DEPARTMENT OF THE ARMY
D COMPANY, 3
RD
BATTALION 509
TH
PIR
FORT RICHARDSON, ALASKA 99505-8400
APVR-ABNB-D-CO 28 March 2006
MEMORANDUM FOR CSM Maggard, 4-25 BDE S-3 Plans NCO
SUBJECT: After Action Review of Bulldog Trail Section Live Fire Exercise/Recovery SOP
Recommendations
1. From 14 March 2006 through 17 March 2006, D Company, 3-509 IN (ABN) conducted section live fires
on Bulldog Trail using all organic direct fire weapon systems. The purpose of this training was twofold:
first, to sustain and further develop proficiency in mounted operations, and second, to confirm or deny the
recovery plan provided in 4-25 BDE Mounted Warrior TACSOP. The training balanced realism with
safety and was beneficial to all who participated. In an effort to improve training for ourselves and others,
we have captured the following lessons learned:
a. ISSUE: Over-reliance on “down” vehicle driver
DISCUSSION: As the TACSOP reads, the “down” vehicle’s driver is responsible for hooking up
both vehicles. If the vehicle is down, one would assume that the vehicle has been hit in some
fashion. If a vehicle is hit, then the occupants inside may or may not be capable of assisting in
their own recovery. Additionally, the occupants of a hit vehicle need to checked in order to begin
triage procedures.
RECOMMENDATION: Two soldiers, TC and loader (or driver) dismount the recovering vehicle.
One pulls security while the other does a quick check of the down vehicle and attaches the tow
strap. There is no reliance on the down vehicle to participate in its own recovery. All this can
happen faster than the current SOP.
b. ISSUE: Time wasted positioning vehicles/operating tow shackle screw
DISCUSSION: The current SOP requires the down driver to be within arms reach of the tow strap
located on the rear antennae of the recovering vehicle. When the two vehicles are within arms
reach, the down vehicle’s driver must reach both hands out of the vehicle to secure the recovering
vehicles tow strap and then unscrew/screw the tow shackle screw, connecting both vehicles.
Once he is complete, the vehicle is ready to be recovered.
RECOMMENDATION: Arrange the tow strap on the front bumper in such a way it is routed
through the sling load loops on both bumpers and then routed against itself. The excess can either
be S-rolled against itself and secured with easily breakable material (quarter inch cotton webbing,
zip ties, hook and pile tape, stuff sack, etc.) The tow strap on the down vehicle is attached to the
tow pintle on the recovering vehicle. Once hook up is complete, they can complete their exfil.
Vehicle positioning is much easier when they do not have to get both vehicles within arms reach of
the down vehicle’s driver. On the back bumper, the tow strap is already secured in the tow pintel
and the excess is either S-rolled, tucked into a stuff sack, or shut inside the back hatch.
c. ISSUE: Tow straps made of flammable material
DISCUSSION: In both the BDE and proposed SOP, we rely heavily on the use of nylon tow straps.
This only works if the down vehicle is not burning. If the down vehicle is burning, then the tow
straps strength will be significantly degraded, to the point that the tow straps will not endure the
stress required for even a short exfil.
RECOMMMENDATION: Tow straps and any SOP revolving around them are not all
encompassing. Any mounted element must be proficient with tow bars and they still need to be
carried at the lowest level resources allow. Additionally, some recovery situations require nothing
short of securing the area and bringing in a wrecker. Anyone using a “rapid” recovery technique
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