAY OUT MAIN (TOW) WINCH .
EXTEND THE BOOM (CROWD).
RETRACT THE BOOM (CROWD)
BUTTON UP OR UNBUTTON
STOP.
173

RAISE THE
HOIST
WINCH
CABLE

LOWER THE
HOIST
WINCH
CABLE

The signal to raise the hoist cable is made with the arm extended to the side and
bent upward at the elbow, with the index finger extended from a fist and the hand
rotated slowly. The signal to lower the hoist cable is made with the arm held
downward and out slightly from the side, with the index finger extended from a fist
and the hand rotated slightly. This signal may be made with either hand with
rotation made in either direction.

174

RAISE THE
BOOM

LOWER THE
BOOM

T he signal to raise t he boom is made by extending the a rm toward the operator

with the fist clen ch ed an d the thumb pointing upw ard. The signal to lower the
boom is mad e by extending the arm and clenching the fist in the same way. but
with the thumb pointing downward. This signal may be made wit h either hand.

175

SWING
(TRAVERSE)
THE BOOM
LEFT

},;;JtlrJL&r'i~

SWING
(TR AV ER S E)
THE BOOM
RIGHT

For vehicles with a traversing boom, the signal to swing right or left is made by
extending the arm to shoulder level in the direction which the operator must
traverse.

176

RAISE THE
SPADE

LOWER THE
SPADE

The signal to raise the spade is given by first pointing at the spade with the
index finger of the left hand. While pointing with the left hand, extend the right
arm toward the operator, while clenching the fist and pointing the thumb upward.
The signal to lower the spade is made in the same way but with the thumb of the
right hand pointing downward.
177

INHAUL
MAIN (TOW)
WINCH

PAY OUT
MAIN (TOW)
WINCH

The signal to in haul the main winch cable is made by pointing at th e operator
wit h the in dex finger and rotating the arm in a circu lar motion. The signal to pay
out the winch cable is mad e with the arm bent, bringing the hand in front of the
chest. T he hand is moved down and away from the body at belt level , circl ing back
to the chest. The circular motion is con tinued until the signal to stop is given.
178

EXTEND THE
BOOM
(CROWD)

RETRACT
THE BOOM
(CROW D)

The signal to extend the boom is made with th e ind ex a nd center finger extended
upward, with the back of th e h and facing the opera tor and th e hand moved in
toward a nd aw ay from the chest by bending th e elbow slowly in a pumping action .
The signal to retr a ct th e boom is made in th e sam e way but with th e palm of th e
h and faci ng th e operator.
179

BUTTON UP

UNBUTTON

For the signal to button up, place both hands one on top of the other, palms down
on top of the helmet. Place both arms back and in the same plane as the body. For
the signal to unbutton, give the bu tton up signal, then separate the h a nds, mov ing
them slightly to each side in a slicing motion . Repeat.

180

STOP

The sign al to stop a ny ac tion th at is being performed is giv en by clasping th e

h a nds together with palms fa cing ea ch ot her, at chin level.

18 1

APPENDIX B

Operations Security Signatures

VISUAL
Vehicle movement can be detected by the aided or unaided human eye.
Identification of a larger target often can be made by sighting a lesser target
associated with it. For example, if recovery vehicles are found in an area, tanks
and mechanized units may be found nearby.
When moving, do so as quickly and as quietly as possible. Make good use of
darkness, but control lighting. During daylight recovery, natural camouflage or
painted patterns offer protection.. Shiny metal surfaces should be masked with
tape.

NOISE
Battle sounds, such as from explosives or gunfire, are not the only things which
give away a position. The enemy also relies on noise made by vehicles and
equipment.. Sound means that some movement is taking place, even though the
enemy may not know exactly what has made the sound..
182

ELECTROMAGNETIC
Communications equipment should be used as little as possible during combat
recovery. Every time a radio is used, it sends out a signal. The enemy can use those
signals to locate specific areas without even reading a message. If a radio is
required, use it carefully. Know what must be said before keying the microphone.

183

Glossary of Acronyms
'APe
AR
BII
o.
BS
D .
DA Pam
DMMC
E
FM
FS .
o.
ft
HET
o.
MA ..
MOPP .0 0.
MOS
NBC
NSN
0

0.00

0.00

o.

184

armored personnel carrier

Army regulation
basic issue items
breaking strength
diameter
Department of the Army pamphlet
division materiel management center
effort
field manual
factor of safety
feet
heavy equipment transporter
mechanical advantage
mission oriented protective posture
military occupational specialty
nuclear, biological, chemical
national stock number

POL
QSTAG . . . . . . . . ..
R .. . . . . . . . . . . . . ..
SOP
SWC . . . . . . . . . . . ..
T
TB
TM
VEESS
wi
wlo
wlw

petroleum, oil, and lubricant

Quadripartite Standardization Agreement
resistance
standing operating procedures
safe working capacity
tons
technical bulletin
technical manual
vehicle engine exhaust smoke system
with
without
with winch

185

References

ARMY REGULATIONS (AR)

310-25
310-50

Dictionary of United States Army Terms

Authorized Abbreviations and Brevity Codes

DEPARTMENT OF ARMY PAMPHLETS (DA PAM)

310 Series

Military Publications Indexes (as applicable)

FIELD MANUALS (FM)

3-5
3-87 (HT:B')

NBC Decontamination (TBP)

NBC Reconnaissance and Decontamination Operations

5-36

Route Reconnaissance and Classification

Map Reading
Military Symbols
NBC Defense
Wheeled Vehicle Driver
Tracked Combat Vehicle Driver
How to Conduct Training in Units (TBP)

21-26
21-30
21-40

21-305
21-306
25-3

186

TECHNICAL BULLETINS (TB)

43-0142

Safety Inspection and Testing of Lifting Devices

TECHNICAL MANUALS (TM)

5-725
9-2320-233-10

9-2320-260-10-1

Rigging
Operator's Manual for Truck, Cargo: 8-ton, 4x4, M520 w/w
(NSN 2320-00-873-5422), w/o w (2320-00-191-1310), M877 w/w
w/Material Handling Crane (2320-01-010-4956), w/o w
w/Material Handling Crane (2320-01-010-4957); Truck, Tanker,
Fuel Servicing: 2500 Gallon, 4x4, M559 wIw (2320-00-873-5420)
and wi 0 W (2320-00-445-7250)
Operation, Installation, and Reference Data Operator Level for
5-ton, 6x6, M809 Series Trucks (Diesel): Chassis, M809 wlo
Winch (NSN 2320-00-050-8842), w/Winch (2320-00-050-8841),
M809Al w/Winch (2320-00-050-8941), M810 w/o Winch (232000-051-0586), w/w (2320-00-051-0585), M811 w/o Winch (2320-00050-8986), w/Winch (2320-00-050-8985), MaliAI w/Winch (232000-050-8989), M811A2 w/o Winch (2320-00-050-9005), M812
w IWinch (2320-00-050-9011); Chassis, Rocket Launcher:
M812AI w/Winch (2320-00-050-9040); Truck, Cargo: M813 w/o
187

9-2350-238-10
9-2350-256-10
21-306

188

Winch (2320..00-050-8902), w/Winch (2320-00-050-8890), M813A1

w/o Winch (2320-00..050-8913), w/Winch (2320-00-050-8905),
M814 w/o Winch (2320..00-050-8488), w/Winch (2320-00-0508987); Truck, Bolster, Logging: M815 w/Winch (2320-00-0508927); Truck, Wrecker, Medium, M816 w/Winch (2320-00-0510489); Truck, Dump: M817 w/o Winch (2320-00..050-8970),
w/Winch (2320-00-051-0589); Truck, Tractor: M818 wlo Winch
(2320-00-050-8984), wIWinch (2320-00-050-8978); Truck, Tracker,
Wrecker: M819 w/Winch (2320-00-050-9004); Truck, Van,
Expansible: M820 w/o Winch (2320-00-050-9006), M820A1 wlo
Winch (2320-00-050-9007), wlo Winch (2320-00-050-9010); Truck,
Stake, Bridge Transporting: M821 w/o Winch (2320-00-0509015)
Recovery Vehicle, Full Tracked: Light, Armored, M578 (NSN
2350-00-439..6242)
Recovery Vehicle, Full Tracked: Medium, M88A1 (NSN 2350-00122..6826)
Tracked Vehicle Combat Driver

INDEX
Page
Anchors

78

Mechanical anchors:
Picket holdfast

79

Sand parachute

81

Scotch anchor ........................................................ 82

83

Vehicle anchor
Natural anchors

78

Blocks, classification by usage:

Fixed block

33

Floating block

35, 73, 74

Running block

34

Blocks, types of
Conventional block

31

Snatch block

32

189

Estimating resistance of vehicles disabled by terrain:

Grade resistance

39

Mire resistance

41

Fender depth

42

Turret or cab depth

Wheel depth

42, 43
41

Overturning resistance

40

Evacuation management

12

Expedient repairs:

190

Broken fan belt

166

Broken fan blades

167

Collapsed flexible fuel lines

163

Cracked low-pressure oil or fuel lines

163

Damaged front axle brake system

167

Damaged road wheel components

167

Damaged suspension components

170

Defective differential

160

Defective tandem axle

156

Inoperative starter switch (gasoline and diesel engines)

161

Leaking low-pressure line fitting

163

Leaking radiator or heater hoses

166

Loose battery clamp

'

161

Punctured fuel tank

164

Punctured tube-type radiator core

165

Shearpin substitute

171

Leverage:
Leverage principle
Lever classification
Mechanical advantage
Methods of recovery

57
57
55, 61
17

Methods of rigging:
Backup method

68

191

Lead method

70

Manpower method

68

Methods of attaching tackle

71

Mired tracked vehicles

Mired truck
Nosed tracked vehicle
Nosed truck
Overcoming resistance
Overturned tracked vehicle
Overturned truck

192

102
92
105
94
55
107
97

Recovery expedients

142

Anchoring tracks

148

Installing a track

155

Moving a tracked vehicle with both tracks broken

152

Moving a vehicle onto a track

153

Substitute for a jack to remove front wheel

143

Substitutes for a jack

Use of a pry

142
:

144

Use of wheels for winching

145

Use of an A-frame

147

Recovery management
Recovery procedures

9
86

Resistance:
Tackle resistance

63

Total resistance

63

Water resistance

44

Resistance reducing factors

46

Rigging

59

Safety

129

Acceleration impact

133

Anglepull

135

Backlash

134

193

Crossed cables

'

132

Fuel or oil spillage

133

Ground guide

134

Handling cables

129

Hook position

129

Inspecting rigged equipment

132

Operator/driver safety

134

Positioning gun tubes

133

Rigging between vehicles

132

Safety keys

130

5elf- and like-vehicle recovery operations:

Recovering a nosed tracked vehicle with similar vehicles

194

122

Recovering an overturned tracked vehicle with similar vehicles

123

Towing disabled tracked vehicles

126

Towing disabled wheeled vehicles

119

Use of similar-type tracked vehicles for recovery

120

Use of similar-type wheeled vehicles for recovery

115

Sources of effort:
Similar vehicles
Winches
Special considerations (NBC)

50, 114
50
137

Tackle:
Compound tackle

58

Dead lines

61

Dead line force

65

Fall line

61

Fall line force

64

Return lines

61

Return line force

65

Simple tackle

58

Towing tracked vehicles

Towing wheeled vehicles

108
99

195


Use of smoke in combat recovery
Water recovery .. :~~:~

'196

:
'.~

: .. ~ . ~ 12'

u.s. GO~RNMENT PRINTING OFFICE: 1987

54

0-184-855

FM 20-22
31 AUGUST 1984
By Order of the Secretary of the Army:

JOHN A. WICKHAM, JR.

General, United States Army
Chief of Staff
Official:

ROBERT M. JOYCE
Major General, United States Army
The Adjutant General
DISTRIBUTION:
Active Army, ARNG, and USAR: To be distributed in accordance
with DA Form 12-11A, Requirements for Vehicle Recovery
Operations (Qty rqr block no. 150).

Additional copies may be requisitioned from the US Army Adjutant

General Publications Center, 2800 Eastern Boulevard, Baltimore,
MD 21220.