Most telehandler near-misses trace back to one simple error: the load chart was misunderstood, ignored or guessed at. CPCS A17 operators are expected to turn those charts into decisions that keep the machine upright, the forks under control and people out of harm’s way. That means treating the chart as live information, not a laminated poster to nod at. Here’s how to read it with confidence and avoid the traps that catch candidates in the training yard and operators on busy jobs.
TL;DR
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– Always select the exact chart for your machine, configuration and attachment, and confirm the stated load centre.
– Work from the landing point back: height and reach first, then check the charted capacity against the real load weight.
– Include everything in the load weight: pallet, stillage, forks, carriage, any attachment and wet material.
– If the ground isn’t firm and level, or the wind is up, change the plan or reduce the lift; never “try it and see”.
– Use the signaller, set an exclusion zone, test at low height and bring the load in before lifting high.
The load chart in plain English
/> A telehandler load chart shows what the machine can safely lift at different boom heights and reaches. One axis is height, the other is forward reach. The values or shaded areas tell you the maximum load the handler can support at those positions. Some parts of the chart are stability-limited (the machine will tip first), others are hydraulically limited (the hydraulics will stall before the machine overturns). Either way, the number is a hard stop, not a suggestion.
You’ll usually have different charts for different set-ups: tyres only, stabilisers down (if fitted), carriage level or tilted, and for specific attachments. Forks, buckets, hooks and jibs all change the capacity and the load centre. The manufacturer states a load centre (the distance from the fork heel or attachment to the load’s centre of gravity) that the chart assumes. If your load is longer or the centre of gravity is further out than the charted assumption, capacity drops fast.
Modern machines may have a rated capacity indicator or load moment indicator that warns or stops you from exceeding the chart. Treat it as a back-up, not your plan. If the chart plate is missing, unreadable or doesn’t match the machine or attachment, you’re not set up to lift.
Using the chart on live jobs
/> Start with the delivery point, not the load. Measure or estimate where the load needs to finish: height above ground and how far it will be in front of the front wheels once you’re in position. Mark that point on the ground with your signaller if possible. Then find that height and reach on the correct chart for your machine and attachment. The number you see is the absolute capacity at that point.
Now compare that charted capacity to the real weight. Don’t rely on what someone wrote on a delivery note months ago. Include the pallet or stillage, any excess moisture, and the attachment mass if the chart requires it. If the weight is not certain, you don’t proceed until it is, or you reduce to a known, smaller quantity.
Think about how you’ll move: on firm, level ground with the boom retracted while travelling, forks low, and people kept out of the way. If the ground is soft, rutted or sloped, the chart no longer applies as printed. Use mats or reposition to level, or switch to a different method. If conditions can’t meet the assumptions behind the chart, the safe choice is to re-plan.
# Scenario: tight plot, wet morning, and a pallet that “should be fine”
/> It’s 07:45 on a housing plot with narrow access. A 14 m telehandler is tasked with landing roof tiles to a three-lift scaffold. It’s been raining all night and the stone sub-base is soft near the scaffold bay. The tiles arrive, labelled at a weight that seems within the machine’s general capacity at mid-height. The signaller guides the operator in, but the approach puts the handler on a slight crossfall and a rut kicks one front wheel lower. The operator lifts to clear a ledger, hears the capacity alarm chirp and feels the machine get light at the rear. They ground the pallet, bring the boom right in, pack the ground to level, split the load into two and use a different angle with a clearer landing zone. Ten minutes lost, incident avoided.
# Common mistakes
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– Reading the wrong chart for the attachment or stabiliser position. Capacity can change drastically, and the right chart is the only one that counts.
– Ignoring load centre and overhanging loads. Long packs and stillages push the centre of gravity out, reducing capacity even if the weight seems fine.
– Using the RCI as the plan. The warning tells you you’re already at the line; it doesn’t build in allowances for soft ground, wind or human error.
– Guessing at weight or “just trying it”. That’s how booms bend, pallets slip and machines tip. If in doubt, reduce or get a scale reading.
Fixes and on-site controls that work
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– Confirm the exact configuration: machine model, tyres/stabilisers, carriage position and attachment. Match it to the correct chart before you move.
– Find the landing height and reach with the signaller, then read the capacity off the chart at that point. Don’t average or interpolate optimistically.
– Validate load weight, including pallet/stillage and any wet material. If unknown, split the load or weigh it.
– Keep to firm, level ground. If not achievable, use mats, re-route, or change the lift method; telehandlers are not tolerant of side slopes.
– Travel with the boom retracted and forks low, set an exclusion zone, and brief the lift path so no one is under the boom or load.
– Make a trial lift at low height first. Bring the load back towards the mast before raising to final height, and reverse the sequence to land.
– Stop at the first alarm, sway or lightness. Ground the load, retract, and re-assess with supervision rather than pushing the envelope.
Supervision, planning and signaller input
/> On most projects, telehandler work sits within a simple lift plan or task briefing. It doesn’t need to be paperwork-heavy, but it must name the machine, attachment, landing points, signaller controls and any limits from the chart. The supervisor should confirm the ground condition and segregation, and the signaller should be briefed on hand signals and stopping points. For unfamiliar attachments or suspended loads, raise it early; unless the handler and gear are rated and the plan allows it, it’s not a crane task.
CPCS A17 assessors look for the same habits a competent foreman wants: checking the chart against a real delivery point, confirming weight, and adjusting rather than forcing it. Competence drifts when pressure builds; the fix is routine pre-use checks, short refreshers on attachments, and a culture where stopping the job for the right reasons is backed by the site.
Bottom line: if you can’t prove it on the chart, you shouldn’t try it with the boom. Next up on many sites: agreeing standard landing points and marked stand-off distances so height and reach are known before the load arrives.
FAQ
# What do CPCS A17 assessors generally expect around load charts?
/> They expect you to identify the correct chart for the machine and attachment, and to read a safe capacity at a stated height and reach. You should explain how you’ve allowed for load centre and weight, and show that you’ll stop and rethink if the plan doesn’t match the chart. Calm, methodical decision-making usually scores better than quick moves.
# How should I account for load centre if I’m unsure where the centre of gravity sits?
/> Use the manufacturer’s stated load centre for typical palletised loads, and be conservative if the load overhangs or is uneven. If the centre of gravity is likely to be further out than assumed, treat the capacity as reduced and split the load or use different gear. A short trial lift at low height with the signaller watching for overhang effects can inform the decision.
# Do I need a new plan if I change attachments mid-shift?
/> Yes, because the attachment can change the chart, the load centre and the way the handler behaves. Log the change with supervision, confirm the correct chart is available in the cab, and brief the signaller. Many avoidable incidents start with a “quick swap” and no recalculation.
# What daily checks relate directly to load chart use?
/> Check the chart plate or in-cab chart is present, legible and matches the machine and attachment. Verify the RCI/indicator self-checks, forks and carriage condition, and that the level gauge is readable so you can maintain level ground during lifts. Make sure tyres are correctly inflated and ground conditions are suitable; both affect stability.
# What are common fail points on tests and how can I avoid them?
/> Typical fails include using the wrong chart, not including pallet/stillage weight, and attempting a lift without confirming landing reach and height. Avoid them by talking through your method, using the signaller, and making a low, controlled test lift to validate the plan. If anything doesn’t align with the charted capacity, stop and adjust rather than improvising.
