Air Force Combat Fundamentals AFTTP 3-3.8
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UNCLASSIFIED // FOUO BY ORDER OF THE SECRETARY OF THE AIR FORCE
1 July 2006 AIR FORCE TACTICS, TECHNIQUES, AND PROCEDURES
COMBAT FUNDAMENTALS GUARDIAN ANGEL and Special Tactics Forces (U)
UNCLASSIFIED // FOUO
3-3.8
THIS PAGE INTENTIONALLY LEFT BLANK
BY ORDER OF THE SECRETARY OF THE AIR FORCE
AIR FORCE TACTICS, TECHNIQUES, AND PROCEDURES 3-3.8 1 July 2006 Tactical Doctrine COMBAT FUNDAMENTALS— GUARDIAN ANGEL and Special Tactics Forces
NOTICE: AFTTP 3-1 and 3-3 volumes are available on-line via SIPRNET at the following web site: http://www.nellis.af.smil.mil/units/JASTC/default.htm. OPR:
AFSOC/DOXT (1Lt Luke Bates) 14 WPS (Capt Ed Espinoza) Supersedes NA
Certified by: HQ AFSOC/CC (Lt Gen Michael W. Wooley) Pages: 936 Distribution: X (Controlled by USAFWC/DOTW)
PURPOSE: The Air Force Tactics, Techniques, and Procedures (AFTTP) 3-3 series publications are the primary aircraft fundamental reference document for the USAF This series provides considerations to be used in planning and execution for effective mission accomplishment. These recognized best practices are presented as the foundation of employment and standardization for all USAF weapons systems. APPLICATION: This publication applies to all regular, Air Force Reserve, and Air National Guard personnel. In accordance with AFI 33-360 V1 “TTP and TTP(I) publications are not directive.” The tactics, techniques, and procedures in this document are still authoritative; deviations require sound judgment and careful consideration. In cases where this publication and AFIs conflict, the applicable AFI will take precedence. The following joint publication definitions apply: Tactics—The employment and ordered arrangement of forces in relation to each other. (JP 1-02) Techniques—Non-prescriptive ways or methods used to perform missions, functions, or tasks. (JP 1-02) Procedures—Standard, detailed steps that prescribe how to perform specific tasks. (JP 1-02) SCOPE: This manual addresses basic weapon system tasks. AFTTP 3-3 provides information and guidelines on basic procedures and techniques used for standardization. It presents a solid foundation on which effective tactics can be executed. SERIES: The series of AFTTP 3-3 volumes includes the following: Volume 3
Combat Aircraft Fundamentals—A/OA-10
Volume 4
Combat Aircraft Fundamentals—F-15A/B/C/D
ii
AFTTP 3-3.8, 1 July 2006 Volume 5
Combat Aircraft Fundamentals—F-16C/D
Volume 8
Combat Fundamentals—GUARDIAN ANGEL and Special Tactics Forces
Volume 15
Combat Aircraft Fundamentals—AWACS
Volume 17
Combat Aircraft Fundamentals—F-15E
Volume 18
Combat Aircraft Fundamentals—F-117
Volume 19
Combat Aircraft Fundamentals—B-52
Volume 20
Combat Aircraft Fundamentals—B-1
Volume 22A
Combat Aircraft Fundamentals—KC-10
Volume 22B
Combat Aircraft Fundamentals—KC-135
Volume 24
Combat Aircraft Fundamentals—HH-60G
Volume 25A
Combat Aircraft Fundamentals—C-130
Volume 25B
Combat Aircraft Fundamentals—C-130J
Volume 30
Combat Aircraft Fundamentals—JSTARS
Volume 31
Combat Aircraft Fundamentals—AC-130
Volume 33
Combat Aircraft Fundamentals—HC/MC-130
Volume 34
Combat Aircraft Fundamentals—MH-53
Volume 35A
Combat Aircraft Fundamentals—C-17
Volume 35B
Combat Aircraft Fundamentals—C-5
AUTHORS: The following people assisted in writing and preparing this volume: Maj Scott Shepard
HQ AFSOC/DOXJ
Capt Mike Branston
720 OSS
Capt Brian Gebo
347 OSS/OSKW
Capt Travis Woodworth
AFSOC/DOXF
1Lt Luke Bates
34 WPS (Vol OPR)
1Lt Greg Lowdermilk
308 RQS
CMSgt Tom Phillips
HQ AFSOC/DOXJ
SMSgt Don Allie
131 RQS
SMSgt Mike Barnes
HQ ACC/A3TOP
SMSgt Brain Douglas
HQ AFSOC/DOTW
SMSgt Leif Eiriksson
131 RQS
SMSgt Gecko Herlihy
48 RQS
AFTTP 3-3.8, 1 July 2006
iii
SMSgt Steve Lupenski
123 STS
SMSgt Lee Shaffer
HQ AFSOC/DOV
MSgt Bryan Kasmenn
563 OSS/SERE
MSgt Jerry Nowlin
16 OSS/OSTS
MSgt Jeff Murphy
38 RQS
MSgt John Romspert
212 RQS
TSgt Brady Armistead
720 OSS
TSgt Travis Butikofer
563 OSS/SERE
TSgt Jim Goyet
103 RQS
TSgt Jeff Green
103 RQS
TSgt Alexander Guerrero
58 RQS
TSgt Scotty Howell
720 OSS
TSgt Mike Merritt
CENTAF A3 DOOR
TSgt Don Nickel
720 OSS
TSgt Mike McBee
58 RQS
TSgt Mike Malloy
131 RQS
Tsgt Paul Orse
720 OSS
TSgt Rob Sanders
38 RQS
TSgt Todd Swartz
23 STS
SSgt Dirk Baier
58 RQS
LEAD PRODUCTION TEAM. The following individuals prepared, edited, and published this volume: Capt Lisa Kruger
USAFWC/DOTW
Volume Manager
Mr Dale Mitcham
USAFWC/DOTW
Technical Editor
Mr Dave Foote
USAFWC/DOTW
Layout Editor
Mr Mike Davis
USAFWC/DOTW
MM/VI Specialist
DISTRIBUTION: The AFTTP 3-3 series is distributed worldwide to the USAF and the combat forces of the other US services. These volumes are for official use only (FOUO) and are not releasable to non-US government agencies or contractors, in any form, without USAFWC/DOTW approval as coordinated through AFSOC/A-3.
iv
AFTTP 3-3.8, 1 July 2006 Military units may contact USAFWC/DOTW directly to request initial distribution or to update their requirements. Contact: USAFWC/DOTW 5490 Pease Drive, Bldg 1114 Nellis AFB NV 89191-6203 DSN: 682-3421 fax: 682-9725 Non-military units (e.g., contractors) may request AFTTP 3-3 volumes from the approving authority. Contact: AFSOC/A-3 100 Bartley Street/ Suite 153 West Hurlburt Field FL fax: 579-5555 A paper copy of AFTTP 3-3 series publications may be obtained in two ways. Units may either provide their local base DAPS with a CD-ROM and arrange for printing, or units may purchase a paper copy of AFTTP 3-3 volumes by contacting: Defense Automated Printing Service Attn: Tony Bowker 4349 Duffer Drive, Bldg 625 Nellis AFB, NV 89191 DSN: 682-2871 fax: 682-9256 Cost of the volumes will vary depending on number of pages (size of volume) and method of shipment requested (FEDEX or regular registered mail). Payment may be made via IMPAC card, MIPR, or DD Form 282. Responsibility for payment rests with the unit ordering the paper copy.
MICHAEL W. WOOLEY Lt General, USAF Commander, Air Force Special Operations Command
AFTTP 3-1.8, 1 July 2006
iv TABLE OF CONTENTS
Paragraph
Page
CHAPTER 1—INTRODUCTION 1.1
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1-1
1.1.1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1-1
1.1.2
Specifics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1-1
1.2
Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1-2
1.3
Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1-2
1.4
Responsibilities and Discipline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1-2
1.4.1
Commanders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1-2
1.4.2
Weapons and Tactics Personnel . . . . . . . . . . . . . . . . . . . . . . . . . . .
1-2
1.4.3
Operators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1-2
Security . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1-2
1.5.1
Distribution X . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1-3
1.5.2
Reproduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1-3
Change Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1-3
1.5
1.6
CHAPTER 2—MISSION PREPARATION 2.1
General
......................................................
2-1
2.2
Operational Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-1
2.2.1
Predeployment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-1
2.2.2
Deployment and Stand-Up Planning . . . . . . . . . . . . . . . . . . . . . . . .
2-13
2.2.3
Employment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-15
2.2.4
Stand-Down and Redeployment Planning . . . . . . . . . . . . . . . . . . .
2-72
2.2.5
Postdeployment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-73
Specific PR/RO Planning Guides and Considerations . . . . . . . . . . . . . . . .
2-74
2.3.1
Mission Commander Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-74
2.3.2
Personnel Recovery Coordination Center Planning . . . . . . . . . . . .
2-74
2.3.3
Battlestaff and Liaison Planning . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-74
Considerations for Immediate Surface Operations . . . . . . . . . . . . . . . . . . .
2-87
2.4.1
2-88
2.3
2.4
Opportunity for Success . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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AFTTP 3-1.8, 1 July 2006
2.5
2.6
2.4.2
Control/Coordination Agencies . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-88
2.4.3
Notification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-88
2.4.4
Recovery Teams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-89
2.4.5
Assets and Capability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-89
2.4.6
Recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-89
2.4.7
Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-89
2.4.8
Authentication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-89
2.4.9
Extraction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-89
2.4.10
Mission Termination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-89
Pararescue Team Leader Specific Considerations . . . . . . . . . . . . . . . . . . . . . .
2-89
2.5.1
Team Leader Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-90
2.5.2
Receive and Study the Operation . . . . . . . . . . . . . . . . . . . . . . . . . .
2-90
2.5.3
Plan Use of Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-92
2.5.4
Study Terrain and Situation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-92
2.5.5
Make Tentative Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-94
2.5.6
Select and Organize the Recovery Team, Weapons, and Equipment
2-95
2.5.7
Issue a Warning Order . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-96
2.5.8
Coordination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-97
2.5.9
Make Reconnaissance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-98
2.5.10
Complete Detailed Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-98
2.5.11
Issue the Operations Order . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-105
2.5.12
Briefback . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-105
2.5.13
Briefback the Command Releasing Authority . . . . . . . . . . . . . . . . 2-105
2.5.14
Supervise (At All Times), Inspect, Rehearse . . . . . . . . . . . . . . . . . 2-105
2.5.15
Include Provisions for Test Firing all Weapons . . . . . . . . . . . . . . . 2-105
SERE Specialist Specific Mission Planning Considerations . . . . . . . . . . . . . . 2-105 2.6.1
Documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-106
2.6.2
Qualification and Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-106
2.6.3
Concept of Employment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-106
2.6.4
PR Operational Support Duties at Home Unit . . . . . . . . . . . . . . . . 2-106
2.6.5
PR Duties while Deployed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-106
2.6.6
SERE Program Manager . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-106
AFTTP 3-1.8, 1 July 2006
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2.6.7
Sere Specialist Assigned to a Unit Other Than the JPRC/PRCC (i.e., flying unit, joint ground unit, coalition unit, rescue squadron, or SOF/OGA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-108
2.6.8
Evasion Plan of Action Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-109
2.6.9
Evasion Plan of Action . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-110
2.6.10
Isolated Personnel Report (DD Form 1833) Guidance . . . . . . . . . . 2-110
2.6.11
SERE Specific Mission Planning/Execution Tools Terminology . 2-121
CHAPTER 3—GENERAL AIRCRAFT OPERATIONS 3.1
Airmanship . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-1
3.2
General
......................................................
3-1
3.2.1
Responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-1
3.2.2
Crew Coordination/Duties . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-1
3.2.3
Aircraft Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-1
3.2.4
Interphone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-1
3.2.5
Common Crew Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-3
3.2.6
Voice Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-3
3.2.7
Disabling of Aircraft Systems and Destruction of Classified . . . . .
3-6
Alternate Loading Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-6
3.3.1
Alternate Loading Methods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-6
3.3.2
Restraining Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-6
3.4
Aircraft Marshalling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-6
3.5
Aircraft Egress . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-6
3.6
Pararescue/CRO Duties . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-7
3.6.1
En Route Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-8
3.6.2
Objective Area Threat Assessment and Control . . . . . . . . . . . . . . .
3-8
Vertical Lift Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-8
3.7.1
Pre-Mission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-8
3.7.2
Pararescue Minimum Force . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-8
3.7.3
Time Warnings and Alternate Insertion Extraction Preparation . . .
3-9
3.7.4
Vertical Lift Transload Procedures . . . . . . . . . . . . . . . . . . . . . . . . .
3-9
3.7.5
Combat Search and Rescue Terminal Area Operations . . . . . . . . .
3-9
3.3
3.7
vii
AFTTP 3-1.8, 1 July 2006 3.7.6
Individual/Team Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-9
Fixed-Wing (FW) Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-15
3.8.1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-15
3.9
Fixed-Wing Airborne Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-16
3.10
Aerial Delivery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-16
3.10.1
Special Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-16
Airland Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-16
3.11.1
Engine Running On-Load/Off-Load . . . . . . . . . . . . . . . . . . . . . . . .
3-16
3.11.2
Combat Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-17
3.11.3
Recovery and Transload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-18
3.11.4
Patient Treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-18
3.11.5
Forward Arming and Refueling Point . . . . . . . . . . . . . . . . . . . . . . .
3-19
Aircraft and Airfield Security . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-19
3.12.1
Security Element Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-19
3.12.2
Basic Plan for all Fixed-Wing Aircraft . . . . . . . . . . . . . . . . . . . . . .
3-21
3.8
3.11
3.12
CHAPTER 4—INSERTION/EXTRACTION OPERATIONS 4.1
General
......................................................
4-1
4.2
Alternate Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-1
4.2.1
Restraining Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-1
4.2.2
Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-1
4.3
Contingencies and Emergency Procedures . . . . . . . . . . . . . . . . . . . . . . . . .
4-1
4.4
Alternate Insertions and Extractions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-2
4.4.1
Time Calls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-2
4.4.2
Rope Deployment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-2
4.5
AIE Master . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-2
4.6
General Setup and Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-2
4.7
Rope Ladder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-3
4.7.1
Setup and Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-4
4.7.2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-4
4.7.3
Etrier Assist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-4
AFTTP 3-1.8, 1 July 2006
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4.7.4
Caving Ladder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-4
4.7.5
Advantages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-4
4.7.6
Disadvantages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-4
Rappel
......................................................
4-4
4.8.1
Setup and Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-4
4.8.2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-4
4.8.3
Rope Diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-5
4.8.4
Deployment Bag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-5
4.8.5
Personal Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-5
4.8.6
Deployment Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-5
4.8.7
Hook Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-6
4.8.8
Rope Deployment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-6
4.8.9
Rope Retrieval . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-6
4.8.10
Contingencies and Emergency Procedures . . . . . . . . . . . . . . . . . . .
4-6
4.8.11
Advantages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-6
4.8.12
Disadvantages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-6
Short Haul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-6
4.9.1
Setup and Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-6
4.9.2
Execution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-6
4.9.3
Contingencies and Emergency Procedures . . . . . . . . . . . . . . . . . . .
4-7
4.9.4
Advantages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-7
4.9.5
Disadvantages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-7
Fast Rope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-7
4.10.1
Setup and Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-9
4.10.2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-9
4.10.3
Time Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-9
4.10.4
Unsafe Drift or Premature Lift Off . . . . . . . . . . . . . . . . . . . . . . . . .
4-10
4.10.5
Fastroping With Combat Equipment . . . . . . . . . . . . . . . . . . . . . . .
4-10
4.10.6
Night Deployments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-11
4.10.7
NVG Overwater Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-11
4.10.8
Advantages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-11
4.10.9
Disadvantages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-11
4.8
4.9
4.10
ix
AFTTP 3-1.8, 1 July 2006 4.10.10 4.11
4.12
4.13 4.14 4.15
Extractions Using Fast Rope Insertion Extraction System . . . . . .
4-11
Hoist Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-12
4.11.1
Primary Rescue Device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-12
4.11.2
Climbing Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-12
4.11.3
Forest Penetrator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-12
4.11.4
Rescue Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-14
4.11.5
Stokes Litter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-15
4.11.6
Tag Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-15
4.11.7
Rescue Basket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-17
4.11.8
Rescue Net . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-17
4.11.9
Rescue Strop (Horse Collar) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-17
4.11.10
Quick Strop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-19
4.11.11
Execution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-19
4.11.12
Water Hoist Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-28
4.11.13
Free-Fall Swimmer Deployment . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-29
4.11.14
Predeployment Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-29
4.11.15
Aircraft Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-30
4.11.16
Deployment Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-30
4.11.17
Safety Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-31
Special Patrol Insertion/Extraction System . . . . . . . . . . . . . . . . . . . . . . . . .
4-31
4.12.1
Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-31
4.12.2
Setup and Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-31
4.12.3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-32
4.12.4
Land Operating Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-34
Rapid Equipment Delivery System and Equipment . . . . . . . . . . . . . . . . . .
4-34
4.13.1
REDS Container/Contents Inspection/Storage Requirements . . . .
4-34
Tethered Duck Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-39
4.14.1
Set Up and Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-39
Helicopter Freefall Equipment Delivery . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-43
4.15.1
Preparing Raft for Drop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-43
4.15.2
Delivery Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-43
4.15.3
Safety Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-43
AFTTP 3-1.8, 1 July 2006 4.16
4.17
4.18
x
Kangaroo Duck Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-43
4.16.1
Equipment Installation and Configuration . . . . . . . . . . . . . . . . . . .
4-44
4.16.2
CRRC Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-44
Soft Duck Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-46
4.17.1
Construction of the Soft Duck and Platform . . . . . . . . . . . . . . . . . .
4-46
4.17.2
Loading the Soft Duck in the Aircraft . . . . . . . . . . . . . . . . . . . . . .
4-47
4.17.3
Deployment Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-48
4.17.4
De-Rigging the Soft Duck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-48
Vehicle On/Off Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-48
4.18.1
Preparation/Infiltration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-48
4.18.2
Preparation/Exfiltration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-49
CHAPTER 5—PARACHUTE OPERATIONS 5.1
5.2
General
......................................................
5-1
5.1.1
Regulatory Guidance Overview . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-1
5.1.2
Recovery Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-1
5.1.3
Operational Risk Management . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-1
5.1.4
Insertion Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-2
5.1.5
Exit Altitudes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-2
5.1.6
Drop Zone Elevation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-2
5.1.7
Surface Winds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-2
5.1.8
Drop Zone Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-3
5.1.9
Parachute Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-3
5.1.10
Coordination for Airdrop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-4
5.1.11
Ram Air Static Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-16
5.1.12
Free-Fall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-16
5.1.13
The ML-4 kit or Pararescue Flotation . . . . . . . . . . . . . . . . . . . . . . .
5-34
Land Parachute Deployment Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-46
5.2.1
Prepare to Land.
......................................
5-46
5.2.2
Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-46
5.2.3
Equipment Release Procedures
5-46
...........................
xi
AFTTP 3-1.8, 1 July 2006 5.2.4
Delivery Containers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-46
Rescue Jumpmaster Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-54
5.3.1
Terms and Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-55
5.3.2
General Responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-55
Airdrop Release Methods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-57
5.4.1
Computed Air Release Point
.............................
5-57
5.4.2
High Altitude Release Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-58
5.4.3
Ground Marking Release System . . . . . . . . . . . . . . . . . . . . . . . . . .
5-58
5.4.4
Verbally Initiated Release System . . . . . . . . . . . . . . . . . . . . . . . . .
5-58
5.4.5
Wind Streamer Vector Count . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-58
5.4.6
Other Airdrop Methods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-58
Jumpmaster Directed Drops . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-59
5.5.1
Sight Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-59
5.5.2
Head Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-59
5.5.3
Movement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-59
5.5.4
Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-59
5.5.5
Jumpmaster Release . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-59
5.5.6
Fixed (Normal) Target Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-59
5.5.7
Moving Target Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-60
5.6
General Jumpmaster Information/Requirements . . . . . . . . . . . . . . . . . . . .
5-62
5.7
Chief, Standardization Certifier/Evaluator (Stan/Eval) Responsibilities .
5-62
5.8
Static Line Aircraft Deployment Procedures . . . . . . . . . . . . . . . . . . . . . . . .
5-62
5.8.1
HH-60 Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-63
5.8.2
C-130 Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-64
5.8.3
HC-130 Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-65
Free-Fall Deployment Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-67
5.9.1
C-130 Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-67
5.9.2
H-1 Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-67
5.9.3
H-60 Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-67
5.9.4
Other Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-68
5.9.5
Visual Meteorological Conditions Restrictions . . . . . . . . . . . . . . .
5-68
5.9.6
Deployment to a Vessel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-68
5.3
5.4
5.5
5.9
AFTTP 3-1.8, 1 July 2006 5.9.7 5.10
5.11
xii
Spotting and Aerial Delivery—Crosswind Procedures . . . . . . . . .
5-69
High Altitude/High Opening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-71
5.10.1
DZ Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-71
5.10.2
Weather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-71
5.10.3
Altitudes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-71
Container Ramp Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-72
5.11.1
Building . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-72
5.11.2
Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-72
5.11.3
Deploying/Exit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-72
5.11.4
Watercraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-72
CHAPTER 6—AERIAL DEPLOYMENT EQUIPMENT 6.1
Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-1
6.2
Types of Airdrops . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-1
6.2.1
Low-Velocity Airdrop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-1
6.2.2
High-Velocity Drop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-1
6.2.3
High-Speed/Low-Level Aerial Delivery System . . . . . . . . . . . . . .
6-1
6.2.4
Free-Fall Airdrops . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-1
6.2.5
Cushioning Materials for Aerial Delivery Loads . . . . . . . . . . . . . .
6-1
Methods of Airdrops . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-2
6.3.1
Door Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-2
6.3.2
Wing Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-2
6.3.3
Gravity-Release Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-2
6.3.4
Extraction Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-2
6.3.5
External Transport Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-2
Cargo Parachutes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-2
6.4.1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-2
6.4.2
Routine Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-2
6.4.3
Parachute Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-3
6.4.4
Poncho Expedient Parachute . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-3
6.4.5
Packaging and Deploying . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-4
6.3
6.4
xiii
AFTTP 3-1.8, 1 July 2006 6.5
Aerial Delivery Containers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-4
6.6
Aerial Delivery Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-4
6.6.1
A-7A Cargo Sling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-5
6.6.2
A-21 Cargo Bag Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-5
6.6.3
A-22 Cargo Bag Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-5
6.7
Aerial Delivery Operational Restrictions . . . . . . . . . . . . . . . . . . . . . . . . . .
6-5
6.8
Aerial Delivery Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-8
6.8.1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-8
6.8.2
Airdrop Patterns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-9
6.9
Water Equipment Delivery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-9
6.10
Night Equipment Delivery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-9
6.11
Tree Let Down Sling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-9
6.11.1
Rope Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-9
6.11.2
Knot Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-9
6.11.3
Remaining Rope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-9
6.11.4
Running Ends . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-9
6.12
Crew Coordination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-9
6.13
Surface-Directed Equipment Delivery . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-10
6.13.1
Comm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-10
6.13.2
Reference Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-10
6.13.3
Release Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-10
6.13.4
Coordination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-10
6.13.5
Ground Marked Release System . . . . . . . . . . . . . . . . . . . . . . . . . .
6-10
6.13.6
Verbal Initiated Release System . . . . . . . . . . . . . . . . . . . . . . . . . .
6-10
Fuel
......................................................
6-10
6.14.1
One-Gallon Cans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-11
6.14.2
Small Cans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-11
6.14.3
Shipping Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-11
6.14.4
Labelling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-11
6.14.5
Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-11
6.14
AFTTP 3-1.8, 1 July 2006
xiv
CHAPTER 7—COMBAT MARKSMANSHIP AND MUNITIONS 7.1
Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-1
7.2
General
......................................................
7-1
7.3
Safety
......................................................
7-1
7.4
Mindset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-1
7.5
Moving, Shooting, and Communicating . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-2
7.6
Moving Targets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-2
7.7
Terminal Ballistics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-2
7.7.1
Slews and Cavities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-2
7.7.2
M-16 Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-3
7.7.3
Better Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-3
7.7.4
Special Ball . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-3
7.7.5
Handguns versus Rifles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-3
Training Concepts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-5
7.8.1
Marksmanship . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-5
7.8.2
Rifleman . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-5
7.8.3
Advanced Carbine Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-5
7.8.4
Designated Marksman . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-5
7.8.5
Marksmanship Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-5
7.8.6
Arms Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-5
7.8.7
DM Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-6
7.8.8
Target Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-6
7.8.9
Long-Range Anti-Personnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-6
7.8.10
Range Safety Officer Duties . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-6
7.8.11
Night Shooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-9
7.8.12
Sighting in IR Lasers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-10
7.8.13
Advanced Carbine Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-10
7.8
CHAPTER 8—ENVIRONMENTAL CONSIDERATIONS 8.1
Desert Combat Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-1
8.1.1
8-1
Environmental Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . .
xv
AFTTP 3-1.8, 1 July 2006
8.2
8.3 8.4
8.5
8.6
8.7
8.8
8.1.2
Climate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-1
8.1.3
Life Forms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-1
8.1.4
Environmental Effects on Equipment and Personnel . . . . . . . . . . .
8-2
8.1.5
Tactical Vehicle in the Desert . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-2
8.1.6
Vehicle Lessons Learned . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-3
8.1.7
Driving Techniques . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-4
8.1.8
Driving Environment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-4
8.1.9
Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-5
Maritime Combat Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-6
8.2.1
Environmental Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-6
8.2.2
Environmental Effects on Equipment . . . . . . . . . . . . . . . . . . . . . . .
8-19
Jungle Combat Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-21
8.3.1
Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-21
Urban Combat Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-35
8.4.1
Environmental Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-36
8.4.2
Military Operations on Urbanized Terrain . . . . . . . . . . . . . . . . . . .
8-36
8.4.3
Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-44
Mountain Combat Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-45
8.5.1
Mountain Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-45
8.5.2
Alpine Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-45
8.5.3
Environmental Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-45
8.5.4
Environmental Effects on Equipment and Personnel . . . . . . . . . . .
8-46
8.5.5
Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-47
Cold Weather Combat Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-48
8.6.1
Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-48
8.6.2
Terrain and Weather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-48
8.6.3
Environmental Effects on Equipment and Personnel . . . . . . . . . . .
8-51
CBRNE Combat Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-61
8.7.1
NBC Warfare . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-61
8.7.2
Environment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-61
Environmental Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-61
8.8.1
8-61
Urban Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AFTTP 3-1.8, 1 July 2006
xvi
8.8.2
Desert Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-62
8.8.3
Low Terrain, Temperate Zone Areas . . . . . . . . . . . . . . . . . . . . . . .
8-62
8.8.4
Mountain Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-62
8.8.5
Jungle Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-63
8.8.6
Cold Weather Regions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-63
8.8.7
Special Precautions Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-64
8.8.8
Maritime Environments and Riverine Areas . . . . . . . . . . . . . . . . .
8-65
8.8.9
Atmospheric Environments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-65
8.8.10
Deployment Decisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-66
8.8.11
Potential Threats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-66
CHAPTER 9—MARITIME OPERATIONS 9.1
Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9-1
9.2
Surface Search, Rescue, and Recovery Operations . . . . . . . . . . . . . . . . . . .
9-1
9.2.1
Water Hoist Rescue Techniques . . . . . . . . . . . . . . . . . . . . . . . . . . .
9-1
9.2.2
In-Water Survivor Approaches, Carries, and Releases . . . . . . . . . .
9-5
9.2.3
In-Water Rescue Breathing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9-16
9.2.4
In-Water Cervical and Spinal Stabilization . . . . . . . . . . . . . . . . . .
9-18
9.2.5
Uncooperative Survivor in Water . . . . . . . . . . . . . . . . . . . . . . . . . .
9-19
9.2.6
Wet Rock Rescue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9-20
9.2.7
Surf Rescue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9-21
Small Boat Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9-23
9.3.1
Load Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9-23
9.3.2
Equipment Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9-26
9.3.3
Outboard Motor Familiarization . . . . . . . . . . . . . . . . . . . . . . . . . . .
9-28
9.3.4
Boat-Based Search Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9-34
9.3.5
Boat Rescue Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9-42
9.3.6
CRRC Recovery by Large Vessels . . . . . . . . . . . . . . . . . . . . . . . . .
9-47
Underwater Search, Rescue, and Recovery Operations . . . . . . . . . . . . . . .
9-51
9.4.1
Equipment Considerations and Techniques for Adverse Conditions
9-51
9.4.2
Diving Personnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9-75
9.3
9.4
xvii
AFTTP 3-1.8, 1 July 2006 9.4.3
Communication and Line Signals . . . . . . . . . . . . . . . . . . . . . . . . . .
9-78
9.4.4
Search Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9-80
9.4.5
Rescue Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-103
9.4.6
Recovery Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-107
9.4.7
Overhead Environments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-122
9.4.8
Contaminated Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-122
CHAPTER 10—TECHNICAL RESCUE/RECOVERY OPERATIONS 10.1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10-1
10.2
Physics Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10-1
10.2.1
Intended Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10-1
10.2.2
Historical Background . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10-1
10.2.3
Technical Merit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10-1
Safety
......................................................
10-1
10.3.1
Rescuer Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10-1
10.3.2
Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10-1
10.3.3
Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10-1
10.3.4
Technical Rope Rescue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10-1
10.3.5
Rescue Necessities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10-2
10.3.6
Safety Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10-2
10.3.7
New Descriptive Name . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10-6
10.3.8
Deprecated Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10-6
10.3.9
Rope in Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10-6
10.3.10
Fall Factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10-6
10.3.11
Rope Stretch and Rope Strength . . . . . . . . . . . . . . . . . . . . . . . . . . .
10-6
Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10-7
10.4.1
Operational Risk Management . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10-7
Control
......................................................
10-8
10.5.1
Individual Responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10-8
10.3
10.4 10.5 10.6
Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-11 10.6.1
Lowering Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-11
AFTTP 3-1.8, 1 July 2006
10.7
10.8
xviii
10.6.2
Raising Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-11
10.6.3
Communications Checklists . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-11
The Science of Rope Rescue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-11 10.7.7
The Physics Behind the Techniques . . . . . . . . . . . . . . . . . . . . . . . . 10-14
10.7.8
Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-16
10.7.9
Dynamic Force Calculations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-16
10.7.10
Pulley Systems and Mechanical Advantage . . . . . . . . . . . . . . . . . . 10-17
10.7.11
Summary of Simple Pulley Systems Principles . . . . . . . . . . . . . . . 10-23
10.7.12
Compound Pulley Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-24
10.7.13
Summary of Compound Pulley System Principles . . . . . . . . . . . . . 10-24
10.7.14
Complex Pulley Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-24
10.7.15
Vector Angles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-26
10.7.16
The Tension-Method for Pulley Systems . . . . . . . . . . . . . . . . . . . . 10-27
10.7.17
Litter Raises and Lowers on Slopes . . . . . . . . . . . . . . . . . . . . . . . . 10-33
10.7.18
Ropes for Rescue Work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-39
10.7.19
Accessory Cord . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-41
10.7.20
Care and Maintenance of Accessory Cords . . . . . . . . . . . . . . . . . . 10-41
10.7.21
Types of Webbing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-41
10.7.22
Pulleys . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-42
10.7.23
Carabiners . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-42
10.7.24
Descenders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-43
10.7.25
Belaying Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-46
10.7.26
Rigging Plates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-47
10.7.27
Knots and Hitches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-48
10.7.28
Basic and End-of-Rope Knot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-50
10.7.29
Anchor Choices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-67
10.7.30
Components of a Rescue System . . . . . . . . . . . . . . . . . . . . . . . . . . 10-81
10.7.31
Equipment Lists . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-118
Snow, Ice, and Glacier Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-121 10.8.1
Crevasse Travel and Rescue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-121
10.8.2
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-121
10.8.3
Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-121
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10.9
10.8.4
Glacier Terms: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-121
10.8.5
Avalanche Terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-129
10.8.6
Runout Angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-129
10.8.7
Settling, Settlement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-129
10.8.8
Slope Cut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-129
10.8.9
Sympathetic Trigger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-129
10.8.10
Terrain Trap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-129
10.8.11
Trigger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-129
10.8.12
Weak Layer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-130
10.8.13
Whoompf . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-130
10.8.14
Wind Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-130
10.8.15
Windward . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-131
10.8.16
Gearing Up For Travel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-134
10.8.17
Rope Techniques . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-136
10.8.18
Tying into the System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-137
10.8.19
Tying in the Sled . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-138
10.8.20
Tying in the Back-Pack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-139
10.8.21
Tying in Snow-Shoes and Skis . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-140
10.8.22
Traveling Techniques . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-140
10.8.23
Rope Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-140
10.8.24
Route Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-140
10.8.25
Crossing Crevasses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-142
Confined Space and Collapsed Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-155 10.9.1
Introduction to Confined Space and Structural Collapse . . . . . . . . 10-155
10.9.2
General Tactical Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-156
10.9.3
Confined Space Rescue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-156
10.9.4
Structural Collapse Rescue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-167
10.9.5
Final Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-190
10.10 Extrication Techniques and Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-190 10.10.1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-190
10.10.2
General Tactical Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-190
10.10.3
Extrication Techniques and Equipment . . . . . . . . . . . . . . . . . . . . . 10-191
AFTTP 3-1.8, 1 July 2006 10.10.4
xx
Extrication Capability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-198
10.11 Nuclear, Biological, Chemical and Explosives . . . . . . . . . . . . . . . . . . . . . . . 10-198 10.11.1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-198
10.11.2
Unknown and Reactionary Environments . . . . . . . . . . . . . . . . . . . 10-199
10.11.3
Known Environments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-199
10.11.4
Tactical Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-199
10.11.5
Specific NBC and Explosive Considerations . . . . . . . . . . . . . . . . . 10-200
10.11.6
Decontamination Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-201
10.11.7
NBC Casualty Processing and Handling Techniques . . . . . . . . . . . 10-222
10.11.8
Casualty Decontamination Considerations . . . . . . . . . . . . . . . . . . . 10-223
10.11.9
Patient Decontamination at a Medical Facility . . . . . . . . . . . . . . . . 10-223
10.12 Swift Water Rescue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-231 10.13 Tree Recovery Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-231 10.13.1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-231
10.13.2
Tree Climbing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-231
10.13.3
Using Tree Climbing Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . 10-231
10.13.4
Recovery of Personnel Suspended in Trees . . . . . . . . . . . . . . . . . . 10-232
10.14 Land Party Search . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-234 CHAPTER 11—INDIVIDUAL COMBAT SKILLS AND EQUIPMENT 11.1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11-1
11.2
Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11-1
11.3
Tactical Clothing and Individual Combat Equipment . . . . . . . . . . . . . . . .
11-1
11.4
Tactical Clothing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11-1
11.5
Individual Combat Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11-1
11.5.1
Durability and Functionality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11-1
11.5.2
Fighting Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11-1
11.5.3
Load Bearing Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11-1
11.5.4
Rucksack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11-2
11.5.5
Sleep Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11-3
11.5.6
Food and Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11-3
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11.6
11.7
11.8
11.9
11.5.7
Communications Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11-3
11.5.8
Night Vision Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11-4
11.5.9
Influencing Factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11-5
11.5.10
Individual Combat Equipment Levels . . . . . . . . . . . . . . . . . . . . . .
11-5
11.5.11
Essential Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11-6
Cover and Concealment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11-6
11.6.1
Artificial and Natural Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11-6
11.6.2
Natural Concealment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11-6
11.6.3
Individual Concealment Techniques . . . . . . . . . . . . . . . . . . . . . . . .
11-6
Environmental Camouflage, Cover and Concealment Considerations . . .
11-7
11.7.1
Desert Environment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11-7
11.7.2
Urban Environment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11-7
11.7.3
Mountain Environment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11-8
11.7.4
Cold Weather Environment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11-8
11.7.5
Jungle Environment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11-9
Fundamentals of Movement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11-9
11.8.1
General Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-10
11.8.2
The Rush . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-10
Crawling Maneuvers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-11 11.9.1
High Crawl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-11
11.9.2
Low Crawl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-11
11.10 Stealth Walking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-12 11.10.1
Body Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-12
11.10.2
Toe First Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-12
11.10.3
Heel First Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-12
11.11 Combat Tracking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-12 11.11.1
Qualities of a Tracker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-13
11.11.2
Tracking Terminology: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-13
11.11.3
Tracking Team Composition and Formation . . . . . . . . . . . . . . . . . 11-13
11.11.4
Concepts of Tracking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-14
11.11.5
Analyzing Footprints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-15
11.11.6
Weathering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-16
AFTTP 3-1.8, 1 July 2006
xxii
11.12 Tactical River and Stream Crossing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-18 11.12.1
Fording . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-18
11.12.2
Swimming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-18
11.12.3
Rope Bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-18
11.12.4
Inflatable Raft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-18
11.12.5
Improvised Rafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-18
11.12.6
Vegetation Raft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-19
11.12.7
Boats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-19
11.13 Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-19 11.13.1
Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-19
11.13.2
Maps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-19
11.13.3
Watches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-19
11.13.4
Lensatic Compass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-19
11.13.5
Silva Compass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-20
11.13.6
Wrist Compass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-20
11.13.7
Altimeter Used as a Compass Aid . . . . . . . . . . . . . . . . . . . . . . . . . 11-20
11.13.8
Pace Count . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-21
11.13.9
Six-Point Navigation Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-21
11.13.10 Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-21 11.13.11 Global Positions System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-21 11.13.12 Waypoints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-21 11.13.13 GPS Properties . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-22 11.13.14 Transmitting Coordinates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-22 11.14 Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-22 11.14.1
Desert Environment Considerations . . . . . . . . . . . . . . . . . . . . . . . . 11-22
11.14.2
Jungle Environment Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-22
11.14.3
Cold Weather Environment Navigation . . . . . . . . . . . . . . . . . . . . . 11-23
11.14.4
Urban Environment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-24
11.14.5
Mountain Environment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-25
11.15 Combatives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-26 11.15.1
Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-26
11.15.2
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-26
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CHAPTER 12—REINTEGRATION OPERATIONS 12.1
General
......................................................
12-1
12.1.1
Reintegration Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
12-1
12.1.2
Planning Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
12-1
12.1.3
General Debriefing Guidance . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
12-6
12.1.4
Combat Rescue Officer/SERE Specialist Responsibilities . . . . . . .
12-7
12.1.5
Reintegration Phases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-10
12.1.6
After-Action . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-13
ATTACHMENT 1—GLOSSARY OF REFERENCES AND SUPPORTING INFORMATION A1.1
References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A1-1
A1.2
Abbreviations and Acronyms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A1-2
A1.3
Terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A1-19
ATTACHMENT 2—REINTEGRATION CHECKLISTS AND DEBRIEFING GUIDE A2.1
Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ATTACHMENT 3—DEBRIEFING GUIDE FOR PR OPERATIONS
A2-1
AFTTP 3-3.8, 1 July 2006
xxiv LIST OF FIGURES Page
Figure 2.1 Figure 2.2 Figure 2.3 Figure 2.4 Figure 3.1 Figure 4.1 Figure 4.2 Figure 4.3 Figure 4.4 Figure 4.5 Figure 4.6 Figure 4.7 Figure 4.8 Figure 4.9 Figure 4.10 Figure 4.11 Figure 4.12 Figure 4.13 Figure 4.14 Figure 4.15 Figure 4.16 Figure 4.17 Figure 4.18 Figure 4.19 Figure 5.1 Figure 5.2 Figure 5.3 Figure 5.4 Figure 5.5 Figure 5.6 Figure 5.7 Figure 5.8 Figure 5.9 Figure 5.10 Figure 5.11 Figure 5.12 Figure 5.13 Figure 5.14 Figure 5.15 Figure 5.16 Figure 5.17 Figure 5.18
Space Environmental Global Situational Awareness . . . . . . . . . . . . . . Ionospheric Impacts UHF SATCOM . . . . . . . . . . . . . . . . . . . . . . . . . . Ionospheric Impacts High Frequency . . . . . . . . . . . . . . . . . . . . . . . . . . Global Positioning System Error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FARP Refueling Site Layouts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fast Rope Eyesplice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fast Rope Metal Sleeve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Double Rescue Hook Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Forest Penetrator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rescue Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Stokes Litter with Floatation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rescue Basket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rescue Strop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Quick Strop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Daisy Chain to Hoist Cable Attachment . . . . . . . . . . . . . . . . . . . . . . . . Rope Strap with Jumar Ascender . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Prusik Strap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Foot Placement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SPIE Rope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Commercial SPIE Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cargo Suspension Sling with Type IV Connector . . . . . . . . . . . . . . . . Harness System for Double-Door K-Duck . . . . . . . . . . . . . . . . . . . . . . Optional CRRC Floor Extension for Double-Door K-Duck . . . . . . . . Soft Duck Platform Configured for H-46 with Internal Roller Rails . . Descent Versus Weight and Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . Negative Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Static Line Belly Band . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reserve Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M-4 Jump Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Weapons Bag Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Free-Fall M-4/EBR Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . Weapons Bag Free Fall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Leg Strap Tension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Free Fall Leg Straps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lowering Line Attachments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Free Fall Lowering Line Attachment . . . . . . . . . . . . . . . . . . . . . . . . . . Eagle Jump Bag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Multiple Container Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . Static Line Oxygen Donning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Free-Fall Tied Oxygen and Oxygen Hose Routing . . . . . . . . . . . . . . . UDT Vest, the Para-Swimmer Vest, LSP Pararescue Flotation . . . . . . ML-4 Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-41 2-42 2-43 2-44 3-20 4-8 4-9 4-13 4-14 4-15 4-16 4-18 4-18 4-19 4-23 4-24 4-25 4-28 4-32 4-33 4-33 4-45 4-45 4-47 5-14 5-18 5-20 5-21 5-22 5-23 5-24 5-25 5-27 5-28 5-28 5-29 5-30 5-31 5-32 5-33 5-33 5-34
xxv Figure 5.19 Figure 5.20 Figure 5.21 Figure 5.22 Figure 5.23 Figure 5.24 Figure 5.25 Figure 5.26 Figure 5.27 Figure 5.28 Figure 5.29 Figure 5.30 Figure 5.31 Figure 5.32 Figure 5.33 Figure 7.1 Figure 7.2 Figure 7.3 Figure 7.4 Figure 7.5 Figure 7.6 Figure 7.7 Figure 7.8 Figure 7.9 Figure 7.10 Figure 7.11 Figure 7.12 Figure 7.13 Figure 7.14 Figure 7.15 Figure 7.16 Figure 7.17 Figure 7.18 Figure 7.19 Figure 7.20 Figure 7.21 Figure 7.22 Figure 7.23 Figure 8.1 Figure 8.2 Figure 8.3 Figure 8.4 Figure 8.5 Figure 8.6 Figure 8.7
AFTTP 3-3.8, 1 July 2006 ML-4 Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Configuration Left . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Configuration Right . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Free-Fall Configuration Left . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Free-Fall Configuration Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Static SPUDS Right . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Static SPUDS Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Free-Fall SPUDS Right . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Free Fall SPUDS Front . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fin Taping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tree Suit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SOV 3 Lighting Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MC4/T10 Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Parachute Manipulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Relative Wind . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Diagram Combat Triad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Picture of Wound Ballistics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M855 Terminal Performance at Muzzle . . . . . . . . . . . . . . . . . . . . . . . . Excellent Terminal Performance at the Muzzle . . . . . . . . . . . . . . . . . . Picture Marine Corps DM Targets . . . . . . . . . . . . . . . . . . . . . . . . . . . . Picture Curb Prone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Picture SBU Prone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Picture Kneeling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Picture Double Kneeling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Picture Shooting Around Obstacles . . . . . . . . . . . . . . . . . . . . . . . . . . . Picture Rapid Kneeling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Picture 180-Degree Pivot Step 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Picture Indoor Ready . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Picture Locking the Bolt to the Rear . . . . . . . . . . . . . . . . . . . . . . . . . . Picture Operating the Charging Handle . . . . . . . . . . . . . . . . . . . . . . . . Picture Ready Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Picture Transition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Box Drill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cooper Olympic Shooting Drill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FBI 360-Degree Movement Drill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100-Yard EBR Target . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Picture .50-Caliber Rifle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wave Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Types of Breaking Waves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure High and Low Tides . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Neap and Spring Tides . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tropical Rain Forest . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Deciduous Forests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Secondary Jungles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-35 5-35 5-36 5-37 5-37 5-38 5-38 5-39 5-40 5-41 5-41 5-42 5-42 5-44 5-50 7-2 7-3 7-4 7-4 7-9 7-12 7-13 7-13 7-14 7-14 7-15 7-15 7-16 7-16 7-17 7-17 7-18 7-18 7-19 7-21 7-23 7-26 7-28 8-7 8-9 8-13 8-14 8-22 8-22 8-23
AFTTP 3-3.8, 1 July 2006
xxvi
Figure 8.8 Figure 8.9 Figure 8.10 Figure 8.11 Figure 8.12 Figure 8.13 Figure 8.14 Figure 8.15 Figure 8.16 Figure 8.17 Figure 8.18 Figure 8.19 Figure 8.20 Figure 9.1 Figure 9.2 Figure 9.3 Figure 9.4 Figure 9.5 Figure 9.6 Figure 9.7 Figure 9.8 Figure 9.9 Figure 9.10 Figure 9.11 Figure 9.12 Figure 9.13 Figure 9.14 Figure 9.15 Figure 9.16 Figure 9.17 Figure 9.18 Figure 9.19 Figure 9.20 Figure 9.21 Figure 9.22 Figure 9.23 Figure 9.24 Figure 9.25 Figure 9.26 Figure 9.27 Figure 9.28 Figure 9.29 Figure 9.30 Figure 9.31 Figure 9.32
8-24 8-25 8-25 8-26 8-27 8-27 8-28 8-31 8-37 8-38 8-38 8-40 8-40 9-3 9-6 9-7 9-8 9-10 9-11 9-12 9-14 9-15 9-16 9-27 9-29 9-35 9-36 9-37 9-38 9-39 9-40 9-44 9-48 9-49 9-49 9-52 9-54 9-57 9-58 9-59 9-60 9-61 9-69 9-72 9-73
Mangrove Swamps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Palm Swamps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Savanna . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bamboo Forest . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rice Paddies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plantations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Small Farms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Leech Straps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Typical Urban Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . City Core . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Core Periphery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Outlying Industrial Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Urban Battlespace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tri-SAR Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rescue Stroke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Underwater Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Front Surface Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cross-Chest Carry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Equipment and Collar Tow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Front Head Hold Release . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Front Head Hold Escape . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rear Head Hold Release . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rear Head Hold Escape . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Navigation Board with Knot Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . Johnson 30-Horsepower Military Two-Stroke OBM . . . . . . . . . . . . . . Search Planning Work Slate (1 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . Search Planning Work Slate (2 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . Search Object Drift . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Expanding Square Search Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sector Search Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Creeping Line Search Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PIW Recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hoisting from CRRC Underway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CRRC Bow Line Attachment Points . . . . . . . . . . . . . . . . . . . . . . . . . . CRRC CRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Protective Helmet with Divator FFM and Underwater Communications EXO BRMS FFM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EGS Bottle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Dive Block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Contingency Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hardwired Underwater Communications . . . . . . . . . . . . . . . . . . . . . . . Wireless Underwater Communications . . . . . . . . . . . . . . . . . . . . . . . . Diving Harness with Cutting Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . Line Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Contingency Strap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
xxvii Figure 9.33 Figure 9.34 Figure 9.35 Figure 9.36 Figure 9.37 Figure 9.38 Figure 9.39 Figure 9.40 Figure 9.41 Figure 9.42 Figure 9.43 Figure 9.44 Figure 9.45 Figure 9.46 Figure 9.47 Figure 9.48 Figure 9.49 Figure 9.50 Figure 9.51 Figure 9.52 Figure 9.53 Figure 9.54 Figure 9.55 Figure 9.56 Figure 10.1 Figure 10.2 Figure 10.3 Figure 10.4 Figure 10.5 Figure 10.6 Figure 10.7 Figure 10.8 Figure 10.9 Figure 10.10 Figure 10.11 Figure 10.12 Figure 10.13 Figure 10.14 Figure 10.15 Figure 10.16 Figure 10.17 Figure 10.18 Figure 10.19 Figure 10.20 Figure 10.21
AFTTP 3-3.8, 1 July 2006 Farallon MK-VIII DPV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Farallon MK-VIIIS DPV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Current Effects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Body Sinking in Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Arc Search . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Walking Shoreline Search . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hurricane Anchoring System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Running Line Search . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Direct Overhead Search . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Jack-Stand Search . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Jack-Stand Search Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Circle Search . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Large Area Search #1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Large Area Search #2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Static-Line Platform Search . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Diver Configured for Helicopter Operations . . . . . . . . . . . . . . . . . . . . Body Recovery System with Lift Bag . . . . . . . . . . . . . . . . . . . . . . . . . Mesh Body Bag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Open Bottom Lift Bags . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Enclosed Flotation Lift Bags . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Boulder Lift Bag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Roundslings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Staged Lift . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Contaminated Water Dive Site . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Typical System Load Factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gibbs Ascender on 11mm Rope After Sustaining 2kN Load . . . . . . . . Spectra Daisy Chains After Sustaining an 80 kg Load Falling 1 Meter Simple 1:1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Simple 2:1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Simple 2:1 With a Change in Direction . . . . . . . . . . . . . . . . . . . . . . . . Pulley System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ratchet Prusik . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Simple Pulley System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Simple Pulley System Examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Compound Pulley Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vector Angle and Resultant Loads I (1 of 2) . . . . . . . . . . . . . . . . . . . . Vector Angle and Resultant Loads II (2 of 2) . . . . . . . . . . . . . . . . . . . Tension Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Simple 3:1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Compound 9:1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Complex 3:1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Theoretical Mechanical Advantage . . . . . . . . . . . . . . . . . . . . . . . . . . . Points of Friction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Force Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Force Vectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9-74 9-74 9-82 9-83 9-88 9-88 9-90 9-92 9-92 9-94 9-95 9-96 9-98 9-98 9-101 9-107 9-110 9-111 9-113 9-114 9-115 9-116 9-118 9-124 10-4 10-15 10-18 10-19 10-19 10-20 10-21 10-22 10-22 10-23 10-25 10-26 10-27 10-29 10-29 10-30 10-30 10-32 10-32 10-34 10-35
AFTTP 3-3.8, 1 July 2006
xxviii
Figure 10.22 Figure 10.23 Figure 10.24 Figure 10.25 Figure 10.26 Figure 10.27 Figure 10.28 Figure 10.29 Figure 10.30 Figure 10.31 Figure 10.32 Figure 10.33 Figure 10.34 Figure 10.35 Figure 10.36 Figure 10.37 Figure 10.38 Figure 10.39 Figure 10.40 Figure 10.41 Figure 10.42 Figure 10.43 Figure 10.44 Figure 10.45 Figure 10.46 Figure 10.47 Figure 10.48 Figure 10.49 Figure 10.50 Figure 10.51 Figure 10.52 Figure 10.53 Figure 10.54 Figure 10.55 Figure 10.56 Figure 10.57 Figure 10.58 Figure 10.59 Figure 10.60 Figure 10.61 Figure 10.62 Figure 10.63 Figure 10.64 Figure 10.65 Figure 10.66
10-38 10-39 10-40 10-42 10-43 10-44 10-45 10-45 10-46 10-47 10-49 10-50 10-52 10-53 10-54 10-55 10-56 10-57 10-58 10-59 10-60 10-61 10-62 10-63 10-64 10-65 10-66 10-67 10-69 10-70 10-71 10-72 10-73 10-73 10-74 10-75 10-75 10-76 10-77 10-79 10-80 10-80 10-81 10-82 10-83
Leg Tensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ropes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Accessory Cord . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Types of Webbing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pulleys . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Carabiners . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Descenders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Test Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 540 Belay Device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rigging Plates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Knot Cartoon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Definition Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Double Fisherman’s Knot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure Eight Knot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Water Knot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bowline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Round Turn Two Half Hitches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure Eight Retraced . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Butterfly Knot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Directional Figure Eight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bowline-On-a-Bite . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Two-Loop Figure Eight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure Eight On a Bight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Middle-of-the-Rope-Prisik . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . End of Rope Prusik . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bowline-on-a-Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Frost Knot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Munter Hitch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wrap Three Pull Two . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Two-Point Distributive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . High Strength Tie Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Focal Point Utilizing Snow Anchors . . . . . . . . . . . . . . . . . . . . . . . . . . Focal Point Utilizing Three Rock Anchors . . . . . . . . . . . . . . . . . . . . . Standard Anchor Focal Point for a Mainline Lowering Package . . . . . Pretensioned Back-Tie . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pretensioned Front-Tie . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Edge Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Improvised Soft Edge Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Purcell Prusik System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Knot Bypass Lower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Knot Bypass Raise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Components of a Rescue System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tying of Brake Rack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Edge Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
xxix Figure 10.67 Figure 10.68 Figure 10.69 Figure 10.70 Figure 10.71 Figure 10.72 Figure 10.73 Figure 10.74 Figure 10.75 Figure 10.76 Figure 10.77 Figure 10.78 Figure 10.79 Figure 10.80 Figure 10.81 Figure 10.82 Figure 10.83 Figure 10.84 Figure 10.85 Figure 10.86 Figure 10.87 Figure 10.88 Figure 10.89 Figure 10.90 Figure 10.91 Figure 10.92 Figure 10.93 Figure 10.94 Figure 10.95 Figure 10.96 Figure 10.97 Figure 10.98 Figure 10.99 Figure 10.100 Figure 10.101 Figure 10.102 Figure 10.103 Figure 10.104 Figure 10.105 Figure 10.106 Figure 10.107 Figure 10.108 Figure 10.109
AFTTP 3-3.8, 1 July 2006 Edge Attendant Tie-In . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cliff Rescue Example . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Effective Rope Management by Edge Personnel . . . . . . . . . . . . . . . . . Prusik Minding Pulley in Belay Sequence . . . . . . . . . . . . . . . . . . . . . . Prusik Minding Pulley and Hand Placement . . . . . . . . . . . . . . . . . . . . Belay Package Lower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Belay Package Raise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Radium Release Hitch Tying . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Completed Load Releasing Hitch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Litter Evacs Litter Evacuation Techniques . . . . . . . . . . . . . . . . . . . . . . Litter Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Interlocking Long-Tail Bowlines and Bowlines with Carabiners for Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Checking Interlocking Long-Tail Bowlines and Attachment Points . . Attendant’s Sit/Chest Harness Configuration. . . . . . . . . . . . . . . . . . . . . Mainline Package, Lower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Brake Rack SetUp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Jigger Set-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Prusik Sling Holding the Load on a Jigger Pulley . . . . . . . . . . . . . . . . Harness Configuration for Vertical Litter . . . . . . . . . . . . . . . . . . . . . . . Vertical Litter, Single Attendant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Attendant Prepares to Transition Edge with Vertical Litter . . . . . . . . . Patient is Secured to Litter Prior to Attendant Moving Into Position . . Lowering Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lowering Sequence Part II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Horizontal Litter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Haul Team Prepares to Raise the Load While Control Communicates with the Attendant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pickoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Aztek Set-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Buddy Rappel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Drooping Highline Utilizing a Kootenay Carriage System . . . . . . . . . Track Line Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . English Reeve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Norwegian Reeve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Accessory Kit—Individual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tubular Nylon Color Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Glacier Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Glacier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Abalation Zone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Accumulation Zone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bergschrund . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cornice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Couloir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Crevasse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10-83 10-84 10-85 10-87 10-88 10-89 10-89 10-90 10-91 10-91 10-93 10-94 10-95 10-96 10-97 10-97 10-98 10-98 10-100 10-101 10-102 10-103 10-104 10-105 10-105 10-106 10-107 10-109 10-111 10-112 10-113 10-115 10-116 10-119 10-119 10-123 10-124 10-124 10-125 10-125 10-126 10-126 10-127
AFTTP 3-3.8, 1 July 2006 Figure 10.110 Figure 10.111 Figure 10.112 Figure 10.113 Figure 10.114 Figure 10.115 Figure 10.116 Figure 10.117 Figure 10.118 Figure 10.119 Figure 10.120 Figure 10.121 Figure 10.122 Figure 10.123 Figure 10.124 Figure 10.125 Figure 10.126 Figure 10.127 Figure 10.128 Figure 10.129 Figure 10.130 Figure 10.131 Figure 10.132 Figure 10.133 Figure 10.134 Figure 10.135 Figure 10.136 Figure 10.137 Figure 10.138 Figure 10.139 Figure 10.140 Figure 10.141 Figure 10.142 Figure 10.143 Figure 10.144 Figure 10.145 Figure 10.146 Figure 10.147 Figure 10.148 Figure 10.149 Figure 10.150 Figure 10.151 Figure 10.152 Figure 10.153 Figure 10.154
Moraines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hanging Glacier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Snow Covered Crevasse Field . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Collapsed Snowbridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Avalanche Sequence Part (1 of 3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . Avalanche Sequence Part (2 of 3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . Avalanche Sequence Part (3 of 3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sit Harness Fit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Traveling with a Sled . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Back Pack Set-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Crossing the Crevasse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Step 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Step 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Step 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Step 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Step 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Step 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Step 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Step 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Step 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Step 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vertical Confined Space Entry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vertical Confined Space Post-Entry . . . . . . . . . . . . . . . . . . . . . . . . . . . Hand-Held Gas Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Anchor Tripod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Circular Masonry Saw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gas Powered Saws . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Crash-Axe Extended . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Miscellaneous Entry Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Remote Microphone-Communications System . . . . . . . . . . . . . . . . . . Flex-Scope Camera System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flex-Scope LCD Camera . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T-Shore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vertical Shore Diagonal Brace Joints . . . . . . . . . . . . . . . . . . . . . . . . . . Window Frame Brace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mechanical Jack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Trench for Jack 4 x 4 Placement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Jack Supporting Cross Beam Members . . . . . . . . . . . . . . . . . . . . . . . . Move Concrete Slab On Poles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Move Concrete Slab Over Object (1 of 3) . . . . . . . . . . . . . . . . . . . . . . Move Concrete Slab Over Object (2 of 3) . . . . . . . . . . . . . . . . . . . . . . Move Concrete Slab Over Object (3 of 3) . . . . . . . . . . . . . . . . . . . . . . Concrete Entry 1 (1 of 3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Concrete Entry 1 (2 of 3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Concrete Entry 1 (3 of 3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
xxx 10-127 10-128 10-128 10-129 10-131 10-132 10-133 10-134 10-139 10-141 10-143 10-145 10-146 10-147 10-148 10-149 10-150 10-151 10-152 10-153 10-154 10-157 10-157 10-158 10-161 10-164 10-164 10-165 10-166 10-169 10-169 10-170 10-171 10-172 10-173 10-175 10-176 10-177 10-178 10-179 10-180 10-181 10-182 10-183 10-184
xxxi Figure 10.155 Figure 10.156 Figure 10.157 Figure 10.158 Figure 10.159 Figure 10.160 Figure 10.161 Figure 10.162 Figure 10.163 Figure 10.164 Figure 10.165 Figure 10.166 Figure 10.167 Figure 10.168 Figure 10.169 Figure 10.170 Figure 10.171 Figure 10.172 Figure 10.173 Figure 10.174 Figure 10.175
AFTTP 3-3.8, 1 July 2006 Concrete Entry 2 (1 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Concrete Entry 2 (2 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Clamp Meters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Clamp Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Collapsed Structure Kit in Two Bags . . . . . . . . . . . . . . . . . . . . . . . . . . Collapsed Structure Kit Bag 1 Contents . . . . . . . . . . . . . . . . . . . . . . . . Wheeled Equipment Sled with Pull Harness . . . . . . . . . . . . . . . . . . . . Contents of Wheeled Equipment Sled . . . . . . . . . . . . . . . . . . . . . . . . . 24-Volt Straight Blade Saw with Bag and Spare Batteries . . . . . . . . . Hand-Pump Jaws . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Powered Jaws . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lift Pads with Foot Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Small ALICE Rigged with 24 Volt Saw . . . . . . . . . . . . . . . . . . . . . . . . Small ALICE Rigged with Jaws . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Planning Decontamination Operations . . . . . . . . . . . . . . . . . . . . . . . . . Unsupported One-Lane Washdown . . . . . . . . . . . . . . . . . . . . . . . . . . . Thorough Decontamination—Equipment . . . . . . . . . . . . . . . . . . . . . . Thorough Decontamination—Troop . . . . . . . . . . . . . . . . . . . . . . . . . . Expedient Personnel Decontamination System (EPDS) . . . . . . . . . . . . Cut Out Diagram (1 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cut Out Diagram (2 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10-184 10-185 10-186 10-186 10-187 10-188 10-189 10-189 10-192 10-193 10-194 10-194 10-196 10-196 10-202 10-205 10-208 10-208 10-212 10-218 10-219
AFTTP 3-3.8, 1 July 2006
xxxii LIST OF TABLES Page
Table 2.1 Table 2.2 Table 2.3 Table 2.4 Table 2.5 Table 2.6 Table 2.7 Table 2.8 Table 2.9 Table 2.10 Table 2.11 Table 2.12 Table 2.13 Table 2.14 Table 2.15 Table 2.16 Table 2.17 Table 2.18 Table 2.19 Table 2.20 Table 2.21 Table 2.22 Table 2.23 Table 2.24 Table 2.25 Table 2.26 Table 2.27 Table 2.28 Table 2.29 Table 2.30 Table 2.31 Table 2.32 Table 2.33 Table 2.34 Table 2.35 Table 2.36 Table 2.37 Table 2.38 Table 2.39 Table 2.40 Table 2.41 Table 2.42
Deployed Support Requirements Checklist (1 of 4) . . . . . . . . . . . . . . . . . . Deployed Support Requirements Checklist (2 of 4) . . . . . . . . . . . . . . . . . . Deployed Support Requirements Checklist (3 of 4) . . . . . . . . . . . . . . . . . . Deployed Support Requirements Checklist (4 of 4) . . . . . . . . . . . . . . . . . . Area of Operations Essential Elements of Information (1 of 3) . . . . . . . . . Area of Operations Essential Elements of Information (2 of 3) . . . . . . . . . Area of Operations Essential Elements of Information (3 of 3) . . . . . . . . . Mission Planning Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Request for Information Request Worksheet . . . . . . . . . . . . . . . . . . . . . . . Warning Order . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Warning Order Briefing Format (1 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . Warning Order Briefing Format (2 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . Course of Action Briefing Format . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Phase Diagram (1 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Phase Diagram (2 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Terrain Essential Elements of Information (1 of 4) . . . . . . . . . . . . . . . . . . Terrain Essential Elements of Information (2 of 4) . . . . . . . . . . . . . . . . . . Terrain Essential Elements of Information (3 of 4) . . . . . . . . . . . . . . . . . . Terrain Essential Elements of Information (4 of 4) . . . . . . . . . . . . . . . . . . Weather Essential Elements of Information (1 of 2) . . . . . . . . . . . . . . . . . Weather Essential Elements of Information (2 of 2) . . . . . . . . . . . . . . . . . Solar/Lunar Events . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Space Environmental Situation One . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Space Environmental Situation Two . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Enemy Force Essential Elements of Information (1 of 4) . . . . . . . . . . . . . Enemy Force Essential Elements of Information (2 of 4) . . . . . . . . . . . . . Enemy Force Essential Elements of Information (3 of 4) . . . . . . . . . . . . . Enemy Force Essential Elements of Information (4 of 4) . . . . . . . . . . . . . Friendly Force Information Requirements . . . . . . . . . . . . . . . . . . . . . . . . . Evasion and Recovery Essential Elements of Information (1 of 2) . . . . . . Evasion and Recovery Essential Elements of Information (2 of 2) . . . . . . Operational Risk Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Concept of Operations/Briefback Format (1 of 4) . . . . . . . . . . . . . . . . . . . Concept of Operations/Briefback Format (2 of 4) . . . . . . . . . . . . . . . . . . . Concept of Operations/Briefback Format (3 of 4) . . . . . . . . . . . . . . . . . . . Concept of Operations/Briefback Format (4 of 4) . . . . . . . . . . . . . . . . . . . Team Leader Brief Format (1 of 6) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Team Leader Brief Format (2 of 6) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Team Leader Brief Format (3 of 6) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Team Leader Brief Format (4 of 6) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Team Leader Brief Format (5 of 6) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Team Leader Brief Format (6 of 6) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-3 2-4 2-5 2-6 2-10 2-11 2-12 2-17 2-21 2-23 2-24 2-25 2-27 2-30 2-31 2-32 2-33 2-34 2-35 2-36 2-37 2-38 2-39 2-40 2-45 2-46 2-47 2-48 2-50 2-53 2-54 2-56 2-58 2-59 2-60 2-61 2-62 2-63 2-64 2-65 2-66 2-67
xxxiii Table 2.43 Table 2.44 Table 2.45 Table 2.46 Table 2.47 Table 2.48 Table 2.49 Table 2.50 Table 2.51 Table 2.52 Table 2.53 Table 2.54 Table 2.55 Table 2.56 Table 2.57 Table 2.58 Table 2.59 Table 2.60 Table 2.61 Table 2.62 Table 2.63 Table 2.64 Table 2.65 Table 2.66 Table 2.67 Table 2.68 Table 2.69 Table 2.70 Table 2.71 Table 2.72 Table 2.73 Table 3.1 Table 3.2 Table 3.3 Table 3.4 Table 3.5 Table 3.6 Table 3.7 Table 3.8 Table 3.9 Table 3.10 Table 4.1 Table 4.2 Table 4.3
AFTTP 3-3.8, 1 July 2006 Intelligence Debriefing Checklist (1 of 3) . . . . . . . . . . . . . . . . . . . . . . . . . Intelligence Debriefing Checklist (2 of 3) . . . . . . . . . . . . . . . . . . . . . . . . . Intelligence Debriefing Checklist (3 of 3) . . . . . . . . . . . . . . . . . . . . . . . . . Combat Search and Rescue Planning Guide (1 of 9) . . . . . . . . . . . . . . . . . Combat Search and Rescue Planning Guide (2 of 9) . . . . . . . . . . . . . . . . . Combat Search and Rescue Planning Guide (3 of 9) . . . . . . . . . . . . . . . . . Combat Search and Rescue Planning Guide (4 of 9) . . . . . . . . . . . . . . . . . Combat Search and Rescue Planning Guide (5 of 9) . . . . . . . . . . . . . . . . . Combat Search and Rescue Planning Guide (6 of 9) . . . . . . . . . . . . . . . . . Combat Search and Rescue Planning Guide (7 of 9) . . . . . . . . . . . . . . . . . Combat Search and Rescue Planning Guide (8 of 9) . . . . . . . . . . . . . . . . . Combat Search and Rescue Planning Guide (9 of 9) . . . . . . . . . . . . . . . . . JPRC/PRCC Planning Guide (1 of 3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . JPRC/PRCC Planning Guide (2 of 3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . JPRC/PRCC Planning Guide (3 of 3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Personnel Recovery Reference Material . . . . . . . . . . . . . . . . . . . . . . . . . . . Team Leader Checklist (Example) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TL Time Schedule (Reverse Planning) . . . . . . . . . . . . . . . . . . . . . . . . . . . . PJTL Time Schedule (Chronological Planning) . . . . . . . . . . . . . . . . . . . . . Types of Support . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Instructions for Filling Out EPAs (1 of 3) . . . . . . . . . . . . . . . . . . . . . . . . . Instructions for Filling Out EPAs (2 of 3) . . . . . . . . . . . . . . . . . . . . . . . . . Instructions for Filling Out EPAs (3 of 3) . . . . . . . . . . . . . . . . . . . . . . . . . Sample Aircrew Evasion Plan of Action (1 of 5) . . . . . . . . . . . . . . . . . . . . Sample Aircrew Evasion Plan of Action (2 of 5) . . . . . . . . . . . . . . . . . . . . Sample Aircrew Evasion Plan of Action (3 of 5) . . . . . . . . . . . . . . . . . . . . Sample Aircrew Evasion Plan of Action (4 of 5) . . . . . . . . . . . . . . . . . . . . Sample Ground Team Evasion Plan of Action (1 of 4) . . . . . . . . . . . . . . . Sample Ground Team Evasion Plan of Action (2 of 4) . . . . . . . . . . . . . . . Sample Ground Evasion Plan of Action (3 of 4) . . . . . . . . . . . . . . . . . . . . Sample Ground Evasion Plan of Action (4 of 4) . . . . . . . . . . . . . . . . . . . . Mission Crew Member Responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . . . Common Terminology (1 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Common Terminology (2 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Aircraft Egress, Familiarization, and Destruction Briefing Guide . . . . . . . Pararescue Individual Equipment Requirements (1 of 2) . . . . . . . . . . . . . . Pararescue Individual Equipment Requirements (2 of 2) . . . . . . . . . . . . . . Pararescue Team Equipment Requirements . . . . . . . . . . . . . . . . . . . . . . . . Team Equipment Requirements—Logistics Requests . . . . . . . . . . . . . . . . Individual Equipment Requirements—Weapons, Munitions, and Pyrotechnics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Individual Equipment Requirements—Vertical Lift Configuration . . . . . . Chemlight Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Standard and Recommended Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . Standard Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-69 2-70 2-71 2-75 2-76 2-77 2-78 2-79 2-80 2-81 2-82 2-83 2-84 2-85 2-86 2-87 2-90 2-93 2-94 2-101 2-111 2-112 2-113 2-114 2-115 2-116 2-117 2-118 2-119 2-120 2-121 3-2 3-4 3-5 3-7 3-10 3-11 3-12 3-13 3-14 3-15 4-3 4-29 4-31
AFTTP 3-3.8, 1 July 2006 Table 4.4 Table 4.5 Table 5.1 Table 5.2 Table 5.3 Table 5.4 Table 5.5 Table 5.6 Table 5.7 Table 5.8 Table 5.9 Table 5.10 Table 5.11 Table 5.12 Table 5.13 Table 5.14 Table 5.15 Table 5.16 Table 5.17 Table 5.18 Table 5.19 Table 5.20 Table 5.21 Table 5.22 Table 5.23 Table 5.24 Table 5.25 Table 6.1 Table 6.2 Table 6.3 Table 6.4 Table 6.5 Table 6.6 Table 7.1 Table 7.2 Table 7.3 Table 7.4 Table 7.5 Table 7.6 Table 8.1 Table 8.2 Table 9.1 Table 9.2 Table 9.3
Heavy REDS Kit Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Light REDS Kit Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exit Altitudes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Drop Zone Elevation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Surface Wind . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Drop Zone Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Briefing Items . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Briefing Items for Target Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Briefings for Operations Above 10,000 Feet . . . . . . . . . . . . . . . . . . . . . . . Coordination Duties for Airdrop Operations . . . . . . . . . . . . . . . . . . . . . . . Parachute Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sea Level Fall Rate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C-130 Personnel Airdrop Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C-141/C-5/C-17 Airdrop Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Opening Delays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Guide to Safely Jump Containers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rear Load Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DZ Wind Determination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Determine Direction and Rate of Travel . . . . . . . . . . . . . . . . . . . . . . . . . . . Wind Cone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tree Entry Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Suggested Water Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Post Water Entry Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Free-Fall Drift Determination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Free-Fall Water Entry Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Free-Fall Tree Let Down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Prebreathing Requirements and Exposure Limits for High-Altitude Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cargo Parachute Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Aerial Delivery Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Operational Mission Altitudes (1 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . Operational Mission Altitudes (2 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . Operational Airspeeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Equipment Surface Wind Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . Designated Marksman Qualification Course . . . . . . . . . . . . . . . . . . . . . . . Designated Marksman Sustainment Course . . . . . . . . . . . . . . . . . . . . . . . . Advanced Carbine Course of Fire (1 of 2) . . . . . . . . . . . . . . . . . . . . . . . . Advanced Carbine Course of Fire (2 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . EBR Course of Fire.(1 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EBR Course of Fire (2 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Beaufort Wind Scale . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Example of Basic Language Translation Card . . . . . . . . . . . . . . . . . . . . . . OBM and CRRC Repair Kit Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . Track Spacing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Diver-To-Tender Voice Communications . . . . . . . . . . . . . . . . . . . . . . . . .
xxxiv 4-38 4-39 5-2 5-2 5-3 5-3 5-7 5-10 5-11 5-12 5-13 5-14 5-15 5-16 5-17 5-26 5-30 5-43 5-45 5-46 5-47 5-48 5-49 5-51 5-52 5-53 5-54 6-3 6-4 6-6 6-7 6-8 6-8 7-7 7-8 7-11 7-12 7-24 7-25 8-19 8-42 9-28 9-41 9-78
xxxv Table 9.4 Table 9.5 Table 9.6 Table 9.7 Table 9.8 Table 10.1 Table 10.2 Table 10.3 Table 10.4 Table 10.5 Table 10.6 Table 10.7 Table 10.8 Table 10.9 Table 10.10 Table 10.11 Table 10.12 Table 10.13 Table 10.14 Table 10.15 Table 10.16 Table 10.17 Table 10.18 Table 10.19 Table 10.20 Table 10.21 Table 12.1 Table 12.2 Table 12.3 Table 12.4 Table 12.5 Table 12.6 Table 12.7 Table A2.1 Table A2.2 Table A2.3 Table A2.4 Table A2.5 Table A2.6 Table A2.7 Table A2.8 Table A2.9 Table A2.10 Table A2.11 Table A2.12
AFTTP 3-3.8, 1 July 2006 Tender-To-Diver Line Pull Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Diver-To-Tender Line Pull Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tether Length Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Staged Lift Equipment Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Basic Underwater Salvage Physics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Units of Measurement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Conversion Factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Operational Risk Management Planning Worksheet . . . . . . . . . . . . . . . . . Command and Communication for Lowering . . . . . . . . . . . . . . . . . . . . . . Command and Communication for Raising Checklist . . . . . . . . . . . . . . . . Team Leader Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SI System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Resultant Force (kN) for a Given Slope Angle and Mass . . . . . . . . . . . . . Summary of Leg Tension Forces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hardware Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rope Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rope Strength Decrease Due to Knot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Angle Calculations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Types of Belays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . kN Calculations for Number of Haulers . . . . . . . . . . . . . . . . . . . . . . . . . . . Harness Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Snow and Ice Environment Terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Avalance Terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Heavy REDS Kit Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Light REDS Kit Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reintegration Kit (1 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reintegration Kit (2 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Phase 1 Reintegration Team Contacts (1 of 2) . . . . . . . . . . . . . . . . . . . . . . Phase 1 Reintegration Team Contacts (2 of 2) . . . . . . . . . . . . . . . . . . . . . . . Reintegration Team Task Organization and Responsibilities (1 of 2) . . . . Reintegration Team Task Organization and REsponsibilities (2 of 2) . . . . Nondisclosure Agreement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . JPRC/PRCC Reintegration Checklist (1 of 2) . . . . . . . . . . . . . . . . . . . . . . JPRC/PRCC Reintegration Checklist (2 of 2) . . . . . . . . . . . . . . . . . . . . . . Reintegration Team Chief Checklist (1 of 4) . . . . . . . . . . . . . . . . . . . . . . . Reintegration Team Chief Checklist (2 of 4) . . . . . . . . . . . . . . . . . . . . . . . Reintegration Team Chief Checklist (3 of 4) . . . . . . . . . . . . . . . . . . . . . . . Reintegration Team Chief Checklist (4 of 4) . . . . . . . . . . . . . . . . . . . . . . . Debriefing Checklist for Reintegration Team Chiefs (1 of 2) . . . . . . . . . . Debriefing Checklist For Reintegration Team Chiefs (2 of 2) . . . . . . . . . . DD Form 2810—Promise of Confidentiality . . . . . . . . . . . . . . . . . . . . . . . JPRC CRO C2 Checklist (1 of 3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . JPRC CRO C2 Checklist (2 of 3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . JPRC CRO C2 Checklist (3 of 3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9-79 9-79 9-84 9-117 9-117 10-5 10-5 10-10 10-12 10-13 10-14 10-16 10-36 10-37 10-47 10-48 10-51 10-68 10-85 10-92 10-120 10-122 10-130 10-163 10-197 10-198 12-2 12-3 12-4 12-5 12-8 12-9 12-11 A2-1 A2-2 A2-3 A2-4 A2-5 A2-6 A2-7 A2-8 A2-9 A2-10 A2-11 A2-12
AFTTP 3-3.8, 1 July 2006
xxxvi
Table A2.13 Table A2.14 Table A2.15 Table A2.16 Table A2.17 Table A2.18 Table A3.1 Table A3.2 Table A3.3 Table A3.4 Table A3.5 Table A3.6 Table A3.7 Table A3.8 Table A3.9 Table A3.10 Table A3.11 Table A3.12 Table A3.13 Table A3.14 Table A3.15 Table A3.16 Table A3.17 Table A3.18 Table A3.19 Table A3.20 Table A3.21 Table A3.22 Table A3.23 Table A3.24 Table A3.25 Table A3.26 Table A3.27 Table A3.28 Table A3.29 Table A3.30 Table A3.31 Table A3.32 Table A3.33 Table A3.34 Table A3.35 Table A3.36 Table A3.37 Table A3.38 Table A3.39
A2-13 A2-14 A2-15 A2-16 A2-17 A2-18 A3-2 A3-3 A3-4 A3-5 A3-6 A3-7 A3-8 A3-9 A3-10 A3-11 A3-12 A3-13 A3-14 A3-15 A3-16 A3-17 A3-18 A3-19 A3-20 A3-21 A3-22 A3-23 A3-24 A3-25 A3-26 A3-27 A3-28 A3-29 A3-30 A3-31 A3-32 A3-33 A3-34 A3-35 A3-36 A3-37 A3-38 A3-39 A3-40
JPRC INTEL Checklist (1 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . JPRC INTEL Checklist (2 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . JPRC Legal Counsel Checklist (1 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . JPRC Legal Counsel Checklist (2 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . JPRC PAO Checklist (1 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . JPRC PAO Checklist (2 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Outline For Isolated Personnel Interviews/Debrief (1 of 62) . . . . . . . . . . . Outline For Isolated Personnel Interviews/Debrief (2 of 62) . . . . . . . . . . . Outline For Isolated Personnel Interviews/Debrief (3 of 62) . . . . . . . . . . . Outline For Isolated Personnel Interviews/Debrief (4 of 62) . . . . . . . . . . . Outline For Isolated Personnel Interviews/Debrief (5 of 62) . . . . . . . . . . . Outline For Isolated Personnel Interviews/Debrief (6 of 62) . . . . . . . . . . . Outline For Isolated Personnel Interviews/Debrief (7 of 62) . . . . . . . . . . . Outline For Isolated Personnel Interviews/Debrief (8 of 62) . . . . . . . . . . . Outline For Isolated Personnel Interviews/Debrief (9 of 62) . . . . . . . . . . . Outline For Isolated Personnel Interviews/Debrief (10 of 62) . . . . . . . . . . Outline For Isolated Personnel Interviews/Debrief (11 of 62) . . . . . . . . . . Outline For Isolated Personnel Interviews/Debrief (12of 62) . . . . . . . . . . Outline For Isolated Personnel Interviews/Debrief (13 of 62) . . . . . . . . . . Outline For Isolated Personnel Interviews/Debrief (14 of 62) . . . . . . . . . . Outline For Isolated Personnel Interviews/Debrief (15 of 62) . . . . . . . . . . Outline For Isolated Personnel Interviews/Debrief (16 of 62) . . . . . . . . . . Outline For Isolated Personnel Interviews/Debrief (17 of 62) . . . . . . . . . . Outline For Isolated Personnel Interviews/Debrief (18 of 62) . . . . . . . . . . Outline For Isolated Personnel Interviews/Debrief (19 of 62) . . . . . . . . . . Outline For Isolated Personnel Interviews/Debrief (20 of 62) . . . . . . . . . . Outline For Isolated Personnel Interviews/Debrief (21 of 62) . . . . . . . . . . Outline For Isolated Personnel Interviews/Debrief (22 of 62) . . . . . . . . . . Outline For Isolated Personnel Interviews/Debrief (23 of 62) . . . . . . . . . . Outline For Isolated Personnel Interviews/Debrief (24 of 62) . . . . . . . . . . Outline For Isolated Personnel Interviews/Debrief (25 of 62) . . . . . . . . . . Outline For Isolated Personnel Interviews/Debrief (26 of 62) . . . . . . . . . . Outline For Isolated Personnel Interviews/Debrief (27 of 62) . . . . . . . . . . Outline For Isolated Personnel Interviews/Debrief (28 of 62) . . . . . . . . . . Outline For Isolated Personnel Interviews/Debrief (29 of 62) . . . . . . . . . . Outline For Isolated Personnel Interviews/Debrief (30 of 62) . . . . . . . . . . Outline For Isolated Personnel Interviews/Debrief (31 of 62) . . . . . . . . . . Outline For Isolated Personnel Interviews/Debrief (32 of 62) . . . . . . . . . . Outline For Isolated Personnel Interviews/Debrief (33 of 62) . . . . . . . . . . Outline For Isolated Personnel Interviews/Debrief (34 of 62) . . . . . . . . . . Outline For Isolated Personnel Interviews/Debrief (35 of 62) . . . . . . . . . . Outline For Isolated Personnel Interviews/Debrief (36 of 62) . . . . . . . . . . Outline For Isolated Personnel Interviews/Debrief (37 of 62) . . . . . . . . . . Outline For Isolated Personnel Interviews/Debrief (38 of 62) . . . . . . . . . . Outline For Isolated Personnel Interviews/Debrief (39 of 62) . . . . . . . . . .
xxxvii Table A3.40 Table A3.41 Table A3.42 Table A3.43 Table A3.44 Table A3.45 Table A3.46 Table A3.47 Table A3.48 Table A3.49 Table A3.50 Table A3.51 Table A3.52 Table A3.53 Table A3.54 Table A3.55 Table A3.56 Table A3.57 Table A3.58 Table A3.59 Table A3.60 Table A3.61 Table A3.62
AFTTP 3-3.8, 1 July 2006 Outline For Isolated Personnel Interviews/Debrief (40 of 62) Outline For Isolated Personnel Interviews/Debrief (41 of 62) Outline For Isolated Personnel Interviews/Debrief (42 of 62) Outline For Isolated Personnel Interviews/Debrief (43 of 62) Outline For Isolated Personnel Interviews/Debrief (44 of 62) Outline For Isolated Personnel Interviews/Debrief (45 of 62) Outline For Isolated Personnel Interviews/Debrief (46 of 62) Outline For Isolated Personnel Interviews/Debrief (47 of 62) Outline For Isolated Personnel Interviews/Debrief (48 of 62) Outline For Isolated Personnel Interviews/Debrief (49 of 62) Outline For Isolated Personnel Interviews/Debrief (50 of 62) Outline For Isolated Personnel Interviews/Debrief (51 of 62) Outline For Isolated Personnel Interviews/Debrief (52 of 62) Outline For Isolated Personnel Interviews/Debrief (53 of 62) Outline For Isolated Personnel Interviews/Debrief (54 of 62) Outline For Isolated Personnel Interviews/Debrief (55 of 62) Outline For Isolated Personnel Interviews/Debrief (56 of 62) Outline For Isolated Personnel Interviews/Debrief (57 of 62) Outline For Isolated Personnel Interviews/Debrief (58 of 62) Outline For Isolated Personnel Interviews/Debrief (59 of 62) Outline For Isolated Personnel Interviews/Debrief (60 of 62) Outline For Isolated Personnel Interviews/Debrief (61 of 62) Outline For Isolated Personnel Interviews/Debrief (62 of 62)
.......... .......... .......... .......... .......... .......... .......... .......... .......... .......... .......... .......... .......... .......... .......... .......... .......... .......... ......... .......... .......... .......... ..........
A3-41 A3-42 A3-43 A3-44 A3-45 A3-46 A3-47 A3-48 A3-49 A3-50 A3-51 A3-52 A3-53 A3-54 A3-55 A3-56 A3-57 A3-58 A3-59 A3-60 A3-61 A3-62 A3-63
AFTTP 3-3.8, 1 July 2006
1-1 CHAPTER 1 INTRODUCTION
1.1 Overview. The mission of GUARDIAN ANGEL is the recovery of personnel and sensitive material. GUARDIAN ANGEL is a human/equipment weapon system that provides airborne and ground based capability to prosecute each of the five tasks assigned to personnel recovery operations. The Chairman Joint Chiefs of Staff Instruction (CJCSI) 3270.01A, dated July 2004, defines personnel recovery (PR) as “the sum of all military, diplomatic, and civil efforts to effect recovery and return of US military, DoD civilians, and DoD contractor personnel who are isolated or missing while participating a United States government-sanctioned military activity, or missions in an uncertain, or hostile environment. AFDD 2-1.6, Personnel Recovery Operations (PRO), describes the specific tasks performed by Air Force units to recover isolated personnel (IP) throughout the entire spectrum of conflict. Emerging threats in an asymmetrical battlespace have identified the requirement to execute five specific tasks of PR: (1) report, (2) locate, (3) support, (4) recover, and (5) reintegrate. The lead command for USAF PRO, Air Force Special Operations Command (AFSOC), has expanded the PR mission area to include recovery operations (RO) as the return of sensitive material. 1.1.1 General. This document is designed to provide the fundamental tactics, techniques and procedures which form the foundation for combat employment of the GUARDIAN ANGEL weapon system. GUARDIAN ANGEL is composed of personnel from three specific Air Force specialties with the core skills and equipment required to provide the warfighting commander with a full spectrum capability to accomplish PR/RO. The combat rescue officer (CRO), pararescue (PJ) personnel, and survival, evasion, resistance, escape (SERE) specialists represents three distinct elements of a weapon system capability. The TTP addressed in this volume are a baseline for these operators to utilize and improve upon when employed to conduct personnel recovery and recovery operations. 1.1.1.1 Combat Rescue Officer. These officers lead and command GUARDIAN ANGEL as direct combatant ground force commanders during tactical mission scenarios as required during surface operations, high value target recovery, and bilateral operations with other weapon systems and tactical forces. CROs provide subject matter expertise to the command and battle staff; performing duties as mission planners and advocates for pararescue and SERE operations. 1.1.1.2 Pararescue. PJs are the only DoD specialty specifically trained, equipped, organized, and employed to conduct conventional or unconventional PR operations (AFPD 16-12, Pararescue) They are the USAF force of choice for assisted evasion and recovery of isolated personnel. 1.1.1.3 SERE Specialist. SERE Specialists are the only DOD specialty specifically trained, equipped, organized, and employed to conduct SERE operations for the duration of their career (AFPD 16-13, Survival, Evasion, Resistance and Escape). They are the USAF force of choice to train and support isolated personnel. 1.1.2 Specifics. This volume does not address classified tactics, techniques, or procedures. Additionally, there are many specific missions not covered in this volume which
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AFTTP 3-3.8, 1 July 2006 GUARDIAN ANGEL may be tasked to perform. These missions have historically included civil search and rescue (SAR), combat aviation advisors, support to humanitarian relief operations (HUMRO), noncombatant evacuation orders (NEO), National Aeronautical and Space Administration (NASA), and the President of the United States (POTUS). For a thorough discussion of all capabilities, limitations and classified tactics, refer to AFTTP 3-1.8, Tactical Employment—GUARDIAN ANGEL and Special Tactics Forces.
1.2 Purpose. This volume is a primary reference document for GUARDIAN ANGEL assets in the combat air force (CAF) and special operations forces (SOF). It addresses basic flight requirements and ground operation considerations for planning purposes. When used with other directives, publications, and formal/continuation training, it provides a solid foundation upon which effective TTP can be developed to meet the demands of current USAF aerospace roles and missions. This volume is not directive in nature and provides no authority or sanction to depart from established procedure or directives. No manual can substitute for common sense and sound judgement based on actual factors encountered in a given situation. During combat operations, the mission commander/pararescue team leader will decide the specific tactics and modifications to be employed. 1.3 Contents. This volume uses the non-standard format identified in AFTTP 3-1.1, General Planning and Employment Considerations. 1.4 Responsibilities and Discipline. Commanders are responsible for the dissemination of the information in this manual. Weapons and tactics personnel must have a clear understanding of the principles and considerations for combat fundamentals of this weapon system. Operators should be intimately familiar with the tactics, techniques, and procedures addressed in this manual. Rescue and special operations exist in a dynamic environment, it is impossible to dictate specific tactics for each and every scenario. Demonstrated proficiency allows basic TTP to be modified when adjusting for terrain, weather, target, and enemy actions in specific tactical situations. 1.4.1 Commanders. Wing, group, and squadron commanders should continually evaluate unit/training programs to ensure proficiency levels support combat readiness requirements. Tactics deficiencies should be identified and reported through the appropriate chain of command. 1.4.2 Weapons and Tactics Personnel. Unit personnel identified as weapon system experts should actively manage training of this manual to assigned operators. Questions by inexperienced as well as seasoned operators should be answered by the expert, rather than left open to interpretation. Weapons and tactics personnel should be available and fully prepared to explain the specific application of individual TTP applied in any situation. 1.4.3 Operators. Every operator in the GUARDIAN ANGEL weapon system should clearly understand the mission and how roles may change during the execution of PR/RO missions. During combat operations, the mission commander or pararescue team leader decide the specific tactics and modifications that will be employed. 1.5 Security. This manual is sensitive but unclassified with Distribution X restrictions. It is not releasable to foreign nationals (including NATO countries) without written authorization under the provisions of the National Disclosure Policy, DoD Directive 5230.11, Disclosure of Classified
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Military Information to Foreign Governments and International Organizations, and AFI 31-401, Managing the Information Security Program. 1.5.1 Distribution X. Distribution is authorized to DoD and only US DoD contractors to protect technical or operational data or information from automatic dissemination under the international exchange program or by other means. This protection covers publications required solely for official use or strictly for administrative or operational purposes. This statement may be applied to manuals, pamphlets technical orders, technical reports, and other publications containing valuable technical or operational data. Date of determination 05 August 2005. Requests for this document shall be referred to USAFWC/DOTW in coordination with the lead command, AFSOC/DOTW. Distribution restrictions are IAW AFI 61-204, Disseminating Scientific and Technical Information. 1.5.2 Reproduction. Portions of this document may be reproduced to meet command requirements. Agencies not on the distribution list will not reproduce any portion of this document without written permission of the office of origin—USAFWC/DOTW in coordination with the lead command, AFSOC/DOTW. Copies of training materials should be sent to MAJCOM training directorates. 1.6 Change Procedures. Operational experience, training evaluation, and equipment modernization will dictate changes to this text. The previous TTP should not be disregarded simply because these TTP have existed for several years. Safety inputs will be incorporated as soon as possible. Other inputs will be included during the 24-month review cycle. New ideas are encouraged and should be submitted through respective MAJCOM tactics channels for coordination/action by the lead command. Tactics improvement proposal (TIP) submissions should use IMT 4326, IAW AFI 11-260, Tactics Development Program, and AFSOCI 11-207, AFSOC Tactics Program.
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2-1 CHAPTER 2 MISSION PREPARATION
2.1 General. This chapter outlines the operational cycle. It provides GUARDIAN ANGEL unit-level personnel with a step-by-step guide for the mission preparation from predeployment through postdeployment and provides information for component level, Air and Space Operations Center (AOC), or other weapons system planners seeking information regarding planning considerations for GUARDIAN ANGEL. 2.2 Operational Cycle. The operational cycle construct begins with the predeployment period and concludes with postdeployment actions. Each phase of this cycle contains actions that are taken to ensure effective tactical mission planning and employment. These phases are as follows: • Predeployment. • Deployment and stand-up. • Employment. • Stand-down and redeployment. • Postdeployment. 2.2.1 Predeployment. The predeployment phase begins with initial notification and includes a number of predeployment actions by unit sections and individuals. This phase ends when the main body departs for the area of operations (AO). Although units are structured to internally support tactical operations, they do require resources and support for sustained operations. Required support includes intelligence resources, communications infrastructure, and base operating support (BOS) functions. Effective planning in the predeployment phase will set the conditions for the successful tactical employment of forces. 2.2.1.1 Initial Notification. Initial notification is provided through the chain of command in the form of a planning order (PLANORD), operations order (OPORD), other official tasking, or notification through official channels of likely/potential tasking. The tasking may or may not be linked to a theater operations plan (OPLAN) or concept plan (CONPLAN). 2.2.1.1.1 Initial Briefing. A briefing should be conducted as soon as possible after initial notification. Carefully weigh operational security (OPSEC) and communications security (COMSEC) considerations when determining the appropriate unit personnel for the initial briefing. At a minimum the unit commander, director of operations, superintendent of operations, team officer-in-charge (OIC)/noncommissioned officer-in-charge (NCOIC), SERE specialist, intelligence chief, logistics chief, and necessary section chiefs should be included. This forum should act as the vehicle to establish an initial common understanding of the mission task and the projected operating environment. Ultimately, the commander uses the briefing to disseminate preliminary information, receive initial input from key staff members, and establish direction and guidance for subsequent actions in the
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AFTTP 3-3.8, 1 July 2006 predeployment and deployment phases. Following the initial brief, section chiefs begin preliminary planning for deployment. 2.2.1.1.2 Operational Analysis. Unit leadership should analyze the deployment tasking and/or all information pertaining to the tasking or potential tasking. Give special consideration to geographic location, projected duration of the deployment, potential mission sets, and BOS provisions and requirements. Established OPLANs identify the unit type codes (UTC), geographic area, and main operating base (MOB), or forward operating location (FOL) that the unit will initially deploy. Contingency tasking promulgated by OPLANs and/or OPORDs should also specify required UTCs. The type and quantity of required organic logistical support is determined by UTC tasking and proper special operations readiness and training standards (SORTS) reporting. Unit commanders should implement appropriate OPSEC/COMSEC measures and consider requirements for an operational deception (OPDEC) plan and implement as necessary. 2.2.1.2 Predeployment Actions. Following operational analysis, each unit section has a number of responsibilities during the predeployment phase to ensure that the unit arrives in the AO prepared for mission employment. 2.2.1.2.1 Operations. Operations sections along with input from team OIC/NCOIC and section chiefs will determine specific names, numbers, and qualifications of deploying personnel. They will also assign tasks to support the preparation for the deployment. Analyze individual UTCs and tailor appropriately to meet required taskings. NOTE: GUARDIAN ANGEL should consider packing out the full compliment of UTCs across a broad spectrum of PR/RO capability to meet all expected and unexpected theater commander taskings. Plan for sustained operations. Personnel augmentation and equipment backfill are frequently required to support sustained efforts. Identify these shortfalls. Be prepared to tailor UTCs to support multiple operating locations. Additional operations tasks include but are not limited to the following. 2.2.1.2.1.1 Identify Command Relationships. Closely scrutinize the OPLAN or OPORD task organization, chain of command, and operational control (OPCON)/tactical control (TACON) relationships. Determine the specifics of these relationships to include who has responsibilities for command, control, and support requirements. Request clarification as required. 2.2.1.2.1.2 Identify Liaison Requirements. Determine the number and placement of liaison officers. Ensure that liaison officers are placed at the critical supported components, agencies, and their subordinate elements as required to most effectively facilitate mission success. Manning constraints will likely force tough decisions regarding placement of liaison officers. 2.2.1.2.1.3 Identify Support Requirements. Identify all support requirements for deployment and deployed operations then submit a statement of requirements (SOR). Required support functions/facilities include, but are not limited, to security, workspace, storage (e.g., munitions, HAZMAT, and POL), billeting, messing, medical, intelligence, weather, communications (e.g., computer and
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secure comm), supply, vehicles/transportation, contracting, and training areas (e.g., weapons ranges). Include all of the following items in the SOR. (See Table 2.1 through Table 2.4, Deployed Support Requirements Checklist.) Table 2.1 Deployed Support Requirements Checklist (1 of 4). General Instructions. - Base/Post chain of command up to unified/specified command level. - Local mailing address. Vehicle Operations Support. - Vehicle availability. - Driver availability. - Driver requirements for government vehicles. - Shuttle bus service. - Flight line transportation. - On base support. - Commercial car and truck rental. - Commercial truck transport service. Supply. - Supply operations. - Storage facilities. - Material handling equipment (MHE). - Host nation support (HNS). - Limiting factors. - Fuels support. Billeting Facilities. - Tent availability. - Can hangar be converted into billeting area? - Can warehouse be converted into billeting area? - Can gymnasium be converted into billeting area? - Cots availability. - Portable latrines availability. - Laundry facilities. - Showers facilities. - Who provides above services (military/local civilian)?
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AFTTP 3-3.8, 1 July 2006
Table 2.2 Deployed Support Requirements Checklist (2 of 4). General Support Information. - Messing facilities. - Electrical/power sources. - Office space facilities. - Briefing/planning areas. - Is a self-service center availability? How are accounts handled? - What is the location and what are the procedures to draw? - Parachute/airdrop rigger facilities. - Finance. Medical. - Hospital/dispensary. - Inoculations required. - Ambulance. - Air evacuation capability - Isolation ward (or area slotted for creation of isolated). - Medical specialists available in hospital. - What types of medicine are in short supply/not generally available? - Units of blood normally on hand. - Availability and power requirements of mobile drug/blood refrigeration. Storage Units. - Size. - Climate control. Communications. - Description/drawing. - Recommended radio beacon. - Telephone. - Coax. - Additional considerations. - JOC area. - Additional information. - Neat to have items.
AFTTP 3-3.8, 1 July 2006 Table 2.3 Deployed Support Requirements Checklist (3 of 4). Contracting. - US military base information. - Non-US military base information. - Quarters. - Food service. - Transportation. - Water. - Laundry service. - Potential contract services. - Limiting factors. Command Post. - Building availability to support 50- to 60-person CP. - Office space. - Planning/briefing areas. - Communications availability. - Operations center availability. - Audio/visual aids. - Availability of isolated building. - Physical security. - Availability of military guards. - Classified storage capability. - COMSEC material availability (e.g., AKAs). - Secure phones available (number/type). Training. - Ground maneuver areas. - Ground firing/demo ranges. - Zones. - Air-to-ground firing ranges.
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AFTTP 3-3.8, 1 July 2006
Table 2.4 Deployed Support Requirements Checklist (4 of 4). Intelligence/Security. - SSO facilities. - Classified storage capability - Security forces availability. - Base/Post perimeter security. - Local press access/procedures. - Availability of debugging equipment. - Secure working space availability. - GENSER/SSO communications availability. - Secure telephone availability. - Availability of local intel support apparatus - Availability of destruction facilities (how and where)? - Local OPSEC considerations (HUMIT, SIGINT, or PHOTINT). - Type local vehicles used. - Photo labs of photo reproduction capability/availability. - Training aids supply office capability/availability. - Availability of field safes and additional/high security locks. Weather. - Coverage/forecasting available. - Hours of operation/observation. - Pilot to metro radio frequency (if available). - Other communications available. - Weather radar available. - Other equipment available (wing or ceiling). - Computer flight planning availability. 2.2.1.2.1.3.1 En Route Security. Deploying elements may require en route security for weapons, ammunition, classified, and narcotics, if they will be making stops and changing aircraft. 2.2.1.2.1.3.2 Workspace and Staging Areas. Units will require space to set up an operations center, planning area, support area, and team staging area. Buildings and/or hangars are preferred but units should be prepared to use tents.
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2.2.1.2.1.3.3 Storage. If storage areas are available, units will require secure storage for weapons, ammunition, medical supplies, and classified material. They will need parking space for tactical vehicles and boats, as well as storage space for additional equipment. They will also require climate controlled storage space for parachutes and medical supplies. 2.2.1.2.1.3.4 Billeting. If hard billets or tents are not provided, units will require space to set up tents and living areas. 2.2.1.2.1.3.5 Intelligence. Specific intelligence support requirements vary with respective unit capabilities. Individual organizations should refer to unit designed operational capability (DOC) statements, established UTCs, SOPs, and commander’s guidance for unique requirements. At minimum, planning personnel, ADVON, and/or lodgement teams will consider the following: • Adequate space for adequate intelligence personnel, equipment, and informational displays. • Proximity to key operations centers/functions and plans personnel. • Dedicated organic provisional secure and nonsecure communications platforms capable of voice and data transfer such as international maritime satellite (INMARSAT) terminals. • Dedicated organic UNCLASSIFIED and SECRET/COLLATERAL automated information systems (AIS). • Convenient and uninterrupted access to TOP SECRET/SCI, and applicable special category (SPECAT)/special access program (SAP) AIS and information channels. • Ability to monitor applicable radio communications suites and field data transfer mediums such as high performance waveform (HPW) terminals. • Access to near-real-time data (NRTD) feeds/displays and combined operational picture (COP) displays. • Adequate climate controls to operate and maintain automated systems. • Sufficient external/internal power and wiring configuration to maintain uninterrupted operations. • Organic secure telephone unit (STU-III) connectivity. • Ready integration with a multi-discipline analytical capability. • Adequate facilities to implement appropriate security measures required in multi-national operating environments. • Ready access to satellite television for open source media coverage. • Secured internet protocol router network (SIPRNET)/mIRC chat connectivity
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AFTTP 3-3.8, 1 July 2006 2.2.1.2.1.3.6 Weather. Unit planners will need access to weather data and products regarding the AO. Identify specific requirements based on anticipated mission sets. 2.2.1.2.1.3.7 Communications. Identify communications requirements as soon as possible, submit requests through appropriate channels, and track requests. Consider frequencies, call signs, satellite channels, landlines, secure phones, cell phones, computers, software, secure/unsecure internet lines, e-mail/website addresses, chat room addresses, data transmission addresses, HPW addresses, and demand assignment multiple access (DAMA) addresses. Ensure unit placement on appropriate distribution lists (e.g., chat rooms, data nets, or voice nets). Request special instruction (SPINS) if available. Request navaid frequencies/channels. 2.2.1.2.1.3.8 Vehicles/Transportation. Unit personnel will require vehicles for transportation around the operating location. Units will also need vehicles to move operator equipment to and from training areas, and flight-line. Consider four-wheel drive requirements. 2.2.1.2.1.3.9 Training Areas and Weapons Ranges. Unit operators will need a small arms range to zero/test fire weapons as well as training areas to complete proficiency, special, and area familiarization training. 2.2.1.2.1.4 Prepare the Advanced Echelon Party. Form and deploy an advanced echelon (ADVON) team as soon as feasible in the predeployment process. Team composition will vary but a representative from operations, intelligence, logistics, communications, SERE, each operator Air Force Speciality Code (AFSC), and a OIC is recommended. The ADVON team assumes responsibility for initial preparations at forward operating and staging bases and represents the unit commander during interaction with other agencies. ADVON teams will obtain ground truth regarding the command relationships that were establish prior to departure, liaison requirements, support requirements (SOR), and any other applicable issues identified in the predeployment planning process. The ADVON team will also begin preliminary mission planning with supporting/supported force elements in preparation for main body arrival and mission taskings. The ADVON element will establish communications with the main body force immediately following arrival at the forward location and pass an initial situation report (SITREP) relaying ADVON mission status. Both the ADVON element and main body force will implement aggressive, daily cross-communication measures to coordinate subsequent deployment requirements and actions until forces re-consolidate at the forward operating locations. Recommend ADVON carry a SATPHONE for communication in austere locations 2.2.1.2.2 Recovery Team. Team leadership will work closely with operations to determine team composition for deployment. Manning requirements should be weighed against the numbers of available, current and qualified personnel. Consider physical/mental status, training currency, time on station, retainability, and potential for augmentation when determining team composition. Immediately identify
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shortfalls and requirements for waivers and/or augmentation and forward this information to operations for coordination and action. Formulate a packing list of individual and team equipment and distribute to team members. Team members will begin preparation of individual gear and team equipment. Team leaders will coordinate directly with intelligence personnel immediately following initial notification to address estimated battlefield impact on friendly force operations; threat force considerations; and survival, evasion, resistance, and escape (SERE) requirements. 2.2.1.2.3 Support. Unit support sections, particularly logistics, will work closely with operations to prepare necessary equipment for deployment. Operations and team sections will specify the required equipment and support. Support sections identify internal unit shortfalls and forward the information to operations. Consider anticipated deployment location, environmental conditions, and duration of deployment. 2.2.1.2.3.1 Intelligence. Upon notification of potential or impending deployment, unit intelligence operations will begin the intelligence preparation of the battlespace (IPB) process. The IPB process gives consideration to staging bases, insertion and exfiltration routes, and forward operating locations within the targeted area of interest (AI) and area of operations (AO). Intelligence sections will execute the IPB process in close coordination with the unit commander and director of operations (DO) to ensure appropriate focus and scope and to facilitate the timely dissemination of pertinent intelligence information. The IPB process is continuous in nature and spans all phases of operations. Refer to FM 34-130, Intelligence Preparation of the Battlefield, for detailed information on the IPB process. Familiarity with a given area must take all factors into consideration to include aspects in the social, economic, and political fields. (See Table 2.5 through Table 2.7, Area of Operations Essential Elements of Information.) Each must be weighed as military consideration. (For a detailed listing of factors to consider, see AFTTP 3-1.8, Chapter 6, “Intelligence Support to GUARDIAN ANGEL Forces.”) 2.2.1.2.3.2 Admin/Commander’s Support Staff. Unit section chiefs and commander’s support staffs should identify pending or required administrative actions on deploying personnel. Project for suspense for the duration of the deployment.
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Table 2.5 Area of Operations Essential Elements of Information (1 of 3). Cultural Features and Considerations. Population Centers. - Major population centers in the region. - Local population centers within 20 NM of the target. - Individual buildings/dwellings that may influence the mission. Language. - Predominant language. - Other dialects in use. Social Traits and Conditions. - Taboos. - Customs. - Holidays. - Major social divisions (e.g., familial and tribal). - Health and medical standards. -- Common diseases. -- Standards of public health. -- Type of medical facilities. -- Attitude towards western medicine. -- Sewage disposal. -- Ordinary diet (e.g., how prepared and seasonal changes). Ethnic Composition of the Target Region. - Majority groups in the target region. - Minority groups. -- Location or concentration. -- Opposition to majority or political regime. -- Basic for discontent and motivation for change. -- External or foreign ties of significance. - Means of identification of ethnic groups (e.g, clothing, dialect, race, habits, and physical characteristics).
AFTTP 3-3.8, 1 July 2006 Table 2.6 Area of Operations Essential Elements of Information (2 of 3). Religious Information. - Dominant sects in the operating area. - Minority sects in the operating area. - Basic tenets of the dominant group and influence on the population. - Religious taboos. Leadership of Religious Groups. - Type of. - Identify of leaders. - Location of headquarters. - Personal security (e.g., guards). - What religious groups support dissident groups. Type and Stability of the Government. - Type of government. -- Identity of leaders which may reasonably be expected to influence the mission. -- Location of controlling body and individuals. -- Political parties of factions. -- Controls and restrictions imposed by the government (e.g., documentation, travel restrictions, censorships, rationing, and curfew). - Stability of the government. -- Internal dissidence and allegiances. -- Susceptibility to subversion. -- Vulnerable or sympathetic groups. Population Control Measures. - ID cards. - Work papers. - Passports. - Food/fuel ration cards. - Checkpoints/location. - Informant system. - Curfew or martial law restrictions. - Police units.
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Table 2.7 Area of Operations Essential Elements of Information (3 of 3). Economics. - Monetary system (e.g., currency denominations in circulation). - Barter or trade system. -- Primary barter or trade items. -- Mechanism for barter or trade. - Primary means of support for the target area. - Industrial/agricultural emphasis in target area. - Extent and effect of black market operations. -- Materials in demand and available. -- Controlling factions. Local Dissidents and Guerillas. - Dissidents. -- General active or passive potential. -- Nature of the dissident movement. -- Attitudes toward the ruling regime, US, other dissident factions, and political ideologies. -- Level of external support. - Guerillas. -- Disposition, strength, and composition. -- Organization, armament, and equipment. -- Status of training (morale). -- Cooperation and coordination with other groups. -- Attitude towards the enemy, US, and the civilian population. -- Caliber of leadership. -- Reliability of the guerilla force. -- Health of the guerillas. -- Possibility of contacts (e.g., location and method). -- Access to enemy supplies. 2.2.1.2.3.3 Unit Deployment Monitor. Unit deployment monitor (UDM) and designated assistants should plan and organize the systematic pack-out, transportation, and marshaling of personnel and equipment for deployment. Organize a unit mobility line to determine shortfalls. Identify individuals who
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require specific training prior to deployment and schedule accordingly. Provide inputs through appropriate channels for UTC load plans. Ensure completion of declarations for hazardous materials (HAZMAT) and coordinate for joint air inspection (JAI) times and locations. 2.2.2 Deployment and Stand-Up Planning. This phase of the mission planning process begins when the main body departs from homestation and ends when the unit is prepared to receive and execute mission taskings. 2.2.2.1 Main Body Departure. Ensure accurate tracking of deployment line numbers, load plans, and show times. Plan for transportation for personnel and equipment to the departure location. Conduct a final check of required personal deployment items. Main body senior leadership should carry a SATPHONE for connectivity with home station and ADVON party 2.2.2.2 Main Body Arrival and Reception. ADVON representatives should coordinate with the arriving main body to assist in the download and beddown of equipment and personnel. Provide transportation for the download of aircraft and movement of personnel and equipment. The senior ADVON representative will informally brief the senior representative with the main body on special interest or critical information. 2.2.2.3 Security Measures. Physical security of equipment, munitions, classified material, controlled medications, and high-value items must be maintained until they can be secured in the designated facilities. All deployed personnel will be immediately briefed on any threat situations ranging from the pilferage of equipment to anticipated hostile actions, including OPSEC and COMSEC requirements. In situations where a low profile should be maintained, all personnel will be apprised of uniform requirements, the removal of identifying patches or distinctive apparel, and travel restrictions within and around the unit’s operations area. Consider modified grooming standards. 2.2.2.4 Establish Section Facilities. After completion of personnel/equipment movement and initial assessment of the situation, the section facilities will be established and arranged for daily operations. Deployed personnel will be assigned to functional areas. 2.2.2.5 Establish Communications. Establish communications with rear, higher, and lateral organizations as required. Build and/or update lists of critical phone numbers, e-mail addresses, websites, and chat rooms. 2.2.2.6 Receive ADVON Briefing. The ADVON representatives will present an updated brief on all of their coordination. They will include information concerning available base support agencies, applicable base regulations and civil law, currency exchange, base transportation, base facilities, base uniform requirements, air raid warning signals, locations of shelters and bunkers, emergency recall and reporting procedures, off-limits areas, restricted and controlled areas, base command structure and key personnel, the name/rank/phone number of significant points of contact (POC), and phone numbers of base services. 2.2.2.7 Receive Theater Indoctrination Intelligence Briefing. Intelligence operations personnel will conduct a theater indoctrination intelligence briefing within 72 hours of main body arrival at the forward operating location. The brief serves to update main body
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AFTTP 3-3.8, 1 July 2006 personnel on significant activities or events that have occurred in the forward AO/AI since their departure from garrison facilities and associated intelligence support. Although the specific content may vary from theater to theater or unit to unit, the brief will address the minimum requirements of the following: • Local force protection considerations. • Hostile elements to include military, paramilitary, law enforcement, SOF, insurgent activities, terrorist cells, active and passive threat force sympathizers and supporters, and sponsored surrogate entities or enemy in extremist forces. • Foreign intelligence and security services (FISS) threat to include all associated capabilities and host-nation intelligence collection activities. • Criminal activity. • Environmental factors posing a threat to personal health and welfare (e.g., polluted surface waters, poisonous plants/animals, and potential weather phenomenon). • Enemy situation. • Current enemy disposition within the AO and AI. • Recent enemy activity within the AO and AI to include any noted trends or patterns in tactics, techniques, and procedures (TTP). • Projected enemy activity and/or COAs. • Noted battlespace affects. • Observed impact of terrain on enemy and friendly operations. • Observed impact of weather on enemy and friendly operations. • Observed impact of other characteristics (e.g., transportation infrastructure, population density, and regional politics) on enemy and friendly operations. • SERE considerations. • Individual isolated personnel report (ISOPREP) review. • Theater and/or task force directed contact, authentication, and recovery procedures. • Theater and/or task force directed evasion corridors and specified evasion and recovery (E&R) areas. • Theater and/or task force collection, reporting, and debriefing directives. • Initial familiarization with established CCIR. • Reporting criteria such as triggers, formats, and channels. • Debriefing time lines, baseline informational requirements, and established formats. • Theater and/or task force intelligence support capabilities and request procedures. • Available intelligence, surveillance, and reconnaissance (ISR) collection assets and associated basic capabilities of each platform (e.g., night-capable, platform
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communications capabilities, and sample platform products). • Specialized or unique production activities (e.g., ISR downlink stations or geospatial information and services [GI&S] production facilities). • Request for information (RFI) procedures and formats; GI&S production methods; preplanned and ad hoc ISR support request procedures. 2.2.2.8 Establish Contact With Supporting/Supported Forces. Contact the supporting/supported forces and make arrangements for integration of personnel. Ensure support agreements are solidified. 2.2.2.9 Inspect Individual/Team Equipment. Accomplish an individual/team equipment inventory and inspection as soon as possible after arrival. Shortfalls should be noted immediately. 2.2.2.10 Establish Accountability Procedures and Events Logs. Each section should immediately establish procedures for accountability of personnel and equipment. Additionally, sections chiefs should begin maintaining a log of significant events for tracking and historical purposes. 2.2.2.11 Build Schedule and Establish Battle Rhythm. Each section should establish a daily schedule of meetings and events and should begin projecting weekly and monthly schedules. Ensure schedules are synchronized with higher units to support requirements for information, products, and representation at meetings. Determine the requirements for situation report (SITREP) inputs to higher and establish a format, process, and suspense. 2.2.2.12 Conduct Initial Training, Rehearsal, and Test Fire. Operators should conduct immediate action drills, weapons zero/test fire, environmental familiarization, range familiarization, nuclear, biological, and chemical (NBC), special mission rehearsals and any other required training as soon as possible after arrival. Completing this training will allow more time to plan for mission taskings. Operations center personnel and support sections should also conduct rehearsals, NBC training, and begin preparations of any products, processes, or equipment required for deployed operations and tactical employment. 2.2.3 Employment. This phases begins when the unit is prepared to receive and execute mission taskings and ends with notification to stand down and redeploy. 2.2.3.1 Mission Planning Criteria. The following five operational mission criteria provided from Joint Publication 3-05, Doctrine for Joint Special Operations, can assist commanders, planners, and operators when assessing potential PR/RO missions: • Is the mission appropriate for the tasked forces? Does it support the Joint Forces Commander’s campaign plan? • Is it operationally feasible? • Are required resources available to execute? • Does the expected outcome justify the risk? 2.2.3.2 Mission Planning Process.
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AFTTP 3-3.8, 1 July 2006 2.2.3.2.1 The mission planning process (MPP) establishes a standardized, baseline methodology to guide planning for the tactical employment of GUARDIAN ANGEL forces taking into consideration the factors of mission, enemy, terrain, time, troops available, and civilians (METT-TC). Derived from joint and inter-service publications as well as vast operational and tactical experience, the MPP consists of five phases: • Mission analysis and course of action (COA) development. • Concept of operations (CONOPS) development and detailed planning. • Final preparation. • Execution. • Postmission actions. 2.2.3.2.2 The process contains sequential, concurrent, and continuous events, and the sequence will vary from mission to mission. This guidance outlines recommended mission planning steps for planners and team leaders functioning in a mission planning authority (MPA) capacity. GUARDIAN ANGEL forces often serve as attachments to joint and combined forces. Although not primarily responsible for MPP products such as COA, CONOPS, and commander’s briefings in multi-lateral settings, GUARDIAN ANGEL personnel should still actively engage in the mission planning and/or military decision-making processes. Additionally, for alert missions such as CSAR, most of the employment planning process will be accomplished prior to assuming alert status so that teams only require specific information and intelligence updates regarding the objective area prior to execution. Regardless of the mission type adherence to the logical progression of this sequence will assist planners and team leaders in managing and tracking their efforts for any mission. (NOTE: For some missions, the team leader will be the primary planner throughout the planning and execution process. For other missions, a planner (usually senior NCO, flight commander, or operations officer) will accomplish the planning process through COA approval prior to handing off the mission to the tactical team leader for CONOPS development, detailed planning, and mission execution. Mission Planning Criteria. (See Table 2.8, Mission Planning Checklist.) 2.2.3.2.3 Mission Analysis and COA Development. This phase starts with the task unit being alerted by the mission tasking authority (MTA) of a mission or potential mission. It includes recall of the force, receipt and analysis of the mission tasking, warning order briefing, and COA development. The phase concludes with COA selection and approval. 2.2.3.2.3.1 Alert. The first event in the mission planning process is alert/notification that the unit will receive a mission tasking. Upon alert, the mission planner should begin the mental process of assessing and evaluating readiness, as well as identifying available logistical and operational resources (i.e., in-theater insertion/extraction assets). Preliminary review of the teams health, equipment status, and overall capabilities will assist in the decision making process during mission analysis and COA development.
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Table 2.8 Mission Planning Checklist. Alert, recall, initial situation brief. Receive tasking. Conduct mission analysis. Extract: situation; mission; commander’s intent, specified, implied, and mission essential tasks; task organization; force list; ROE; assumption/limitations; EEIs. Submit request for information (RFI). Develop/brief warning order. Assign planning cells (e.g., intelligence, weather route planning/navigation, infil/exfil asset coordination, admin/logistic, command and signal, coordinating instructions, fire support, PR, ISR, E&R, and vehicles/boats). Develop/brief/select course of action (COA). Coordinate with supporting/supported forces (continuous). Establish joint planning time line. Identify admin/logistics support requirements. Submit mission support requests (MSR): fire support, or infil/exfil. Develop/submit concepts of operations (CONOPS). Receive CONOPS approval. Conduct reconnaissance. Conduct detailed planning. Develop/brief briefback. Receive approval by task unit commander. Review/amend warning order/conduct supporting briefs. Develop/brief team leader brief. Conduct rehearsals, equipment prep, inspections. Receive execution order. Execute mission. Debrief/downstage. Prepare/submit lessons learned/after action report. Prepare for follow-on tasking. 2.2.3.2.3.2 Recall. Recall the team and all required unit support sections as soon as possible. Once the recall is complete a situation brief should be given based
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AFTTP 3-3.8, 1 July 2006 upon all available information and intelligence. Mobilize all hands toward mission accomplishment. 2.2.3.2.3.3 Mission Tasking. The MTA generally assigns missions to subordinate tactical elements through the use of a tasking order (TASKORD) or fragmentary order (FRAGORD). The mission tasking is delegated down the chain of command. Many times the mission tasking will only state what the operational commander wants to have done and will leave wide discretion as to how it is to be accomplished. The format for the mission tasking may vary from theater to theater but should address the standard five paragraph order format: • Situation. • Mission. • Execution (to include coordinating Instructions). • Administration and logistics. • Command and signal. 2.2.3.2.3.4 Tasking Analysis. As soon as the unit is tasked, mission planners should analyze the TASKORD to extract “who, what, where, when, why,” and begin development of “how.” 2.2.3.2.3.4.1 Situation. The situation paragraph should be contained in the mission tasking and should be an overview of the general situation, to include enemy forces, friendly forces, attachment, and detachments. Planners and intelligence personnel should develop the situation paragraph to provide more detail as it pertains to the specific mission tasking. 2.2.3.2.3.4.2 Mission. The tasking should provide a clear concise statement of the task and purpose. If the following questions are not answered in the mission statement, the mission planner must request clarification: who is conducting the operation, what is to be accomplished, where is it to be accomplished, when is it to be accomplished, why is it to be accomplished. Restate the mission in a manner that supports the mission statement as well as providing focus for the task element executing the mission. 2.2.3.2.3.4.3 Execution (To Include Coordinating Instructions). Review the mission tasking execution paragraph to determine what the MTA wants the mission to accomplish. It should provide the intent and desired effects. Extract the subordinate tasks, which lists tasks by components, with each component receiving its own paragraph. This section should designate the mission planning authority (MPA) and supporting agencies and establishes suspense for CONOPS submission. Finally, review the mission tasking for the coordinating instructions. This section lists tasks common to two or more components. It m a y e s t a b l i s h t h e e a r l i e s t a n t i c ip a t e d l a u n c h t i m e o f t h e t e a m (insertion/infiltration) and states any other instructions for joint or conventional coordination, including commander’s critical information requirements
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(CCIR), rules of engagement (ROE), and other planning limitations when applicable. Points of contact may be provided. 2.2.3.2.3.4.4 Administration and Logistics. Review the mission tasking administration/logistics paragraph. The tasking will likely refer to specific annexes of the operational order (OPORD). This section should state the applicable administrative and logistics support arrangements. Identify any additional admin/logistics requirements and begin to formulate support requests as necessary. 2.2.3.2.3.4.5 Command and Signal. Review the tasking command and signal paragraph to extract any changes to the OPORD annexes, headquarters locations, code words, code names, and liaison. If there is no change, “no change” should be indicated. Review the current air tasking order (ATO), airspace control order (ACO), and special instructions (SPINS) for mission specific information. 2.2.3.2.3.4.6 Commander’s Intent. Extract the commander’s intent from the mission tasking. The commander’s intent is a short, clear, and concise statement of the purpose of the mission—a statement of what the commander wants to accomplish during the operation. It should focus subordinate commanders on the purpose of the operation and the desired endstate, and describe how that endstate relates to future operations. The commander’s intent helps decision makers when they are unable to communicate directly with the commander. The commander’s intent should include a purpose, method, and endstate. It may also include a risk and success statement, depending on the commander. 2.2.3.2.3.4.7 Specified, Implied, and Mission Essential Tasks. Extract specified, implied, and mission essential tasks from the mission tasking. Specified tasks are stated in the mission tasking and outline mission objectives and other supporting tasks. Implied tasks are executed by the operational elements to accomplish specified tasks. (Implied tasks are nonexistent until developed by the mission planners.) Mission essential tasks are specified or implied tasks that are essential to mission success. 2.2.3.2.3.4.8 Task Organization. The mission analysis continues by determining command and control relationships. Determine what units are exercising operational control (OPCON) and tactical control (TACON) of the team. Also, identify supported/supporting force roles. 2.2.3.2.3.4.9 Force List. The tasking should also be accompanied by a force list of assets/units available to support the mission (do not let the force list limit initial planning during mission analysis and courses of action development). Initiate contact with appropriate units and begin preliminary coordination. 2.2.3.2.3.4.10 Rules of Engagement. Extract the ROE from the tasking. ROE should be requested if not specified. Coordinate to have the ROE briefed to the team by a judge advocate general (JAG) representative if possible. This
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AFTTP 3-3.8, 1 July 2006 will eliminate any misinterpretations and allow individuals to ask specific questions. 2.2.3.2.3.4.11 Assumptions and Limitations. The mission tasking will likely lack much of the specific information necessary for mission planning purposes. Planners/team leaders are therefore required to make educated assumptions about specific details in order to plan effectively. As the planning process progresses, these assumptions will either be validated, determined to be incorrect, or left unknown, but all assumptions will be briefed to higher to ensure that there are no misunderstandings about the basis for decision making. Similarly planners/team leaders will identify potential limitations to successful mission execution. As the planning process progresses, these limitations will either be resolved, considered within acceptable risk limits, or will become no-go criteria. 2.2.3.2.3.4.12 Essential Elements of Information. All mission planning and prosecuting team members should conduct a full review of available intelligence regarding the objective area/target to determine impact on friendly operations and formulate initial informational requirements. Intelligence information may include but is not limited to target intelligence packages (TIP), traditional and nontraditional geospatial information and services (GI&S) products, threat force order of battle studies, and IPB analytical products. Mission planners should extract all EEIs from the TASKORD and develop additional EEIs as required. (For a detailed listing of EEIs, see AFTTP 3-1.8, Chapter 6, “Intelligence Support to GUARDIAN ANGEL.” From the list of EEIs, planners should identify commander’s critical information requirements (CCIR). CCIRs are defined as information required by the commander that directly affects decisions and dictates the successful execution of operational or tactical operations. CCIR normally result in the generation of three informational subsets: • Priority intelligence requirements (PIR), those informational requirements regarding the enemy and the environment designated by the commander as the priority in MPP and MDMP efforts. • Friendly force information requirements (FFIR), information the commander and staff need about the forces available for the operation. • Essential elements of friendly information (EEFI), the critical aspects of a friendly operation that, if known by the enemy, would subsequently compromise, lead to failure, or limit success of the operation, and therefore must be protected from enemy detection. 2.2.3.2.3.4.13 Initial Information Gaps. Following the review of available intelligence and operations data, mission planning personnel should establish EEFIs and identify initial information gaps. Once identified, planners must categorize informational requirements as either FFIRs (operations) or PIRs (intelligence) and prioritize each category based on established mission time lines and operational impact. Once accomplished, planners should submit
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each informational requirement as a request for information (RFI) through appropriate intelligence and operations channels. The timely identification, prioritization, and submission of information requirements are key to a successful RFI process and the greater MPP/MDMP effort. RFIs are not unique to the mission analysis and COA development phase, rather planners must continue to develop the informational construct through judicious use of the RFI process throughout subsequent phases of the MPP/MDMP. (See Table 2.9, Request for Information Request Worksheet.) Table 2.9 Request for Information Request Worksheet. The following is a basic RFI worksheet. The operator should strive to fill in as much possible, as this will help the intel analyst and collection management team better understand the needs. 1. Request Date:______________________________________________________________ 2. Desired Date:______________________________________________________________ 3. Last Time Intelligence is of Value:______________________________________________ 4. Message Reference DTG:_____________________________________________________ 5. FRAGORD Number:_________________________________________________________ 6. Target Name:_______________________________________________________________ 7. Information Requested: ____________________________________________________________________________ ____________________________________________________________________________ 8. Imagery Request—Oldest Acceptable Date of Imagery (DOI):________________________ Target Center Point:____________________________________________________________ Radius of Coverage:____________________________________________________________ Upper Left Coords:_____________________________________________________________ Upper Right Coords:____________________________________________________________ Lower Left Coords:_____________________________________________________________ Lower Right Coords:____________________________________________________________ Map, Sheet Name:______________________________________________________________ Series:_______________________________________________________________________ Edition: ______________________________________________________________________ Products Requested (type and number):_____________________________________________ Required Annotation:___________________________________________________________ _____________________________________________________________________________ Requestor and contact information for follow-up questions:_____________________________
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AFTTP 3-3.8, 1 July 2006 2.2.3.2.3.5 Planning Foundation. At the conclusion of mission, analysis planners should have extracted and developed the following information, which will serve as the basis for the remainder of the mission planning process and will remain consistent throughout associated briefings. The development of these items allows planners to focus on building the concept of operations and detailed execution plan for the mission. • Situation (i.e., environmental data, enemy situation, and friendly situation). • Mission statement. • Commander’s intent. • Specified/implied/mission essential tasks. • Task organization. • Force list. • ROE. • Assumptions/limitations. • Essential elements of information. 2.2.3.2.3.6 Warning Order. The warning order is a mandatory event but its position in the planning sequence may vary. The warning order should be issued as soon as adequate details exist or as soon as possible upon completion of mission analysis. The warning order is a brief given by the team leader to inform team members of an impending mission. It is often the first time that team members are exposed to the full mission scenario. Its purpose is to direct the team toward gear preparation, rehearsals, and planning, by issuing specific direction on what is expected of them. The team leader assigns team members to planning cells to facilitate the mission planning process. Gear preparation assignments should be completed before planning cells are activated. The warning order will be continuously amended/updated throughout the mission planning process. (See Table 2.10, Warning Order, and Table 2.11 and Table 2.12, Warning Order Briefing Format.)
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Table 2.10 Warning Order. A. Situation: 1. Enemy: _________________________________________________________________________________________ 2. Friendly:_________________________________________________________________________________________ B. Mission: (fill in as required)__________________________________________________________________________ _____________________________________________________________________________________________________
C. General Instructions: 1. Name
2. Chain 3. General 4. Spec Org 5. of Command Organization (teams) Duties
6. Arms, Ammo, And Equipment
7. Gear Common To All
8. Time Schedule
A. B. C. When What Where
D. Who
D. Specific Instructions and Risk Assessment: (fill in as required) ______________________________________________________________________________________________________ ______________________________________________________________________________________________________ ______________________________________________________________________________________________________ ______________________________________________________________________________________________________ ______________________________________________________________________________________________________ ______________________________________________________________________________________________________ ______________________________________________________________________________________________________ ______________________________________________________________________________________________________ ______________________________________________________________________________________________________ ______________________________________________________________________________________________________ ______________________________________________________________________________________________________ ______________________________________________________________________________________________________
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Table 2.11 Warning Order Briefing Format (1 of 2). Security: Ensure security is set Time Hack Conduct Muster Give Classification/Code Name of Operation Introduction: Introduce briefers and briefing tools Overview: Provide an overview of briefing topics Situation: Environmental data, enemy forces, and friendly Mission Statement Commander’s Intent Specified/Implied/Mission Essential Tasks Task Organization Force List Rule of Engagement Assumptions/Limitations Essential Elements of Information General Instructions: - Position in team - Name and task organization - Chain of command - Primary/secondary weapon and munitions - Uniform/equipment common to all -- First line of equipment (on the body) -- Second line of equipment (web gear) -- Third line of equipment (day or ruck sack) - Special weapons, ammunition, and equipment (thermal imager, crypto, signaling devices, medical equipment) Special Instructions: Special instructions state specific assignments for mission preparation. - Planning cell assignments as applicable -- Intelligence -- Weather -- Route planning/navigation -- Insert/extract asset coordination
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Table 2.12 Warning Order Briefing Format (2 of 2). -- Admin/logistics -- Command and signal -- Coordinating instructions -- Fire support -- ISR -- E&R -- Vehicles/boats Planning Time Line/Schedule of Events Status of Support Requests Shortfall: Operations, intelligence, equipment, and logistics Required Rehearsals/Special Training Address OPSEC/OPDEC Plans (if required) Team Leader Comments Next Muster/Brief will at________ 2.2.3.2.3.7 Planning Cells. Planning cells provide team leaders with a method of distributing the planning workload while maximizing use of the operational experience within the team. Delegating planning assignments to operators tasked to execute the mission achieves three objectives. First, the total time of planning a mission is significantly reduced when all team members assist in the planning cycle. Second, each member of the team can focus on tasks critical to mission success providing a tactical evaluation and developing that portion of the plan responsible for executing. Third, each member involved in the mission planning process gain valuable experience. Personnel are assigned responsibility along functional departmental lines and are responsible for preparing certain details of the plan, or conducting liaison with supporting units (i.e., insert/extract assets; supporting arms; contingency assets). Individuals consistently assigned the same responsibilities become very proficient at producing tactically sound plans in a timely manner. These areas of responsibility include but are not limited to intelligence; weather; route planning/navigation; insert/extract asset coordination; admin/logistics; command and signal; coordinating instructions; fire support; intelligence, surveillance, and reconnaissance (ISR); evasion and recovery (ER); and vehicles/boats. 2.2.3.2.4 Course of Action Development. Conduct wargaming sessions with key leadership and planning personnel. Study all available information using the acronym METT-TC for guidance: mission, enemy, terrain, time, troops available, and civilians on the battlefield. Use the mnemonic obstacles to movement, cover and concealment, observation and fields of fire, key terrain, and avenues of approach (OCOKA) to evaluate terrain factors. Review the area of operations (AO) and potential routes. Start
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AFTTP 3-3.8, 1 July 2006 at the objective and work back through the insertion. Return to the objective and work through the extraction. A rule of thumb is to develop three viable options for each of the five phases (insertion through extraction). Consider the following items when developing COA: suitability, feasibility, acceptability, completeness, assumptions, limitations, and survivability. 2.2.3.2.4.1 COA Comparison and Selection. Once COA are identified, they should be compared against one another. Remember that a comparison should be broken down with each phase of a mission from insertion to extraction. Weigh the advantages and disadvantages of each to arrive at one recommended or preferred course of action. The COA is prioritized (1 through 3) based on the comparative analysis and, then briefed to the task unit commander for approval or disapproval. Consider the following factors when comparing and selecting COA: • Number of isolated personnel or type of equipment to be recovered. • Number and experience of operators required. • Number/type of insertion/extraction assets and limitations of each. • Mission simplicity. • Access to supporting/supported forces. • Availability of bump plan. • Effects of weather and terrain. • Enemy capabilities. • Potential for enemy/civilian contact. • Enemy/civilian reaction time. • Probably enemy COA. • Availability of fire support. • Availability of command, control, communications, computers, intelligence, surveillance, and reconnaissance (C4ISR). • Time required. • Operational risk management. 2.2.3.2.4.2 COA Brief. There are times when commanders request a briefing on the COA so they can be involved in the mission planning process. (See Table 2.13, Course of Action Briefing Format.)
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Table 2.13 Course of Action Briefing Format. Pre-Brief Checklist: Ensure that the briefing location is prepared. Ensure maps/charts/imagery is available. Provide a printout of the brief and any other associated products to the senior leaders present. Security: Ensure security is set. - Time hack. - Conduct muster. - Give classification/code name of operation. Introduction: Introduce briefers and briefing tools. Overview: Provide an overview of briefing topics. Situation: Environmental data, enemy forces, and friendly forces. - Mission statement. - Commander’s intent. - Specified/implied/mission essential tasks. - Task organization. - Force list. - Rule of engagement. - Assumption/limitations. - Essential elements of information. Brief the Courses of Action: Use the situation map to show the relationship of the COA to the enemy threats. Analyze each COA by phase. Present the Preferred Course of Action Based on: - Simplicity—positive command and control of elements. - Ease of execution: reliability of assets, minimal external support required. - Probability of success: High/medium/low: Based on what? Is there anything that specifically increasing the success factor? - Minimum forces required: assets, team personnel, and support. Shortfalls: Discuss any support requests, equipment requirements, and intelligence shortfalls. Identify intelligence EEIs and operations EEIs that have not been answered. Address OPSEC/OPDEC Plans (if required). Team Leader’s Comments. 2.2.3.2.5 Concept of Operation Development and Detailed Planning. Once a COA is selected/approved, the concept of operations (CONOPS) development and detailed planning process begins. Tasking authorities will sometimes require a general CONOPS briefing for approval early in the planning process, and then a detailed briefback prior to mission execution. In this case, the CONOPS is stated in broad terms and provided to the operational commander via the chain of command to
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AFTTP 3-3.8, 1 July 2006 evaluate the approach and approve the concept. This format should answer the who, what, when, where, why, and how of each phase. Other tasking authorities will require a single detailed CONOPS briefing for approval prior to execution, and other tasking authorities might insist on reviewing the entire team leader briefing. Determine these requirements upon initial tasking and plan accordingly. Tailor this briefing as required to meet tasking authority guidance for CONOPS and/or briefback briefings. In any case, the detailed planning process is the most time consuming and thorough portion of employment planning. It results in the necessary information required for the briefback and team leader brief and ultimately ensures mission success. Accomplish the following actions during detailed planning. 2.2.3.2.5.1 Coordinate with Supporting/Supported Forces. Initiate contact and begin coordination with supporting/supported force assets as soon as possible in the mission planning process. Identify their capabilities/limitations and determine what steps to take to ensure that mission support requests (MSR) contain all necessary information to expedite the approval process. 2.2.3.2.5.2 Mission Support Requests. Identify mission support requirements and submit the appropriate requests. Ensure the process is understood and have the correct formats. Track electronic and/or paper MSRs and follow-up with phone calls or face-to-face coordination. Provide as much information as soon as possible and notify supporting forces of changes as soon as they are identified. 2.2.3.2.5.3 Establish Joint Planning Time Lines and Location. Develop a time line for coordination meetings that require representatives from some or all participating units. Prepare a location for these meetings ensuring that chairs, tables, computers, and maps are available. Post the time line electronically and identify where the master hard copy time line will be posted. When the time line changes, post the change immediately and identify all players. 2.2.3.2.5.4 Identify Admin/Logistics Support Requirements. Identify requirements and submit requests for admin/logistics support as soon as possible. Track these requests and determine shortfalls. Some common requirements are: • Special equipment. • Weapons and ordnance. • Briefing equipment and materials. • Computer access. • Vehicle transportation. • Food/water and resupply items. • Hazardous materials declarations. • Joint air inspections. • Parachutes. • Tactical vehicle requirements/rigging.
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2.2.3.2.5.5 Conduct Reconnaissance. A reconnaissance can be conducted in a number of ways. Something as simple as a map reconnaissance may be appropriate. Unmanned aerial vehicles (UAV) may also be available and are able to pass back real-time imagery of enemy lines of communication (LOC) or enemy positions. The traditional method of reconnaissance is to insert a small team to monitor and report on the objective. The amount of time available to plan will sometimes dictate whether to conduct a reconnaissance and which method would be most appropriate. 2.2.3.2.5.6 Plan the Execution Phase. A preferred method of detailed mission planning is phase diagramming; a process that chronologically breaks the mission down into phases and further analyzes specific events and considerations within each phase. This process assists in developing a tactical plan focused on mission accomplishment. It also provides an inherent modularity that allows the planner to discard and replace segments of the mission without completely replanning the operation. This phase diagram can serve as the basis for briefing the execution portions of the briefback and team leader brief. (See Table 2.14 and Table 2.15, Phase Diagram.) To apply the phase diagram analyze each phase of the mission considering the following items: 2.2.3.2.5.6.1 Command and Control. Identify the location of leaders exercising command and control during every phase or event of the operation. As the mission progresses, the command and control may shift. 2.2.3.2.5.6.2 Method of Insertion. Analyze the methods of insertion, infiltration, exfiltration, and extraction and identify any required coordination, training, and special equipment. 2.2.3.2.5.6.3 Primary and Secondary Routes. Determine primary and secondary routes for insertion, infiltration, exfiltration, and extraction. Analyze using METT-TC. Analyze the effects of the terrain, vegetation, weather, and sea conditions on the team during each phase and event (i.e., exposure limits of personnel on boats and in water). • Table 2.16 through Table 2.19, Terrain Essential Elements of Information. • Table 2.20 and Table 2.21, Weather Essential Elements of Information. • Table 2.22, Solar/Lunar Events. • Table 2.23, Space Environmental Situation One. • Table 2.24, Space Environmental Situation Two. • Figure 2.1, Space Environmental Global Situational Awareness. • Figure 2.2, Ionosperic Impacts UHF SATCOM. • Figure 2.3, Ionospheric Impacts HF. • Figure 2.4, Global Positioning System Error.
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Table 2.14 Phase Diagram (1 of 2). Phase
Steps Command/control Method of insertion Primary/secondary routes Threats and actions in response to threats
Insertion
Mission essential tasks Time line: begin time, end time, and drop-dead time Supporting forces Communications Go/no-go criteria Contingencies (What ifs) Command/control Method of infiltration Primary/secondary routes Threats and actions in response to threats
Infiltration
Mission essential tasks Time line: begin time, end time, and drop-dead time Supporting forces Communications Go/no-go criteria Contingencies Command/control Identify type of mission and define tasks required to accomplish the mission statement
Actions at the OBJ
Brief team tasks in chronological sequence Identify critical tasks and assigned personnel Threats and actions in response to threats Mission essential tasks Time line: begin time, end time, and drop-dead time
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Table 2.15 Phase Diagram (2 of 2). Phase
Steps Supporting forces
Actions at the OBJ
Communications Go/no-go criteria Contingencies Command/control Method of exfiltration Primary/secondary routes Threats and actions in response to threats
Exfiltration
Mission essential tasks Time line: begin time, end time, and drop-dead time Supporting forces Communications Go/no-go criteria Contingencies Command/control Method of extraction Primary/secondary routes Threats and actions in response to threats
Extraction
Mission essential tasks Time line: begin time, end time, and drop-dead time Supporting forces Communications Go/no-go criteria Contingencies
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Table 2.16 Terrain Essential Elements of Information (1 of 4). Type of Terrain. - Type of feature (i.e., cliff, mountain, and river). -- Location from the target. -- Direction and distance. -- Magnetic anomalies. - Relief. - Vegetation. -- Type. -- Average density. - Cover and concealment capability (seasonal variations). - Cover in AO (i.e., brush and type density). - Concealment in AO (i.e., brush and type density). - Beach/bay/harbor information. -- Man-made obstacles. -- Natural obstacles (sand bars/coral/rocks). --- Location. --- Type. -- Hazards to navigation. -- Dangerous marine life. -- Type of injury possible. -- Bottom gradient. -- Beach current (knots). -- Direction of current flow: bearing (mag). -- Kelp. -- Salinity. -- Bottom composition (e.g., sand/rock). -- Beach traffic ability.
AFTTP 3-3.8, 1 July 2006 Table 2.17 Terrain Essential Elements of Information (2 of 4). Riverine. - Man-made obstacles. - Natural obstacles (e.g., sand bars/rocks). -- Location. -- Type. - Hazards to navigation. - Dangerous marine life. - Type of injury possible/first aid. - Bottom gradient - Depth. - Width. - Water visibility (feet). - Currents speed (knots). - River bank height. - Shore vegetation. -- Type. -- Density. -- Height. - Bottom composition (e.g., mud/rock). - Water temperature (degrees Fahrenheit). - Width. - Water visibility (feet). - Currents speed (knots). - River bank height. - Shore vegetation. -- Type. -- Density. -- Height. -- Bottom composition (e.g., mud/rock). -- Water temperature (degrees Fahrenheit).
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Table 2.18 Terrain Essential Elements of Information (3 of 4). Natural and man-made data/identify danger areas on patrol routes. - Natural. -- Animal traits. -- Rivers. -- Streams. -- Drinking water availability in AO. -- Details. -- Mangroves. -- Savannas. -- Mud. -- Swamps. - Man-made. -- Population centers. -- Roads. -- Canals. -- Man-made trails. - Wildlife indigenous to the area. -- Type. -- Habitat. -- Quantity. -- Possible impact on the mission. Lines of communication (LOC). - Type—railway, canal, sea lane, and road. - Location with respect to the operating area. - Access from the major LOC to the operating area. - LOC construction material—asphalt, crushed rock, and dirt. - Trafficability. - Capacity (especially military equipment). - Obstacles or hazardous area—streams, choke points, fjords, and landslide areas. - Road sections suitable for aircraft landings.
AFTTP 3-3.8, 1 July 2006 Table 2.19 Terrain Essential Elements of Information (4 of 4). - Communications. -- Radio. -- Television. -- Newspaper. -- Messenger. Recommended landing zone, drop zone, beach landing site, and river crossing point. - Type. -- Location. -- Dimensions. -- Conditions. -- Vegetation—density and height. -- Soil and surface composition. -- Vertical obstructions—height and location. - Fixed defenses along route to target. -- Type of installation. -- Location. -- Operational characteristics. - Indigenous support available for ingress/egress. - Other facilities which have an effect on ingress/egress.
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Table 2.20 Weather Essential Elements of Information (1 of 2). Weather data. - Visibility in miles. - Wind direction and speed (knots). -- Nature (i.e., steady or gusting). -- Wind chill factor (degrees Fahrenheit). - Air temperature. -- Daily high (degrees Fahrenheit). -- Daily low (degrees Fahrenheit). - Precipitation type. -- Relative humidity (percent). - Cloud cover. -- Ceiling height. -- Cloud layers and type. - Altimeter. - Extended forecast (i.e., 24, 28, and 72 hours). Light and illumination data. - Sun light and illumination data. -- Date. -- BMNT (hours). -- Sunrise (hours). -- Sunset (hours). -- EENT (hours). - Moon light and illumination data. -- Date. -- Moon rise (hours). -- Moon set (hours). -- Phase. -- Percent illumination. - Visibility. -- Day (miles). -- Night (miles).
AFTTP 3-3.8, 1 July 2006 Table 2.21 Weather Essential Elements of Information (2 of 2). - Celestial data. -- Times of optimum use (hours). -- Direction: Venus/Polaris. Space weather information. - HF communications impact forecast. - UHF communications impact forecast. - GPS error forecast. Hydrographic data. - Tides. -- Date/time. -- Low. -- High. - Sea state. -- Date/time. - Sea temperature (degrees fahrenheit). -- Date/time. - Exposure limits (hours/minutes). - Bioluminescence data. - Current at sea. -- Direction of flow: bearing (maps). -- Speed (knots). - Surf. -- Date. -- Height. -- Period. - Ice flows. -- Coordinates.
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AFTTP 3-3.8, 1 July 2006
Table 2.22 Solar/Lunar Events. Station Location: Fort Bragg Location: 35 degrees 08' 00''N 078 degrees 56' 00''W Lunar Percent Illumination 0000 2359
Date
BMNT (LOC)
SR (LOC)
SS (LOC)
EENT (LOC)
MR (LOC)
MS (LOC)
1 June 2003
0458
0603
2025
2130
0656
2207
1
4
2 June 2003
0457
0602
2025
2131
0745
2300
4
8
3 June 2003
0457
0602
2026
2131
0840
2348
8
15
4 June 2003
0456
0602
2026
2132
0940
**
15
23
5 June 2003
0456
0602
2027
2133
1044
0030
23
32
6 June 2003
0456
0601
2027
2133
1149
0107
32
43
7 June 2003
0455
0601
2028
2134
1255
0140
43
54
8 June 2003
0455
0601
2029
2135
1401
0211
54
65
9 June 2003
0455
0601
2029
2135
1509
0240
65
75
10 June 2003
0455
0601
2029
2136
1619
0310
75
85
11 June 2003
0455
0601
2030
2136
1731
0343
85
92
12 June 2003
0454
0601
2030
2137
1846
0419
92
98
13 June 2003
0454
0601
2031
2137
2002
0502
98
100
14 June 2003
0454
0601
2031
2138
2113
0553
100
99
15 June 2003
0454
0601
2032
2138
2217
0653
99
96
16 June 2003
0454
0601
2032
2139
2310
0759
96
90
17 June 2003
0454
0601
2032
2139
2354
0907
90
83
18 June 2003
0455
0601
2032
2139
**
1014
83
74
19 June 2003
0455
0601
2033
2139
0030
1119
74
64
20 June 2003
0455
0601
2033
2140
0100
1220
64
55
21 June 2003
0455
0602
2033
2140
0127
1318
55
45
22 June 2003
0455
0602
2033
2140
0152
1415
45
35
23 June 2003
0455
0602
2034
2140
0217
1511
35
27
24 June 2003
0456
0602
2034
2140
0242
1607
27
19
25 June 2003
0456
0603
2034
2141
0309
1704
19
12
26 June 2003
0456
0603
2034
2141
0338
1803
12
6
27 June 2003
0457
0603
2034
2141
0413
1902
6
3
28 June 2003
0457
0604
2034
2141
0453
2000
3
0
29 June 2003
0458
0604
2034
2141
0540
2055
0
0
30 June 2003
0458
0605
2034
2140
0634
2145
0
2
AFTTP 3-3.8, 1 July 2006
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Table 2.23 Space Environmental Situation One. Space Weather Events
Observed Summary
Forecast Summary
Solar Activity
Observed GREEN.
Forecast GREEN 23 through 26 June Flare Probabilities: M:25 percent X: 05 percent.
Charged Particle Environment
Observed GREEN.
Forecast GREEN 23 through 26 June.
Geomagnetic
Observed YELLOW 23 June for minor geomagnetic storming.
Forecast GREEN 23 through 26 June.
HF Comm
Observed YELLOW 23 June for minor geomagnetic storming.
Forecast GREEN 23 through 26 June.
UHF SATCOM
Observed YELLOW 23 Forecast YELLOW June for localized moderate 23 through 26 June for scintillation. localized moderate scintillation.
Satellite Operations/Health
Observed YELLOW 23 June for minor geomagnetic storming.
Forecast GREEN 23 through 26 June.
Space Object Tracking/Satellite Observed GREEN. Drag
Forecast GREEN 23 through 26 June.
Altitude Flight
Observed GREEN.
Forecast GREEN 23 through 26 June.
Radar Interference/False Returns
Observed GREEN.
Forecast GREEN 23 through 26 June.
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Table 2.24 Space Environmental Situation Two. Potential Environmental Impact
Results to DoD Operations
HF Comm (when YELLOW or RED)
Temporary degraded or total loss of HF radio communications.
UHF SATCOM (when YELLOW or RED)
Temporary degraded or total loss of UHF radio communications.
Satellite Operations/Health (when YELLOW Increased likelihood of spacecraft anomalies; or RED) degradation of spacecraft components due to radiation interference to communications satellite circuits. Space Object Tracking/Satellite Drag (when Increased likelihood for space object tracking YELLOW or RED) loss, increased drag on low-Earth orbiting spacecraft. High Altitude Flight (when YELLOW or RED)
Increase in harmful radiation dosage to personnel in high-altitude operations.
Radar Interference/False Returns (when YELLOW or RED)
Increased interference or false returns to sunward and/or poleward looking radars.
OVERALL NOTE: * This table provides a generalized situation awareness of past and future space environment impacts to warfighters and weapon systems. The severity of the impacts due to the space environment may be more or less than indicated by the color-coded assessment in a particular area. The impact variability is dependent on a variety of factors including but not limited to system location, geometry, and operating frequency. Contact the AFWA Space Weather Forecaster at DSN 272-8087 or 272-4317 (commercial 402-323-8087 or 402-232-4317) to arrange mission-specific support or to report conditions experienced by your system that may be related to space weather disturbances. 2.2.3.2.5.6.4 Actions at the Objective. Analyze actions at the objective in chronological sequence identifying critical tasks and the personnel responsible for accomplishing these tasks. 2.2.3.2.5.6.5 Threats and Actions in Response to Threats (Actions Upon Enemy Contact). Review the insert through extract phases to include E&R and compare the team’s routes to the enemy disposition reflected within order of battle displays. Coordinate with intelligence operations to receive all pertinent information regarding recent, current, and projected enemy activity surrounding infiltration/exfiltration routes, insertion/extraction points, objective areas, and E&R areas. (See Table 2.25 through Table 2.28, Enemy Force Essential Elements of Information, for enemy considerations.) Determine vulnerable periods and potential enemy assets that could contact the team; modify the routes as necessary. Determine the team’s actions on enemy and civilian contact for the areas with the highest potential of compromise.
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Figure 2.1 Space Environmental Global Situational Awareness.
Space Environment Situation Valid: 23/1800Z Jun 03 09
10
17Observed Space Environment EVENTS 11 12 13 14 15 16 17 18 19
20
21
22
Today O F
3-Day Forecast 24 25 26
Solar
See Discussion and Events Slide for Details
Charged Particle Geomagnetic Quiet
Active
Very Active
Probable Space Environment IMPACTS 09
10
11
12
13
14
15
16
17
18
19
3-Day Forecast
Today 20
21
22
O
F
24
25
26
HF Comm
See Discussion and Impacts Slide for Details Check regional products for specific details in your AOR
UHF SATCOM Satellite Ops Space Obj Track High Alt Flight Radar Interference Low
09
10
Moderate
11
Image Valid: 23/1648Z
Severe
Reported Space Environment IMPACTS 12 13 14 15 16 17 18 19
20
21
22
Today O
HF Comm
See Impacts Slide for Details
UHF SATCOM Satellite Ops Space Obj Track High Alt Flight Radar Interference None
Moderate
Severe
No Report
Prepared by AFWA/XOGX DSN 272-8087 COMM (402) 232-8087
UNCLASSIFIED
Tarras/Davis Issued 23/1800Z
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Figure 2.2 Ionospheric Impacts UHF SATCOM.
Ionoshperic Impact UHF SATCOM Forecast Valid: 23/1800Z - 24/0000Z June 03
Additional Comments:
Marginal UHF operations Severely degraded UHF operations AFWA/XOGX DSN 272-8087 COM (402) 232-8087
UNCLASSIFIED
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Figure 2.3 Ionospheric Impacts High Frequency.
Forecast Valid: 23/1800Z - 24/0000Z June 03
Additional Comments:
Ionoshperic Impact HF
Marginal UHF operations Severely degraded UHF operations AFWA/XOGX DSN 272-8087 COM (402) 232-8087
UNCLASSIFIED
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AFTTP 3-3.8, 1 July 2006
Figure 2.4 Global Positioning System Error.
GPS Error Forecast Valid: 23/1800Z June 03
Marginal UHF operations Errors between 15-50 meters Severely degraded UHF operations
Additional Comments:
Additional Comments:
Errors greater than 50 meters Forecast: Tarras/Davis
UNCLASSIFIED
Issued Time: 23/1800Z
AFWA/XOGX (402) 232-8087 AFWA/XOGXDSN DSN272-8087 272-8087COM COM (402) 232-
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Table 2.25 Enemy Force Essential Elements of Information (1 of 4). AO Threat Summary. Air, ground, naval, paramilitary, or indigenous forces which may influence the target, infiltration/exfiltration, or SERE operations. Air Threats. - Mobile/fixed rockets and missiles. -- Surface-to-air/surface-to-surface. - Shoulder fired rockets. -- Surface-to-air/surface-to-surface. - Attack, bomber, and reconnaissance air assets. -- Ground threats. - Howitzers/artillery. - Small arms. - Chemical weapons. - Mines. - Ground forces. -- Infantry. -- Mechanized. Electronic Threat. - Electronic countermeasure (ECM). - Jamming capability. - Chaff. - Directional findings capabilities. - Sensors. Sea/Riverine Threats. - Surface-to-air/surface-to-surface missiles. - NGFS. - Small arms. - Mines. - Surface combatants and boats. - Civilian craft.
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Table 2.26 Enemy Force Essential Elements of Information (2 of 4). Type of Force. - Mission. - Location. - Access routes to the operating area. - Location of routes or direction from which enemy forces can be expected to enter the operating area. - Type of access (i.e., road, rail, waterway, and air route). - Transit time associated with each method of transportation. -- Personnel strength. -- Weapons/armament. -- Communications with target. - Type of equipment (i.e., radios, telephones, or visual). - Frequency of communications (how often does the enemy communicate with the target). - Location of critical elements. - Alternate means of communications. - Fuel or power supplies. -- Type. -- Location. -- Method of fuel storage (i.e., tank or bladder). -- Backup power source. Leadership (Foreign Advisors and Support). - Degree of training, morale, and combat effectiveness (readiness). - Uniforms and unit designations—ordinary and special insignia. - Operations. -- Recent and current activities. -- Expected alert activities. Area Surrounding the Objective Target. - Avenues of approach/escape. - Entrances and exits to target. - Natural and man-made obstacles near target. - Sensor threat.
AFTTP 3-3.8, 1 July 2006 Table 2.27 Enemy Force Essential Elements of Information (3 of 4). Physical Layout and Functional Organization of Target. - Number of structures. - Location of each structure. - Construction of key components. - Dimensions. - Materials. - Entry or access points. - On target power sources. -- Number. -- Type. -- Location. - Conduits. -- Location. -- Type. - Fuel supply. -- Location. -- Type. - Fueling schedule. - Alternate or backup power sources. Communications Capabilities on Target. - Type of communications used. - On-site security. -- Type—fence, ditch, sensors, external lighting, domestic animals, night vision equipment, mine fields, concertina wire, barbed wire, early warning systems, booby traps, and claymores. -- Location. -- Description. - Dimensions. - Power source and location. - Illumination on target. -- Entry procedures (i.e., key, cipher, and personal recognition). -- Enemy on objective target.
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Table 2.28 Enemy Force Essential Elements of Information (4 of 4). - Type unit occupying target. - Size/strength of target forces. - Mission of targeted enemy unit. - Markings on equipment and uniforms that assist in identifying enemy personnel. - Target enemies estimated action, upon enemy contact (e.g., patrol is compromised). - Target enemy patrol routes, and modes. - Times watch sections are rotated/daily routine. - Training level/moral. - Transportation and degree of mobility. - Chain of command and communication. - Weapons. - Emplacements/fortifications Enemy Reaction Force Locations. - Reaction time. - Type and number of personnel, vehicles, vessels, or aircraft. - Type ordnance/weapons. - Enemy reaction force SOPs. Target Vulnerabilities. - Critical damage points—primary and secondary. -- Location. -- Dimensions. -- Construction material. -- Stress points. -- Means of neutralization/destruction. --- Stand-off weapon. --- Heavy weapon. --- Small arms. --- Demolitions. - Time or situation in which damage to one system will affect the entire system. 2.2.3.2.5.6.6 Mission Essential Tasks. Identify mission essential tasks during each phase and determine how these tasks will be accomplished. 2.2.3.2.5.6.7 Time Line. Ensure adherence to the time windows specified in the mission tasking. These times drive mission planning, and assist in defining
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phase time windows and drop-dead times. Conduct backward planning from the specified time window to ensure adequate time is giving to each phase of the mission. The requirements for the actions at the objective can drive constraints of other phases. This may require planning actions at the objective first and working outward in both directions. Calculate the earliest and latest times for beginning each phase. Calculate the earliest and latest times for completing each phase. Calculate the drop-dead times (no-go criteria) for each phase. Examine the earliest and latest beginning and completion times to determine whether the mission can be completed in the allotted time. If the time windows in the tasking make the probability of mission success unacceptably low, this should be addressed with the operational commander, along with a viable alternative. 2.2.3.2.5.6.8 Supporting Forces. Identify required supporting assets and their intended employment during each phase. It is imperative that the team leader is aware of the actions and disposition of all supporting forces throughout the operation. Ensure all the assets listed in the force list have been used according to their capabilities. Identify any excess or deficient assets. Modify the support request, if required. Also identify the location and mission of friendly forces of additional friendly forces. (See Table 2.29, Friendly Force Information Requirements, for friendly force considerations.) 2.2.3.2.5.6.9 Communications. Identify communications requirements for all phases of the operation. 2.2.3.2.5.6.10 Go/No-Go Criteria. Using the phase diagram to determine mission-stopping criteria. Consider drop-dead times, weather minimums, minimum forces, supporting forces, or enemy/civilian contact. These issues must be addressed with the operational commander who bears responsibility for communicating the level of acceptable risk to the team leader. 2.2.3.2.5.6.11 Contingencies (“What Ifs”). For each phase extract the three most likely problems and determine a solution to correct or circumvent the problem. Only three potential problems per phase should be briefed during the briefback and team leader brief. However, the team leaders must still plan for other potential problems and be prepared in the event one is encountered in the field. Keep it simple. Do not dilute briefs with long lists of contingencies and lose focus on the mission.
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AFTTP 3-3.8, 1 July 2006
Table 2.29 Friendly Force Information Requirements. Friendly Operations in AO/Adjacent AOs. Friendly forces that may encountered the area of operations and joint special operations areas. Type Friendly Units (e.g., joint or combined infantry, artillery, aviation, and naval units). - Location. - Mission. - Size/activity. - Action on enemy contact. - Friendly units/patrols/activity/routine. - Markings on uniforms/equipment that assist in identifying friendly units. - Armament (defensive/offensive.) -- Vehicles. -- Vessels. -- Aircraft. -- Personnel. -- Ground. - Friendly supporting arms in AO. -- CAS. -- NGFS. -- Artillery. -- Riverine assault craft. - Electronic warfare. -- ECM jamming capabilities. - Passage through friendly lines. -- Location. -- Markings. -- Procedures (e.g., daily SPINS, password). - Guide availability in AO. 2.2.3.2.5.7 Admin/Logistics. Consider rations, transportation to the point of departure, weapons, ammunition, special equipment, hazardous declarations, and joint air inspections. Consider initial load out and resupply requirements. For missions requiring resupply, ensure the event is timed to the team needs and the tactical considerations for the resupply asset/team. Resupply items include but are not limited to fuel, ordnance, water, and rations. Coordination must be conducted, a plan must be developed and requests submitted in order to receive initial supply
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and field resupply. Re-supply bundles must be packed and ready for upload. A location and time window for resupply must be specified along with communications and marking procedures. 2.2.3.2.5.8 Command and Signal. Verify the current joint communications electronic operating instructions (JCEOI), ATO, ACO, SPINS, frequencies and call signs, crypto and change dates, computer settings, and addresses. Build a communications bubble diagram that includes airborne command/control/communications integration. Develop a no-comm plan by phase and identify required communications reports and execution checklist calls. Research supporting/supported asset comm capabilities. Within the team determine challenge and reply, number combo, running password, duress word, near/far recognition signals, hand/arm signals, and pyrotechnics. Coordinate for communications checks with all players prior to execution. 2.2.3.2.5.8.1 Execution Checklist. Using an execution checklist minimizes transmission time in a restrictive communications environment. From the list of phase events, extract execution checklist requirements that enhance command and control through communication. These execution checklist items should identify critical decision points, notify when mission essential events are complete. The purpose is to make sure these events are identified and chronologically placed into the execution checklist format. Deviation checklist items are “by exception” calls established to notify when there are deviations to the plan that adversely affect successful mission execution or require a contingency response (time delay, or maintenance abort). Efforts should be made to minimize the number of mandatory calls on the list. When making an execution checklist call, pass “(your call sign) IS (code word) AT (time).” Do not pass the time if the event is a hard time and occurs within ±2 minutes of that hard time. If the event is a soft time, the time will be in parentheses and you should always pass the time. Refer to an event by line number prior to its completion. After its completion, refer to an event by the code word. Never use the code word prior to an event occurring. This prevents confusion as to whether an event has taken place or not. Forward execution checklist inputs to the MPA for inclusion in the overall execution checklist for the mission. 2.2.3.2.5.9 Annexes. The planning cells assigned during the warning order are essential to detailed planning and should correspond to sections and annexes in the team leader brief. Designated personnel should accomplish detailed planning for their assigned sections and annexes. 2.2.3.2.5.10 Coordinating Instructions. Plan team movement formations and actions at rally points, halts and danger areas. Plan procedures for actions on enemy contact (e.g., chance or near/far ambush) as well as departure/re-entry of friendly lines. Within the team determine POW/captured equipment procedures. Keep in mind the five “Ss”: silence, search, separate, speed, and safeguard. Develop WIA/KIA/MIA procedures as well as procedures for the protection and accountability of special equipment and sensitive items.
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AFTTP 3-3.8, 1 July 2006 2.2.3.2.5.10.1 Intelligence, Surveillance, and Reconnaissance. Coordinate with intelligence operations for intelligence, surveillance, and reconnaissance (ISR) support. Determine platform capabilities, communications frequencies and procedures, basing locations, and established request procedures. Coordinate preplanned and ad hoc ISR coverage requests through intelligence operations. Coordinate with ISR crews to effectively integrate coverage into mission objectives and to determine capabilities, coverage times, locations, contact procedures, and markings. 2.2.3.2.5.10.2 Evasion and Recovery. Evasion and recovery (E&R) is a contingency plan that can commence during any phase of the mission and ends when the evading element is recovered and returns to the operating location. E&R planning for each phase of the operation is critical and should include airborne ingress and egress emergencies, personnel separation on infiltration and exfiltration, and while conducting actions at the objective. This plan should be as simple as possible for easy retention under the worst of circumstances, and should be clearly understood by all hands. SERE data should be provided in the OPLAN or the OPORD. If not, it should be requested from higher authority as part of the initial request for information. E&R information can be extracted from the SPINS. Submit the evasion plan of action (EPA) up the chain of command for coordination and deconfliction. See Table 2.30 and Table 2.31, Evasion and Recovery Essential Elements of Information, for E&R considerations. Coordinate with SERE personnel for ISOPREP review, PR Kit issue, SERE refresher training, and EPA development. 2.2.3.2.5.10.3 Vehicles/Boats. Plan the employment procedures for any tactical vehicles or boats. Determine any special rigging/de-rigging requirements and assign personnel to specific duty positions. 2.2.3.2.5.11 Additional Planning Considerations. In addition to the phase diagram and annexes, consider the following areas during the detailed planning process. 2.2.3.2.5.11.1 Weapons and Critical Equipment. Review the execution phases identifying weapons and/or critical equipment that is required to complete the phase or event (i.e., alternate insertion/extraction equipment, specialized optics, night vision goggles, special weapons, rapid employment deployment system [REDS] kit, and M249 SAW). Check the warning order boards to ensure that the equipment has been listed. 2.2.3.2.5.11.2 Critical Skills and Training. Identify individual skills that require refresher training to increase the probability of success (i.e., fast roping, call for fire (CFF), close air support (CAS), night photography, and data transmission). If time is a critical factor, skills training and rehearsals should be prioritized IAW their relationship to the list of things that are likely to go wrong.
AFTTP 3-3.8, 1 July 2006 Table 2.30 Evasion and Recovery Essential Elements of Information (1 of 2). Friendly Forces Capable of Supporting SERE Operations. - Identity. - Location. - Personnel strength. - Weapons. - Type. - Number. - Condition. - Stock of ammunitions on hand. Transportation. - Type of vehicles. - Number of vehicles. - Condition of vehicles. Communications. - Methods. - Procedures. - Equipment—quantity, condition, and capabilities. Border Data. - Location. - Personnel strength. - Allegiance. - Weapons. - Transportation. - Reaction time. - Use of sensors, dogs, or other unique equipment. - Specialized training received. Location of Nearest Selected Area for Evasion (SAFE) or DAR Sites. - Water sources during season of operations—location and potability. Transportation Available—type and location. - Nearest fuel supply—type and quantity. Advantageous Terrain—type and location.
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Table 2.31 Evasion and Recovery Essential Elements of Information (2 of 2). Population Information. - Locations of concentration. - Number of inhabitants. - Weapons available. - Allegiance. - Communications available. Food Sources. - Vegetation. -- Type. -- Location. -- Special preparation information. -- Potential hazards. - Animals. -- Type. -- Location and habitat. -- Methods of capture. -- Preparation information. -- Potential hazards/treatment. Shelter. - Type. - Location. Medical Assistance. - Type. - Location. - Available service. Public signs in the target area. - Flags, banners, or pennants—significance. - Danger signs: minefield, high voltage, toxic fumes. -- SAFE house locations and SPIDER routes. -- SARDOT coordinates. 2.2.3.2.5.11.3 Rehearsals. Based upon the phase diagram, identify rehearsals that will improve the elements capability. List element and team size rehearsals that will assist in successfully completing events during the operation (e.g.,
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actions on the objective, parachute operations, or immediate action drills). Add these rehearsals to the warning order time schedule board. 2.2.3.2.5.11.4 OPDEC Plan. The purpose of the OPDEC plan is to mask the intent and capability of forces conducting operations. The mission may be a diversion, or use deception to increase the probability of success of the mission (i.e., uniforms, boat underway lighting schemes, electronic jamming/electronic warfare [EW], or false insertions). Imagination is the only limitation. This is not a required item for all missions. GUARDIAN ANGEL forces should coordinate all OPDEC planning with intelligence operations to identify enemy strengths and weaknesses to facilitate exploitation of such factors for deception purposes. 2.2.3.2.5.11.5 OPSEC Plan. Review the OPSEC plan. The scope of operational security plans may vary but must include all participants, and their roles. Special operations are inherently sensitive in order to achieve relative superiority on the battlefield and ensure success in high-risk, high-pay off mission scenarios—safeguarding information is imperative. 2.2.3.2.5.11.6 Operational Risk Management. Operational risk management (ORM) is a method of identifying and mitigating various risk factors during a mission in an attempt to decrease the overall mission risk level. The OPORD or MTA should provide guidance on the criteria for specific risk levels and the acceptable level of risk for the mission. Team leaders should make an honest assessment of overall risk based on this guidance. Table 2.32, Operational Risk Management, provides and ORM worksheet to assist with this process. 2.2.3.2.5.11.7 Rules of Engagement. ROE are usually provided in the OPORD. ROE must be interpreted; consult judge advocate general (JAG) officer for ROE amplification. All members of the team must understand the ROE and how they will influence their actions. Conduct an evaluation of the effects of ROE on each phase of the mission. If the rules of engagement are not clear or present a significant operational limitation, especially in cases where they unnecessarily endanger friendly personnel, this limitation must be specified and presented to the tasking authority for clarification or amendment at the earliest possible time. ROE can present unique go/no-go criteria. Specially check to see if there is a separate ROE for fire support assets. The following considerations should be addressed and clarified, if they could possibly occur during the operation. ROE could present unique go/no-go criteria in these situations. Evaluate these examples in each phase.
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Table 2.32 Operational Risk Management. Planning Worksheet Planner: Mission: Mission Steps
Date: Potential Hazards
Risks Level
Circle Overall Rating
Controls
Residual Risk Level
APPROVED Date:________ BY:______________ Low (L) Medium (M) High (H) Extremely High (EH)
PAGE_______________OF______________ 2.2.3.2.5.11.8 Briefback. The detailed planning process culminates with the backbrief given to the tasking authority commander for inputs and approval. It also provides the team leader with a platform to bring up issues about the mission and discuss limiting factors. This brief should demonstrate that the plan is complete, well conceived, and will accomplish stated mission objectives. Capabilities and vulnerabilities of the enemy have been evaluated. The effects of weather and terrain have been considered. Mission essential elements have been identified and incorporated into the plan. The members of the patrol are familiar with the plan and understand their role in the operation. The operational commanders staff understands the plan and support requirements (deconfliction and coordination). A briefback is given near the end of the planning cycle, after the entire plan has been developed. It should be given before the operations order so that any changes mandated by the operational commander can be incorporated into the OPORD. If the OPORD is briefed first, the team must then be re-briefed on any changes directed in the briefback. This sequence could add an unnecessary element of confusion.
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Briefbacks may be required depending on who the operational commander is, where the operational commander is located relative to the team members, the priority of the operation, and how much time is available prior to mission execution. The length and amount of detail of the briefback is largely a function of the audience receiving it and the time-sensitive nature of the PR/RO mission. The brief generally lasts approximately 1 hour. If the operation is extremely complex, requiring a large number of assets, integrating with foreign units, engaging multiple targets, or operating from several different assets, it is possible to have a brief lasting 2 hours. The patrol leader must be prepared to address specific concerns such as fuel consumption, transit times, ranges of weapons, communications capabilities or limitations, and other information derived from the detailed planning process. Rehearsal of the briefback is recommended if time allows. It will give the briefer added confidence and allow the briefer to correct problems with the presentation and content. (See Table 2.33 through Table 2.36, Concept of Operations/Briefback Format.) 2.2.3.2.5.11.9 Rock Drill. The rock drill incorporates all assets in a walkthrough of the mission by phase and addresses one or two contingencies per phase. The rock drill usually incorporates a mock-up or sand table of the AO and objective area large enough for all primary players to view and address their actions. The MPA or mission commander should lead the rock drill. 2.2.3.2.5.11.10 Warning Order Review/Supporting Briefs. At the conclusion of the briefback, issue a final warning order covering changes or updates and make final preparations for the team leader brief and other briefings (i.e., jump brief, dive brief, team leader brief, or pilot’s brief). There may be sufficient time to review the warning order and give support briefings prior to the briefback. However, any changes the operational commander directs will need to be re-briefed to subordinate commanders and the team. 2.2.3.2.6 Final Preparation. After the briefback and rock drill, the team leader should focus energy on ensuring internal team preparation. 2.2.3.2.6.1 Team Leader Briefing. The team leader briefing is used to pass the detailed plan to operators tasked with execution. The team leader and key members of the team are responsible for delivering the brief. The audience consists of the team and supporting elements (when available). From tasking, the team has systematically prepared for the team leader brief. This method with team members and supporting forces assisting in planning provides continuous focus on developing a tactically sound plan. Team leaders generally brief the introduction, mission, concept, and execution (all tactical phases). Intelligence, weather, and team members that have been assigned to planning cells generally brief their portions. A standardized briefing format is used to ensure that all categories are briefed and relevant information is included and that the brief is logical, clear, and concise. It must be easy to follow for note taking and for patrol members to quickly grasp all the details. The members of the team thoroughly understand the entire plan and their specific individual, team, and element tasks. (See Table 2.37 through Table 2.42, Team Leader Brief Format.)
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Table 2.33 Concept of Operations/Briefback Format (1 of 4). Pre-Brief Checklist: Ensure that the briefing location is prepared. Ensure maps, charts, air photos, and other aids are available and placed in sequence with the brief. Provide a printout of the brief and any other associated products to the senior leaders present. Security: Ensure security is set. - Time Hack. - Conduct Muster. - Give classification/code name of operation. Introduction: Introduce briefers and briefing tools. Overview: Provide an overview of briefing topics. Situation: Environmental data, enemy forces, and friendly forces. - Mission statement. - Commander’s intent. - Specified/implied/mission essential tasks. - Task organization. - Force list. - Rule of engagement (ROE). - Assumption/limitations. - Essential elements of information. Concept of Operations: Using the situation map to show the relationship of the teams routes to the enemy threats, brief the concept of operations. Execution: Brief using the phase diagram. - Insertion. -- Command/control. -- Method of insertion. -- Primary/secondary routes. -- Threats and actions in response to threats. -- Mission essential tasks. -- Time line: begin time, end time, and drop-dead time. -- Supporting forces. -- Communications. -- Go/no-go criteria. -- Contingencies (What ifs).
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Table 2.34 Concept of Operations/Briefback Format (2 of 4). - Infiltration. -- Command/control. -- Method of infiltration. -- Primary/secondary routes. -- Threats and actions in response to threats. -- Mission essential tasks. -- Time line: begin time, end time, and drop-dead time. -- Supporting forces. -- Communications. -- Go/no-go criteria. -- Contingencies. - Actions at the objective. -- Command/control. -- Identify type of mission and define tasks required to accomplish the mission statement. -- Brief team tasks in chronological sequence. -- Identify critical tasks and assigned personnel. -- Threats and actions in response to threats. -- Mission essential tasks. -- Time line: begin time, end time, and drop-dead time. -- Supporting forces. -- Communications. -- Go/no-go criteria. -- Contingencies. - Exfiltration. -- Command/control. -- Method of exfiltration. -- Primary/secondary routes. -- Threats and actions in response to threats. -- Mission essential tasks. -- Time line: begin time, end time, and drop-dead time. -- Supporting forces. -- Communications. -- Go/no-go criteria and contingencies.
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Table 2.35 Concept of Operations/Briefback Format (3 of 4). Extraction. - Command/control. - Method of exfiltration. - Primary/secondary routes. - Threats and actions in response to threats. - Mission essential tasks. - Time line: begin time, end time, and drop-dead time. - Supporting forces. - Communications. - Go/no-go criteria. - Contingencies. Admin/Logistics: Address resupply if applicable. - Items required. - Location. - Time window resupply is required: start time, stop time. - Asset/delivery method. - Signals/comms/authentication required. Command Signal. - Identify communications capabilities, call signs, and frequencies. - Identify communications windows and required reports. - Identify execution checklist calls. - Identify backup and no-comm procedures. Annexes. - Coordinating Instructions. - POW/captured equipment procedures. - WIA/KIA/MIA procedures. - Special equipment/sensitive items.
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Table 2.36 Concept of Operations/Briefback Format (4 of 4). Fire Support Plan. - Identify potential danger area during the operation for which fire support could be required. - Location. - Potential time windows for fire support: start time, stop time. - Asset/delivery method. - Signals/comms/authentication required. CSAR. - Identify potential danger areas during the operation for which CSAR support could be required. - Location. - Potential time windows for CSAR: start time, stop time. - Asset/recovery method. - Signals/comms/authentication required. Intelligence, Surveillance, and Reconnaissance (ISR) asset plan. - Location. - Time: start time, stop time. - Asset. - Signals/comms/authentication required. Evasion and Recover/(E&R). - Explain E&R concept from insert through extraction IAW SERE briefs. Vehicles/Boats. - Planned employment. Go/No-Go Criteria. Address OPSEC/OPDEC Plans if required. Team Leader’s Comments.
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Table 2.37 Team Leader Brief Format (1 of 6). Pre-Brief Checklist: Ensure that the briefing location is prepared. Ensure that a model or sand table of the objective, maps, charts, air photos, and other aids are available and placed in sequence with the brief. Assemble key leaders and go over the changes or questions that came up in the briefback. Security: Ensure security is set (windows covered and doors locked). - Time Hack. - Conduct Muster. - Give classification/code name of operation. Introduction: Introduce briefers and briefing tools. Overview: Provide an overview of briefing topics. Situation: Include environmental data, enemy forces, and friendly forces. - Mission statement. - Commander’s intent. - Specified/implied/mission essential tasks. - Task organization. - Force list. Rules of engagement (ROE): Brief the ROE and how it may affect the operation. Define collateral damage in the context of this mission and the concepts of reasonable, proportional, and excessive force. - Assumption/limitations. - Essential elements of information. - Execution. Concept of Operations: Use the situation map and charts with route overlays and summarize the five phases of the mission. - Scheme of maneuver: Brief each phase of the operation using maps, charts, imagery, photos, and the phase diagram table. - Phase diagram (Address items as they apply within each phase). - Insertion. -- Command/control. -- Method of insertion. -- Primary/secondary routes. -- Threats and actions in response to threats. -- Mission essential tasks. -- Time line: begin time, end time, and drop-dead time. -- Supporting forces. -- Communications. -- Go/no-go criteria. -- Contingencies (What ifs).
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Table 2.38 Team Leader Brief Format (2 of 6). Infiltration. - Command/control. - Method of infiltration. - Primary/secondary routes. - Threats and actions in response to threats. - Mission essential tasks. - Time line: begin time, end time, and drop-dead time. - Supporting forces. - Communications. - Go/no-go criteria and contingencies. Actions at the Objective. - Command/control. - Identify type of mission and define tasks required to accomplish the mission statement. - Brief team tasks in chronological sequence. - Identify critical tasks and assigned personnel. - Threats and actions in response to threats. - Mission essential tasks. - Time line: begin time, end time, and drop-dead time. - Supporting forces. - Communications. - Go/no-go criteria and contingencies. Exfiltration. - Command/control. - Method of exfiltration. - Primary/secondary routes. - Threats and actions in response to threats. - Mission essential tasks. - Time line: begin time, end time, and drop-dead time. - Supporting forces. - Communications. - Go/no-go criteria and contingencies.
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Table 2.39 Team Leader Brief Format (3 of 6). Extraction. - Command/control. - Threats and actions in response to threats. - Mission essential tasks. - Time line: begin time, end time, and drop-dead time. - Supporting forces. - Communications. - Go/no-go criteria and contingencies. Admin and Logistics. - Rations. - Transportation. - Primary/secondary weapon and munitions. - Uniform/equipment common to all. - Special weapons, ammunition, and equipment. - Hazard declaration (Dash-2). - Joint air inspection (JAI). - Resupply. -- Supporting asset coordination. -- Items required. -- Resupply bundles packed and ready for upload. -- Location. -- Time window resupply is required: start time, stop time. -- Asset/delivery method. -- Signals/comms/authentication required. -- Individual/team assignments during resupply. --- Security team. --- Recovery team. Command and Signal. - Command and control by phase. - Current JCEOI/component/SPINS frequencies and call signs. - Current crypto and change dates. - OTAR. - Data requirements. Computer settings and addresses. - Communication bubble diagram.
AFTTP 3-3.8, 1 July 2006 Table 2.40 Team Leader Brief Format (4 of 6). - Airborne command/control/communications integration. - Comm/no-comm plan by phase (see phase diagram). - Required communications reports. - Execution checklist calls. - Supporting/supported asset comm capabilities. - AO characteristics. -- Terrain (line of sight, satellite take-off angle). -- Weather/atmospheric conditions. -- Electromagnetic environmental effects (E3). -- Enemy threat: electronic warfare (EW)/directional finding (DF). - SPINS info. -- Signaling/marking. -- Code words. - Challenge and reply. - Number combo. - Running password. - Duress word. - Near/far recognition signals. - Hand and arm signals. - Pyrotechnics. Annexes (brief by assigned personnel). Coordinating Instructions. - Movement formations/techniques. - Routes. - Actions at rally points, halts, or danger areas. - Action on contact (chance, near/far ambush, aerial, and sniper). - Departure/re-entry of friendly lines. - POW/captured equipment procedures. -- Silence, search, separate, speed, and safeguard. - WIA/KIA/MIA procedures. - Special equipment/sensitive items. - NBC considerations.
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Table 2.41 Team Leader Brief Format (5 of 6). Fire Support Plan (as required). - ATO/ACO considerations. Call Sign/Frequency. - IP/CPs. - Control instructions. - Time windows for fire support: start time, stop time. - Signals/comms/authentication required. - Beacon, laser, and marking procedures. - Friendly locations. CSAR. - Location of and planned/tasked mission of CSAR forces. - Supporting forces. - Theater JPRC/RCC procedures. - Call sign, frequencies, contact procedures, and signals/markings. - Primary, secondary, and tertiary assets. - Survival radios/personnel locator systems. - Quantity and type of specialized rescue/recovery equipment. Intelligence, Surveillance, and Reconnaissance (ISR)/Asset Plan. - Location. - Time: start time, stop time. - Asset. - Signals/comms/authentication required. Evasion and Recover (E&R). - Explain E&R concept from insert through extract IAW SERE brief.
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Table 2.42 Team Leader Brief Format (6 of 6). Vehicles/Boats. - Planned employment. - Rigging/de-rigging. - Vehicle/boat duty positions. Team Briefbacks (Recommended briefback items). - Rank, name, and operating initials. - Duty position. - Infil chalk, infil bump load. - Exfil chalk, exfil bump load. - Jump/exit position. - Specific duties at the objective. - Backup duties. - Critical equipment. - Contingencies. - Actions on E&E. Address OPSEC/OPDEC Plans (if required). Team Leader’s Comments. - Take and ask questions. - Review Time line. - Sanitize room, and brief team on next scheduled event. - Next muster/brief will be at ____________ 2.2.3.2.6.2 Communications Checks. Make every attempt to coordinate and conduct communications checks with all players prior to mission execution. Check all frequencies and crypto. Ensure close frequencies do not bleed into one another. If unable to accomplish comm checks with all players, assemble as many as possible. At a minimum, the team must accomplish thorough internal comm checks, both inter-team and with the delivery/recovery vehicle, and allow enough time to fix potential problems. 2.2.3.2.6.3 Rehearsals and Inspections. Conduct rehearsals and inspections throughout the mission planning process. Rehearsals should culminate in a full dress rehearsal of actions at the objective and other phases as prioritized. After determining the rehearsals required (prioritized) and the time available for conducting rehearsals, rehearse everything possible. The best brief will not make up for a rehearsal once on the mission. Conduct rehearsals prior to briefing the team leader brief operations order. This method ensures the concept can be
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AFTTP 3-3.8, 1 July 2006 executed prior to briefing. Rehearse, brief, and conclude with a final rehearsal and inspection prior to departing for the operation. Each phase of the mission should be rehearsed beginning with actions at the objective. This assists in providing critical times required to complete events and in reviewing established time lines. Replicate physical objects (size, color, or texture) and environment (day/night, terrain, weather, and water temperature). Use engineer tape for outlines if suitable rehearsal facilities are not available. Sketches, maps, photos, chalk talks, sand tables or other models, and verbal rehearsals are also beneficial. At a minimum, rehearsals should include the following: • Actions at the objective. • Insertions and extractions. • Communications and execution checklist calls. • Small-unit tactics, immediate action drills (IAD), and the handling of wounded personnel and prisoners. • Rendezvous/link-up procedures if (applicable). 2.2.3.2.7 Execution. Conduct the mission. 2.2.3.2.7.1 Fragmentary Order. The team might be tasked in the field for a follow-on mission prior to returning from the initial mission. Time, threat situation, and resources available will determine the level of detail of the planning process. Plan and brief only the items that have changed from the original mission. At a minimum, plan and brief actions on the objective and rehearse if possible. 2.2.3.2.8 Postmission Actions. 2.2.3.2.8.1 Intelligence Debrief. The postmission debrief process provides a mechanism for capturing combat information of possible intelligence value to ongoing and future operations. A high priority is placed on the intelligence debrief as every mission is responsible for the collection of raw data to satisfy standing CCIRs. This collection and reporting effort requires discipline and designation of key individuals to gather specific types of data. The shared responsibility distributes the collection load across all team members to mitigate information chokepoints and ensure focused observation, recording, and reporting of combat information. (See Table 2.43 through Table 2.45, Intelligence Debriefing Checklist.) 2.2.3.2.8.2 Mission Debrief. If possible all players should conduct a debrief following the mission to analyze mission execution. The debrief should be lead by the mission commander and should be conducted by phase. 2.2.3.2.8.3 Team Debrief. The team should conduct an internal debrief to analyze the mission by phase in order to highlight after action items and determine areas for improvement. 2.2.3.2.8.4 Post-Operation Report. Prepare the post-operation report in the format provided if required by the tasking authority.
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Table 2.43 Intelligence Debriefing Checklist (1 of 3). 1. Pupose. The purpose of this checklist is to guide those who have to debrief a recovery team after conducting PR/RO missions. a. It suggests a number of questions but it must not stop debriefers from asking other questions they may think relevant. b. Hints on Debriefing: (1) Make the person being debriefed comfortable. (2) Do not make them write the answers. You must do the work while they relax. (3) Debrief as soon as possible while the knowledge is still fresh in their minds. Record and file all information. (4) Avoid asking questions which suggest the answer (i.e., do not lead the teams with your questions). (5) Operators will answer these questions better if they know what is needed before they go out. 2. Debriefing Checklist: a. Topography: (1) Was the intelligence material accurate? If not, what inaccuracies were discovered? (2) Was the map accurate? If not, what were the inaccuracies? (3) If imagery was used, how well were the actual conditions portrayed. (4) What was the state of tracks followed? (5) Did the tracks show signs of recent use? (6) Were any other tracks or game trails seen? Where? (7) Where rivers were crossed or followed, give location of: (a) Bridges (include type). (b) Fjords. (c) Were they in recent use? (8) If any indigenous personnel were contacted out of their known locations, state: (a) Name of men? (b) Name of tribe and headman? (c) Number of individuals? (d) Were they friendly. (e) Whether previous Government contact or not? (f) Have they moved recently? If so, why? (g) Did they give any information?
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Table 2.44 Intelligence Debriefing Checklist (2 of 3). b. Contacts: (1) Where contacted? (Time, date, place, and grid ref) (2) How many? Of what race? Sex? (3) Any known persons? Can you describe any of them? (4) How were they dressed? (5) Were they carrying packs? (6) How were they armed? (Weapons seen and estimated from volume of fire.) (7) What were they doing? If moving, in what direction? (8) Any equipment or documents recovered? To whom have they been given? (9) Any casualties? To own troops, indigenous, or enemy? (10) Have their casualties been identified? If not, what has happened to the bodies? (11) Any injured or captured? What have you done with them? c. Camps: (1) Where and when was the camp discovered? (2) How was it sited (e.g., valley, hillside, and hilltop)? (3) How many huts or buildings? (4) What type were they? (5) Estimate their accommodation. (6) How long ago were they built? (7) When were they last used? By how many? (8) Were any defenses constructed? Describe layout, including sentry posts, warning signals, booby traps, and dugouts. (9) How many approach or escape routes? Give their directions. (10) Any food dumps in the camp? (11) Any weapons, ammunition, or armorer tools? (12) Any signs of a printing press? (13) Any signs of radio set being used? (14) Any documents? If so, where were they found? (15) What was done to the camp?
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Table 2.45 Intelligence Debriefing Checklist (3 of 3). d. Cultivation Areas: (1) Give time, date and grid reference of place of discovery. (2) What was its size and shape? (3) Any steps taken to camouflage crops? (4) What kings of crops? (5) How old were they? (6) When were they last tended? (7) Any signs of habitation in the area? (8) Any tracks? (9) What was done to the cultivation? (10) In the case of small crops, can you estimate the food produced in excess of the inhabitants own requirements? e. Supply Dumps/Caches: (1) Location, time and date? (2) What was in it? (3) What was the condition of the store? (4) How was it concealed? (5) When was it last visited? (6) Estimate the age of the cache. (7) Has it been added to since it was first laid down? (8) What was done with the stores? f. Enemy Radio Transmissions or Interference: (1) Own operating frequency in kilocycles. (2) Interfering stations frequency in kilocycles or meters. (3) Type of transmission (i.e., Morse code or voice). If the latter, details of language spoken. (4) Whether a permanent transmission, or interference, or weather spasmodic. (a) If spasmodic, dates and times at which interference experienced. (b) If permanent, date and time of start of interference. (5) Strength of signal (i.e., strong, moderate, and weak). (6) Whether message is in cipher, code, or clear. (7) Enclose copies of any intercepts recorded, with times of recordings. (8) Any other information that may be of use in identification.
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AFTTP 3-3.8, 1 July 2006 2.2.3.2.8.5 Lessons Learned/After Action Report. Prepare a lessons learned/after action report as soon as possible following the mission. Solicit inputs from all team members. Use the issue, discussion, and recommendation format. Submit this report to the unit operations officer for review, filing, and dissemination to higher headquarters and/or subordinate units. 2.2.3.2.8.6 Prepare for Follow-On Tasking. Recommend a 12- to 24-hour stand down period at a minimum for the team to rest and refit before a follow-on tasking. Preparation for follow-on operations must be considered. Maintenance of departmental gear, the first/second/third line of personal equipment, and other personnel requirements (hygiene/food/sleep), as well as resupply of fuel/ammunition is a high priority when a sustained level of operations is required.
2.2.4 Stand-Down and Redeployment Planning. The redeployment phase begins with initial notification and ends when the main body departs the AO. 2.2.4.1 Initial Notification. Initial notification is provided through the chain of command and can come in the form of a redeployment order, other official tasking, or notification through official channels. 2.2.4.2 Analysis. Unit leadership will analyze the redeployment tasking and determine whether the redeployment will be phased or complete. Applicable unit personnel and equipment might be required to remain in the AO to support continuing operations. 2.2.4.3 Stand-Down and Redeployment Actions. Following analysis each unit section has a number of responsibilities during the stand-down and redeployment phase to ensure that the unit departs the AO. 2.2.4.3.1 Build Departure Schedule. Each section should establish a schedule of events required to prepare for redeployment. Ensure schedules are synchronized with higher units to support requirements for information, products, and representation at meetings. 2.2.4.3.2 Final SITREPs/AARs. Determine the requirements for final SITREPS and/or AARs owed to higher units. Establish a format, process, and suspense for these products. 2.2.4.3.3 Formulate Load Plan and Pack-Out. Designated personnel should formulate appropriate UTCs based on redeploying personnel and equipment. Provide inputs through appropriate channels for UTC load plans. Plan and organize the systematic pack-out, transportation, and marshaling of personnel and equipment for deployment. Ensure completion of declarations for hazardous materials (HAZDECS) and coordinate for joint air inspection (JAI) times and locations. 2.2.4.3.4 Withdrawal of Forces. Establish a plan for the withdrawal of unit personnel from supported forces. Build the plan so that it creates minimal impact to supported force operations. 2.2.4.3.5 Inspect Individual/Section Equipment. Each section should conduct an inventory and inspection of individual and section equipment as soon as possible after notification of redeployment. Shortfalls should be noted immediately.
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2.2.4.3.6 Turn Over Host Base Facilities. Arrange for the inspection and turnover of all facilities and equipment provided by the BOS or other agencies. Consider workspace and staging areas, storage areas, billeting rooms/areas, and vehicles. 2.2.4.3.7 Discontinue Communications. Notify all associated agencies prior to discontinuing communications. Implement provisional secure and/or nonsecure communications platforms, (e.g., INMARSAT) as required to adequately support ongoing operations and facilitate the redeployment process. 2.2.4.3.8 Intelligence Debrief. Intelligence operations will de-brief the deployed element on all applicable intelligence considerations and classified material disposition/destruction requirements for the redeployment phase. Re-affirm any security classification directives for the deployment. Include any and all information regarding special instructions on releasable or non-sensitive information. Collect any intelligence-issued classified or sensitive materials from deployed personnel, appropriately annotate hand receipts or other tracking documents and secure for redeployment or destruction. 2.2.4.3.9 Decompression Brief. Schedule psychology/chaplain/mental health/ family support briefings as required. 2.2.4.3.10 Security Measures. Physical security of equipment, munitions, classified material, controlled medications, and high value items must be maintained until they can be secured in the homestation facilities. 2.2.4.3.11 Main Body Departure. Ensure accurate tracking of deployment line numbers, load plans, and show times. Plan for transportation for personnel and equipment to the departure location. Conduct a final check of required personal deployment items. 2.2.4.3.12 Main Body Arrival and Reception. Unit representatives should coordinate with the arriving main body to assist in the download and transportation of equipment and personnel. 2.2.5 Postdeployment. 2.2.5.1 Accountability. Ensure accountability of all personnel and equipment. Download, clean, repair, and store equipment as necessary. 2.2.5.2 Replacement Requirements. Identify replacement requirements and submit necessary requests. 2.2.5.3 Complete and Catalogue Lessons Learned/AARs. Ensure completion of all AARs. Establish a filing system for hard and soft copies so that reports can be easily accessed for future reference. Compile unit AARs and submit to higher as required. Identify OPRs for AAR action items, set suspense, and track progress. 2.2.5.4 Build Training Plan. Examine currency and proficiency of unit personnel. Build a training plan base on expired currencies, identified deficiencies during mission execution, and expectations for future operations.
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2.3 Specific PR/RO Planning Guides and Considerations. Combat rescue officers are personally responsible to ensure the planning and preparation needed to accomplish the five tasks of PR are accomplished IAW the commander’s intent, IAW Joint Publication 3-50.2, Doctrine of Joint Combat Search and Rescue. There are several different positions in which the CRO will be assigned in order to accomplish the overall PR mission. The first is tactical command of direct combatant forces during recovery operations. Second, the CRO will direct, plan and execute strategic and operational level control of PR operations when assigned to operations center at the combined, joint, component, and task force levels (JSRC/JPRC, PRCC/RCC, COAC, JAOC, AOC, JOC, and STOC). The CRO may also be attached to battlestaff and liaison elements as a subject matter expert for PR operations. The CRO must analyze the commander’s intent to determine what the scope of the PR tasking is prior to mission planning. In general, the CRO will need to develop all the same guidance prior to planning for both the tactical and operational levels of war. However, it is not advised that the CRO conduct both tactical and operational level PR mission execution simultaneously 2.3.1 Mission Commander Planning. Combat rescue officers can act as the mission commander for pararescue forces or perform as a member of the pararescue recovery team to facilitate the mission success. The CRO does not supplant normal pararescue team composition. The role of the CRO is to execute recovery command and control in the air/ground mission capacity. (See Table 2.46 through Table 2.54, Combat Search and Rescue Planning.) 2.3.2 Personnel Recovery Coordination Center Planning. C o m b a t r e s c u e o f f i c e r s assigned to the JPRC/PRCC can provide overall direction or be assigned to the strategic and operational elements. Mission planning considerations for these positions are provided in AFTTP 3-1.1, General Planning and Employment Considerations. Table 2.55 through Table 2.57, JPRC/PRCC Planning Guide describes JPRC/PRCC planning guidelines. 2.3.3 Battlestaff and Liaison Planning. Combat rescue officers (CRO) assigned to battlestaff and liaison elements as subject matter experts (SME) will not have specific mission planning factors. Rather, this CRO must be well versed in the full spectrum of PR operations. This knowledge should not be specific to the TTP of the air- and ground-recovery task. The CRO will provide both commander and staff with SME for the entire PR mission. A working knowledge of the joint and service specific operational support programs is necessary to ensure isolated personnel are reported, located, supported, and recovered during a PR event. The PR operation is not complete until the fifth and final task, reintegration is complete. The CRO in a battlestaff or liaison position will have the responsibility to ensure the reintegration program is applied to all isolated DoD personnel. Table 2.58, Personnel Recovery Reference Material, provides an overview of the specific publications that provide instruction and guidance in the joint arena of theater level PR missions.
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Table 2.46 Combat Search and Rescue Planning Guide (1 of 9). CSAR is a specific task performed by designated forces to effect the recovery of personnel or equipment during wartime or contingency operations. Because there are no “typical” CSAR operations, the successful conduct of CSAR operations requires meticulous planning and preparation. This planning and preparation applies to every echelon of the CSAR mechanism. Section 1—CSAR Planners Guide (CSAR). (Enter classification letter for each sentence). 1. Concept of Operations: Briefly describe the concept of operations. Include assets and designated coverages. 2. CSAR Assets: List the primary, secondary, and additional assets. a. List the unit location responsibility, equipment, crew qualification, and contact procedures. 3. CSAR Coverage: a. Identify who has primary and secondary coverage and how they fit into the tactical mission; also, identify on board capabilities of each CSAR asset. b. Identify the CSAR asset bump plan. c. Explain procedures for CSAR incident response outside the capabilities of the tactical assets. Include contact procedures for theater JPRC/RCC (to include phone numbers). 4. Implementation of the CSAR Plan: (Canned statement) Any aircraft or person observing a mishap will immediately notify command and control personnel. Notification should be over secure nets. If this is not possible, use unsecure net and as a last resort use emergency signaling devices. a. The notification format will include the following: (1) Type mishap (downed aircraft [call sign] and isolated/injured personnel). (2) Number/status of persons/aircraft involved. (3) Location of the incident and level of enemy threat. 5. Signal: (Canned Statement) All aircraft will monitor 243.0 (guard) at all times. a. Initial notification: This should be done on a secure net if possible (list tactical frequencies). (1) Primary tactical satellite (TACSAT). (2) UHF frequency (secure or unsecure). (3) SAR Alpha/Bravo frequency. (4) VHF frequency (secure or unsecure). (5) FM frequency (secure or unsecure).
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Table 2.47 Combat Search and Rescue Planning Guide (2 of 9). b. (Canned statement) After initial notification and authentication of an incident, the CSAR coordinator will direct all assets involved to change to the designated CSAR frequency. (List CSAR frequencies below.) (1) TACSAT channels. (2) UHF/VHF frequencies. (3) FM frequencies. c. Personnel location systems: (List systems being used.) 6. Command and Control: a. Chain of Command: (1) Combatant commander. (2) ACC. (3) CSAR coordinator. (4) On-scene commander. b. (Canned statement) The initial decision on how to respond to an incident will normally rest with the ground forces commander in consultation with the combatant commander. Designation of an appropriate on-scene commander will normally be situational dependent and may include any of the following: (1) Aircraft commander of the first aircraft on scene. (2) Ranking ground force representative on scene. (3) Mission commander of the CSAR task force. (4) Aircraft commander of the CSAR recovery aircraft. (5) Ranking USAF pararescueman on scene. 7. CSAR Coordinator: Designated by the ACC and responsible to the ACC for the management of all assigned CSAR assets. Coordinates actions such as site security, casualty evacuation, and downed aircraft destruction with the on-scene commander. a. Location: Identify CSAR coordinator location. b. Call sign: State the CSAR coordinator’s call sign. CSAR coordinator should have a separate call sign which should be briefed as a “break for control phrase” which will clear the net and allow critical CSAR information to be passed. 8. Ground Force Element: Identify size and composition of ground force elements, which relate to CSAR mission execution (i.e., SAR/security team, rangers, or pararescue team). 9. Aircraft Equipment Requirements: a. Type of CSAR asset: (1) List all CSAR unique equipment on-board aircraft (i.e., PLS FLIR, hoist penetrator, tethered duck, and fast rope).
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Table 2.48 Combat Search and Rescue Planning Guide (3 of 9). 10. Casualty Evacuation: Write the detailed procedures for evacuation of casualties to include final destination. 11. Evacuation Facilities: List the primary and secondary facilities with latitude/longitude, UTM, HLZ, information, contact procedures, and frequencies. 12. Special Instructions: a. Signaling requirements (i.e., all personnel will use non-permissive signaling for recovery). b. CSAR team requirements (i.e., CSAR team will be prepared for land and water CSAR). c. Other special coordinating instructions. Section 2—Operations Order Development Guide (CSAR). (Enter classification on the top and bottom of each page.) (Enter classification letter for each sentence.) 1. Situation. a. Enemy forces. See main OPORD—restate only those points, which require special emphasis in CSAR planning. b. Friendly forces. (1) CSAR forces of next higher unit. (2) Location and planned/tasked missions of CSAR forces. (a) Adjacent units. (b) Handover units. (c) Theater JPRC. Explain procedures for CSAR incident response outside the capabilities of the tactical assets; include contact procedures for theater JPRC (to include phone numbers). 1 Call sign, contact procedures, and required reporting. 2 Number and type of each theater CSAR asset. a List the capabilities of each asset. b Type and quantity of CSAR equipment per asset. (3) Theater SPINS. (a) Theater medical. (b) Definitive care facilities (capabilities and location). (c) MEDEVAC. c. CSAR attachments and detachments; include effective times and reasons. 2. Mission. Clear, concise statement of mission of CSAR forces. It tells you who, what (task), when, where, and why (purpose).
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Table 2.49 Combat Search and Rescue Planning Guide (4 of 9). 3. Execution: a. Commander’s intent is not required. Commander’s intent should always be to provide sufficient CSAR capabilities to recover all forces under his command, and to destroy anything left behind with the intent to deny the enemy access to technology and SA intelligence. b. Concept of Operation: Each unit/element should receive their tasks with purposes and understand their relationships within the concept. 4. CSAR Assets. List the primary, secondary, and additional assets. 5. CSAR Coverage. Identify who has primary and secondary coverage and how they fit into the tactical mission. Also, identify on board capabilities of each CSAR asset. a. Scheme of maneuver. Within the concept, use the 5 Ws (who, what, when, where, and why) to describe CSAR coverage and forces supporting the following objectives. (1) Recovery sites: (a) Number of sites. (b) Geographical separation of sites. (c) Method, mode, of conveyance to sites. (2) Reconnaissance and surveillance sites. (Include only those points which are different from recovery sites [a].): (a) Number of sites. (b) Geographical separation of sites. (c) Method, mode, of conveyance to sites. (d) Follow-on missions. (3) Detailed instructions for each site/mission: (a) Number of personnel and aircrew members per chalk to each site. Use manifests as attachments to this annex whenever possible and include the following into that single attachment. (b) Bump plans (include assault and CSAR bumps). (c) Maximum ACL for each assault aircraft type. (d) Survival radios/personnel locator systems. (1) Frequencies available and level of dissemination of radios/beacons/transmitters how are they distributed by unit (i.e., squad level, platoon level, or individual). (4) Number and type of dedicated CSAR assets. (a) List the capabilities of each asset. (b) Types and quantity of CSAR equipment per asset. (c) Number of pararescuemen available. (d) Routes of movement (see air plan/flimsy as required).
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Table 2.50 Combat Search and Rescue Planning Guide (5 of 9). 6. Limitation of the CSAR Plan. (Canned statement) Any aircraft or person observing a mishap will immediately notify command and control personnel. Notification should be over secure nets. If this is not possible use unsecured net and as a last resort use emergency signaling devices. a. The notification format will include the following: (1) Type mishap (downed aircraft [call sign] isolated/injured personnel). (2) Number/status of persons/aircraft involved. (3) Location of the incident and level of enemy threat. b. (Canned statement) All aircraft will monitor 243.0 (guard) at all times. c. Initial notification. This should be done on a secure net if possible (see example of tactical frequencies). (1) Primary TACSAT. (2) UHF frequency (secure or unsecured). (3) SAR Alpha/Bravo frequencies. (4) VHF frequency (secure or unsecured). (5) FM frequency (secure or unsecured). d. (Canned statement) After initial notification and authentication of an incident, the CSAR coordinator may direct all assets involved to change to the designated CSAR frequency to deconflict radio communications with the main operation (see example list of CSAR frequencies below). (1) TACSAT channels. (2) UHF frequencies. (3) VHF frequencies. (4) FM frequencies. e. On-scene commander responsibilities. (Canned statement) The initial decision on how to respond to an incident will normally rest with the on scene commander in consultation with the theater commander. Designation of an appropriate on-scene commander will normally be situational dependent. f. Isolated personnel procedures. List any actions for isolated personnel as they interface with and integrate into the E&R annex. Limit detail to information required by CSAR forces to facilitate recovery. g. Actions on objective. Limit restatements and detail in this section to information required by CSAR forces to facilitate recovery. h. Interface with fire support plan. (List only those points unique to fire support for CSAR.) i. Interface with MEDEVAC plan. (List only those points unique to medical support for CSAR forces.)
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Table 2.51 Combat Search and Rescue Planning Guide (6 of 9). j. Evaluation (medical) facilities: (1) Facility name: (a) Facility capabilities: (Level I, II, and III): (b) City/state: (c) Location: (d) Communication: (e) Hours of operation: (f) Approach/departure heading: (g) Elevation: (h) HLZ description: (i) Prior landing notification: (j) Information request: 1. ETA. 2. Number and type casualties. 3. Special needs. k. MEDEVAC assets. 7. Coordinating Instructions. a. Priority intelligence requirements. Limit restatements and detail in this section to information required by CSAR forces to facilitate recovery. (1) Permissive or non-permissive environment. (2) Possible actions of civilian populace. b. Annexes. (Reference but do not include the following in this annex). (1) Evasion and recovery (E&R). (2) CEOI. Call sign matrix with ground and air layers from flimsy or air plan. (3) Medical. (4) Fire Support. 8. Service Support. (List only that information not identified in the above areas that are unique to CSAR.) a. Quantity and type of equipment on dedicated CSAR assets. b. Quantity and type of specialized rescue and recovery equipment on pararescue team. c. Type and availability of personnel locator systems. d. Method of handling dead and wounded (plan to include priorities, evacuation, and transload).
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Table 2.52 Combat Search and Rescue Planning Guide (7 of 9). 9. Chain of Command and Signal: a. Location of leaders during movement and at objective (e.g., identify airborne and ground based command and control nodes). (1) Location of primary and alternate CSAR coordinators. (2) Define handover procedures for primary CSAR coordinator duties. b. Signal. (1) CSAR frequencies/call sign for initial notification. (2) CSAR frequencies for conduct of CSAR after initial notification. (3) Contact methods for JPRC. (a) Frequencies and point of contact names/telephone numbers. (4) Pyrotechnic and other surface to air or surface-to-surface signaling (from incident site evader). (5) Fire Support frequencies and call signs. (6) Challenge and response/running password/number combination. (7) Codes and formats. Section 3—On-Scene Commanders Checklist (CSAR). SARDOT/Datum (lat/long)___________________________. AMC or first aircraft on scene, notifies any C2 node, become OSC. 1. Call emergency. 2. Identify by call sign. 3. Incident location. 4. Fuel state. 5. Time remaining on station. 6. Current weather on-scene. 7. Attempt comm per SPINS. 8. PLS if equipped. 9. Key terrain features. 10. Establish comm plan for survivor contact, check-in, and authentication: a. Survivor check-in: (Note: After initial contact, survivor does not initiate comms) b. Authentication: (Note: Use challenge/reply or ISOPREP data but never ask survivors to do anything to further reveal his/her position)
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Table 2.53 Combat Search and Rescue Planning Guide (8 of 9). (Note: Use any one item of authentication data only once) c. Determine condition of survivors and planned updates. d. Threats and updates. 11. Fire support coordination Section 4—Planners Immediate Response Guide (CSAR). 1. Purpose. (NOTES: Use METT-TC, add enemy, mission statement, commander’s intent, commanders definition of success). 2. CSAR Considerations. a. Type of CSAR. (1) Permissive versus non-permissive. (2) Water CSAR versus land CSAR (or combination). (3) Immediate versus planned. b. “Objective sites.” (1) Number of personnel plus number of aircrew per chalk. (2) Number of individual “objective” sites. (3) Geographical separation of “objective” sites. (4) Method/mode/conveyance of travel to “objective” sites. (5) Infiltration and exfiltration routes to and from “objective” sites. c. Reconnaissance and surveillance inserts. (1) Number of individual R and S sites. (2) Geographical separation of R and S sites. (3) Method/mode/conveyance of travel to R and S sites. (4) Infiltration and exfiltration routes to and from R and S sites. d. Number and type of dedicated CSAR assets. (1) List capabilities per asset. (2) Type and quantity of CSAR equipment per asset. e. Number and type of assets with CSAR capabilities. (1) List capabilities per asset. (2) Type and quantity of CSAR equipment per asset. (3) Assets available (outside JTF). (a) OPCON to JSOTF or JPRC.
AFTTP 3-3.8, 1 July 2006 Table 2.54 Combat Search and Rescue Planning Guide (9 of 9). f. Number of pararescue assets available. (1) List capabilities. (2) Type and quantity of CSAR equipment. g. Type and availability of personnel locator systems. (1) Dissemination of beacons/transmitters. (2) Frequencies available. h. Signal. (1) CSAR frequencies for initial notification. (2) CSAR frequencies for conduct of CSAR after initial notification. (3) Surface to air signaling (from incident site/evader). (4) Contact methods for JPRC. (a) Frequencies. (b) Point of contact and telephone numbers. i. Implementation of the CSAR Plan. (1) Who/what/when/where/how. (2) To whom (CSAR coordinator or agency). (3) What response can the notifying person expect from the CSAR coordinator or agency. (4) Deconfliction with FSO. J. Interface with MEDEVAC plan. (1) Medical evacuation facilities. (2) MEDEVAC transportation assets. 3. Responsibilities. a. JTF commander. b. Air component commander. c. RQS commander. d. STS commander. e. CSAR coordinator. f. Designated CSAR assets. g. Other CSAR Assets (on call). h. Individuals requiring CSAR assistance. i. JPRC.
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Table 2.55 JPRC/PRCC Planning Guide (1 of 3). - CSAR Plan. -- If a plan has not been constructed, bring the template from this regulation as a guide to developing a plan to fit the operation. -- Ensure that diplomatic agreements/procedures exist for CSAR/SAR with host/friendly nations in the JTFs AOR. --- Where is the host/friendly nation JPRC or equivalent? --- What are the contact procedures? --- Who must give approval for their use? (In most cases, individual countries are in charge of any rescue effort going on within their country. Go through the embassy to set up procedures to use friendly/neutral countries.) - Coordinate with JTF staff on the following items: -- J-1 (Administration) or service equivalent. --- Ask J-1 if they would like to be added as an addressee to all messages to keep them informed of rescue efforts in planning or underway. -- J-2 (Intelligence) or service equivalent. --- Ensure that evasion and recovery (E&R) plans at the JTF level match those at your level and ensure that recovery procedures match those in the CSAR plans. ---- Contact the POC for SAFE/DAR area selection in the AOR and coordinate a review of the information. Make sure that the channels are set up to pass this information to the subordinate assault units. -- J-3 (Operations) or service equivalent. --- Review/write CSAR SPINS. --- Coordinate with adjoining AORs on standardizing command and signal (pay particular attention to ground to air signals for authentication). --- Find out the CTAPS process and be ready to use it to get mission information and as a backup communication link. --- Coordinate with civil affairs and PSYOP to plan ways to get locals to turn isolated personnel in to friendly forces. --- Transmit a message requesting information on other PRCCs. ---- Include JPRC phone number, fax, radio frequencies, and coordinate the establishment of daily reporting times for other component PRCC to exchange updates in the event of concurrent CSAR efforts or multiple incidents of isolated personnel (either through the JPRC or obtain DIRLAUTH approval). ---- Request each PRCC advise the JPRC with their communications setup. ---- Request each PRCC transmit a reply to the request for information (RFI) to determine how effectively the hard copy message system works. This will allow the JPRC to backup the messages in case they are lost.
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Table 2.56 JPRC/PRCC Planning Guide (2 of 3). --- Talk to the JAG about the “Law of Armed Conflict,” how it applies to CSAR efforts, and how to report any violations (e.g., someone shoots at a survivor in a raft). Also, ask about your responsibility for picking up enemy and civilians in the AOR. --- Try to get a clear definition of, and distinction between MEDEVAC and CSAR. Determine who is responsible for what and how to get into the MEDEVAC system if necessary. --- Make sure you know who can suspend the search for isolated personnel. (This will come from higher headquarters.) --- Make sure the chain of command to the CSAR coordinator is clearly defined so that there is no question who is in charge of the CSAR effort. This should be written into the CSAR plan. ---- Determine who has launch/border crossing authority for CSAR assets. --- Ensure that communication architecture between the operations center (JOC or TOC) and the JPRC is effective and redundant. Plan to run a test CPX to determine the effectiveness. --- Ensure that all members of the PRCC are fully versed in the CSAR plan, E&R, plan, and medical/MEDEVAC plan. Ensure that all operational units are familiar with these documents. --- Develop a plan for operational units to provide the JPRC/PRCC with ISOPREPs and other authentication data to aid in recovery operations. -- J-4 (Logistics) or service equivalent --- Coordinate with the logistics readiness center (LRC) to determine the requirements for forward operating locations (FOL) for CSAR forces -- J-6 (Communications) or service equivalent --- Does the JPRC/PRCC need radios? Check on their capabilities and make sure to have a backup means of communicating with the JPRC and each component PRCC. --- Take computers with appropriate software for messages. Prior to deployment, copy essential message templates to ensure expediency when preparing paperwork. --- Request a separate call sign for the CSAR coordinator (which acts a “Buzz-word” to stop all radio traffic on the net to allow the initial CSAR calls to get through). --- Check all call signs. Ensure that everyone uses one set of call signs as published in the comm plan. --- Check the JCEOI. If designated, identify the CSAR net architecture and publish unique extracts to support CSAR operations.
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Table 2.57 JPRC/PRCC Planning Guide (3 of 3). --- If available, an administrative TACSAT network should be designated CSAR command and control (C2). This can be designated as a contingency alternative for use of an existing net. Primary and secondary frequencies within each frequency range (i.e., UHF or VHF) should be designated in advance to support CSAR operations. --- If survival radios and/or GPS are being used for recognition, ensure a consolidated list of serial numbers (PLS codes) is available at key nodes to support rapid identification. - PRCC Requirements -- Develop CSAR incident/mission checklists to facilitate PRCC actions. -- Start a phone list of frequently called phone numbers. -- Bring admin supplies and/or establish a local account to procure the supplies. -- Get two clocks (one local and one Zulu). -- Establish requirements for administrative personnel and watch standers as well as representatives from units essential to CSAR operations. -- Set up daily read files to get information to all shifts. -- Set up message files (incoming and outgoing). -- See intel for threat overlays and get markers and acetate to mark maps with assets and locations. --- Mark maps with threat zones (low, medium, and high) for quick determinations on how to accomplish a mission. --- Plot all shoot downs or incidents of isolated personnel on a map to determine trends (notify J-3 of trends). -- Establish a suggested manning table for the PRCC within the command plans to substitute personnel with appropriate qualifications when primary personnel are not available.
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Table 2.58 Personnel Recovery Reference Material. DoDD 2310.2, Personnel Recovery. DoDD 5110.10, Defense POW/MIA Office (DPMO). DoDI 1300.21, Code of Conduct Training and Instruction. DoDI 1300.7, Training and Education to Support Code of Conduct. DoDI 2310.3, PRCC Procedures. DoDI 2310.4, Repatriation of Prisoners of War (POW), Hostages, Peacetime Governmental Detainees and Other Missing or Isolated Personnel. Joint Publication 1-0, Joint Doctrine for Personnel Support to Joint Operations, (Chapter 3 and Appendix S). Joint Publication 1-02, DoD Dictionary of Military and Associated Terms. Joint Publication 3-05, Doctrine for Joint Special Operations. Joint Publication 3-05.1, Joint Tactics, Techniques and Procedures for Joint Special Operations Task Force Operations. Joint Publication 3-50, Doctrine For Personnel Recovery (Draft). Joint Publication 3-50.2, Doctrine for Joint Combat Search and Rescue. Joint Publication 3-50.3, Joint Doctrine for Evasion and Recovery. Joint Publication 3-50.21, Joint Tactics, Techniques and Procedures for CSAR. AFPD 16-12, Pararescue. AFPD 16-13, SERE. AFPD 10-4, Operations Planning. AFPD 31-1, Physical Security. AFPD 2-1.6, Personnel Recovery Operations (PRO). AFDD 34, Combat Search and Rescue (CSAR). AFDD 35, Special Operations. AFI 10-401, Operation Plan and Concept Plan Development and Implementation. AFI 10-403, Deployment Planning. AFSOCI 10-3001, Personnel Recovery. AFI 16-1202, Pararescue Operations, Techniques, and Procedures. AFMAN 36-2216, Survival, Evasion, and Recovery Training. 2.4 Considerations for Immediate Surface Operations. This section will mainly deal with PR/RO missions requiring a quick launch with minimal planning time. For PR/RO missions
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requiring deliberate planning such as extended surface operations, refer to AFTTP 3-1.8, Chapter 3, “Mission Planning Considerations.” NOTE: The successful conduct of PR/RO operations requires meticulous pre-planning, preparation, and training. PR/RO mission procedures will be initiated as soon as awareness and notification is received, the position of the IP is known, it is verified the IP is still alive, and the threat will allow or can be reduced to affect a successful recovery. 2.4.1 Opportunity for Success. The best chance of success is immediately after the need for PR has been declared. Extensive mission planning may be required for specific objectives. PR by its very nature implies justification of risk. PR planning should focus on a single catastrophic event conducted under worst case circumstances. PR coverage is defined by the capability and risk involved in the delivery and recovery of the recovery team in a reasonable period. For casualties with severe medical complications or located in high risk environments of urban, water, extreme weather and non-permissive environments, the response time should be less than 1 hour if possible. 2.4.2 Control/Coordination Agencies. T h e t h e a t e r u n i f i e d c o m m a n d e r d e l e g a t e s responsibilities for coordinating rescue and recovery to the joint personnel recovery center (JPRC) or (PRCC.) The JPRC is a collateral function and requests needed Air Force resources from approving authority. When other service resources are needed, the JPRC has the authority to coordinate directly with the Army tactical operations center (TOC), Marine tactical air control center, and the Navy combat information center (CIC) or the joint operations center (JOC). The unit’s operations staff and pararescue team leader (PJTL) direct all requests for coordination and support through command channels to the JPRC/PRCC. 2.4.3 Notification. GUARDIAN ANGEL will receive notification of isolated personnel via the theater or joint task force command and control structure. A PR/RO mission could involve an aircrew bailout over hostile territory, crash landing, ditching at sea, foundering naval vessels, or ground forces cut off from friendly lines. Typical operations might include the following: • Awareness and notification. • Assessing the situation. • Planning the mission. • Launching the recovery vehicles. • Refueling at a forward operating location or air refueling prior to ingress. • Ingressing enemy territory to locate isolated personnel. • Locating the isolated personnel. • Authenticating the isolated personnel. • Recovering the isolated personnel. • Egressing enemy territory. • Conducting air refueling (as required).
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• Recovering at a suitable friendly base. 2.4.4 Recovery Teams. Recovery teams (RT) should be selected, PR/RO and E&R plans implemented, well before the need. This reduces confusion and increases response/recovery times. Planning should include recovery teams to recover isolated personnel, treat injuries, destroy sensitive equipment, provide evader assistance, crash site security, or provide a quick reaction force (QRF). 2.4.5 Assets and Capability. Vertical lift assets should reflect a lift capability for delivering the recovery team to the objective area (OA) and recovering the IP/equipment. Vertical lift assets are limited by altitude, heat, and weight capability. Fixed wing aircraft should be capable of delivering the recovery team to the OA and inserting the force and their equipment by landing or by air (i.e., free-fall or static-line parachuting). During immediate response missions, any mission aircraft may be used in a secondary role in the PR effort. 2.4.6 Recovery. The specific method of recovery will be driven by terrain, threat, condition of isolated personnel, ability of IPs to continue to survive, equipment to be recovered, specialized equipment required, time available, and insertion/extraction vehicles availability and capability. Because increasingly sophisticated weapons are available to a wider variety of military forces, para-military forces, and insurgents, the use of all PR assets must be planned carefully and used appropriately. 2.4.7 Location. Location of the IP should be passed as described in the theater special instructions (SPINS). PR should be initiated over the pre-briefed mission frequency when communications with the survivor permit. 2.4.8 Authentication. Prior to insertion, authentication of personnel and threat will be verified. On-scene aircraft will normally conduct this authentication. Authentication will be initiated using the authenticator card or using theater SPINS. Once the proper answers/actions are received and confirmed, recovery procedures will continue. When utilizing vertical lift aircraft, the primary insertion/extraction method should be air landing. If terrain does not permit landing, alternate methods of insertion/extraction should be available for use. 2.4.9 Extraction. Evacuation and exfiltration of the recovery team should be initiated as soon as possible. If necessary, the recovery team may be required to change location to expedite extraction or avoid threats. If the recovery vehicle is delayed, the recovery team should follow pre-briefed procedures to minimize confusion during the recovery phase. During exfiltration, contact the PR coordinating authority. Transmit special requirements to include additional medical intervention needs, security or force requirements, re-supply requirements for follow-on operations, and critical intelligence data. 2.4.10 Mission Termination. Close the mission only after IPs/equipment is delivered to a competent authority, debriefing has occurred, and the recovery team has began the reconstitution process. 2.5 Pararescue Team Leader Specific Considerations. Any employment of PJs into a hostile or potentially hostile surface environment, for however brief a period, is considered a tactical employment. The operation must be trained for, planned, and executed as such. The responsibility for operations planning and preparation is shared jointly by the operations staff, intelligence, applicable aircrew members and PJTL. Decisions concerning employment
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feasibility and duration must consider the worst probable circumstances and be mutually understood by both the commander and the deploying PJTL. Long before mobility actions, and before combat operations are conducted, the PJ NCOIC will establish the requirements necessary for safe and effective operations. 2.5.1 Team Leader Checklist. The PJTL should use a checklist in planning and preparing for a mission. (See Table 2.59, Team Leader Checklist.) The TL considers all the checklist items but accomplishes only those items which the operational situation requires. Table 2.59 Team Leader Checklist (Example). Team Leader Checklist 1. Study the mission. 2. Plan use of time. 3. Study terrain and situation. 4. Organize the team. 5. Select men, weapons, and equipment. 6. Issue warning order. 7. Coordination (continuous throughout). 8. Request reconnaissance/study intelligence. 9. Complete detailed plans. 10. Issue operations order. 11. Briefback (to the tasking authority). 12. Supervise (at all times), inspect, rehearse. 13. Execute the mission. NOTE: Considering all, accomplish those necessary in any order. 2.5.2 Receive and Study the Operation. 2.5.2.1 Operations Order. The overall outline for the tasking and planning for an operation is titled the recovery team operations order. When completed, the operations order provides in sequence, information, instructions and guidance followed by a complete detailed plan on how to accomplish the assigned objective. The tasking order contains the necessary information and instructions from which to develop a comprehensive plan for execution. When initial tasking is set forth by the tasking authority, the intelligence section and operations section are responsible for compiling the information necessary to complete the operations order. The operations officer will ensure sufficient copies are available in the operations section. These standard outlines provide concise and standardized information for issuance of the tasking order to the PJTL. 2.5.2.2 Capabilities. When operations or the threat conditions exceed aircraft capabilities, recovery teams may be tasked to perform ground operations necessary to extract the IP. Another concept is employed when mechanized rescue is impracticable or impossible. The primary considerations for this type of employment are that the transportation resource must be afforded ample standoff in order to avoid an enemy threat/that the geographic and climatological features in the OA create a situation that is beyond the capability of the rescue vehicle. Depth and duration for the later concept of
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operations is limited only by the transportation resources used to deliver the recovery team to the operational objective. 2.5.2.3 Information. The type of situational information about the enemy that the intelligence and operations sections must attempt to provide for the PJ team leader is listed below. 2.5.2.3.1 Terrain. Detailed knowledge of the terrain and climatology of the area of operations is essential. The location of the existing road net and railroads, if any, must be determined. Information regarding soil trafficability, vegetation, water routes and expected ice thickness, snow conditions, wind velocity and direction, and average snow depth should be available to the PJTL. The PJTL should also know the general features of the terrain from the viewpoint of cross-country movement. For summer operations in barren lands, it will be necessary to determine water routes suitable for transportation and dry ground routes. Occasionally, maps may be unreliable or even nonexistent. Therefore, the requirement for timely aerial photographs must be used as a source of terrain information. Does the terrain offer passive security because of its ruggedness? How would the area lend itself to a survival situation? Are there any cultivated areas? 2.5.2.3.2 Identification. A description of physical features, mannerisms, and types of clothing is essential for both civilian and military. Special unit recognition by attire and function should be addressed. 2.5.2.3.3 Location. The PJTL needs to be briefed about the location of enemy within the periphery of the designated area of operations (AO) and the expected response time and type of support the enemy may have from contingents outside the AO. In particular, the PJTL needs an assessment of enemy strength within close proximity to the OA. 2.5.2.3.4 Activity. The assessment of activity must address whether the enemy is mobile or static and the type of enemy force—conventional, unconventional or guerrillas. What is the enemy known to be doing in the AO? Does the enemy patrol the AO regularly and what routes are usually taken? Are there any established observation posts or secured areas? 2.5.2.3.5 Strength. Strengths include both population density and military order of battle or troop strength. Relative quantities of loyalists, conventional, unconventional, and specialized search and destroy elements must be identified. 2.5.2.3.6 Sociological Summary. Outline any significant political, economical and cultural aspects of the indigenous enemy within the periphery of the AO to include the overall influence of the military and the possibility of indigenous sympathizers. State of health and especially the possibility of incapacitating disease affecting those within the AO should be noted. 2.5.2.3.7 Equipment Types/Abilities. • Air Forces. Fixed/rotary wing aircraft? General air defense?
Night and weather capabilities?
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AFTTP 3-3.8, 1 July 2006 • Ground Forces. AAA, SAM, and small arms; size, range, mobility, engagement parameters, optics/radar capabilities and Radar Warning Receiver (RWR) indications? • Comm. Communications jamming and direction finding capabilities? • Radar. Infrared, night vision, antipersonnel radar capabilities? 2.5.2.4 Tasking Order. Do not confuse the tasking order with the operations or warning orders. During issuance of the tasking order, the PJTL should listen carefully to ensure clear understanding of all information, instructions, and guidance, taking notes for later use in planning. The PJTL should ask questions if any points are not clear. 2.5.2.5 Study. The PJTL carefully studies the operation. Through study of the terrain and situation, the PJTL identifies the essential tasks to be accomplished in executing the mission. These essential tasks become submissions of the team for which organization, personnel, and equipment must be considered.
2.5.3 Plan Use of Time. Combat situations seldom allow the PJTL as much time for planning and preparation as desired. Plan the proper use of available time. Pre-plan as much of the operation as-possible. 2.5.3.1 Schedule Preparation. As soon as mission study is completed, quickly make a mental or written time schedule. (See Table 2.60, TL Time Schedule [Reverse Planning] and Table 2.61, PJTL Time Schedule [Chronological Planning] which allots time for each action of the team.) 2.5.3.2 Time Schedule. Plan the PJTL time schedule around any times specified in the tasking order (i.e., time of departure, time to make reconnaissance, or time of return). Use reverse planning. This method plans from the last action for which a time is specified and works back to the receipt of tasking orders. This allocates time for all necessary actions. In planning use of time, the PJTL ensures subordinate leaders and team members are allowed time necessary to prepare for the mission. 2.5.4 Study Terrain and Situation. The PJTL studies the terrain over which the team will operate and the friendly and enemy situations, relating these to the study of the operation and identification of essential tasks to be accomplished. 2.5.4.1 Terrain. If available, make a detailed study of the map and of aerial photos, if available. Note fields of fire and observation, cover, concealment, obstacles, key terrain features, and avenues of approach and withdrawal. Study the OA very closely. Consider the influence of terrain on execution of the operation. Terrain may influence the recovery team’s size, organization, and equipment. For example, a stream or lake to be crossed may require personnel/equipment flotation. Team formations while moving depend on the terrain, that is, for difficult terrain—close formations, for open terrain—extended formations. Terrain will effect speed of movement. Terrain in the OA helps determine security needed, positioning of fire support, manner of conducting the leaders’ reconnaissance, and the plan of action at the objective.
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Table 2.60 TL Time Schedule (Reverse Planning). TL Time Schedule Extraction (Example) Date
Time/(Zulu)
Activity
19
0200
Return friendly area
18
2330/0200
Movement en route
18
2300/2300
Accomplish operation, reorganize
18
2230/2300
Leader’s recon
18
2000/2230
Movement en route
18
2000/
Departure friendly area/insertion
18
1945/2000
Movement to departure area
18
1930/1945
Final inspection
18
1845/1930
Night rehearsals
18
1800/1845
Day rehearsals
18
1745/1800
Inspection
18
1700/1745
Supper meal
18
1630/1700
Issue operations order
18
1530/1630
Complete detailed plans
18
1430/1530
Make reconnaissance
18
1415/1430
Issue warning order
18
1330/1415
Preliminary planning - Coordinate - Select team, weapons, equipment - Organize the team - Study terrain and situation - Plan use of time - Study the operational tasking
18
1330
Tasking order received
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Table 2.61 PJTL Time Schedule (Chronological Planning). PJTL Time Schedule Extraction Date
Time/(Zulu)
Activity
18
/0900
Warning order completed
18
0900/1230
TL requests reconnaissance/studies intelligence: makes coordination: completes detailed plans - Assist. TL supervises drawing, issue, preparation of equipment, ammunition, rations - Assist. TL supervises practice of immediate action drills - Special elements rehearse (stream crossing, aerial resupply) - Team members prepare individual equipment - Subordinate leaders inspect
18
1230/1300
Noon meal
18
1300/1330
Operation order
18
1330/1430
Team members complete preparation
18
1430/1630
TL inspects - Daylight rehearsals - Element rehearsals - Team rehearsals
18
1630/1730
Rest
18
1730/1800
Evening meal
18
1800/1900
Final inspection - By subordinate leaders - Spot checks by TL - Questions on plans, signals, use of equipment
18
2000/2030
Aircraft briefing
18
2030/2100
Aircraft on load
18
2100/2130
Dark adaptation of eyes
18
2200/
Depart
2.5.4.2 Situation. Study the strengths, locations, dispositions, and capabilities of both friendly and enemy forces that may affect the team’s operation. 2.5.5 Make Tentative Plan. From the study of the operation, terrain, and situation, the PJTL formulates a tentative plan of action for accomplishing the operation. This plan includes the
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number of people needed and how they will be organized, the weapons and equipment needed, and the manner in which they will be employed. Manner of employment or scheme of maneuver is the concept of operation. The tentative plan is later developed into the complete and detailed plan of operation. 2.5.6 Select and Organize the Recovery Team, Weapons, and Equipment. 2.5.6.1 Select the Team. Selection of recovery team members should be based on knowledge of the individual’s performance as certified in the AF Form 623, On-the-Job Training Record. More personnel than necessary are not taken merely to maintain unit integrity. 2.5.6.1.1 Personnel Readiness. Personnel with poor health/physical condition are not taken. For example, an individual with a cold may endanger security by coughing or a person with foot trouble may slow-down the team. 2.5.6.1.2 Grub Down. Establish a “grub down” period, this is essential to team survivability. For PJ combat operations this period begins approximately 72 hours prior to deployment but may be longer as the operational situation dictates. Grub down is the reduction and control of shaving, haircuts, using scented soaps, after shaves, shampoos, lotions, colognes, deodorants, mouthwashes and toothpaste; and wearing clothing that has been starched or scented by softeners. During periods of perpetual immediate response in the combat environment, PJs will maintain a continuous state of “grub down.” Good hygiene is still essential. This will be achieved using an unscented cleaning agent for bathing (i.e., Ivory soap, Phisoderm, and sodium chloride [table salt] for brushing teeth). Shaving waivers and haircut waivers (not necessary for most mission situations) will be coordinated with the host base commander by the senior deployed combat rescue officer/pararescuemen. 2.5.6.2 Organize the Recovery Team. Organization consists of determining the individual responsibilities required to accomplish essential tasks, selecting the right person for each responsibility, and determining the weapons and equipment the team will need. Organization is a two-step process: (1) general organization and (2) special organization. 2.5.6.2.1 General Organization. A basic recovery team consists of three pararescuemen, with one being the overall PJTL. A three or four man movement, with a simple operation, is not organized into elements. Instead, the entire team becomes a single reconnaissance and security element. A larger team with a more complex operation requires a reconnaissance element and a security element or a combination thereof. 2.5.6.2.2 Special Organization. The team is further organized when needed to perform essential tasks. 2.5.6.2.2.1 Elements. The recovery team should be organized into smaller elements corresponding to unique duties such as communication, search, IP contact, and medical. 2.5.6.2.2.2 Weapons of Support. More than one support element may be required when the support element leader or the PJTL cannot directly control the
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AFTTP 3-3.8, 1 July 2006 weapons of the support element. This may be the case when there are too many supporting weapons for direct control or when weapons are positioned too far apart for direct control. 2.5.6.3 Weapons. Selection of weapons and ammunition is based on this question: “What is needed to do the job?” The difficulty of transporting some weapons because of bulk or weight must be considered but is seldom a decisive factor. Personnel should be knowledgeable about the weapons they are using. Aerial re-supply of ammunition is considered for operations extended in time or distance. 2.5.6.4 Equipment. When possible, the same equipment is used for more than one purpose or in more than one area. A unit operating instruction prescribing routine uniform and equipment saves the TL and the team valuable time in planning and preparing. Inspect and pre-stage all mission equipment. This will save time during the launch phase of the PR mission.
2.5.7 Issue a Warning Order. The time a team needs to prepare depends on such factors as the nature of the operation, the proficiency of the recovery team, and the preparations made (if any) when the PJTL received the tasking order and made a tentative plan. The PJTL provides team members the maximum preparation time possible by issuing a warning order as soon as a tentative plan is made. The warning order should be issued to all team members. If this is not feasible, the order is issued to subordinate leaders, in turn, they issue warning orders to their elements. 2.5.7.1 Situation. Minimum details are given to include only the information the recovery team needs to prepare while the PJTL plans in detail. The complete situation is given in the operations order. 2.5.7.2 Mission. This is a brief but clear statement of what the recovery team is to accomplish and the location or area in which it is to be done. 2.5.7.3 Organization. General and special organization are prescribed and explained. 2.5.7.4 Uniform and Equipment Common to All. This includes clothing, personal equipment, rations and water to be carried, camouflage measures to be taken, and the means of identification the recovery team will carry. Prohibited items are also stated, (i.e., wallets, letters, and personal papers, which might reveal information if lost or captured). 2.5.7.5 Chain of Command. Individuals are assigned a place in the chain of command. In larger teams, subordinate leaders are assigned relative positions and required to establish chains of command within their elements. 2.5.7.6 Times and Places for Inspection and Rehearsal. The PJTL announces the times and places to inspect the team. If known at the time, the time and place of rehearsal for the full team is given. Complete uniform and equipment are worn and carried at all such inspections and rehearsals. 2.5.7.7 Specific Instructions. Specific instructions are given to/for: • Subordinate leaders for obtaining, checking, and distributing rations, water, weapons, ammunition, and equipment.
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• Preparation of recovery team members for the operation. • Initiating and supervising other activities to be accomplished. This may include practice of immediate action drills, rest and sleep periods, or the practice of hazard crossing procedures. Reconnaissance, coordination, inspections, and rehearsals require all key individuals for their preparation, such as function checks of radios and specialized recovery equipment. Map study by point and compass personnel is mandatory, regardless whether electronic means (i.e., GPS) is used or not. 2.5.7.8 Safeguarding of Information. In all situations, precautions must be taken to prevent compromising the team or other operations. All information is given on a strict “need-to-know” basis observing all the rules of COMSEC and OPSEC. Other security measures must include isolation of the team from non-essential personnel, withholding of information until the latest feasible time and continuous security education. When filled in, the operations order and its annexes are classified SECRET or higher. 2.5.8 Coordination. Coordination is a continuous, joint effort by all tasked and tasking agencies, to never assume anything. It is imperative to mission accomplishment that the PJTL possess detailed knowledge of the various organizational structures and their contacts and the skills required to assess each is working toward the same goal. All activities requiring coordination should be documented. Coordinating frequently overlaps to ensure that coordination is continuous, complete, and properly accomplished. This is particularly true of extended operations since the dispatching unit’s areas of influence and interest may overlap those of others. 2.5.8.1 Coordination. Coordination must continue throughout planning, preparation, and conduct of the operation. The PJTL coordinates all possible arrangements before leaving the place the tasking order site. Communications are better at that site and the advice and assistance of trained and interested personnel are most readily available. 2.5.8.2 Examples of Coordination. Examples of coordination, that must be made are: • Movements In Friendly Areas. Units in whose areas the recovery team will operate must be informed so the team will not be endangered or unnecessarily be restricted. • Departure and Re-Entry of Friendly Areas. Guides may be necessary, especially if the team must pass friendly obstacles such as mines or wire. • Fire Support. Carefully planned and properly coordinated fire support can decrease thepotential for fratricide and can help in six ways. • Destroy. Destroy enemy opposing the team en route, at danger areas, and at the objective. • Deceive. Deceive the enemy as to the true location or direction of movement of the team by cloaking withdrawal or other routes upon breaking contact. • Deny. Deny the enemy use and access of roads, trails and other terrain features from which they may detect or bring action against the team. The enemy can also be denied the use of approaches into the OA.
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AFTTP 3-3.8, 1 July 2006 • Defend. Defend the recovery team against attack en route, at danger areas, and at the objective. • Direct. Assist in location of objectives. • Detect. Detect the enemy by firing on likely positions.
2.5.9 Make Reconnaissance. Visual reconnaissance confirms, clarifies, and supplements information provided by maps, aerial photos, and other sources. 2.5.9.1 Reconnoiter. When possible, an aerial reconnaissance is made of the OA and of the terrain. This is the only useful means of reconnoitering a large area. 2.5.9.2 Ground Reconnaissance. A ground reconnaissance of the team’s area of operations is desired, but is generally impossible. The PJTL should attempt to gather information from units who operated in these areas. 2.5.10 Complete Detailed Plan. The warning order has been issued; reconnaissance has been made; recovery team members are preparing themselves and their equipment. The PJTL now develops the tentative plan into a detailed plan for accomplishing the operation. The tactical situation and designated mission objective provides the substance from which the PJTL draws on to build the detailed plan of execution. 2.5.10.1 Essential Tasks. The PJTL first assigns essential tasks to be accomplished by individual recovery team members. The PJTL then plans other phases of the mission in the sequence most convenient under the circumstances. The sequence in which planning is discussed below may be followed or modified, as appropriate, and as time permits. 2.5.10.2 Execution Plan. This plan is a complete outline of the actions necessary to accomplish the assigned objective and should be included in the operations order. 2.5.10.2.1 Concept of Operations. In the execution plan the concept of operation is stated in the lead paragraph. This is a concise statement summarizing the method to be used to achieve the objective. 2.5.10.2.2 Coordinating Instructions. To the extent required by the situation, the PJTL plans when and how the team, its elements, and the individual team members are to accomplish assigned responsibilities. 2.5.10.2.3 Critical Times/Dates. Critical times and dates are addressed throughout the PJTLs time schedule and the recovery team time schedule. Times of departure and return require special attention and are addressed in detail in the following paragraphs. 2.5.10.2.3.1 Times. Times of departure and return are based on careful consideration of the times required to: • Reach the objective. Considerations include distance, terrain, anticipated speed of movement, the friendly and enemy situation, and (if applicable) the time at or by which the operation must be accomplished. • Accomplish essential tasks in the OA; (i.e., reconnaissance) movement of elements and individuals and actual accomplishment of the operation.
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• Return to friendly areas/extraction point. This may differ from time required to reach the objective. IP(s) may slow the team. The use of a different return route may change the time required. 2.5.10.2.3.2 Advantage. Advantage is taken of light and weather conditions which will aid departure and return (e.g., greater darkness before moonrise and after moonset—darkness and noise of wind and rain during stormy periods). 2.5.10.2.4 Specific Individual Responsibilities. Essential tasks are identified and assigned. These are the tasks whose successful performance enables the team to reach the objective and return. Such tasks as navigation, team security, security during halts, survivor contacts, as well as the authentication procedures are to mention a few. 2.5.10.2.5 Organization for Movement. Formations must be planned for movement of the team to and from the OA. Location of elements and individuals in the various formations used must be planned. 2.5.10.2.5.1 Ground Movement. Ground movement formations should be adaptable to any size team. Each formation has its advantages and disadvantages. They may be varied to fit the terrain and situation. For example, a situation may require some sacrifice of control in order to achieve greater dispersion. Another situation may require great stealth at the expense of speed in movement. 2.5.10.2.5.2 Factors Influencing Movement. 2.5.10.2.5.2.1 Enemy Contact. The most important consideration is the plan of action to take if the team makes enemy contact. 2.5.10.2.5.2.2 Tactical Integrity. As far as possible, organization for movement maintains element and team integrity. This helps in control, security, employment at the objective, and on enemy contact. 2.5.10.2.5.2.3 Employment At Objective. Consistent with other considerations, organization for movement permits quick and easy employment at the objective. 2.5.10.2.5.2.4 Control. How important is control in relation to other factors? The size of the team is always an important consideration. 2.5.10.2.5.2.5 The Enemy Situation. Where is the enemy? How strong is he? What/where are ambush dangers? 2.5.10.2.5.2.6 Speed of Movement. When must the team reach the objective? When must it return? Rate of movement is governed by the threat, terrain, mission equipment, and security. A pace consideration is where to place the slowest team member. 2.5.10.2.5.2.7 Stealth. Can the team move quietly? Does the formation force the flanks to move through noisy underbrush? Which is most important, stealth or speed? 2.5.10.2.5.2.8 Security. From which direction is contact with the enemy most likely to come? Will the team have a 360-degree security? Will speed or
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AFTTP 3-3.8, 1 July 2006 stealth provide the best security? A carefully controlled combination of speed and stealth is usually best. 2.5.10.2.5.2.9 Dispersion. Consistent with control, the team is dispersed so that a sudden burst of fire will cause the fewest casualties. 2.5.10.2.5.2.10 Terrain. How does terrain affect movement? Is it wooded or open? Are there roads or streams to cross? 2.5.10.2.5.2.11 Visibility. Is visibility good or poor? Can the enemy see the team? Can the team be seen and controlled? 2.5.10.2.5.2.12 Weather. How will the weather affect the ground, streams, and visibility and equipment requirements? The operations order should provide a detailed synopsis of meteorological, celestial, nautical and atmospherics data as it affects the mission. 2.5.10.2.6 Primary and Alternate Routes. 2.5.10.2.6.1 Routes. A primary route and one or more alternate routes of return are selected. 2.5.10.2.6.2 Legs. Routes are divided into “legs” with each leg starting, if possible, at a point which can be recognized on the ground and a pace count is used between each point. This makes it easier to stay oriented at all times. When it is not possible to start and stop “legs” at recognizable points, a continuous pace count can be used. 2.5.10.2.7 “Delta” Reference Points. This is a pre-determined point used for secure reference of locations. The reference points are significant landmarks or geographic features and pre-designated rallying points. Pre-planned ground fire support as with fire suppression for pre-designated targets should not be designated as a reference point but should be referred to by target number. However, aerial ordnance delivery can be directed based on bearing/direction from a reference point when the aircraft, reference point, and target are within view of the person directing the strike. The PJTL selects enough reference points so that during most of the route of travel the team maintains a reference point within line of sight except when made impossible by heavily forested or desert terrain. 2.5.10.2.8 Support Utilization. Based on the objective the PJTL assesses the information from the situation report to determine what support is available and what is necessary in order to achieve the mission objective. Before determining support requirements, the TL must develop a thorough understanding of the enemy situation, then incorporates the necessary support into the team’s plan of execution. There are four types of support to consider aircraft support, ground support, logistic and re-supply support, and maritime support. (See Table 2.62, Types of Support.)
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Table 2.62 Types of Support. Type of Support
Aircraft
Activity Reconnaissance
Visual, photo, tactical electronic reconnaissance, strike control and reconnaissance.
Insertion operations
Airlanding, rappelling, freefall swimmer, hoist, parachute, or vehicle.
Electronic warfare
Area jamming for insertion and extraction operations.
Defense suppression
Hunter/Killer, interdiction for destruction of radiation emitters (SAM, AAA, GCI, etc.).
Airborne command and control communications
Communications relay, TACAIR coordination, air/ground threat advisories, and friendly aircraft vectoring.
Ordnance delivery
TACAIR bombs, rockets, bullets, harassment/incapacitation ordnance, and smoke screening.
Re-supply
Freefall bundle drop, parachute bundle drop, parachute cargo delivery system, container delivery system (CDS), low altitude parachute extraction system (LAPES), high altitude low opening (HALO), SUU21/22 re-supply pods.
Extraction operations
Airlanding, rope (STABO/SPIES), hoist, rope ladder, and vehicle.
Fire support (artillery ordnance delivery)
Destroy, deceive, deny, defend, direct, and detect.
Fire support (infantry)
Raid patrols, ambush patrols, security patrols, contact patrols, search and attack patrols, motorized patrols, and airmobile and waterborne patrols.
Logistics and re-supply
Caches for unconventional warfare (UW) operations, or direct support from UW forces and forward operating indigenous forces.
Insertion/extraction operation
Swift boat, inflatable boats, swimmer deployment vehicle (SDV), and submarine wet deck operations.
Naval gun fire support
—
Ground
Maritime
Example
2.5.10.2.9 Departure and Re-Entry of Friendly Areas. Team movements must be coordinated with the units areas the team will move. Methods for accounting for
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AFTTP 3-3.8, 1 July 2006 personnel during departure and re-entry must be thoroughly planned. Use any method which, least endangers the team and other friendly forces. 2.5.10.2.10 Annexes. Actions not included in other parts of the detailed plan are planned as “other actions.” This includes plans for stream crossing, adverse terrain rescue, and aerial re-supply of ammunition or rations. Annexes are the plans, in a written operations order, that are placed in specific attachments. 2.5.10.2.10.1 Insertion Plan. The insertion plan is included with the operations order and contains only the necessary details required for the insertion phase of the operation. A copy of this plan with a large scale map identifying all critical points and known threat locations will be presented to the operations staff, TL, or the person in charge of the insertion vehicle. 2.5.10.2.10.2 Collateral Unit Coordination Plan. The collateral unit coordination plan is included with the operations order and contains the information necessary to link-up with a collateral clandestine ground element in order to accomplish a common assigned objective. If necessary, a copy of this plan is presented to the command authority in direct control of the collateral unit. 2.5.10.2.10.3 Re-Supply Plan. The re-supply plan is included with the operations order and contains only a basic outline of the necessary details required for pre-planned re-supply during a mission. A copy of this plan with a large scale map identifying primary and alternate re-supply drop zones and known threat locations will be presented by the RCC/JSRC/JOC or operations staff to the agency or person in charge of re-supply transportation. 2.5.10.2.10.4 Extraction Plan. The extraction plan is included with the operations order and contains only the necessary details required for the extraction phase of the operation. A copy of this plan with a large scale map identifying all critical points, Delta points and known threat locations is presented by the operations staff or the PJTL to the person in charge of extraction. The alternate extraction point is included in this plan only if the primary extraction vehicle is expected to divert to the secondary point; otherwise, another attachment must be developed for the alternate extraction point in order to maintain operations security. 2.5.10.2.10.5 order.
Master Maps. These maps become attachments to the operations
2.5.10.2.10.5.1 A large-scale map of 1:50,000 or larger scale will show the OA and if possible, the complete area of operations. The TL uses this map to outline the complete plan of execution in the area of operations. Required entries are: the primary and alternate routes of travel, the primary and alternate insertion points, initial rallying point, Delta points, fire suppression of pre-designated targets, survivor’s probable location, primary and alternate objective rallying points, primary and alternate link-up points, primary and alternate extraction points, safe areas, designated areas for recovery, emergency recovery points, and known threat locations. This map is classified SECRET
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or above and remains with the operations order in a classified file. 2.5.10.2.10.5.2 A medium scale map of 1:250,000 scale will show the complete area of operations. The TL should plot the area covered by the large-scale map onto this map, and thereby develop a total perspective for the area surrounding the area of operations and the OA. This map is classified SECRET or above and the disposition is the same as in the previous paragraph. 2.5.10.2.10.6 Evasion Plan of Action. The PJTL develops this plan based on guidance and information contained in the SPINS and extracted from intelligence. This plan is absolutely essential in order to cover the contingencies that would develop when the integrity of the team is disrupted to the point that the operational objective is no longer paramount and the primary objective becomes survival. For example; 50 or more percent of the team members are casualties in a chance enemy contact, failure of scheduled re-supply in extreme cold weather operations, or a PJ element is temporarily abandoned during “immediate response” combat rescue operations. 2.5.10.3 Logistics and Administration. Logistics and administration should be part of the operations order. Use unit standard operating procedures as much as possible to streamline the equipment preparation process. For the immediate response scenario, sufficient quantity and types of equipment must be pre-packaged and pre-positioned onboard the mission-alert aircraft to cover a variety of contingencies. The pre-planned surface operation will require only the quantity and types of equipment necessary for that operation alone. Special consideration must be given to the impact that shortages of essential equipment items would have on successful operation accomplishment. 2.5.10.3.1 Rations and Water. The amount of water and rations that must be carried varies with the environment. All natural water sources must be considered un-potable. The quantity of chemical purification agent carried or filters for mechanical purifiers should be sufficient to cover the duration of an evasion plan of action. If the threat of NBC agents is a possibility, the team must carry enough water for the duration of the mission. Aerial re-supply is considered for extended operations. 2.5.10.3.2 Arms, Ammunition and Pyrotechnics. The warning order specifies the arms, ammunition, and pyrotechnics needed to support the tentative plan. 2.5.10.3.3 Individual Uniform and Bivouac Equipment. Unit standard operating procedures (SOPs) should address variations required by the environment. The PJTL must determine in the detailed plan, if any additions, deletions, or other changes to the uniform and equipment are required based on what is specified in the warning order. 2.5.10.3.4 Communications Equipment. Communications equipment is grouped into two basic categories: electronic and visual. The PJTL must determine the types of radios and beacons required. 2.5.10.3.5 Medical Equipment. What is the known condition of the operational objective? The PJTL must include enough medical equipment to cover any known or suspected requirements. Additional equipment must be available to provide treatment for team members who become injured or wounded. Special medical equipment items
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AFTTP 3-3.8, 1 July 2006 like pole/poleless litters, stokes litters and litter accessories are determined based on the plan of action for survivor treatment and survivor movement should be identified in the operations order. 2.5.10.3.6 Special Equipment. Areas of special significance are wet operations, parachute operations, adverse terrain operations, and specialized crash egress equipment requirements. Each of these areas requires special consideration based on the type of insertion and extraction planned and the type of terrain within the area of operations. 2.5.10.3.7 Color Topographic Maps and Aerial Photos. Maps of both large and medium scale are necessary for planning and executing the operation. Through the assessment, the PJTL decides what mapping is essential or if the available mapping is sufficient. It may require reconnaissance in order to effectively plan and execute. 2.5.10.3.8 Administration. Handling of wounded, dead and prisoners is usually addressed in this section. In recovery operations, these problems become an integral part of the execution plan. Other administrative items the PJTL should consider are as follows: • Physical and mental condition of individual team members. • Immunization and preventative medicine requirements. • Personal affairs and emergency data records (i.e., last will and testament, or financial arrangements). • Identification requirements (i.e., ID card, dog tags and passport [as required]). • Facilities available (i.e., messing or billeting, isolation). • Code of conduct review. • Sterilization of personal effects. • Standardized location of all sensitive items (i.e., classified documents, manual and electrical encryption devices). • General and unique rules of conduct and engagement. • Handling of victims effects. 2.5.10.4 Command and Signal. 2.5.10.4.1 Chain of Command. 2.5.10.4.2 Locations of Leaders. The location and communications requirements of the PJTL and assistant PJTL are planned for all phases of the operation, during movement, at danger areas, and at the objective. The PJTL plans to be where the team can be best controlled and directed at each phase. The assistant PJTL maybe assigned specific duties in a sensitive location during any phase of the operation or may assist the PJTL in control of the entire team being located in the best position to assume command, if required.
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2.5.10.4.3 Communications. When communication with outside C2 and support elements is required or anticipated, the plan must include radio call signs, frequencies, times to transmit or monitor, and when appropriate, the special codes to be used. 2.5.10.4.4 Signals. Signals break down into three basic areas. These are: (1) signals for team movement, (2) recognition symbols, and (3) evasion and recovery signals. 2.5.10.4.4.1 Signals for Team Movement. When and where will signals be needed to control the team? These signals must be planned and rehearsed. Some instances where they may be needed are to signal “freeze” or “take cover, enemy in sight,” to order withdrawal from the objective, to signal “all clear,” and to stop and start the team. Visual and audible signals such as arm and hand signals, pyrotechnics, voice, radios, and infrared equipment may be used. All team members must know any signals planned. 2.5.10.4.4.2 Photo Recognition. The photo recognition symbol is a simple signal (i.e., a dash and dot) that can be positioned through photo-reconnaissance to track long-range ground movement. 2.5.10.4.4.3 E&R Signals. Evasion and recovery signals (letters and colors) are assigned by intelligence and usually published in the SPINS. The recovery team will only use these signals when the basic plan of execution has reverted to the “evasion plan of action.” 2.5.11 Issue the Operations Order. From the planning done in the previous step, the PJTL should have all the information to brief the team on the operation (issue the operations order). 2.5.12 Briefback. A good method is for the team to assemble for a short conference before the brief-back. Notes, thoughts, and observations are compared so complete, concise, and accurate information can be quickly given at the brief back. 2.5.13 Briefback the Command Releasing Authority. This is where the PJTJ sells the intended operation. Approval, disapproval with a recommendation to scrub the entire mission, amend/re-do the plan, or put the operation on hold as is, should occur at this point. 2.5.14 Supervise (At all Times), Inspect, Rehearse. Inspections and rehearsals are vital to proper preparation. They must be carefully planned and conducted even though a team may be experienced in PJ combat operations. Use a rehearsal area resembling the OA. Plans must provide for inspections by subordinate leaders as well as the PJTL, when required. 2.5.15 Include Provisions for Test Firing all Weapons. A functional check is not enough. Conduct live test firing in all modes. Limit test firing to as few rounds as possible. Ensure the weapons are clean and lubricated as required by the environment. 2.6 SERE Specialist Specific Mission Planning Considerations. T h i s s e c t i o n p r o v i d e s general information and procedures for operational taskings. Additionally, it defines roles and duties of Air Force SERE specialists (1T000/1T0X1) and outlines activities conducted while supporting PR operations. In conjunction with AFPD 16-13, Survival, Evasion, Resistance, and Escape (SERE) Program Directive, and specialized training, it serves as a base document for units to develop and maintain the required capabilities to successfully accomplish PR operations.
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2.6.1 Documents. Refer to AFPD 16-13 Survival, Evasion, Resistance, and Escape (SERE) Program Directive, JP 3-50.2, Doctrine for Joint Combat Search and Rescue, JP 3-50.21, Joint Tactics, Techniques and Procedures for CSAR, JP3-50.3, Joint Doctrine for Evasion and Recovery, DoDI 1300.7, Training and Education to Support Code of Conduct, DoDI 1300.21, Code of Conduct Training Instruction, CCR 525-21. 2.6.2 Qualification and Training. SERE specialists will be qualified IAW their career field education and training plan (CFETP), MAJCOM master task list, and unit level training requirements. Operations supported may dictate additional training. 2.6.3 Concept of Employment. SERE support to PR operations covers the spectrum of engagements from regional conflict to small-scale contingencies (SSC) and consists of three mission areas which form the SERE triad. These include (1) initial training, (2) refresher/continuation training, and (3) deployed operations supporting high-risk-of-capture (HRC)/high-risk-of-isolation (HRI) personnel. Deployed responsibilities include: assignment to the joint personnel recovery center (JPRC), personnel recovery coordination cell (PRCC) or equivalent; unit level positions in operational flying units, rescue squadrons, sister service or allied units, and SOF/OGA elements as requested. Actions taken prior to mission execution are designed to facilitate planning and preparation for possible IP events and the ensuing PR mission. SERE specialists will assist in all facets of PR mission planning by ensuring incorporation of all available and pertinent SERE information. Actions taken after recovery facilitate reintegration and ensure lessons learned are documented and forwarded. Procedures for the mission areas may overlap and each specific operating location may have collateral support requirements identified and supported by the assigned SERE specialist. NOTE: In SSC situations a single SERE specialist may be required to perform the functions of both mission areas. 2.6.4 PR Operational Support Duties at Home Unit. Provide oversight, manage, and conduct operations and training activities supporting PR operations IAW AFPD 16-13, Survival, Evasion, Resistance, and Escape (SERE) and MAJCOM requirements. 2.6.5 PR Duties while Deployed. • Provide oversight and conduct theater specific PR briefings to HRC/MRC personnel (i.e., environmental, cultural, HRC/HRI, and STEP briefings). • Serve as PR LNO to JPRC/PRCC director/coordinator. • Conduct reintegration debriefings of recovered personnel to extract and integrate lessons learned IAW Chapter 12, “Reintegration Operations.” • Assist in development and update PR SPINS. • In cooperation with unit intelligence personnel, evaluate suitability/availability of selected areas for evasion (SAFE), designated areas for recovery (DAR), and other designated PR areas to determine suitability for mission requirements. Communicate new requirements through appropriate channels. 2.6.6 SERE Program Manager. The senior ranking or designated SERE specialist in the JPRC/PRCC will act as the SERE program manager (PM) and has final responsibility for the theater SERE program. The SERE program manager (PM) may delegate tasks and duties as
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necessary to facilitate mission accomplishment but does not relinquish responsibility. 2.6.6.1 Responsible to ensure EPAs, ISOPREPs, and other SERE-related documents meet the combatant commander’s theater requirements. Establish/enforce procedures for receiving and reviewing unit level EPAs and ISOPREPs. 2.6.6.2 Identify all unit-level POCs and assist/advise them as necessary; develop, review, and update theater specific PR TTPs for the joint/combined force. When developing PR plans, consider the following to ensure joint/combined interoperability: 2.6.6.2.1 Electronic communications plans must be clear/precise and must detail procedures for the various radios and electronic devices that are being used throughout the theater (i.e., PRC 112 versus PRC 112B1/2/G, PRQ-7 (CSEL) or PRC 90). Capabilities and limitations of sister-service/allied personnel must be factored into the communication plan. 2.6.6.2.2 Signaling procedures will incorporate current, available technologies to ensure standardization among the force to the most practical extent. As much as possible, use current and established TTPs when selecting the appropriate signaling method for a specific situation (i.e., night no radio [NORDO]). 2.6.6.2.3 Authentication procedures will be tailored specifically to the AOR using current TTPs. 2.6.6.2.4 Evasion considerations will reflect the threat level, legal status and will incorporate the appropriate use of evasion techniques to mitigate that threat. Consider climate, terrain, life forms, and indigenous people. SERE specialists may be required to evaluate and recommend SAFEs and/or DARs, evasion corridors, recovery points, rally points, and evasion re-supply points to the appropriate command level for inclusion in the PR planning process. 2.6.6.2.5 Recovery procedures will be included in the SPINS and follow established TTPs contained in this volume as well as applicable joint doctrine. 2.6.6.2.6 Isolated personnel guidance will be tailored to the specific AOR and its unique requirements. 2.6.6.3 PR Kits. Ensure unit-level SERE specialists have the following items available for inclusion into PR kits: • Blood Chits. Collect requirements, order, and distribute blood chits to the unit-level POCs as necessary, ensuring all blood chits distributed are accounted for. • Pointee-Talkies. Ensure unit-level SERE specialists have access to the appropriate pointee-talkies. • Evasion Charts. Ensure unit-level SERE Specialists have access to the most current evasion charts (EVC) covering the AOR. National Imagery and Mapping Agency (NIMA) is the agency responsible for this evasion product. 2.6.6.4 Advisory Role. SERE specialists act as the combatant commanders focal point to ensure inbound personnel have accomplished the mandatory SERE theater entry-level requirements. Provide guidance to determine these requirements as well as assisting in
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AFTTP 3-3.8, 1 July 2006 identifying HRC/MRC personnel. Entry requirements may include the following areas: properly prepared and electronically forwarded ISOPREPs; theater-specific SERE indoctrination briefings that include items, as a minimum, environment (e.g., climate, terrain, and life forms), customs and culture of indigenous people, theater PR capabilities and procedures, legal status of isolated personnel, theater-mandated-level CoCT and appropriate level resistance TTP review. 2.6.6.5 Resource Management. SERE PM provides survival equipment oversight to the theater, identifying and suggesting appropriate survival equipment upgrades required for successful PR. May task unit level SERE specialists for operational testing and evaluation (OT&E) of the equipment. Identify theater requirements for communications and signaling equipment (i.e., GPS, radios) and act as liaison to fill these requirements and provide oversight to the unit level ensuring compliance with theater directed procedures. 2.6.6.6 Personnel Recovery Exercise Execution. SERE PM provides input to personnel recovery exercise (PRX) planning to ensure all scenarios are executed to meet theater training objectives. Upon notification of an isolated personnel incident, execute mission utilizing current theater incident report formats and checklists. Care must be taken to ensure PRXs mirror an actual PR event as closely as possible with minimal “notional” events and “work arounds.” 2.6.6.7 PR Incidents. SERE PM for actual PR incidents, advise and assist the JPRC director as necessary, providing SERE PM specific information and SME for each incident. 2.6.6.8 Assist the CRO or designated personnel in establishing and executing a comprehensive plan for the reintegration of isolated personnel IAW Chapter 12, “Reintegration Operation.”
2.6.7 Sere Specialist Assigned to a Unit Other Than the JPRC/PRCC (i.e., flying unit, joint ground unit, coalition unit, rescue squadron, or SOF/OGA). Responsibilities may include some or all of the tasks listed in the JPRC/PRCC if the SERE specialist is the only GUARDIAN ANGEL asset assigned during a SSC. The primary responsibilities for the SERE specialist are as follows. 2.6.7.1 SERE specialists recommend and evaluate designated evasion areas to determine suitability for mission requirements and communicate new requirements through appropriate channels. To provide SME, policy guidance, oversight, and management of the units EPAs, ISOPREPs, EVCs, blood chits, pointee-talkies, and PR kits. The specialist may be required to provide specific guidance for integrating theater specific SERE information and resources into SOF/OGA planning. In-depth evasion planning will be done in conjunction with relevant intelligence resources. Planning considerations may include the development and evaluation of evasion corridors, evasion rally points, evasion re-supply points, and recovery points, as well as unit-level PR SPINS. 2.6.7.2 SERE specialists provide operational level SME to the JPRC/PRCC or equivalent organization to develop PR JTTP. The specialist may be tasked to develop, review, update, and make input to E&R procedures contained in SPINS, E&R annexes, and other documents for RC or SSC.
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2.6.7.3 SERE specialists prepare assigned units for combat operations by conducting theater specific SERE indoctrination briefings that include, as a minimum; environment (climate, terrain, and life forms), customs and culture of indigenous people, theater PR capabilities and procedures, legal status of isolated personnel, theater-mandated-level CoCT, and appropriate level resistance training refresher. 2.6.7.4 SERE specialists provide subject matter expertise to identify and incorporate appropriate survival equipment required for successful PR. During OT&E of new survival equipment, SERE specialists offer a unique capability based on first hand knowledge of both survival skills and the threats facing the isolated personnel. When evaluating new SERE-related items use the following guidelines: ensure interoperability with current systems, safety for the isolated personnel, durability, ease of maintenance, bulk and weight, availability and cost. Forward the item recommendation through appropriate channels. 2.6.7.5 SERE specialist act as the unit’s focal point for PRX planning and execution. Conduct observe/controller (OC) for the IP during the PRX. Compile data to assess whether objectives are being met and formulate lessons learned for after-action reports (AAR). Provide AAR to all players and/or JPRC as directed. As a minimum, the AAR should include the following: IPs use of issued equipment, interaction between IP and rescue assets, interaction between CSARTF assets, limiting factors (i.e., terrain or line of sight for radios), and recommendations for future operations/exercises. 2.6.7.6 During PR operations, unit-level SERE personnel may be required to forward ISOPREPs and EPAs to the JPRC/PRCC. Information will be passed via secure means (i.e., MIRC/CSARnet/TAC/STE). The SERE specialist may be tasked to provide a SME to the JPRC/PRCC or equivalent organization during recovery of isolated personnel or may be tasked to identify PR unique intelligence requirements. SERE specialists may also function as a liaison to isolated personnels unit and a survivor equipment/capability SME. 2.6.7.7 SERE specialists assist the theater SERE PM and CRO in establishing and executing a comprehensive plan for reintegration operations IAW Chapter 12, “Reintegration Operation.” SERE specialists may be assigned to the medical facility or to the rescue/SOF/OGA unit that executed the PR mission and may by virtue of location have to initiate the reintegration process. If a CRO is not available, the SERE specialist will provide guidance and assistance to the command level designated to execute the theater reintegration plan, and ensure the theater plan is followed. The SERE specialist will extract, document and forward lessons learned IAW Chapter 12, “Reintegration Operation.” 2.6.8 Evasion Plan of Action Guide. Evasion plan of action (EPA) is a guide developed to standardize explanations pertaining to the evasion plan of action blocks. An EPA should be filled out and used by aircrew, ground teams, and HRC/MRC personnel (i.e., convoys, AFOSI, and personnel leaving a “controlled area”) that could find themselves isolated. Some areas need not be changed if day-to-day mission does not change; however, it still must be reviewed before each mission launch along with ISOPREPs. Potential isolated personnel must realize and maintain mind set that an EPA is designed for use by rescue forces. This form is the only avenue the IP uses to inform rescue personnel of their intentions and assist in their recovery. It
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is paramount the form be complete, specific, up-to-date, and accurate. 2.6.9 Evasion Plan of Action. For explanation purposes, the EPAs titled “Sample Aircrew, Ground Team, Mounted/Misc EPA, and Stand-Alone Operations” are used to demonstrate aspects of EPAs. The explanation for filling out these EPAs are found in Table 2.63 through Table 2.65, Instructions for Filling Out EPAs. Many of the items on the first page can be found in the ATO SPINS. The first page contains essential data used by coordination centers and recovery forces within the first few minutes of any recovery effort. 2.6.9.1 Communication Procedures. Write down the procedures from the SPINS to help impress it upon memory. Make any additions directed that might be unit or team-specific. 2.6.9.2 Survival/Life Support Equipment. Fill in equipment contained in each area. This will help recovery forces determine what the survivor may have and what they may ask the survivor to use to aid in rescue. Itemizing will provide the crew member with awareness of what they have to include personal and PRK items. 2.6.9.3 DAR and Safe Information. Location to address the use of and/or availability of these special items if active in the AO. 2.6.9.4 Legal Guidance. Explains the status of forces from a legal standpoint to protect and make isolated personnel aware. That in turn dictates the actions or behaviors expected of isolated personnel in the permissive and nonpermissive atmosphere. It further may indicate how a survivor may be treated and/or how to act when coming in contact with local and/or hostile individuals. 2.6.9.5 Evasion Intentions. Provides recovery forces with the proposed actions the survivor will take once on the ground. Using intelligence information, the crew member will write down their immediate (24 hours) and extended intensions as related to survival and evasion. 2.6.9.6 Additional Data. Items in this block may originate for the SPINS, intel, unit, and/or the individual. The space is available to make any addition information that might assist in the isolated person recovery. (See Table 2.66 through Table 2.69, Sample Aircrew Evasion Plan of Action, and Table 2.70 through Table 2.73, Sample Ground Evasion Plan of Action.) 2.6.10 Isolated Personnel Report (DD Form 1833) Guidance. 2.6.10.1 The ISOPREP is the most important source of authentication. Proper completion, use, and archiving are critical to successful recovery and repatriation. As a permanent record, it is a vital part of long-term POW/MIA accountability. All high risk of capture (HRC) or designated personnel need to have two completed ISOPREPs on file. The ISOPREP must be reviewed at least every 6 months and before each combat/high-risk mission. It contains personal data known only to the isolated individual and is used by recovery forces to positively authenticate the survivor. Once completed, the ISOPREP is classified confidential and is maintained by the appropriate unit intelligence, SERE, PR, or operations personnel.
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Table 2.63 Instructions for Filling Out EPAs (1 of 3). Item
Remarks
Date prepared
Actual date the form was filled in. Change the date when any changes are made.
Mission date
Date and day the EPA will be used on an actual mission launch. This is important due to SPINS changes, crew reassignment, and numerous other variables.
Mission number
ATO mission number or aircraft tail number per aircraft or aircraft formation. This is used to verify aircraft to the ATO.
Call sign
Identifies the aircraft within the system verified against the ATO. Call sign is one of the first bits of information passed during any aircraft incident. Ensure call sign listed on EPA is the assigned tactical callsign.
Aircraft
Quick reference to all potential recovery players as to how many isolated personnel may be anticipated and type of bailout/crash.
Departure base/location
Airstrip the airframe originates from for each mission. Provides coordinators with better situational awareness for IFE returns and channels to obtain more information if needed.
Unit
Provides a point of contact to gather more information and notification.
AC initial
Verify the aircraft commander/team leader filled in and/or reviewed the form data. By initialing, the AC also verifies that the crew (if applicable) has also seen and been briefed on the contents.
EPA POC
Unit ISOPEREP/EPA manager.
Review by SERE/Intel
Ensures completion and accuracy of information by an outside party prior to filing the form. This may also be accomplished by one of the ISOPREP/EPA managers
Intel/Unit DSN TAC e-mail Contact point for ISOPREP/EPA information. Quick reference to those who can provide more information on the crew, mission, passengers, and so forth. This contact should be manned and accessible while aircraft are in flight. Crew identification
Detailed list of all those aboard the aircraft. A passenger manifest or team EPA should be included if applicable.
Call sign identifier
Various aircrew positions following initial call sign.
Rank
Help determine the amount of training and experience the isolated person may have.
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Table 2.64 Instructions for Filling Out EPAs (2 of 3). Item
Remarks
Name
Last name, first name, and middle initial. Used to identify ISOPREP.
Crew position
Self-explanatory.
Radio type
Handheld survivor radio located in the survival vest and/or any kits. Identify what and how many frequencies are available, data burst capability, and GPS functionality.
PLS ID code
The PLS ID code shall be based upon the numeric portion of the radio serial number located on the radio. Ignore any leading zeros and any Alpha designators in the serial number. If the remaining numeric portion of the radio serial number has less than six digits, enter zeros for the last numbers.
Blood chit number
List tracking number found on each corner of the blood chit. This can be used as an authentication tool to identify isolated personnel, if it is used.
Allergies
Precautionary measure to inform medical personnel conducting immediate and long-term care.
Authentication
Methods listed in the SPINS to verify that the person being contacted/recovered is friendly. (1, 2)
CSAR number of the week CSAR letter of the week (3) CSAR word of the week CSAR duress word of the week Use IAW SPINS following current TTP. Location
Coded methods in the SPINS to inform rescue forces of the isolated personnels location without compromising the location.
- SARNEG
Alphabetic code word using 10 letters—which do not repeat or duplicate—that are paired with the numbers 0 through 9. This is used when sending an unsecured voice transmission of isolated evader’s coordinates.
- SARDOT
Predetermined point used by isolated personnel to inform rescue forces of their location without using coordinates and/or land features. This is used when transmitting in the clear or coded message traffic and is given by providing range and bearing from survivor’s location to SARDOT.
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Table 2.65 Instructions for Filling Out EPAs (3 of 3). Item CSAR frequencies/signals
Remarks Items listed in the SPINS for communication and identification between isolated personnel and recovery forces.
- CSAR A and CSAR B
Primary CSAR frequencies loaded into handheld survival radios.
- Primary and secondary
Refers to primary and secondary day and night signaling devices found in survival kits or vest.
Recovery activation signal
Recovery activation signal specific ground-to-air and/or ground-to-ground signal put out by the IP. Can be near hole-up site. May be briefed as to specific location and at a specific time.(4)
Signal procedures
Mandatory guidance found in the SPINS. General and/or specific actions to be taken by isolated personnel to identify and/or communicate their location to recovery forces. List additional procedures used by special teams or additional signal equipment that might be available.
NOTE: (1) All authentication material should be memorized. (2) Authentication procedures will be tailored specifically to the AOR, utilizing current TTPs. (3) Can be addressed as an alphabetic word (e.g., “P” would be PAPA). (4) When deployed, one can depict where one is awaiting recovery in relation to the signal (e.g., “I WILL BE 50 METERS TO NORTH OF THE RAS.”)
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Table 2.66 Sample Aircrew Evasion Plan of Action (1 of 5). Evasion Plan of Action Date Mission Date/ Mission Call Sign Aircraft Prepared Day Number Unit
EPA POC
Contact DSN/STU/STE/TAC:
AC Review
Departure Base/Location SERE/Intel Review
E-mail: Crew Identification
Call Sign Rank Identifier
Aircrew Position
Name
Radio Type
PLS or CSEL ID
Authentication CSAR Letter CSAR Word
CSAR Number CSAR Color
GTAS
Blood Allergies Chit and Blood Number Type
CSAR Duress Word
Challenge/Response Location
SARNEG
SARDOT
0 1 2 3 4 5 6 7 8 9 Radio
PRC-90-2
CSEL Voice Freq
CSEL UHF SATCOM
CSEL LPE Freq
Primary-
Ch A
Ch A
Ch 1
Alternate-
Ch B
Ch B
Ch 2
Ch C Ch D
Ch C Ch D
Ch 3 Ch 4
Ch E
Ch E
Ch 5
Ch F
Ch F
Ch 6
PRC-112B1 CSAR A CSAR B
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Table 2.67 Sample Aircrew Evasion Plan of Action (2 of 5). Signals Primary
Alternate
Day Night Signals
Day
Far Recognition Signal No Radio—NORDO Recovery Activation Signal—RAS Signal Procedures Signal Procedures: Recovery Activation Signal (RAS): Ground To Air Signal (GTAS): Nighttime No Radio Signal (NORDO): Contact Signal: Far Recognition Signal: - Challenge - Response Near Recognition Signal: - Challenge - Response Communication Procedures Permissive Environment: Nonpermissive Environment: PRC-90-2/PRC-112 Procedures: Hook-112B/B1/G Procedures:
Night
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Table 2.68 Sample Aircrew Evasion Plan of Action (3 of 5). Survival—Life Support Equipment (Itemized List) Survival Vest:
Survival Kit: 20-Man Life Raft Kit
Individual KIT: ML-4 Kit (1 man life raft plus the following items.)
Personal Weapons/E&R Kit Personal Weapons: E&R Kit Contents: DAR and Safe Information
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Table 2.69 Sample Aircrew Evasion Plan of Action (4 of 5). Legal Guidance
Evasion Intentions (Nonpermissive) Immediate Evasion Intentions
Extended Evasion Intentions: NOTE: Due to the unknown minefield situation throughout the AO, movement will be kept to a minimum.
Additional Data: (e.g., theater-specific requirements)
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Table 2.70 Sample Ground Team Evasion Plan of Action (1 of 4). Ground Team Evasion Plan of Action (EPA) Date Prepared
Mission Date / Day
Mission Number
Unit
Call Sign
EPA POC
Means of Travel
Departure Base/ Location
Team Leader Review SERE/Intel Review
Contact Information DSN/STU/STE:
NIPR:
TAC/Other:
SIPR: mIRC:
Staging Location Team Identification Call Sign Identifier
Rank
Name
Team Position
Radio Type
PLS/ Blood Allergies MBITR/ Chit &Blood Type CSEL ID Number
Authentication CSAR Number CSAR Color
CSAR Letter GTAS
CSAR Word Challenge/Response
Location Primary SARDOT Identifier:
Location:
SARNEG
Blue Force Tracker 0 1 2 3 4 5 6 7 8 9
CSAR Duress Word
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Table 2.71 Sample Ground Team Evasion Plan of Action (2 of 4). Communication Information Primary Comm Device:
VOICE: UPLINK: DOWNLINK:
PRC-112 CSAR Frequency CSAR Alpha CSAR Bravo
CSEL Frequencies Voice
CSEL Frequencies UHF SATCOM
CSEL Frequencies LPE
Ch A:
Ch A:
Ch 1:
Ch B:
Ch B:
Ch 2:
Ch C:
Ch C:
Ch 3:
Ch D:
Ch D:
Ch 4:
Ch E:
Ch E:
Ch 5:
Ch F:
Ch F:
Ch 6:
Initial Communication Schedule/Procedures:
Extended Communication Schedule/Procedures:
Back-up Communication Schedule/Procedures:
Personal Weapons/Survival Equipment/E&R Items Personal Weapons: Team Equipment: Individual Equipment:
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Table 2.72 Sample Ground Evasion Plan of Action (3 of 4). Signal Plan Primary
Alternate
Day Night Signal Procedures:
Day
Night
No Radio (NORDO) Signal: Recovery Activation Signal Far Recognition Signal: Near Recognition Signal:
Challenge Response -
Signaling Equipment
Plan Route of Travel
Evasion Intentions Immediate Actions:
Rally Points: GTH (Go-to-hell point) Injured: First 48 Hours/Uninjured
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Table 2.73 Sample Ground Evasion Plan of Action (4 of 4). Extended Evasion Actions or Intentions After 48 Hours:
Emergency Resupply Sites: Emergency Exfil: Back Up Plan: RAS:
Legal Guidance
Other Level of SERE Training: Clothing and Shoe Size:
2.6.10.2 During operations, ISOPREPs should be stored with or in close proximity to the individual evasion plans of action. 2.6.11 SERE Specific Mission Planning/Execution Tools Terminology. This section is designed to give the operator a basic understanding of some of the tools used to support mission planning and operations and the correct terminology for those tools. The intent here is to clear up any common misconceptions about what SERE can and cannot provide, as well as give the operator a better understanding of what to ask for to meet his particular needs. The definitions here are not going to be all inclusive. For example, there is only one short
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paragraph on FalconView. Anyone that is ever used FalconView knows that you could spend several days in a classroom learning all the ins and outs of the system. Mission planning tools include, but are not limited to: 2.6.11.1 Geospatial Information and Services. This is the term used to describe all the products and services that fall into the realm of geospatial information. Examples of geospatial information and services (GI&S) products are maps (both hard and soft copies) and imagery (again, both hard and soft). 2.6.11.1.1 FalconView. This is a computer program that is part of the portable flight planning system (PFPS) suite of software. Much in the way that Microsoft Word is a member of the MS Office suite of software, FalconView is a large part of the PFPS suite. It allows users the ability to take mapping, image, and elevation data, which is all geo-corrected, and use it to mission plan in a digital environment. The maps and imagery are layered by scale, so you can start out viewing the entire world, and then zoom into the country, AOR, or AO that you are specifically interested in. 2.6.11.1.2 Digital Terrain Elevation Data. This is elevation data that covers a specific geographic area. It can be displayed graphically to show relief; however, the data is more commonly used to compliment other digital GI&S data. In FalconView (e.g., if DTED is loaded for the same area that have digital map coverage, you will be able to pull the estimated elevation of any given point on the map), DTED is also used in the production of 3-dimensional images. SERE specialist will use this to show a RT the terminal area from a ground level point of view. Can also digitally “walk” evasion corridors. 2.6.11.1.3 mIRC Chat. (M)icrosoft (I)nternet (R)elay (C)hat, is a web-based (SIPRNET) collaborative tool used to disseminate secure information quickly and widely. A written log is produced. This typically is used to pass SARIR, SARSIT and mission coordination to include attaching a digital copy of EPA and ISOPREP. 2.6.11.1.4 Imagery. There are several types of imagery that might come across in the mission planning process. Some will be more helpful than other at different times. These products will typically be acquired from intelligence. Examples of the different types of imagery available through intelligence are as follows: 2.6.11.1.5 National Technical Means. There are actually three types of images that come from the NTM. They are electro-optical (EO), infrared, and radar. Each has its own strengths and weaknesses. 2.6.11.1.5.1 Electro-Optical. Electro-optical is basically a greyscale image. A simplified explanation of EO imagery is “a 35mm camera in space with a really big zoom lens.” Its strength is that it is easy to use and interpret. The weaknesses of EO imagery are that it is daytime only and can be defeated by weather (rainy days = no good imagery), it is susceptible to denial and deception techniques (use of camouflage and or dummy aircraft and vehicles), and it only captures on moment it time (it does not necessarily show intent; for this you would need multiple images shot over a period of time).
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2.6.11.1.5.2 Infrared. Infrared is fairly self-explanatory in that these images show heat patterns in either day or night conditions. The strengths are that you can sometimes see intent in an infrared image (e.g., engine temperature of an aircraft), and you also may pick up on things that are not readily noticeable to the naked eye (e.g., heat patterns may be able to show you the presence of underground facilities). You might also be able to pick up on personnel activity with IR images (e.g., heat from fires in a dense jungle for example). Some of the weaknesses of IR imagery are that it too can be defeated by weather and it is not nearly as clear of an image as EO is (which makes it not so great for mission planning). 2.6.11.1.5.3 Radar. The last category of imagery from the NTM is radar. Radar is generally used to complement the other two systems. With it you may be able to pick up fence lines and wires that were not visible with EO imagery. Unlike the other two systems though, radar is an all weather, day or night system. The major weakness of radar imagery is that it requires a highly skilled imagery analyst to interpret the data, which means it is generally not used for mission planning purposes. 2.6.11.1.5.4 Controlled Image Base. Controlled image base (CIB) is an unclassified seamless data set of orthophotos, made from rectified greyscale aerial images. Translation; this is basically multiple passes of imagery that has been shot for a given area and meshed together to form a large image-map of sorts. The data is then converted to a format that GI&S programs can use for viewing/manipulation. The easiest example of this is FalconView. FalconView imports the data and displays the imagery of a given area and can navigate through the data with digital map data. CIB comes in several different resolutions. The most common are 10 meters, 5 meters, and 1 meter. The number designation is what is known as ground sample distance which basically means the measure of an object or distance between two objects that is visibly detectable without enhancement. The way it all translates is as follows: in a given image, two objects of the same size must be “x” meters apart for those items to be distinguished as separate items. For a very basic example, let us say you are looking at 10-meter CIB of your neighborhood where you live. In order for your house to be distinguished separately from your neighbor’s house, they would have to be more than 10 meters apart. If they were less than that, you would only see one “blob” on the image, versus two. In 5-meter CIB, you would be able to distinguish the difference between the houses better. With 1 meter, you might be able to distinguish the difference between your house and your doghouse if it were sitting just a couple of feet away from the main structure of your house. A note should be made here about the currency of CIB data. It generally is not very current. If the area is a priority for national level collection (i.e., if there’s a war going on in the area), then it might be current within a year or maybe several months. If it is in an area that is not a priority (some remote area here in the CONUS, for example), then you might see data that is 5 or 10 years old, if there is any coverage at all. CIB is not quick to produce either. It is much easier to request stand-alone images than to request CIB of an entire area be reshot.
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AFTTP 3-3.8, 1 July 2006 2.6.11.1.6 Collection Considerations. There are a few basic things to keep in mind when developing requirements for imagery. The more specific the requirements are, the harder it may be to actually get the collection approved. Specify a specific look angle, time of day, and number of revisits all in one RFI, this may slow down the request. Additionally, asking for a high resolution shot every time may also slow the requirement. However, one is needed to make the request. The best thing to do is be flexible and express the requirements to the intelligence analysts. Let them work with the collection managers to determine what will work best (i.e., what collection platform).
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3-1 CHAPTER 3 GENERAL AIRCRAFT OPERATIONS
3.1 Airmanship. This chapter contains information involving general aircraft operations. It addresses tactics, techniques and procedures enabling CRO/PJs to perform aircrew duties on vertical-lift (VL) and fixed-wing (FW) aircraft. 3.2 General. Pararescuemen may function as crew members on rescue-tasked aircraft. Crew members are those personnel who enable the aircraft to accomplish the mission. In this role, PJs are an integral part of the rescue crew and require knowledge of aircrew procedures and aircraft systems. They must be able to communicate effectively with the aircrew, integrate team tactics with aircrew tactics, and coordinate deployment/employment of the team/aircrew. Airmanship is a critical skill PJs bring to the fight and proficiency must be maintained. 3.2.1 Responsibilities. General responsibilities of a qualified PJ functioning as a mission crew member are outlined in Table 3.1, Mission Crew Member Responsibilities. 3.2.2 Crew Coordination/ Duties. Crew coordination is essential to all flying. PJs must know what their aircraft responsibilities are and how they relate to the rest of the crew. They must also have an awareness of other crew members’ functions and duties, to increase their own situational awareness (SA). 3.2.3 Aircraft Communications. GUARDIAN ANGEL members must refer to the specific MDS-1 series TO for instructions on proper use of the internal communications system (ICS). In aircraft with limited ICS connection ports, to facilitate the passage of critical information, recommend the PJTL have the team come up as required on their interteam radios or monitor constantly during the entire flight. NOTE: Team members should utilize a PRC-148 MBITR 5590 adapter or carry additional batteries for this option. 3.2.4 Interphone. Keep unnecessary interphone conversation to a minimum. When speaking, talk in short bursts and half sentences. This allows breaks in which other radios may be heard or necessary interruptions can be added. 3.2.4.1 Interphone discussions are prioritized by “aviate (fly the plane), navigate (in the right direction), and then communicate (talking to other airplanes or agencies).” This implies, for example, it is “okay” to interrupt a pilot talking about navigation waypoints (navigate) to say “STOP LEFT” (aviate).
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AFTTP 3-3.8, 1 July 2006
Table 3.1 Mission Crew Member Responsibilities. - Flight rules - Briefings - Alert procedures - Individual equipment - Alert equipment - Aircraft configuration - Emergency procedures -- Equipment - Flight duties -- Crew coordination --- Inter-phone terminology --- Situational awareness -- Flight following -- Scanning -- Parachuting/jumpmastering -- Aircraft systems --- Radios --- Hoist --- Weapons --- Oxygen/flare/chaff dispensers - Objective area -- Employment -- Survivor authentication -- Surface employment -- Survivor evacuation - Egress -- Provide in-flight emergency medical care -- En route medical updates/requirements - Post flight -- Survivor hand-off/patient transfer -- Debriefings - Regeneration
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3.2.4.2 Clear and concise communications are imperative for safe and effective aircraft operations. Effective communication happens when the receiver responds with desired information and/or action. Situational awareness is dependent on good communications. The following are techniques for good communications. •
Be clear and concise; words should express thoughts clearly.
•
Make verbal, tone, and nonverbal cues express the same message.
•
Ensure the receiver is listening.
•
Avoid times of distractions or remove distraction.
•
Be aware of prejudices, bias, and attitudes.
•
Avoid emotion.
•
Avoid overloading the receiver.
•
Avoid too technical terminology.
•
Provide enough information.
•
Do not provide too much information.
•
Avoid excessive complexity.
•
Listen to the message, not what you think the message will be.
•
Do not process the message until you have heard it all.
3.2.5 Common Crew Terminology. To enhance communication and crew coordination, use words or phrases that are understood by all participants. Use clear, concise terms that can be easily understood and complied with in an environment full of distractions. Avoid multiple terms with the same meaning. The DoD flight information publication (FLIP) contains standard terminology for radio communications. AFTTP 3-1.1, General Planning and Employment Considerations, contains standard terminology for tactical operations. (Table 3.2 and Table 3.3, Common Terminology, list standard words and phrases that crew members should use.) NOTE: Ensure the proper use/definitions of ROGER, WILCO, AFFIRMATIVE, and CLEARED are thoroughly understood. COPY is not listed in the pilot-controller glossary, except when confirming a list of items such as, “I COPY N350201.” 3.2.6 Voice Procedures. The scanners direct the pilot flying (PF) over the survivor or hover point using standard terminology. Instructions should be clear, concise, and directive (versus descriptive) for approach and hover operations. The scanners can aid the PF with airspeed control during the approach by describing the reduction of distance, in a numerical sequence, from a given point from the survivor, to a hover point over the survivor. The frequency of numerical calls made should indicate the speed of the helicopter toward the survivor or the closure rate. A closure rate is not necessarily given in a preset distance of feet, yards, or meters. An example would be “SURVIVOR AT TWELVE FOR 100, 75, 50, 40.” The faster the call, the more rapid the closure (e.g., “5, 4, 3, 2, 1 STOP”). If the approach is too fast and the helicopter cannot be safely slowed down in time, call “GO-AROUND, GO-AROUND,
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AFTTP 3-3.8, 1 July 2006 GO-AROUND.” While this call should only be used for safety of flight, it can be called by anyone in a primary crew position. Standardized terminology for directions and motion may be added to better describe actions necessary for safe operation (e.g.,“SLOW FORWARD, NOSE RIGHT, or STOP BACK”).
Table 3.2 Common Terminology (1 of 2). Informative Terms (1, 2)
Meaning
“CLEAR BACK LEFT/RIGHT”
The aircraft is clear backward in the direction indicated
“CLEAR DOWN LEFT/RIGHT”
The aircraft is clear to descend in the direction indicated
“CLEAR FORWARDLEFT/RIGHT”
The aircraft is clear forward in the direction indicated
“CLEAR LEFT/RIGHT”
The aircraft is clear to turn in the direction indicated
“CLEAR UP RIGHT/LEFT”
The aircraft is clear to climb in the direction indicated
“CLOSURE FAST/SLOW”
The aircraft’s closure is fast/slow
“DESCENDING/CLIMBING”
(Trend) The aircraft is descending/climbing
“DRIFTING FORWARD/BACK/ LEFT/RIGHT”
(Trend) The aircraft is drifting in the direction indicated and the PF has not indicated the intent to do so
“LEFT/RIGHT TURN”
The PF intends to turn the aircraft in the direction indicated
“LOAD’S HOOKED/RELEASED” The cargo sling and load is attached to/released from the cargo hook “ON THE APPROACH”
The PF is commencing the approach
“ON THE GO”
The PF is commencing takeoff
“NOSE CLEAR LEFT/RIGHT”
The aircraft’s nose is clear in the direction indicated
“ROPES DEPLOYED/RELEASED”
Alternate intrusion and extraction (AIE) devices are deployed/released
“SLIDING FORWARD/BACK/ LEFT/RIGHT”
The PF is commencing aircraft movement in the direction indicated
“TAIL CLEAR LEFT/RIGHT”
The aircraft’s tail is clear in the direction indicated
NOTES: (1)
Informative terms are not directive in nature and indicate the intent to perform a maneuver, provide trend information, or provide information necessary to safely perform a maneuver.
(2)
Terms may be combined (e.g., “CLEAR LEFT 5, 4, 3, 2, 1, STOP LEFT”).
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Table 3.3 Common Terminology (2 of 2). Directive Terms (1, 2, 3) “CHECKCLOSURE/DESCENT/ CLIMB”
Meaning Closure/descent/climb seems excessive and may need correction
“FAST FORWARD/LEFT/RIGHT” Increase aircraft movement in the direction indicated “FORWARD/BACK/LEFT/RIGHT/ Move the aircraft “X” units in the direction indicated, this call UP/DOWN X (units)” is usually followed by a countdown (e.g., “LEFT 5, 4, 3, 2, 1”) “GO-AROUND, GO-AROUND, GO-AROUND”
Initiate a go-around
“HOLD”
Maintain present position, heading, and altitude
“LEFT/RIGHT PEDAL TURN”
Aircraft will make a hovering turn (yaw) in direction indicated
“PILOT/COPILOT CABLE DOWN/UP”
Pilot/copilot use cyclic hoist switch to move the hoist cable up/down
“POWER UP/DOWN (units)”
Move collective up/down to increase/decrease power applied
“POWER UP/DOWN”
Increase collective/decrease collective
“ROLLOUT/STOP TURN”
Roll wings-level
“ROPES, ROPES, ROPES”
The aircraft is in a stabilized hover and PF is signifying it is clear to deploy the briefed AIE devices
“SLOW FORWARD/BACK/ LEFT/RIGHT/UP/DOWN”
Slow aircraft movement in the direction indicated
“SLOW/INCREASE CLOSURE”
Slow/increase closure rate
“STEEPEN/SHALLOW TURN”
Increase/decrease bank angle in the direction of the turn
“STOP FORWARD/BACK/LEFT/ RIGHT/UP/DOWN”
Stop aircraft movement in the direction indicated
“STOP NOSE LEFT/RIGHT”
Stop aircraft nose movement in the direction indicated
“STOP TAIL LEFT/RIGHT”
Stop aircraft tail movement in the direction indicated
“SWIMMERS, SWIMMERS, SWIMMERS
The aircraft is in prebriefed parameters and team is cleared to deploy into the water
“TURN LEFT/RIGHT”
Turn in the direction indicated; this call may be followed by a desired heading, a clock position, or “X degrees”
NOTES: (1)
Directive terms indicate that immediate action is required because of the possibility of contact with obstacles, injury to deploying/enplaning personnel, or mission requirements.
(2) (3)
Terms may be combined (e.g., “CLEAR LEFT 5, 4, 3, 2, 1, STOP LEFT”).
Use pitch, tone, inflection, and repetition, as necessary, to indicate the urgency of the directive terms.
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AFTTP 3-3.8, 1 July 2006 3.2.7 Disabling of Aircraft Systems and Destruction of Classified. I n t h e e v e n t a n aircraft has crashed and must be abandoned, all crew members must be able to quickly locate and zeroize all electronic radio and navigational encryption equipment. Refer to the MDS-1 series TO for specific instructions. Crew members must be capable of disabling aircraft weapons systems. This may be done by thermite grenades, taking the crash axe to critical soft parts, or disassembling the weapons and scattering/destroying/burying the parts (e.g., firing pins or safety sector). 3.2.7.1 Classified materials must be destroyed or retrieved. To effectively accomplish this, all classified material carried on the aircraft must be identified and the exact location known to the entire crew. Identify a crew member prior to flight for destruction of classified or to remind the crew to retrieve/destroy all the classified, if needed.
3.3 Alternate Loading Operations. The primary method of restraining personnel in all aircraft is via the troop seats. The primary means of inserting or recovering personnel is landing. The following techniques are used to restrain a team or survivor when it is impractical or impossible to use normal seating arrangements. 3.3.1 Alternate Loading Methods. These methods are normally used during contingency operations and tactical training missions when standard passenger seating reduces the crews ability to accomplish the mission effectively. The cabin floor itself is defined as the seat and either a seatbelt or personal restraint device restrains the occupants. Alternate loading expedites team deployment and recovery, maximizes cabin space, and allows maneuverability of the team during mission execution. Restrain all personnel by the safest means possible for the type mission being flown. Restraints may be removed upon landing in the landing zone (LZ), when cleared by the aircraft commander (AC), or while taxiing to the off-load point. For hover operations (including water operations), restraint devices are removed as required. 3.3.2 Restraining Devices. The primary alternate load method used by most teams use the gunner’s belt or personal restraint device (alternate load belt/sit harness with cow’s tail). The secondary alternate load method is fastening the troop seatbelts to the floor tie-down rings. The least desirable alternate load method uses a cargo tie-down strap. The tie-down strap is fastened to the floor tie-down rings and runs across the lap. When using this method, have passengers face forward to absorb the most common displacement forces of aircraft maneuvering or a crash landing. 3.4 Aircraft Marshalling. CRO/PJs may direct and control movement of aircraft during air land operations (e.g., transload, FARP, EROs, and so forth). Because of to these situations, it is important to know and practice standard hand and arm signals to direct aircraft on the ground. Standard marshalling signals for Air Force operations are outlined in AFI 11-218, Aircraft Operations and Movement on the Ground. 3.5 Aircraft Egress. GUARDIAN ANGEL members must be familiar with egress procedures for the aircraft that they are going to be operating on. For egress procedures, members must refer to the specific MDS-1 series TO for that aircraft. (See Table 3.4, Aircraft Egress, Familiarization, and Destruction Briefing Guide, for general information.)
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Table 3.4 Aircraft Egress, Familiarization, and Destruction Briefing Guide. User-force personnel will be briefed on the following areas. 1. Location and operation of all emergency exits, overhead hatches, and escape ropes. 2. Location and use of crash axes. 3. Location of chopping locations. 4. Location and operation of fire extinguishers. 5. Location and use of emergency exit lights. 6. Location of engine shut-down T-handles. 7. Location of first aid kits. 8. Location of life raft deployment T-handles. 9. Location of areas to place explosive charges for aircraft destruction (fuel tanks, SPR panel LOX converter). 10. Instructions for locating and destroying sensitive equipment and materials. 11. Location of egress assembly areas. 12. Alarm bell/horn signals. a.
Ground evacuation.
b. Crash landing. c.
Ditching.
d. Bailout. 13. Danger areas. a.
Engines.
b. Propellers—50 feet behind, 150 feet in front. c.
GTC/APU.
d. ALE-40 chaff/flare dispensers. e.
IRCM pods (MC-130)—10 feet when in use.
f.
Radar—300 feet when in use.
g. Hydraulic systems. h. Wave guide. i.
Oxygen vents.
j.
Pitot tubes.
k
Hot brakes/wheel well fires.
3.6 Pararescue/CRO Duties. Aircrew duties may include flight following, providing en route emergency medical care, operating aircraft defensive systems, equipment preparation/configuration and scanning as required during flight. They serve as the essential
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surface to air link when employed in the terminal area (TA) via airland, hover, rope insertion and extraction, hoist, and free-fall swimmer, to locate, contact, secure, assist, and recover IPs. PJ surface employment is a tactic used to decrease time in the TA by expediting IP preparation and extraction. They provide a reliable and experienced command, control, and communications (C3) link between the aircrew and IP. Limited size and firepower dictates the recovery teams attempt to avoid enemy contact, suppress enemy fire to the extent required, withdraw, evade, or revert to an avoidance posture as necessary. 3.6.1 En Route Operations. Immediately after aircraft launch and during the ingress/egress of the objective area (OA), CRO/PJs follow route progress of the aircraft on designated, sanitized maps or other electronic/manual flight following aids, and confirm way point passage as applicable. They should scan the sky and surface for the presence of air-to-air and ground-to-air threats. Suspected threats are called out to the aircrew in accordance with MDS-specific AFTTP 3-1. Preparations for aircraft evasive actions commence immediately upon sighting a suspected threat. They continue to visually monitor the location and actions of the suspected threat until a no-threat condition is determined. A confirmed threat is reacted to IAW rules of engagement (ROE) for the OA and mission design series (MDS) aircraft tactical doctrine. 3.6.2 Objective Area Threat Assessment and Control. The function of assessing the OA threat situation is based primarily on the ability to recognize the threat. A second factor is based largely on ability to quickly associate the type of threat with its correct characteristics and capabilities. From these two factors, a determination can be made regarding the safety or danger to the rescue aircraft and aircrew. 3.6.2.1 OA Threat Control. OA threat control is the responsibility of all personnel involved in the combat search and rescue (CSAR). It is a function of location, recognition, communication and action or reaction. There are several methods for assisting with or effecting typical OA threat control measures. Specific guidance can be found in MDS-specific AFTTP 3-1 Volumes. 3.7 Vertical Lift Operations. This section presents TTPs for employment and aircrew duties of GUARDIAN ANGEL recovery teams on-board vertical lift aircraft. Vertical lift (VL) operations will primarily be conducted from HH-60G and MH-53J aircraft. However, these TTPs can be modified to employ teams from any DoD or foreign service aircraft. 3.7.1 Pre-Mission. A successful rescue mission must start with a through PJTL brief to the recovery vehicle (RV) aircrew. Detailed coordination and planning are key to success in the terminal area. PJTLs should brief a primary, alternate and contingency plan. The primary plan is based on knowledge of the anticipated threat, IP location and condition for the most efficient recovery possible. The alternate and contingency plan should be based on how to deal with an increased threat or a decrease in assets. If operating in the joint SOF environment, discuss criteria concerning the employment of an attached SAR security team (SST). (See AFTTP 3-1.8, Chapter 17, “Special Tactics Mission Profile.”) 3.7.2 Pararescue Minimum Force. CRO mission planner and the PJTL will determine the correct team composition to complete the mission. Testing by the 60 CTF (formerly known as the 422 TES) shows advantages in the TA with the three-man PJ team concept over the two-man PJ team. Furthermore, consistent employment of pararescue personnel during USAF
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Weapons School terminal area sorties confirms the tests done by the 60 CTF in relation to having a third PJ per aircraft which makes teams of three and three. During the insertion and extraction phase, testing has demonstrated little difference, in terms of time, by adding one PJ per aircraft. The additional PJ gives the team the ability to perform critical tasks simultaneously such as communicating with the CSARTF, constant 360-degree security, reacting to enemy fire, treating/packaging the litter bound patient, directing ICAS, extraction from trees, cliffs, and aircraft wreckage, and assisting a wounded team member. Additionally, GUARDIAN ANGEL recovery team composition considerations are discussed in various chapters of AFTTP 3-1.8, Tactical Employment GUARDIAN ANGEL. 3.7.2.1 The PJTL and mission planners must remember that additional team members reduce loiter time in the terminal area and recovery capability. For example, in the MH-53M, each additional team member reduces the loiter time by 6 minutes. Because of the complexities of working PR/RO in the joint environment of SOF, PJ team employment with a SST will be covered in a separate section. 3.7.3 Time Warnings and Alternate Insertion Extraction Preparation. N o r m a l t i m e warnings for alternate inspection extraction (AIE) operations and infiltrations may not be practical in the PR/RO environment. The particular insertion method will not normally be determined until immediately prior to PJ team employment. Upon entering the terminal phase of the operation, it is recommended that all team members are ready to employ by all AIE techniques. 3.7.3.1 Time Calls. The PF should keep the crew/team informed of position and distance to the LZ. Standard announcements at the 20-, 10-, 5-, and 1-minute-out points greatly aid in preparation. Employ these calls regardless of the specific type of AIE. (Time calls may be modified to meet the situation when the crew is unable to comply with normal methods; deviations/required time calls should be briefed prior to the operation.) The scanners should keep the pilots informed of the status of AIE equipment prior to and throughout the operation (e.g., “THE H/FRIES-BAR IS EXTENDED AND PINNED”). 3.7.4 Vertical Lift Transload Procedures. (See paragraph 3.11, Airland Operations.) 3.7.4.1 Patient Treatment. (See paragraph 3.11.4, Patient Treatment.) 3.7.5 Combat Search and Rescue Terminal Area Operations. The goal is to build an in-depth foundation of the most current terminal area tactics for PR/RO. (See specific aircraft MDS TTPs, 3-1 and 3-3) 3.7.6 Individual/Team Equipment. Pararescue equipment should be tailored to the minimum necessary, mission dependent, to prosecute the operation. (See Table 3.5 and Table 3.6, Pararescue Individual Equipment Requirements; Table 3.7, Pararescue Team Equipment Requirements; Table 3.8, Team Equipment Requirements—Logistics Requests; Table 3.9, Individual Equipment Requirements—Weapons, Munitions, and Pyrotechnics; and Table 3.10, Individual Equipment Requirements—Helicopter Configuration.)
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Table 3.5 Pararescue Individual Equipment Requirements (1 of 2). Item
Quantity Location
Remarks
Carbine (M4)
1
Body
Camouflaged
IR strobe
1
A/R
Low light/night identification
Chemlights
4
A/R
One blue, one IR, one red, and one green
Watch
1
A/R
—
Wrist compass
1
A/R
—
Lip/finger light
1
A/R
—
Flashlight
1
A/R
With blue and red lenses
A/R
A/R
—
GLINT tape AN/PEQ-2/4 or equivalent
1
Optics
1
A/R
Hand gun (M-9)
1
Holster
Thermal scope
1
A/R
As required
Magazine, 5.56mm
7
LBE
7 minimum, last mds tracer, 1 full mag tracer for infil/exfil
Magazine, 9mm
3
LBE/ holster
Grenade, fragmentation
A/R
LBE
Tape pull rings
Grenade, smoke, HC
A/R
LBE
Tape pull rings
2
LBE
Tape pull rings
1 set
A/R
—
1
A/R
—
1 set
A/R
Extra batteries
IR pointer for ICAS
1
A/R
For example GCP, IZLID
Inter-team radio (PRC 148) with headset and PTT
1
Head
Extra batteries
Survival radio (PRC-112)
1
LBE
Programmed IAW CSAR SPINS/extra batteries one per two to three man element
Helmet, ballistic
1
Head
With NVG mount
Body armor
1
A/R
METT-T dependent
Grenade, nonlethal Pengun flares Flare, MK-124/MK-13 NVG
LEGEND: A/R—as required
Weapon Extra batteries (may substitute INWS) — With silencer (EPA) METT-TC dependent
45 rounds minimum
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Table 3.6 Pararescue Individual Equipment Requirements (2 of 2). Item
Quantity
Location
Remarks
Uniform/flop hat/flight gloves/boots
1
Body
METT-T
Compass
1
A/R
—
Sit harness (w/aircraft tie in)
1
Body
With carabiner and quick release
Load bearing equipment
1
Body
IAW Tactics SOP
PJ med ruck
1
Body
METT-T dependent
Cold weather gear
1 set
Rucksack METT-T dependent
Food
A/R
LBE/body/ — rucksack
Water
A/R
A/R
—
Extra batteries
A/R
A/R
—
A/R
Fins, mask, snorkel, AAOPS suite/dry suit/wet suit, dive tool, MK-13 flare, butt-bag, carabiner, gloves, 1st line belt, UDT vest, strobe, and chemlights
Wet gear Weapons cleaning kit
1 set 1
LBE/body Complete
1 set
Body
Heavy leather gloves, flight gloves, or wool inserts, eye protection, knee and elbow pads as required
Survival kit
1
LBE
—
GPS
1
A/R
—
Medical blow out packs
1
A/R
IAW Unit SOP
AIE gear
LEGEND: A/R—as required
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AFTTP 3-3.8, 1 July 2006
Table 3.7 Pararescue Team Equipment Requirements. Item
Quantity
Location
A/R
A/R
—
Oxygen
1 per airframe
A/R
—
Miller board
1 per airframe
A/R
—
Hypothermia kit
A/R
A/R
METT-T
Adverse terrain kit
A/R
A/R
METT-T
Extrication kit
AR
A/R
METT-T
Stokes litter
1
A/R
Aircrew may supply
Israeli litter
1 per airframe
A/R
—
A/R
A/R
METT-T
1 per airframe
A/R
—
Fast rope
1
A/R
Aircrew may supply
Rope ladder
1
A/R
Aircrew may supply
Tag line
1
A/R
—
Medical accessory kit
REDS kit Rappel ropes
Poleless litter
A/R
Remarks
Easily accessible
Immediate response (IR) medical kit
1
A/R
Designated medic
Man packable radio (PRC-117) with PTT
1
A/R
One per TL or CCT
Maps
A/R
A/R
IAW specific AO
M203 grenade launcher
A/R
A/R
Team leader discretion
Special weapons
A/R
A/R
Team leader discretion
T-Duck
A/R
A/R
METT-T
RAMZ
A/R
A/R
METT-T
LEGEND: A/R—as required
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Table 3.8 Team Equipment Requirements—Logistics Requests. Nomenclature
Quantity
Remarks
Man packable radio with all accessories
4
—
Inter-team radio with all accessories
9
—
Survival radio
9
Loaded IAW CSAR SPINS/PR plan
Thermal scope
1
—
Survival radio loader
1
—
KYK-13
2
—
IR pointer
3
—
Fire fly kit
3
—
GPS
3
—
Headsets
9
—
Bench stock
A/R
IAW UTCs
Chemlights
5 boxes of 10 each: IR, red, Consider mass casualty green, blue, yellow
Batteries (as required)
5590, 1574, 9 Based on mission and weather volt, AA, 5800, 1372
NVG
9
—
KED board
3
—
Miller back board
3
—
LSP oxygen with accessories
3
—
Israeli litters with straps
A/R
Israeli litter is preferred; folding litters may be substituted if required.
Medical resupply
A/R
IAW UTCs
Hypothermia kit
3
LEGEND: A/R—as required
A/R
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Table 3.9 Individual Equipment Requirements—Weapons, Munitions, and Pyrotechnics. Quantity Remarks Nomenclature M4A1 with AN/PEQ-2
9
Individual issue
M-9
9
Individual issue
ACOG/CQB site/INWS
A/R
As required
5.56mm ball
10,000 rounds
—
5.56mm tracer
2,000 rounds
—
9mm ball
4,000 rounds
—
9mm subsonic
200 rounds
—
40mm HEDP
200 rounds
—
40mm M663/M664
24 each
Green and red star cluster (option if handheld not available)
Grenade, fragmentation
72
—
Flare, MK-124
36
—
Grenade, thermite
18
—
Grenade, smoke, HC
36
—
Grenade, nonlethal
36
—
Grenade, smoke, red
A/R
—
Grenade, smoke, green
A/R
—
Grenade, smoke, yellow
A/R
—
Demolitions
A/R
METT-T
LEGEND: A/R—as required
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Table 3.10 Individual Equipment Requirements—Vertical Lift Configuration. Item
Quantity 3 x PJ recovery team 3 LBE, weapon, rucksack 3 PJ rucksack 1 Wet gear (if water rescue is possible) 3 Miller board package 1 Hypothermia kit (as required based on environments) 1 Fast rope (may be supplied by aircrew if coordinated) 1 Specialized equipment 1
Weight (pounds) 3 x 200 equals 600 3 x 100 equals 300 75 3 x 40 equals 120 50 40 60 200
Cube — 0.5 0.5 0.5 0.75 0.5 0.5 0.5
3.8 Fixed-Wing (FW) Operations. This section presents TTPs for employment and aircrew duties of GUARDIAN ANGEL teams on-board fixed-wing aircraft. FW operations will primarily be conducted from HC-130 and MC-130E/H/P aircraft. However, these TTPs can be modified to employ teams from any DoD or foreign service aircraft. 3.8.1 General. FW operations can be accomplished in permissive to high-threat environments based on specific aircraft, crew capabilities, and supporting assets. Missions can be flown single or multi-ship or as part of a larger force package (day or night) in variable weather conditions from low altitudes (surface to 5,000 feet AGL), moderate altitudes (5,000 to 25,000 feet AGL), and from high altitudes (25,000 feet AGL and above). These operations provide a multitude of benefits to GUARDIAN ANGEL operations. They can fly faster, farther, and more direct than VL assets; typically have considerably longer endurance times; and can carry large amounts of mission gear to include large parachute aerial delivery packages and pallet loads. They provide excellent standoff loiter capabilities outside the threat area for CSAR airborne alerts. Known as a “Duckbutt,” a FW aircraft can position itself along an overwater route as a low threat, overwater precautionary SAR procedure. The airdrop and airland employment of a team is used when IPs require immediate assistance and are not accessible by VL aircraft or other modes of recovery and time and distance is a factor. FW teams may also augment VL teams who are in need of additional support. Accessibility limitations of VL aircraft are range, air refueling support, and transit time to the IP. Airborne teams provide a rapid response capability for on-scene assistance, assisted evasion and medical treatment in an overland or maritime environment until recovery is possible. They can insert by parachute (military free fall or static-line A/R) from FW aircraft, operate independently of the delivery aircraft for limited or extended periods of time, and be recovered by vertical lift aircraft, link up with friendly ground forces, or navigate to a maritime coastal extraction. To increase mobility, teams can employ specialized vehicles. They can also insert into openwater and recover by helicopter, surface vessel, or movement to a coastal area. To facilitate multiple IP/E recoveries and extended operations, teams employ bundles containing additional medical and rescue equipment. MC-130E/H/P crews may conduct landing operations to unimproved airfields and roads in austere locations. The overall goal is to minimize the time from launch to recovery of an objective. (For additional information, see AFPD 16-12, Pararescue; AFI 16-1202, Pararescue Operations, Techniques, and Procedures; and JP 3-50.21, Joint Tactics, Techniques, and Procedures for CSAR.)
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3.9 Fixed-Wing Airborne Operations. During airborne operations, PJ/CRO provide critical expertise to and from the terminal area via flight following, threat identification, and real-time on-scene evaluation using visual and electronic means. PJ/CROs should be involved in planning fixed-wing CSARTF operations. When a tactical situation or IPs medical condition dictates, fixed-wing assets can utilize tactical airdrops or airland to deploy, teams, vehicles, and other equipment as required in advance of the VLs. Factors include the threat level, IP or objective exploitation potential, IP injuries, IP protection, time considerations, and the recovery plan. These factors can change in real-time tactical environments and require experienced re-evaluation. A non-deploying CRO or PJTL on board a fixed-wing asset can enhance mission effectiveness by mediating real-time mission dynamics, assisting in pre-deployment activities, and providing post deployment support to the team and aircrew. Once on scene, the deployed team will stabilize and protect the IPs, secure objectives, assist in evasion, and prepare the IPs for recovery. 3.9.1 Fixed-wing aircraft launched on rescue operations may carry flight surgeons to act as a medical control element in support of GUARDIAN ANGEL assets. The nature of the survivor’s injuries may require the flight surgeon to be in direct radio contact with the PJTL. 3.9.2 As an operational support tasking, SERE specialists may be part of the aircrew to operate the Quick Draw and/or participate on a repatriation team. 3.10 Aerial Delivery. HC/MC-130 aircrews are specially trained in procedures for airdropping GUARDIAN ANGEL resupply equipment by viable rescue aerial delivery tactics (free fall, parabundle, rigging alternate method zodiac, and all-terrain vehicles airdrop). See Chapter 6, “Aerial Deployment Equipment,” for deployment altitudes and limitations. 3.10.1 Special Equipment. The (HC/MC-130) MA-1/MA-2 sea rescue kit consists of five cylindrical shaped bundles connected by four 210-foot long ropes. Bundles 1 and 5 are life rafts and bundles 2, 3, and 4 are waterproof supply containers. The MA-1 kit employs 6- or 7-person rafts and the MA-2 uses 20-person rafts. Equipment packed in the supply containers can be tailored to meet the survivor's needs. 3.11 Airland Operation. Fixed-wing airland operations is the use of aircraft operating in and out of assault landing zones for the delivery and or recovery of personnel, supplies and equipment. Assault landings are normally made on short, unprepared fields in a low-threat environment. Consider fast, lightweight, mechanized modes of surface transportation (e.g., ATV and RATTV) for surface employment conducted in support of fixed-wing assault landing operations. Greater mobility can provide for quicker recovery of the mission objectives and enhance the ability to provide physical security of the aircraft. 3.11.1 Engine Running On-Load/Off-Load. The purpose of engine running on-load (ERO) is to expedite ground operations when mission handling equipment (MHE) is in short supply or the threat to an aircraft on the ground is a factor. EROs are an entirely different type of operation than combat loading, and should not be confused or incorrectly interchanged. Ensure ground support personnel and aircrew members understand the method and proper operating procedures to use. EROs may be necessary when the time or capability to shut down and restart engines is not available. 3.11.1.1 ERO Requirements. Most on-loads/off-loads at improved fields are conducted with MHE using normal procedures. An unusually busy airflow and weather
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considerations are examples of the requirement for EROs. Planners and aircrews should determine which type of on-load or off-load support is required for operations. Size, composition, and qualifications of load teams, combined with the type and amount of MHE available, determine the type of on-loads and off-loads that can be performed and how quickly they are completed. Good communication links through CCT/STT, airfield operations control nets, and tanker airlift control element (TALCE) Mobility Air Reporting and Communication System (MARCS) will enhance the flow and increase safety. 3.11.2 Combat Loading. Combat loading is comprised of three types of operations: (1) combat off-load, (2) passenger combat loading, and (3) rapid infiltration. Some aircraft cargo compartments are modified with NVG-compatible lighting. 3.11.2.1 Rapids. Rapid infiltration is a tactically sound method to on-load or off-load dedicated unconventional forces under covert conditions. Spring-loaded, latch-activated, folding ramps (canary slides) or ground loading ramps are used to off-load and on-load vehicles and personnel in a matter of minutes. Fixed-wing and vertical-lift assets may be used to insert PJ teams with or without vehicles to airfields, assault zones, roads, or any suitable landing area. Rapids are a viable means to insert PJs where threats, terrain, weather, or other factors do not allow for insertion by parachute or require a stand off capability. The PJ team may be recovered by the insertion platform or by other means. Planning and crew coordination should include team and aircrew intentions if attacked, recall procedures as required, communication and signaling, and team actions on and around the aircraft. 3.11.2.2 Preparation. All restraint devices except one forward and one aft (opposite corners) may be removed during taxi to the off-load point. Self-propelled vehicles must have drivers in place with brakes set prior to removing restraints. Exception—vehicles will not be started in flight. 3.11.2.2.1 Fuel Tanks. Vehicle fuel tanks will not exceed 3/4 full when positioned on the cargo floor. Fuel tanks for vehicles transported on the ramp will not exceed 1/2 full. 3.11.2.2.2 Prohibited Maneuvers and Procedures. • Motorcycle, quad, and mini-bike drivers will not be on their vehicles for takeoffs and landings. • Vehicles will not be onloaded/offloaded while the center anchor cable supports are in the installed position. • Vehicle IR lights will not be used in or around aircraft. • Personnel will not loiter between vehicles while on the aircraft. • Personnel will not extend arms or legs under vehicles. • The cargo ramp will not be lowered below horizontal until the aircraft comes to a complete stop at the offload point. • Vehicles will not be started in-flight.
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3.11.3 Recovery and Transload. Circumstances may warrant using fixed-wing aircraft for recovery or transload operations in situations where greater range and speed are essential to the timely recovery of critically wounded personnel from the area of conflict to a location where proper medical attention can be provided. The most common tasking for these operations is during noncombatant evacuation operations (NEO). Aircrews may conduct short-field operations to unimproved airfields or roads in austere locations. 3.11.3.1 Transload operations are normally conducted at secure airfields where a security element is present to provide ground aircraft security or remote sites where ground security is assessed as unnecessary. 3.11.3.2 Vertical lift transloads normally have the aircraft’s landing close behind each other, normally one rotor disc away (perpendicular or tail to tail as appropriate), to facilitate quick off-loading and on-loading of IPs and allow possible egress avenues for both aircraft should the area come under attack. Ideal locations are runway hammerheads and ends of runways. Procedures should take place with the aircraft as close together as possible. 3.11.3.3 During transload execution, the PJTL will assign aircraft security elements and litter bearers as situation dictates. Normally, PJs from the helicopter and PJs from the transload aircraft will act as litter bearers. Additional PJs can provide security as required. Patient information will be transferred as required prior to landing. 3.11.3.4 To maintain crew, aircraft will not swap PJs during the transload process in most circumstances. This requires a thorough, but concise information exchange between the airframe PJTLs and CROs. 3.11.3.5 Information is relayed to JPRC by PJTL/CRO, in turn, to aeromedical evacuation (AE) flight surgeon from medical/transload facility; rotary-wing will relay NLT 30 minutes out, and fixed-wing will relay NLT 60 minutes out. 3.11.3.6 Relay number of casualties by triage category: immediate, delayed, minimal, and expectant. Report the following information for immediate category patients only: injuries, to include mechanism of injury (MOI), stable or unstable, and treatment performed. 3.11.3.7 The JPRC/PRCC will determine the real-time status of available medical facilities and will coordinate with closest suitable facility to receive the patients. The JPRC/PRCC will arrange with the recovery force for transport to and reception at this facility. In the event the patients are translated from vertical lift to fixed-wing aircraft, the JPRC/PRCC will also arrange for a vehicle and qualified reception team at the final destination airfield to move the patients from runway to the treatment facility. 3.11.4 Patient Treatment. It is imperative for the PJ/CRO to coordinate all mission restrictions and requirements to ensure the safety and success of the patient treatment. At times, a crew of three aeromedical personnel may augment the flight crew. Items of coordination should include a crew briefing at showtime with the medical crew (to establish a plan of action and minimize confusion in the aircraft); the number of patients, passengers, and cargo carried; any special requirements, aircraft configuration, medical and aircrew leaders, interphone and communication procedures while airborne.
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3.11.4.1 The aircraft commander, PJ/CRO, and loadmasters need to ensure the aircraft configuration is correct, establish any flight restrictions (cabin altitude, temperature, mixture with other cargo and passengers), and facilitate patient on-load. 3.11.4.2 Ensure litter stations are prepared and secured. Consider a privacy/blackout area near a communication station. 3.11.4.3 Litters are loaded feet first, front to back, top to bottom and left to right. Critical patients are loaded in the most advantageous position to facilitate on going treatment. 3.11.5 Forward Arming and Refueling Point. The forward arming and refueling point (FARP) is a tactical ground refueling and possible arming operation primarily performed by MC-130 and special operations forces (SOF) attached DoD aircraft. An MC-130, with its large fuel capacity and ability to land at unimproved sites, lends itself well to this mission. FARP may be used to extend the combat radius of receiver aircraft. Combat radius should not only be considered in terms of distance but also in terms of time. FARP is normally conducted clandestinely at night in austere environments with engines running. Fuel can be carried in palletized rubber bladders or pumped directly from the aircraft fuel tanks. FARP provides fuel necessary for highly mobile and flexible vertical lift or fixed-wing operations. The size of the FARP site varies with the mission and the planned number of receivers refueled. FARPs are normally temporary facilities and established for a specific duration and mission. (See Figure 3.1, FARP Refueling Site Layouts.) FARP required equipment and personnel lists are contained in AFI 11-235, Forward Arming and Refueling Point Operations. NOTE: Be aware of aircraft separation, turning radius, and rotor distances when marshalling aircraft around a FARP site. 3.12 Aircraft and Airfield Security. The PJ team provides security for themselves, the IP, and in certain situations, the aircraft on the ground. The size of the PJ team and equipment required is mission dependent. Refer to mission planning for factors effecting PJ team selection and security requirements. The PJTL will assign security responsibility based on team composition and threat. During fixed-wing assault landing operations, the team may be tasked to provide or assist with providing aircraft security. Minimum equipment for security personnel loading out of the aircraft will include necessary items for survival and evasion should the aircraft be disabled or committed to an expedient departure. The security element must be large enough to provide 360-degree coverage for the aircraft. Primary crew members have specific responsibilities on the aircraft and should not be considered as part of the security element for planning purposes. 3.12.1 Security Element Procedures. When committed to airland, the PJ team must load out of the aircraft rapidly. Any delay could unnecessarily expose the aircrew and aircraft to a threat and would compromise the position of the employed PJ team. 3.12.1.1 Load out will be accomplished after the appropriate signal is received from a designated crew member. 3.12.1.2 PJ team members will charge and safe weapons prior to load out of the aircraft to provide immediate defense of the aircraft when required.
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AFTTP 3-3.8, 1 July 2006
Figure 3.1 FARP Refueling Site Layouts.
FARP Refueling Site Layouts
Single Point Refueling
Double Point Refueling
Three Point Refueling
FAM Cart
UNCLASSIFIED 3.12.1.3 The PJTL should be the last team member off headset and the last to load out in order to facilitate an immediate team recall if necessary. At a minimum, the PJTL, at the minimum, should have radio contact with the aircraft crew. Having the security element on an inter-team radio frequency is highly recommended.
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3.12.1.4 An exit may be used during assault landing operations, provided it can accommodate the personnel and equipment to be loaded in or out. The ramp is usually the safest and most expeditious exit and entrance route. 3.12.1.5 The PJ team may be responsible for suppressing enemy ground fire and initiating a recall when it is determined to be necessary or in the best interest of the employed forces. 3.12.1.6 The PJTL may implement a recall at the airfield if resistance is encountered or if the PJTL believes the operation has been compromised. Compromise might result from an unexpected visual or physical contact with a nearby enemy force. The absence of an expected reception party could also signal eminent compromise or the presence of a threat. 3.12.1.7 The team members will move to a predetermined assembly point to orient themselves or to pre-designate security positions and observe for enemy activity. If a reception party is anticipated, contact will be made according to the contact plan outlined by the PJTL in the operational plan. 3.12.2 Basic Plan for all Fixed-Wing Aircraft. 3.12.2.1 The below plan identifies four security positions for the HC-130-/MC-130-series aircraft but can be utilized as a basic plan for all fixed-wing aircraft. Areas of security and observation responsibility are recommended as follows: 3.12.2.2 Number One Position. This team member will be positioned in the forward overhead escape hatch. Number one is responsible for the 9 through 3 o’clock position. 3.12.2.3 Number Two Position. This team member is positioned in the left paratroop door or outside the left wing tip. Number two is responsible for the 6 through 12 o’clock position. 3.12.2.4 Number Three Position. This team member is positioned in the right paratroop door or outside the right wing tip. Number three is responsible for the 12 through 6 o’clock position. 3.12.2.5 Number Four Position. This team member is positioned on the ramp or aft of the aircraft’s tail. Number four is responsible for the 3 through 9 o’clock position. 3.12.2.6 Security Element Extraction. A voice recall will not be audible over running engines or during an engagement. Maximum use of interteam radios will be utilized to implement a recall. Actions upon recall include the following: • Number one position—remains in place as long as possible, secures hatch, and takes seat prior to take off roll. • Number two position—takes position in left paratroop door, secures door, and takes seat prior to take off roll. • Number three position—takes position in right paratroop door, secures door, and takes seat prior to take off roll. • Number four position—enters through ramp or designated door, assists load master with accounting for personnel, and takes seat prior to takeoff roll.
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4-1 CHAPTER 4
INSERTION/EXTRACTION OPERATIONS 4.1 General. Insertions and extractions are normally accomplished via air-land. When mission enemy terrain time troops available, and civilians (METT-TC) precludes air-land insertion/extraction, other methods of insertion and extraction should be considered; these other methods are referred to as alternate insertion/extraction (AIE). The fundamentals discussed in this chapter may be performed day or night. The information contained in this chapter is not all-inclusive and may be adapted; following realistic and sound safety principles. 4.2 Alternate Loading. The primary method of restraining personnel in the helicopter is via the troop seats; however, during contingency operations and tactical training missions when standard passenger seating reduces the crew’s ability to accomplish the mission effectively, alternate loading should be considered. During alternate loading the cabin floor is defined as the seat, and either a seat belt or personal restraint device restrains the occupants. Alternate loading expedites team deployment and recovery, maximizes cabin space, and allows team maneuverability during mission execution. Restraints may be removed upon landing in the landing zone (LZ), when cleared by the aircraft commander (AC), or while taxiing to the off-load point. For hover operations (including water operations), restraint devices are removed as required. 4.2.1 Restraining Devices. The primary alternate load method is the gunner’s belt or personal restraint device (alternate load belt/sit harness with cow tail). The secondary alternate load method is fastening the troop seat belts to the floor tie-down rings. The least desired alternate load method uses a cargo tie-down strap. When using this method, it is best to face forward to absorb the most common displacement forces of aircraft maneuvering or a crash landing. 4.2.2 Equipment. The team leader/AIE master is responsible for coordinating with the mission support aircraft/crew on installation and inspection of the equipment necessary to conduct the operation. Aircraft space requirements must be pre-coordinated to facilitate the removal of aircraft seats or equipment. 4.3 Contingencies and Emergency Procedures. When unsafe conditions are encountered, use pre-briefed hand signals to stop any additional team members from exiting the aircraft. Avoid physically stopping a person in the act of deploying because this may cause the person to lose control of the rope and increases the possibility of injury to the team member. If the helicopter experiences an engine malfunction or other critical emergency during any AIE operation, the team members on AIE devices should descend as rapidly as possible and move from beneath the helicopter. Normally, personnel move away from the deploying side of the helicopter (terrain permitting). The helicopter should move away from the team. If the aircraft gains altitude or starts to fly away, the team should dismount immediately. If the team cannot dismount the device, they should stop their descent and lock-in. (This is very difficult during fast rope operations and should not be an option except in the most critical circumstances.) When terrain does not permit flying out with the team attached, the AC should make the call whether to cut the ropes free or, if able, lower them to the ground. If the aircraft comes under fire while performing a rope ladder, the deploying team may consider securing themselves to a rung of the ladder. Team members must maintain positive hand and foot placement on the rungs of the ladder so the aircraft
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AFTTP 3-3.8, 1 July 2006
can depart the immediate area. If flight characteristics and power requirements allow, the aircraft will accomplish slow, forward flight to a safe area. NOTE: The rope ladder was not designed to support personnel while in forward flight. Use of the rope ladder for emergency personnel extraction should only be attempted if the threat to personnel remaining on the ground is higher than the risk associated with in-flight rope ladder failure WARNING: This particular contingency method is for real world operations only and will not be used in a training environment. WARNING: The TL should thoroughly brief the aircrew on team security procedures to prevent individuals manning aircraft defensive systems from inadvertently firing on the team. NOTE: Comm-out and non-standard comm-in procedures for recalling the team should be pre-briefed and understood by all members of the crew and team. 4.4 Alternate Insertions and Extractions. Performing an AIE requires additional power, demands greater crew coordination, increases exposure time, and is more hazardous and difficult for the survivor and recovery team. The team leader (TL) should determine if the increased difficulty of performing an AIE is justified when compared with the risks or benefits of an offset air-land insertion; or moving to an extraction site that permits an air-land. Consider team member training and overall competence on the intended AIE prior to execution. All the AIE methods discussed in this chapter are considered acceptable means of insertion and extraction for most situations. Aircrew/Recovery Team coordination and communication are essential in performing any air-to-ground function quickly and safely. 4.4.1 Time Calls. The pilot flying (PF) should keep the crew/team informed of position and distance to the LZ. Time calls should be made at 20-, 10-, 5-, and 1-minute-out points (regardless of the AIE type). Time calls may be modified to meet the situation when the crew is unable to comply with normal methods; deviations/required time calls should be briefed prior to the operation. The TL or scanners should keep the pilots informed of the status of AIE equipment prior to and throughout the operation. 4.4.2 Rope Deployment. The PF should call “ROPES, ROPES, ROPES” when the aircraft is within the correct parameters for the intended AIE. The scanners should give the appropriate signal for the rope deployment (point down and out with hand or chemlight), at which time the team is cleared out. After the scanner gives the signal for rope deployment, it is at the discretion of the rope master to deploy ropes and send the team. NOTE: Because the PF is the only one who knows precisely when the nose should be rolled over, the PF should be the individual who initiates the “ROPES” call. 4.5 AIE Master. The AIE master is responsible for making the final determination on the safety of the deployment. As a minimum, the AIE master should brief the AIE type, intended hover height, emergency procedures, safety man responsibilities/designation and AIE device length. During operations where the AIE master cannot safely determine operational parameters (aircraft altitude, drift, obstacles, and rope position), the AIE master will coordinate with the crew for assistance.
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4.6 General Setup and Preparation. Cabin configuration is the key to safe and effective AIE operations. Ensure intercom cords are clear of deployment and recovery pathways and AIE devices. Crew members may route the cords up the walls, along ceilings, and down to the deploying team leader. The team leader’s cord should only be long enough for necessary movements. Ensure gunner belts are clear of personnel and paths of travel. The V-blade knife or other similar tool should be readily available if the ropes need to be cut during emergencies or rope entanglement. To facilitate night operations, configure devices with chemlights. Brief chemlight requirements prior to the operation. See Table 4.1, Chemlight Configuration, for recommended configuration. Table 4.1 Chemlight Configuration. Operation Cabin
Cockpit
Recommended Chemlight Configuration 1 NVG—compatible chemlight on each normal and emergency exit handle. 1 NVG—compatible chemlight above each normal and emergency exit. 1 NVG—compatible chemlight on each emergency exit handle. 1 NVG—compatible chemlight above each door. 1 NVG—compatible chemlight on windshield wiper/washer, back up pump. 2 chemlights at the bottom of the rope.
Fast rope
1 chemlight 10 feet from the bottom.
1 chemlight at the top of the rope. Hoist hook 1 flexible band on top of hook bumper. Penetrator 1 chemlight on bottom of each forest penetrator paddle. Raft 1 chemlight on tiedown release. Rappel 1 chemlight on the top of the drop sack. 1 chemlight on each side of the ladder at the first and fifth tube from the Rope ladder bottom. 2 chemlights at the bottom of the rope, at 3 feet above the first set of D-ring SPIE attachment points. Stokes litter 2 chemlights on head; 1 on foot. OVERALL NOTE: * Available illumination and user preference should be considered when choosing chemlight color. On low-illumination nights, consider blue or green chemlights. On high- to medium-illumination nights, consider red chemlights. 4.7 Rope Ladder. The rope ladder provides a quick method for recovering team personnel from the surface when the LZ is not landable. The decision to use a rope ladder should be weighed against time constraints and the difficulty to personnel climbing the ladder with equipment. The rope ladder is not a suitable method of recovering injured personnel or personnel who are not familiar with the device. The rope ladder can be used simultaneously with hoist operations. WARNING: There should not be more than three people on the rope ladder at one time.
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AFTTP 3-3.8, 1 July 2006 4.7.1 Setup and Preparation. The flight crew is responsible for providing, inspecting, and rigging rope ladders. The TL should also check for oil or grease on the cabin floor and the ladder for frayed cable and fabric; ensure all climbing steps are secured by checking for cracks and any sharp edges that may cause cuts or scratches. If the device has a quick release, ensure it is serviceable and reject the device otherwise. There should be some type of spacing device elevating the ladder from the cabin floor to ease team entry. Ladders should be rolled up and secured before flight. 4.7.2 Installation. The rope ladder can be installed on a large variety of aircraft using basic principles of attachment and safety. When using cargo tie-down straps to install the rope ladder, do not use any strap with signs of grease and oil contamination or corroded hardware. Reference the appropriate MDS Tech Order for installation specifics. 4.7.3 Etrier Assist. A climbing etrier, or similar man-rated device, may be attached from the ceiling of the aircraft to the floor near the ladder. This effectively provides the team a few more feet of climbing device to assist with aircraft entry. 4.7.4 Caving Ladder. The caving ladder is a very lightweight device that requires little space inside the aircraft. It may be used in lieu of the standard rope ladder using the same limitations and guidelines when space and weight are considerations. Operators experienced at using the caving ladder often find the caving ladder to be easier to climb than the standard ladder. Consider the teams experience before using this device. Caving ladders are typically rigged on smaller helicopters with side doors. When rigging a caving ladder, attach the end of the caving ladder to an overhead ring with two locking carabiners. Overhead rigging makes it easier for personnel to enter the helicopter. If an overhead ring is not available, then attach the ladder to a deck ring. Attach a separate safety strap from the ladder to a deck ring. The safety strap can be made of one inch tubular nylon or cargo straps and attached using carabiners. Multiple ladders may be joined together to increase its length if needed. 4.7.5 Advantages. The rope ladder allows for multiple operators to begin exfil without delay. It does not require power (i.e., hoist operations). 4.7.6 Disadvantages. The operators will not be able to carry large quantities of weight and may have to use the hoist for additional gear. Rope ladder operations may take considerable time depending on the length of climb.
4.8 Rappel. Rappelling has historically proven to be a successful backup for insertion if the hoist fails. Deploying personnel are responsible for aircraft rigging and proper hookup of rappellers and may be responsible for providing the safety man. Rappelling allows the user to control descent into uncertain terrain and obstacles; however, it requires more specialized equipment and preparation than a fast rope. 4.8.1 Setup and Preparation. Pad or tape any sharp edges that could damage ropes. Ensure a V-blade or sharp knife is available in the event the rope becomes entangled and endangers the aircraft. 4.8.2 Installation. Ropes may be anchored to any attachment point capable of holding the weight of the team. The primary anchor points for the HH-60G are the cabin rappelling fittings or the H/fast rope insertion and extraction system (H/FRIES)-bar. When using the cabin rappelling rings as the primary anchor point, a cargo net ring may be used as a secondary
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safety attachment point. During training, all ropes should be attached to the anchor points using locking carabiners. 4.8.3 Rope Diameter. Rappel ropes should be static, with a minimum diameter of 9mm. If used in conjunction with heavy equipment, single 11mm will suffice; 9mm should be doubled. 4.8.4 Deployment Bag. Rappel ropes are best deployed from the aircraft with a deployment bag. Back coil the rappel rope into the deployment bag until 2 to 3 feet are left. Close the deployment bag in a manner that contains the rope yet allows the rope to feed out freely. Use the 2 to 3 feet left out of the bag to attach to the anchor point in the aircraft. As the bag is deployed, the rope will feed out only the amount needed to reach the ground. This method keeps positive control of the rope in the aircraft, during deployment, and on the ground. If not using a deployment bag, the rappel rope should be daisy chained and weighted to prevent possible contact with the rotors. 4.8.4.1 Leg Bag. The deployment bag may be worn attached to the operators leg. This procedure is recommended because positive control of the rope is maintained at all times. It also facilitates rappelling through obstacles. When using a leg bag, the rope should be at least 50 feet longer than the deployment hover height. WARNING: To facilitate rappelling through obstacles (i.e., trees, ship masts), rappels may be accomplished using rappel deployment bags attached to the lower leg of the rappeller. If this procedure is used, a stitch plate style descender (air traffic controller/Petzl Reverso) should be used to minimize rope twist. Twist associated with leg bag use can be dangerous as the running end (bottom) of the rope does not have the full length to accommodate twisting effects. This is especially true when using a figure eight or rescue eight rappel device with a leg bag. Twist may result in friction knots causing a loss of the break hand. Descent rate should be slow and controlled to manage any friction knots that may appear and to more easily navigate through obstacles. In addition, the rope should be at least 50 feet longer than the intended deployment altitude. The rope will be secured to the inside of the rope bag using a figure eight knot to ensure the rappeller cannot rappel of the end of the rope. 4.8.4.2 Throw Bag. The bag may be weighted when not attaching to leg. Weighting the bag assists the rope in penetrating dense forest or jungle canopy and prevents the bag from being blown around by rotor wash. Do not tie the weight directly to the rope. The weight should be tied to the bag or rope with a weak link. 4.8.5 Personal Equipment. Operators intending to insert via rappel should use a sit harness (commercial or improvised), heavy leather gloves worn over flight gloves, eye protection, and a descending device. NOTE: The improvised sit harnesses must be properly tied, with the correct safety knots, and inspected prior to deployment. 4.8.6 Deployment Preparation. Rappellers should be ready for deployment prior to the 5-minute time call. The safety man (normally the scanners) relays communications, monitors the deployed ropes to ensure ground contact is maintained, and recovers or releases the ropes when rappelling is complete.
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AFTTP 3-3.8, 1 July 2006 4.8.7 Hook Up. Once hooked to the rope, personnel may release other restraints in preparation for the exit. On final approach, personnel may position themselves to facilitate immediate deployment. 4.8.8 Rope Deployment. Do not deploy ropes until the PF gives the “ROPES” call, and the AIE master confirms the deployment area. The scanner should confirm the deployment location and relay signals when a hover is established. 4.8.9 Rope Retrieval. After the team members are on the ground, the scanners should direct the PF to descend approximately 5 to 10 feet. This is to ensure there is enough slack in the ropes to allow the team member to disconnect. The scanners should release or retrieve the ropes after the last rappeller is off the rope. The safety man should ensure personnel are clear before dropping ropes.
NOTE: During training, carabiners should not be dropped with the rope. 4.8.10 Contingencies and Emergency Procedures. If the helicopter gains altitude above the length of the rope, the rappeller should immediately brake, lock-in, and wait for the helicopter to descend to a safe rappelling altitude. 4.8.11 Advantages. Rappelling equipment is light and small. The team’s descent is easier to control. Deploying personnel stay secured to the device while deploying. Personnel can deploy with more equipment. 4.8.12 Disadvantages. Rappelling requires more time than fast roping. Rappellers may have difficulty connecting to the rope in the aircraft and/or disconnecting from the rope once on the ground. 4.9 Short Haul. The short haul is used as an alternate method of recovery for short distances when no other recovery devices are available and the immediate recovery of rescue personnel is required. It is not a recommended method of recovery for untrained personnel. When rescue personnel are available, the rescuers, as well as a stokes litter may be recovered using this technique. The equipment required to perform a short haul consists of a climbing rope and a minimum of two carabiners. 4.9.1 Setup and Preparation. Tie one figure eight knot approximately 5 feet from the end of the rope and another figure eight at the end of the rope. Attach a single 5,000-pound locking carabiner through the open end of each knot. Normally one carabiner is attached to a rappel ring and the carabiner at the tail of the rope is connected to a cargo net ring. It is recommended that the rope be deployed using a rope bag in which the rope has been back coiled (to prevent fouling) and secured. A 5-pound weight is used to prevent excess slack from coming in contact with the rotor blades. During training, two cross-connected ropes should be used for additional safety. 4.9.2 Execution. Normally the short-haul technique should not be used unless the hoist fails. It may be necessary for the helicopter to move away from the deployed team and configure the ropes for deployment. The helicopter should communicate intentions to the deployed team by radio if possible. If radio communications are not possible, the team may have to rely on intuition once the rope is deployed. The helicopter will move over the team/survivor and deploy the rope at a height which reduces the amount of rotor wash over the team or offset
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from them. It may be necessary to wait a short period of time while the team readies the rope for extraction of personnel. The team attaches themselves to the rope into the figure eight knots by their sit harness and chest harness. Once the team is ready, they give a thumbs up. Tension will slowly be placed on the rope and the helicopter will transition to forward flight as soon as the team is clear of the ground and/or obstacles. As airspeed increases above 20 knots, the team should begin to stabilize and stop oscillating. Aircraft should stay below 60 knots forward airspeed. 4.9.3 Contingencies and Emergency Procedures. Short Haul emergency procedures are the same as those discussed for SPIES/FRIES. 4.9.4 Advantages. The advantages of the short-haul system are the length of the rope, ease of “flying” for the team, and the ability to recover a survivor using the stokes litter. Weight is limited only by rope strength. It is faster and safer than using a hoist in adverse terrain environment 4.9.5 Disadvantages. Few are trained in this technique. The short haul cannot be set up in flight. 4.10 Fast Rope. Fast roping is used to quickly lower personnel and equipment from a hovering helicopter. Fast ropes are made of interwoven hemp, approximately 2 inches in diameter, with an aircraft hook-up point on one end. (See Figure 4.1, Fast Rope Eyesplice, and Figure 4.2, Fast Rope Metal Sleeve.) Lengths vary, depending on the needs of the mission, but usually are found to range between 60 and 120 feet. Fast ropes are typically used for hovers up to 50 feet and do not provide the same descent control as rappels. Normally, the deploying team is responsible for providing and inspecting the ropes. 4.10.1 Setup and Preparation. Coil and secure fast ropes with a cargo tie-down strap or seat belt next to the deployment location to be used. Coil the ropes toe-to-head with the attachment point (head) on top. This method of securing the ropes should provide trouble-free deployment. 4.10.1.1 If using a G-12 clevis with the eye splice rope, the rope master must ensure the bolt end is drilled and the castle nut is retained using a cotter pin or safety wire. 4.10.1.2 To prevent the screws in the metal sleeve assembly from vibrating loose, water hose clamps should be securely fastened over the screw heads. The hose clamps should then be taped to prevent snagging. 4.10.2 Installation. The fast rope can be installed on a large variety of aircraft using basic principles of attachment and safety. Reference the appropriate MDS Tech Order for installation specifics.
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Figure 4.1 Fast Rope Eyesplice.
Fast Rope Eyesplice
UNCLASSIFIED Figure 4.2 Fast Rope Metal Sleeve.
Fast Rope Metal Sleeve
UNCLASSIFIED
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4.10.3 Time Warnings. Because fast rope operations are designed to be tactical infiltrations, timing is critical to optimize the success of the mission (speed and surprise). When the aircraft arrives at the insertion point, the deploying team needs to be prepared to exit immediately. To accomplish this, standard time warnings are used to ensure both the deploying team and the crew are ready. Standard time warnings of 20, 10, 5, and 1 minute are announced by the aircrew based upon their calculated arrival, time on target (TOT). 4.10.3.1 The rope master may require more than the minimum time calls and should be on intercom until at least the 5-minute call. The 20- and 10-minute time warnings are designed to inform the crew of the approaching TOT; usually no actions are required. 4.10.3.2 At the “20-minute” call, all personnel should begin preparations for deployment and receive final instructions from the team leader. 4.10.3.3 At the “10-minute” call, personnel inspect equipment and complete final preparations for deployment. 4.10.3.4 At the “5-minute” call, move to the exit point. The safetyman or designated team member disconnects the fast rope from its storage point and prepares it for deployment by handing it to the first man out of each stick or by setting it up on the edge of the exit. Ensure it is back-coiled and held secure. Activate chemlights for night deployments. 4.10.3.5 At the “1-minute” call, the safetyman checks should be done and all team members move into position for deployment at the door or ramp. It is recommended the team not disconnect from their alternate loading device until the aircraft is on short final (50 feet/50 knots). 4.10.3.6 At the command “ROPES” or the signal (the designated crewmember pointing out the exit), the first man of each team kicks out the rope, determines the rope is on the ground (a minimum of 10 feet of rope on the ground is recommended), then exits the aircraft. Off the aft ramp, deploy the rope at a 45-degree angle away from the rear of the aircraft. 4.10.4 Unsafe Drift or Premature Lift Off. If the helicopter gains altitude so that the fast rope no longer touches the ground, or if the helicopter drifts off the target, The rope master must initiate the following procedures. 4.10.4.1 The rope master with a clenched fist, directs fast ropers already descending to “brake” and await helicopter descent. The ground crew will relay this command. 4.10.4.2 The rope master directs additional fast ropers to “hold” to prevent any additional descents. 4.10.4.3 Once back on target/altitude the Rope master may continue with approval from the aircraft commander. 4.10.5 Fastroping With Combat Equipment. Combat equipment will be worn in the normal manner. Use caution when placing equipment on or near the fast roper’s legs to prevent injury during landing. Fast ropers must not wear sharp devices that will come in contact with the fast rope.
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AFTTP 3-3.8, 1 July 2006 4.10.5.1 Weapons. When fastroping with a rifle, the rifle should be slung across the back with the sling tight and the muzzle pointing down. A bungee cord can be used to ensure the weapon is tight against the fast roper’s body. Machine guns are worn in the same manner as rifles. The feed cover, cocking handle, barrel locking lever, and carry handle should be padded and taped if possible. Care should be taken not to snag the weapon in the aircraft when using troop seats. 4.10.5.2 Equipment Size and Weight. Fast ropers should minimize the amount of large and heavy equipment they fast rope with. Large and heavy equipment should be belayed down to the personnel after they fast rope. Bundles up to 500 pounds can be belayed concurrently with fastroping personnel. Heavy rucksacks may be belayed individually or clipped in with a carabiner to loops tied one or two feet apart on the rope; this will ease removal of the rucksacks from the rope, once on the ground.
NOTE: Ensure that there is either a quick release system or V-blade knife at the belay end of the rope. The system must be able to be disconnected from the helicopter if the rucksacks get snagged or the helicopter is unable to maintain hover while the team disconnects the rucksacks from the rope. 4.10.6 Night Deployments. Procedures are the same as day deployment. Use chemlights to identify ropes and exits. Use a minimum of four chemlight on each fast rope. Tape two at the bottom, one 10 feet from the bottom and one at the top of the rope to identify where to place hands. The chemlight 10 feet from the bottom ensures at least 10 feet of rope is on the ground. A chemlight may also be taped horizontally just above the crew entrance door in line with the rope. Tape over the chemlights to provide enough light for the team to ensure the rope is on the ground. 4.10.7 NVG Overwater Operations. With the exception of the final approach, the fast rope pattern is the same as the hoist pattern for the aircrew. On final, the aircraft descends to intended hover height while decelerating to the deployment ground speed. The fast rope is deployed as the aircraft enters the insertion zone. Depending on the mission profile, a slow forward movement of the aircraft may be requested. This can assist deploying personnel by spacing them apart upon water entry. When fast roping into the water, wet/dry suit material may be vulnerable to damage from rope friction. Duct tape wet/dry suit on locations where rope may come in contact with suit. 4.10.8 Advantages. Fastroping is preferred over rappelling for helicopter insertion because of the speed and ease of execution. The fast rope is fast, simple, and easy to release from the aircraft. 4.10.9 Disadvantages. The main disadvantage of using a fast rope is that once deployed, there is no expedient method for immediate extraction unless the crew is using the fast rope insertion and extraction system (FRIES) rope. Extraction loops integral to the FRIES rope allows the team to be lifted and moved to an alternate location. Equipment is heavy, takes up cabin space, serves one purpose, and is limited in length. Preparation can be time consuming; descent is uncontrolled; deploying personnel are susceptible to injury; personnel are not tethered to the device; deploying personnel are limited on equipment; and stable hover is crucial in confined LZs.
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4.10.10 Extractions Using Fast Rope Insertion Extraction System. A t t a c h o n l y t w o people per personnel attaching loop on the FRIES. Use the top and bottom loops when extracting four personnel. When extracting an odd number of personnel, position the odd man on the higher personnel attaching loop. Attach any combat equipment to the last bridle loop so it will be lower than the personnel. As the aircraft approaches the pickup point, the ropes will be deployed from the aircraft. After the ropes have been deployed, the personnel to be extracted will move under the helicopter and secure themselves. Personnel to be extracted will face in the direction of travel of the helicopter, ensuring that none of the connections and ropes are crossed or entangled, and squat side by side. Personnel being extracted will interlock arms or grasp harnesses. This will prevent collisions between personnel while airborne. Extraction is limited to an altitude to permit terrain/obstacle clearance of at least 100 feet. Maximum forward speed is 80 KIAS. 4.11 Hoist Operations. Hoist operations provide a controlled means of descent as well as ascent. There are many different ways to employ the hoist. Capabilities and limitations of the hoist are dependent on the manufacturer. Prior to conducting operations, it is the responsibility of each PJ to understand the capabilities and limitations of the hoist type used. As a minimum, the PJ must know the maximum load, cable shear procedures, general control and function, and emergency procedures. The primary hoist operator is the flight engineer; however, a PJ may be designated when the mission dictates. It is recommended that personnel wear goggles and a helmet when riding the hoist. The aircrew or PROTEC-type helmet may be used. The PJ team and crew determine which device to use. A survivor unfamiliar with the rescue device should be briefed over the radio, provided printed instructions attached to the device, or directly assisted by a PJ to ensure proper device use for a safe pickup. 4.11.1 Primary Rescue Device. The primary rescue device used in helicopter rescue is the hoisting cable and double rescue hook assembly. The rescue hook assembly is attached to the end of the helicopter hoisting cable. This hook assembly consists of two gated hooks and an eyelet. The larger hook is used to attach all personnel and/or any elected rescue devices. The smaller hook is used for handling equipment or light cargo. The eyelet is used strictly for cargo hoisting. The upper section of the hook is a ball bearing swivel, which prevents unwinding of the hoisting cable, bumper assembly, and cable stop. (See Figure 4.3, Double Rescue Hook Assembly.) 4.11.2 Climbing Harness. The climbing or body harness is the method of choice for hoist insert into all environments. A Swiss seat, climbing harness, or body harness provides a secure attachment point for hoist operations in lieu of other devices.
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Figure 4.3 Double Rescue Hook Assembly.
Double Rescue Hook
Cable Cable Stop
Bumper Assembly
Safety Latch Personnel Hook and Rescue Device
Safety Latch
Equipment Hook
Equipment Ring
UNCLASSIFIED
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4.11.3 Forest Penetrator. The forest penetrator is used for single or multiple recoveries from land or water. The forest penetrator may be attached to the rescue hook assembly for land and sea rescue operations. The unit is bright yellow for high visibility. The forest penetrator is 34 inches long and 8 inches in diameter with the three seats retracted. Each seat is approximately 12 inches long and is spring loaded in the retracted position. A spring-loaded retaining latch under each seat secures the seat in the extended position. To release the seat from the extended position, push down on the seat and pull down on the latch. The seat will then snap back into the retracted position. Three webbing safety straps are provided to secure survivors. The straps terminate with a yellow fabric marked “Tighten.” Yellow webbing tabs marked “Pull Out,” are sewn to the safety straps and extend from one of three stowage openings. Attachment of a flotation collar allows the forest penetrator to float during air-sea rescue operations. The collar is made of bright orange foam rubber for high visibility. When the flotation collar is installed, the diameter of the penetrator is 9 inches. (See Figure 4.4, Forest Penetrator for details.) 4.11.4 Rescue Seat. The rescue seat is a compact, lightweight, and simple to use rescue device. Equipped with two friction-controlled folding seats that can be positioned for use within seconds. The device is suitable for both land and marine rescue operations as it incorporates a flotation collar. Each fold-down seat is equipped with a safety strap and printed instructions with pictorials, located on two opposite sides of the float collar. Patterned after the forest penetrator, the rescue seat has been designed for simple operation, ease of maintenance, and is ideal for confined area rescues requiring a narrow profile (such as through tree canopies). Because of this devices ease of use, weight (18 pounds), and cost, the forest penetrator is rapidly being replaced by this device by all services. (See Figure 4.5, Rescue Seat.) 4.11.5 Stokes Litter. The stokes litter is constructed of mesh and lightweight steel tubing that holds a survivor immobile in a supine position. The sides of the litter protect the survivor from bumping against obstructions or the side of the helicopter during retrieval. The stokes litter should be configured with sling, flotation devices (if required), and three restraining belts when stowed on the aircraft. A tag line should be used during live stokes operations. (See Figure 4.6, Stokes Litter with Floatation.) 4.11.6 Tag Line. The tag line (trail line) is a rope of varied construction and length used by surface personnel to prevent oscillation and/or spinning of hoist rescue devices. It may also be used to guide the rescue device or survivor to or from confined areas, such as ships, trees, or canyon areas. The tag line may aid the pilot during water operations by reducing time required to hover directly over small watercraft without a reference. The tag line should not be attached directly to the rescue device; a “weak link” should be used. A weight should be attached to the tended end of the tag line. This keeps it from being blown about by the rotor wash and gives the crew member better control delivering the line to a confined or restricted surface position. The weak link end of the tag line may be fastened to the hoist hook or the rescue device, before the device goes out the door.
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Figure 4.4 Forest Penetrator.
Forest Penetrator
UNCLASSIFIED
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Figure 4.5 Rescue Seat.
Rescue Seat
UNCLASSIFIED Figure 4.6 Stokes Litter with Floatation.
Stokes Litter with Floatation
UNCLASSIFIED
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NOTE: The weak link is created using a single loop of gutted 550 cord or two wraps of 80-pound test tape between the rope end and carabiner NOTE:
Leather work gloves should be provided for tag line tenders other than the team.
NOTE: Reconsider using a tag line if the likelihood of entanglement with tenders, trees, or aircraft skis is greater than the anticipated benefits thereof. 4.11.6.1 To deliver the tag line to a large vessel with a restricted pickup area, the tag line should be lowered after the helicopter is in a hover over the vessel. 4.11.6.2 Once the tag line is on the ground/vessel and the team/boat crew is tending it, the hoist operator will direct the pilot clear of the survivor/vessel while paying out slack in the tag line. The tag line weak link will be attached to the rescue device. When the pilot can again see the survivor/vessel, the hoist operator begins to lower the hoist. At this point the team/shipboard personnel use the tag line to guide the rescue device into the desired location. 4.11.6.3 When the rescue device is on the ground/vessel’s deck and the survivor is ready for hoisting, the hoist operator gives directions to position the helicopter back over the survivor/deck. Retrieving the rescue device vertically may not always be possible. Be prepared to recover the rescue device at any angle. When conditions permit, recover the rescue device vertically. As soon as the survivor is clear of the deck or obstructions, the hoist operator clears the helicopter away from the obstacles/vessel, usually left or back. The crew maintains this position until the survivor is in the cabin and the tag line is either retrieved or discarded and the crew member has reported ready for forward flight. 4.11.6.4 The tag line may be used in lieu of the hoist cable to lower small items to a boat. The item to be lowered will be attached to the snap link with a weight. Use the same procedure for delivery of the tag line to small and large vessels. The weak link end of the tag line will be attached to a cabin tiedown ring. 4.11.6.5 For aircraft with skis installed, attach the tag line to the head of litter, as opposed to the foot. This allows the tag line attendant to avoid the worst of the helicopters rotor wash. When PJs utilize the Barrelman technique for survivor rescue and recovery, they are able to ensure the tag line does not become entangled with the skis. 4.11.6.6 When rappelling, the PJs in prior to the stokes litter, the rappel rope can then be quickly used as a tag line provided, a carabiner with a weak link has been attached to the foot or head end of the stokes litter. 4.11.7 Rescue Basket. The compact rescue basket has been selected as standard equipment aboard all US Coast Guard rescue helicopters. It is also in service with the US Air Force, US Navy and foreign governments. The rescue basket is mostly constructed of stainless steel. The bail assembly folds into the basket for compact stowage. The basket weighs 39 pounds. The rescue basket is particularly useful for recovery of personnel not familiar with the forest penetrator or rescue strop. Because entry is easier and more rapid for a survivor than a forest penetrator, it may be one of the best devices for recovery of survivors from frigid waters. The disadvantage is the size of the device. (See Figure 4.7, Rescue Basket.)
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Figure 4.7 Rescue Basket.
Rescue Basket Assembled
UNCLASSIFIED 4.11.8 Rescue Net. The rescue net is constructed of stainless steel tube framing and 5/16-inch polypropylene netting. The net weighs approximately 20 pounds. A sea anchor drogue is provided to position and stabilize the net and allow for flight path corrections. The sea anchor drogue may be replaced by a 10-foot line with a 3- to 5-pound bag of shot for stability. The rescue net is a collapsible, buoyant device designed to accommodate two survivors. A lifting ring for hoisting is located at the top or upper portion of the net, along with flotation collars and locking support rods. These rods incorporate sliding sleeves to prevent the net from collapsing when it is occupied and to make it easy for storage when not in use. The rescue net is particularly useful for recovery of personnel not familiar with the forest penetrator or rescue strop. Because entry is easier and more rapid for a survivor than a forest penetrator, it may be the best device for recovery of survivors from frigid waters. The disadvantage is the size of the device. 4.11.9 Rescue Strop (Horse Collar). The rescue strop is used to hoist uninjured personnel during helicopter operations. The strop is placed under the arms and across the back; the safety strap located on the outside is pulled loose, placed over the arms, under the front of the strop and attached across the front of the chest and adjusted to a snug fit. The arms must remain down to prevent possible slippage during hoisting. Pictorials are printed on the strop. Personnel must be trained in the proper and safe use of this item. The rescue strop is designed to be unaffected by repeated use in the marine environment; constructed of nylon, closed-cell foam and stainless steel hardware. A weight may be attached to the strop to aid in stability. The rescue strap is useful in all environments except the forest or jungle where it can get snagged on branches. (See Figure 4.8, Rescue Strop.)
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Figure 4.8 Rescue Strop.
Rescue Strop
UNCLASSIFIED 4.11.10 Quick Strop. Originally designed for the US Coast Guard, the quick strop is now available to all rescue activities. (See Figure 4.9, Quick Strop.) Constructed of military specification webbing and stainless steel hardware, the quick strop provides a quick, safe means of hoisting uninjured personnel. The quick strop is smaller and lighter than the rescue strop and is replacing the rescue strop in most services. The strop can be placed under the arms, around the back, or over the head of the survivor in one quick motion. To prevent the survivor from slipping out, a slide buckle is slid down the strop and attached to an adjustable crotch safety strap which is stored in a zipper pocket on the rear of the strop. Instructions and pictorials are printed on the strop. A weight may be attached to the strop to aid in stability. A pararescue man may ride the hoist with the survivor using another strop or by directly hooking in with his harness. The quick strop is useful in all environments except the forest or jungle where it can get snagged on branches.
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Figure 4.9 Quick Strop.
Quick Strope
UNCLASSIFIED 4.11.11 Execution. Optimally, the pilot flying should establish a right-hand rectangular pattern with the final approach oriented into the wind. This aids in keeping the survivor in sight while preparing for pickup. The pilot should keep the crew informed of the helicopter’s position in the pattern and the hoist operator advises the pilot when ready to deploy smokes or accomplish the pickup. 4.11.11.1 Hoist retrievals from trees must be slow enough to allow survivors to fend off branches and prevent cable entanglement. Radio communication or pre-briefed signals for lost visual procedures should be briefed prior to deployment. It may be possible for a crew member on the hoist to recover the survivor without disconnecting from the device. Maximum loading of the hoist cable should not occur unless critical to mission accomplishment. 4.11.11.2 Crew briefings should include actions to be taken in the event of equipment malfunctions or impending failures. During training missions, terminate live hoisting immediately at the first indication of equipment malfunction. Existing circumstances will dictate actions to be taken, if required, the individual may be returned to the surface by lowering the aircraft. 4.11.11.3 Ensure cable slack is held to the minimum necessary to perform the recovery. Excessive slack can be especially dangerous during water recovery when the hoist operator cannot see the cable.
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NOTE: Exercise caution to keep from anchoring the hoist hook or cable around an immovable object. 4.11.11.4 Cable shock loading can occur when the cable is subjected to a sudden heavy loads (i.e., entanglement, stokes litter being caught by waves, or weights being rapidly applied). The effects of shock loading are worse when the device is close to the full up position when the loading occurs. WARNING: Cables suspected of shock loading will be reported to the crew and replaced IAW published directives. 4.11.11.5 The hoist should be grounded prior to pickup to discharge static electricity. WARNING: The hoist should not be grounded near spilled fuel; the static electricity could ignite it. 4.11.11.6 Severe oscillations/pendulum may occur when the hoist cable is raised and lowered without a weight attached. Be prepared to be lowered or the aircraft to transition to forward flight to correct. 4.11.11.7 When pulling the survivor into the helicopter, the easiest method is to turn the survivor’s back to the helicopter and pull in. This reduces the possibility of semiconscious or injured survivor fighting the hoist operator. 4.11.11.8 Forest Penetrator/Rescue Seat. Fold the seat paddles and stow safety straps before lowering the penetrator through trees or dense foliage.For water recoveries, install the flotation collar before lowering the penetrator. Place at least one seat paddle in the down position and remove one safety strap from the stowed position. Do not unhook the safety strap fastener from the penetrator. If the penetrator is left to assist the survivor, fold the seat paddles and stow the safety straps so they will not snag on obstructions if the helicopter moves or the hoist cable has to be retrieved. WARNING: The aircraft may depart the area with the PJ/survivor still suspended on the cable. When conducting hoist operations using the forest penetrator, keep arms down, elbows locked against the body, and do not attempt to grab the cable or weighted snap link above the device. NOTE: If the penetrator strap is not used (will not fit around bulky equipment), use an alternate means of securing (e.g., chest strap, or alternate load belt.) 4.11.11.9 Stokes Litter. To lower the stokes litter, attach the stokes litter to the cable, maneuver it outside the aircraft foot end first and then parallel to the side of the helicopter. The FE/PJ may be required to lean out of the door to maneuver the stokes litter. NOTE: An alternate method of lowering the stokes litter is to connect the hook to the head of the stokes litter so it hangs vertical during lowering. NOTE: It is common practice to place a locking steel carabiner between the stokes cable attachment rings and the rescue hook. This is an acceptable practice only when a safety pin is installed on the rescue hook. CAUTION: Services other than US Air Force usually do not have a safety pin installed on the rescue hoist hook. If a hook is encountered without a safety pin, do not use a carabiner between the cable rings on the stokes and the hook. A carabiner is large enough that it can rotate out of the
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hook. Place the rings directly into the rescue hook. These rings were specifically designed and sized to be used in this manner. 4.11.11.9.1 Lower the stokes litter to the survivor after the helicopter is established in a hover. When raising or lowering an empty stokes litter for water recoveries, the use of the cable safety/retaining pin is not required. 4.11.11.9.2 Once the stokes litter is on the surface, the hoist operator should provide slack in the hoist cable allowing it to be disconnected from the stokes litter. The aircraft can then move to a holding position while securing the patient or hover above the site. In a low-threat environment, it is advisable to have the helicopter move away so the PJ can complete a patient assessment and secure the patient in the stokes litter without the added burden of noise and rotor wash. 4.11.11.9.3 After the survivor is secured in the stokes litter and ready for hoisting, the team reconnects the hoist cable ensuring the rescue hook safety pin and carabiner locking sleeves are properly positioned/secured. Ensure the survivor is securely strapped in the stokes litter prior to hoisting. For small patients, the belt can be routed directly across the patient. For large patients, the belt can be routed outside and over the top bar before securing the patient to the stokes litter. 4.11.11.9.4 Consider tag line procedures to prevent or control common problems during hoisting like pendulum, spinning, and oscillation. After the patient is secured in the stokes litter and is ready for hoisting, reconnect the hoist cable and reinstall the rescue hook safety pin. A stokes litter attendant may be required. The stokes litter attendant will hook directly into the cable hook. PJs should always move to the far side of the stokes litter from the helicopter so it is not pulled into them when it is lifted off the ground. Signal the aircraft for the pick-up. NOTE: Installation of the snow shield on the stokes litter may result in uncontrollable spinning. Consider using a tag line when the snow shield is installed. 4.11.11.10 Rescue Net. The rescue net will be lowered to the water short of the survivor at an approximate ground speed of 3 to 5 knots and raised as soon as the last person enters. There is no requirement for hand signals. Due to the size of the net, the survivor must be removed from the net before bringing the net into the helicopter. WARNING: The rescue net must be secured against the helicopter while the survivor or PJ departs the net to prevent falling. 4.11.11.11 Rescue Basket. The basket is designed for only one person. It will be lowered to the water short of the survivor at an approximate ground speed of 3 to 5 knots and raised as soon a thumbs up is given by the PJ in the water, or it looks like the survivor is safely in the basket. The basket may be brought entirely inside the helicopter. 4.11.11.12 Rescue Strop/Horse Collar/Quick Strop. The procedures for the use of the rescue strop are the same as those described for the forest penetrator with the exception of the obvious differences between the two devices. Up to three slings may be lifted at one time, not to exceed hoist weight limitations.
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WARNING: Improper donning of the rescue strap may result in a fall. Before use, consult manufacturer operating instructions for type device used. 4.11.11.13 Barrelman Hoist Technique. The Barrelman Hoist Technique is a method for trained PJ personnel to attach directly to the hoist hook using a climbing harness and sling with carabiner. This method was first developed and used by civilian SAR agencies, primarily for having a litter attendant ride up the hoist with a stokes litter. The climbing harness and Barrelman Technique can be used for both land and water. When selecting a harness for water use, the simpler the better. Continuous loop harnesses remain strong even with a single point failure. The sit harness should ride high on the waist area and be adjustable to fit over bulky clothing or wet/dry suits. This allows the harness to handle the bulk of the load and is the primary attachment point for the retaining strap. A chest harness may be used, but is not always necessary. The chest harness prevents the PJ from slipping into a head-down attitude when carrying a pack or other equipment that makes him “top-heavy”. The chest harness functions primarily as a balance point, as most of the load is on the sit harness. A carabiner through the front load bearing equipment or pack straps is an alternative to wearing a commercial chest harness. A retaining strap is the primary anchor line used to attach the PJ from the sit harness to the hoist hook. The type of retaining strap, method, or combination of retaining strap/chest harness used, will depend on the availability of equipment and type of pick-up operation that will be performed. NOTE: The retaining strap may be used as an alternate loading belt provided a separate pelican hook is attached to one end. WARNING: Do not use snap shackles (“pelican hooks”), non-locking carabiners, or similar quick release devices on the primary anchor line/retaining strap. 4.11.11.13.1 Simple Nylon Strap. This retaining strap is constructed of one-inch tubular nylon (or equivalent) and locking carabiners (auto-lock recommended). Running the tubular nylon strap through a carabiner attached to the LBE, chest harness, or backpack provides a balance point for stokes litter pick-ups when the backpack is worn. 4.11.11.13.2 Daisy Chain Strap. A daisy chain may be used instead of a tubular nylon strap. The main advantage of using a daisy chain strap is the ability to quickly size the strap for the operation involved. Additionally, the daisy chain strap provides a fixed loop for a chest area carabiner when performing stokes litter pick up while wearing a backpack. Attach the daisy chain strap to the sit harness either with a looped bight through itself or a locking carabiner in one end. (See Figure 4.10, Daisy Chain to Hoist Cable Attachment.)
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Figure 4.10 Daisy Chain to Hoist Cable Attachment.
Daisy Chain to Hoist Cable Attachment
UNCLASSIFIED 4.11.11.13.3 Rope Strap (Kernmantle/Perlon/Dynamic or Mountain-Lay/ Hawser-Laid/Gold Line/Static) with Ascender. The rope strap with Jumar ascender is more complicated than daisy chain straps or the tubular nylon strap, but may be useful if daisy chain and tubular nylon straps are in short supply or movement inside the helicopter is desired. The ascender also facilitates quick strap length sizing in situations where proper static sizing could not be accomplished prior to the operations commencing. The rope strap may be used with or without the Jumar/ascender instead of a tubular nylon or daisy chain straps. The method of attachment is the same for the rope strap as the tubular nylon, however a separate line is necessary for hoists when the chest sling is required. The ascender is attached to the same carabiner on the sit harness as the rope strap. The ascender may quickly be disconnected once inside the helicopter, while still allowing the PJ to be connected to the aircraft via the hoist hook. This allows greater freedom of movement once inside to assist in strapping the stokes and securing oneself or others prior to forward flight. (See Figure 4.11, Rope Strap with Jumar Ascender.) 4.11.11.13.4 Prusik Strap. Method and use of the prusik strap is the same as for the rope strap. Other types of friction knots may be utilized (e.g., climb heist, or double Prusik). (See Figure 4.12, Prusik Strap.)
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Figure 4.11 Rope Strap with Jumar Ascender.
Rope Strap with Jumar Ascender
UNCLASSIFIED
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Figure 4.12 Prusik Strap.
Prusik Strap
UNCLASSIFIED 4.11.11.13.5 Typically, the ends of the strap are connected to the sit harness by carabiner leaving a short loop from between the chest to chin level depending on the PJ’s body size. This allows the strap to be placed onto the hook end of the hoist using a carabiner, or by itself, while maintaining the proper distance once the sit-harness slack is pulled up. The strap must be adjusted to place the PJ approximately “belly button” level to the stokes litter. This is the desirable distance as the length of the strap is normally fixed and it is a comfortable distance for using the strap as an alternate loading belt. The PJ may not have time to re-adjust the length. 4.11.11.13.6 Ensure the strap is the correct length prior to the operation being conducted. If the strap is too long, the PJ may be below the level of the cabin floor. If the strap is too short, the PJ’s legs will be unable to reach the floor underneath the stokes litter. Size the strap on a static aircraft with the stokes litter on the ground first. If necessary, the strap may need to be adjusted after the first hoist mission to find a better position for comfort and control. 4.11.11.14 Barrelman Procedures. Hoisting using the climbing harness is relatively simple. Place the strap/carabiner through the rescue hoist hook. Ensure the pin is in the hook and the gates are locked on the carabiners. The rescue hoist hook should have a chemlight secured to it for night/NVG operations to facilitate the FE/crew knowing where it is. Use standard signals and detach once reaching the ground. 4.11.11.14.1 One-Man Pick-Up. Hoisting one man using the Barrelman Technique is the simplest and fastest method for hoist retrieval. Perform the pick-up using the
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AFTTP 3-3.8, 1 July 2006 previously discussed methods of attachment to the hoist. Because the PJs’ hands and feet are free, arms and legs can freely be used to counter spinning, fend off obstacles, and prepare for a controlled landing. The PJ does not require any assistance to enter the helicopter except when injured, bringing up a survivor or other objects, or during water pick-ups where the PJ has not removed fins. Any retaining strap method previously described may be used. The chest harness/backpack strap/LBE balancing point/strap is not needed if the PJ is without a pack and is able to keep from becoming inverted. When entering the cabin, place feet on the hoist bumper bar and then the aircraft floor and grab the ceiling strap, H-bar, FRIES bar, or airframe as necessary to facilitate entry into the helicopter. Do not grab any cables, wires, or the FE. Be cautious of taking hold of the forward edge of the door because this may inadvertently move/depress switches and wheels attached to the FE’s hoist cabin control panel (CCP). 4.11.11.14.2 Two-Man Pick-Up. The two-man pick-up is similar to the one-man in both restrictions and methods. It is easier to enter the cabin if both PJs, or a PJ plus the survivor, are eye level with each other. When picking up a survivor using the rescue strap, ensure the PJ is at a comfortable height to control the survivor. Ensure the survivor does not remove the device or attempt to grab cables, wires, or the FE. If the survivor is incapacitated, maneuver the survivor to enter the cabin first toward the FE. 4.11.11.15 Stokes Litter Deployment. Hoisting using the stokes is also simple, however a few techniques will help make it more successful. Although deploying the stokes litter using Barrelman Techniques is quicker and simpler than previous methods. Seriously consider the tactical threat before deploying a stokes litter. It was learned late in the Vietnam War that deploying the stokes was a greater threat to the rescue mission than picking up a survivor with a back injury using a penetrator strap (without paddles) or the rescue strap. The practice of deploying the stokes litter and two PJs during CSAR missions was discontinued because of this. The amount of risk in longer hover periods has to be weighed against the probable reaction time and capability of the enemy. There is still a viable use for this technique in non- or low-tactical threat scenarios/operations. 4.11.11.15.1 Horizontal Stokes Litter Deployment. One or two PJs and the stokes may deploy from the door. During insertion, PJs connect to the rescue hoist hook along with the stokes. The stokes litter is positioned on the outside of the cabin and the two PJs position themselves in the door. Do not wear backpacks. Either secure them in the stokes litter or remove them. Move the stokes out the door first, slowly place weight on the straps, and once PJ/PJ team is ready, give the hoist operator the signal to begin lowering. PJs should stabilize themselves and “fend” off the aircraft until below aircraft ensuring stokes litter does not become entangled/caught on anything in cabin doorway. Once the stokes litter and PJs are on the ground and secure, they detach from the rescue hook. Following rescue hook detachment, the PJs detach from the litter.
NOTE: PJ/FE should ensure the combined pick-up weight of PJs and survivor do not exceed the hoist “up” maximum weight. 4.11.11.15.2 Vertical Stokes Litter Deployment. An alternate method is to deploy the stokes litter vertically. This method may be useful for deployment into wooded
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areas and is a better method to control the litter during the descent. The PJ attaches to the rescue hoist hook in the normal manner. Place a carabiner on the head (or foot) end of the stokes litter; then attach a large snap shackle (“pelican hook”) to the carabiner. The snap shackle is then attached to the rescue hoist hook. The pelican hook gives the PJ the ability to cut the litter away should be needed during the descent. The FE then (using the hoist) pulls the PJ and the litter toward and out the cabin door. Because there is no tag line, it is possible uncontrolled spinning, pendulums, and oscillations could occur. Unless the situation warrants, consider rappelling the PJs in first and then using the rappel rope as a tag line for the hoist. CAUTION: Use care when using this method from altitudes higher than 25 feet AGL. 4.11.11.15.3 Stokes Litter Pick-up. When using the stokes litter, ensure the patient is securely strapped into the litter prior to hoisting. Ensure the carabiner locking sleeves are positioned towards the inside of the stokes litter. After the patient is secured in the stokes litter and is ready for hoisting, reconnect the rescue hoist hook to the stokes litter cables and reinstall the rescue hoist hook safety pin. 4.11.11.15.4 Pararescue Barrelman on the Outside. Outside is the normal position for the Barrelman and is the only method allowable for aircraft with skis installed. PJ should always move to the far side of the stokes litter from the helicopter so it is not pulled into them when lifted off the ground. PJs with short legs may have to adjust their retaining straps lower than the “belly button.” When nearing the aircraft, the PJ maneuvers to place the stokes litter towards the inside. The PJ should place feet on the hoist bumper. If aircraft has skis installed, the PJ should use the forward foot to maneuver the stokes litter outside the skis. The PJ may place a foot on the ski, tire, or bumper as necessary to clear the stokes litter from the aircraft. (See Figure 4.13, Foot Placement.) As the FE raises the hoist cable, the PJ will maneuver the head of the stokes litter inside the helicopter (overhead straps greatly facilitate the hoist entry). After the PJ has his feet on the cabin floor, the FE will begin to lower the hoist while the PJ pulls/pushes the litter inside. If done correctly, the FE should not have to assist the PJ in pulling the litter inside the aircraft. 4.11.11.15.5 Pararescue Barrelman on the Inside. This may be necessary, for example, on a hoist pick-up over water when the PJ has not been able to removed his fins. The disadvantages are the PJ is actually coming up under the floor of the helicopter and the stokes litter must be turned to the outside. Patient and PJ individual size are the primary considerations when using this technique. Always move to the far side of the stokes litter from the helicopter so it is not pulled into you when lifted off the ground. When nearing the aircraft, the barrelman, or to place the stokes litter towards the outside, enters the aircraft first and then maneuvers the stokes litter inside. The hoist operator may assist by turning both the stokes litter and the barrelman sideways in order to maneuver them into aircraft. The stokes litter is pulled inside and secured (normally head first). The hook is then sent down to retrieve the other PJ.
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Figure 4.13 Foot Placement.
Foot Placement
UNCLASSIFIED 4.11.12 Water Hoist Operations. Because of heavy rotor wash, the PJs should never swim to a device that has been lowered to them. Instead the pilot should deliver the device to the PJs, placing the PJs and survivor in the “sweet spot” underneath the helicopter where there is little rotor wash. This greatly reduces the amount of time the helicopter needs to be in a hover. This also greatly reduces the PJs and survivors time in the water connecting to the device. A pararescueman’s excellent physical condition is not a substitute for poor crew coordination and pilot skills. The PJ also should not swim to a cable while tending to a survivor. 4.11.12.1 Day Water Hoist. While in the water, prepare a signaling device to assist the aircraft in locating the rescue position and don a facemask to shield eyes from the rotor wash. After sighting the PJ, the aircraft will maneuver to approximately 100 feet downwind and make a low reconnaissance pass over rescue position. Once past the site, the pilot may initiate a climbing right turn and deploy a sea dye or smoke marker to act as a hover reference during the hoist operation. The pick-up will normally be on the following pass, depending on the hover reference device. 4.11.12.2 Night Water Hoist. The aircraft may deploy chemlights to mark survivor/PJ location and provide them an approach pattern and hover references. This will also ensure the rescue position can be reacquired if the hoist pattern is flown wider than intended. The PJ can also mark the position with an IR strobe, chemlights, or a flashlight. NVG water operations are more difficult for the aircrew to accomplish than other hoist operations because of reduced light, lack of hover references, and reduced field of vision from NVGs. PJs may have difficulty seeing because of the darkness and rotor wash. Be on alert for the
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hoist devices to prevent injury to the PJ or the survivor. Be aware of the hoist cable around the PJ and the survivor in the water to prevent entanglement. 4.11.12.3 Signals from Swimmer to Helicopter. For successful night water extraction, pre-brief swimmer to helicopter signals that indicate ready for pickup and for immediate emergency extraction. One method used in night operations is for the PJs to turn on strobe lights when ready for pickup. Once the rescue device starts its decent, the PJs turn off their strobes. Another method used during heavy seas or periods of low visibility is for the PJs to leave their strobe lights on once deployed. This aids the crew in maintaining rescue position. Indicate ready to be picked up by turning off the strobes for a brief period, then follow the procedures listed above. 4.11.13 Free-Fall Swimmer Deployment. Free-Fall swimmer deployments, also known as low and slow, provide an effective method of delivering PJs, stokes litter, or equipment (boat delivery) to a defined objective in the water by flying the aircraft low and slow enough to allow PJs to deploy from the aircraft into the water. (See Table 4.2, Standard and Recommended Equipment.) Table 4.2 Standard and Recommended Equipment. Standard equipment. • Alternate loading belt. • Carabiner. • Mask. • Fins. • Snorkel. • Emergency signaling device. • Lighting (as required). • Knife. • Personal flotation device. • Wet/dry suit (as required). • Stokes litter with flotation/tag line (as required). Recommended equipment. • Helmet. • Sit harness/improvised harness. • Single para-scuba utility deployment system (SPUDS). • Fanny pack.
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4.11.14 Predeployment Considerations. The flight path of the aircraft should not pass directly over the survivor until the hoist pickup phase to reduce rotor wash over the objective. Determine the wind direction prior to delivery. Set up for a delivery downwind and downdraft of the survivor allowing the survivor to drift into position. At the intended insertion point, the aircraft should be flying at a maximum of 10 KIAS and 10 feet above water level (AWL). When mission circumstances warrant, the PJ may be delivered upwind or off-wind. If this is the case, the PJ should be prepared to swim hard to reach survivor. In heavy winds/seas or during low-light conditions, delivery away from the survivor may complicate procedures because of team separation and/or loss of contact with the survivor. 4.11.15 Aircraft Procedures. Deployment procedures vary depending on the airframe, number of personnel, and special equipment being deployed. The H-60 or a similar platform can allow the deploying team members to sit in the door in the order of deployment. Because the aircraft is in forward flight, the order of deployment starts at the rear of the aircraft and moves forward. This should limit the chance of team members deploying on top of one another. When deploying from a larger airframe like the H-53, the team lines up as if it is performing a static line parachute deployment and everyone follows the first person out. Spacing should be 1 second between team members. If the team is deploying from both the aircraft crew entrance door and the ramp simultaneously, deploy all ramp team members first. This avoids deploying teams on top of each other. Last minute corrections of the flight path are made by the FE/PJ team leader. The PJ team leader passes hand signals for aircraft up, down, left, and right, by moving the open palm of the hand in the direction desired. Continue signals until reaching intended deployment location. During high seas, the aircraft flies 10 feet above the wave crests. Time PJ exit to land on or near the wave crest. Team deployments in high seas usually require deploying no more than two team members per wave crest in order to avoid some members deploying the additional distance into the trough of the wave. During high sea states consider using the fast rope for deployment. 4.11.16 Deployment Procedures. The team leader should be in a position to view the objective area at approximately 50 feet AWL. All deploying exits will be open at 50 feet AWL and below. Deploying personnel will be secured until final approach. The “thumbs up” from the safetyman to the deploying team on final approach indicates 10 feet AWL and 10 knots is confirmed, and the team is cleared to deploy at the team leader’s discretion. Deploying at night with non-NVG equipped crew members may require a non-IR chemlight attached to each individual deploying. Personnel exit the aircraft in a manner that reduces possibility of entanglement and expedites delivery of personnel and equipment. The exit maneuver should not be forceful. Exit by stepping off or pushing away from the aircraft. After the exit, bring legs together with the fins pointed upward so the heels contact the water first. Recommend taking/wearing a facemask with snorkel for water operations. When wearing a facemask during deployment, use one or both hands to prevent the mask from coming off, hold it in hand, or secure it in a cargo pocket. Once in the water, deploying team members surface with raised clinched fist over head and immediately locate other team members. Team members indicate a “thumbs up” signal after water entry to indicate they are “okay” and have not sustained injuries. Deploying with scuba tanks can provide a tremendous advantage for search and recovery operations. If deploying with scuba tanks, grab the tanks support strap just behind the hip and hold it firmly down and against the back. This technique prevents the tank
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manifold from rising and striking the head. Holding the tank tight against the back also prevents a water surge between the tank and the back that could cause injury or damage equipment. When deploying to an injured survivor, always consider deploying with a stokes litter. This saves time and keeps the helicopter, with its rotor wash, away until the survivor is packaged and ready for the pick up. To ensure the PJ maintain control of the stokes litter, deploy the litter between PJ number one and PJ number two with number 2 deploying stokes litter. PJ number two must ensure PJ number one is clear before deployment. 4.11.17 Safety Considerations. When deploying from the H-53 crew entrance door, exercise caution to avoid contacting main landing gear. When you deploy from the ramp of the H-53 be cautious of the tail rotor after water entry. 4.12 Special Patrol Insertion/Extraction System. The special patrol insertion/extraction (SPIE) system was developed to rapidly insert or extract team members from an area where landing is not possible. However, it is relatively slow and impractical compared to fast rope and rappelling techniques. SPIE has gained applicability for extracting personnel from water. Thus, a SPIE operation can either be a dry or wet operation. This system can pick up 1 to 10 personnel at a time. The rope and personnel are treated as an external load so airspeeds, altitudes, and oscillations must be closely monitored. (See Table 4.3, Standard Equipment.) Table 4.3 Standard Equipment. Standard equipment. • SPIES rope. • SPIES harness (commercial/improvised) with safety sling. • Two 9-foot, Type 13 cargo suspension slings. • Type IV links. • Leather work gloves. • Eye protection. • Helmet (as required). 4.12.1 Planning. Although SPIE is an expedient method of extraction, the need for special equipment such as the SPIE harness necessitates deliberate planning. In preparing for an operation, planners must determine if the tactical situation suggests the possible need to extract personnel using SPIE. 4.12.2 Setup and Preparation. The SPIE system consists of the SPIE rope, a harness, and a safety line. The SPIE rope assembly (NSN: 1670-01-065-0851) is approximately 120 feet in length and consists of a doubled tapered eye splice at each end. The top tapered eye is encapsulated in polyurethane to protect it from abrasions. The rope is one inch in diameter and is coated with a nylon solution protecting the core of the rope. D rings are located in pairs on opposite sides of each other, spaced 1 foot apart and 7 feet from center of one set to center of the succeeding set. Four additional D rings can be added to the rope to provide a total carrying capacity of 14 personnel. The rope assembly has a tensile strength (dry) of 24,000 pounds and a recommended maximum load of 5,000 pounds. (See Figure 4.14, SPIE Rope
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for details.) The SPIE harness is a parachute type harness. A 20-inch looped strap is connected to the crossover portion of the back straps. This serves as the primary anchor device when secured to a SPIE rope D ring with a locking carabiner. (See Figure 4.15, Commercial SPIE Harness.) The safety line consists of a standard 12- to 15-foot sling rope. The safety line serves as the secondary anchor device and is worn underneath the harness. Figure 4.14 SPIE Rope.
SPIE Rope Lower Eye
D-Ring
Label
Encapsulated Eye (aircraft Attachment Point)
UNCLASSIFIED 4.12.3 Installation. Two 9-foot, Type 13 nylon cargo suspension slings (NSN: 1670-00-856-0266) are routed through the top tapered eye of the rope assembly and secured to t h e f o u r r a p p e l l i n g r i n g s o f t h e H - b a r w i t h Ty p e I V l i n k s ( N S N : 1670-783-5988/MIL-L40085). (See Figure 4.16, Cargo Suspension Sling with Type IV Connector.) 4.12.3.1 Pad the entire left edge of the cargo hook well with appropriate material (e.g., two thickness of 0.5-inch felt pads, carpet, and fire hose) to prevent damaging the SPIE rope. If the cargo hook is installed, the rope assembly should be routed through the hook during deployment. 4.12.3.2 For night operations, attach chemlights to the SPIE rope assembly. Using three chemlights; tape two chemlights at the bottom of the rope and one chemlight 3 feet above the first set of D ring attachment points.
AFTTP 3-3.8, 1 July 2006 Figure 4.15
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Commercial SPIE Harness.
Commercial SPIE Harness Shoulder Pad
Steel Locking Carabiner
Attaching Strap
Pile Tape
Chest Strap Adopter
Chest Strap
Hook Tape Label
Pile Tape
Ejector Snap V-Ring
Leg Strap
UNCLASSIFIED Figure 4.16 Cargo Suspension Sling with Type IV Connector.
Cargo Suspension Sling with Type IV Connector Type IV Link Body Type IV Link Plate Loop
Keeper
UNCLASSIFIED
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AFTTP 3-3.8, 1 July 2006 4.12.3.3 For water operations, tie three LPU bladders or any type of flotation device to the SPIE rope to provide buoyancy for the rope while in the water. Tie one flotation device at each end of the D ring attachment point areas and one flotation device in the middle of the attachment point area, just above the middle two sets of D rings.
WARNING: The tensile strength of the SPIE rope is reduced when wet. 4.12.4 Land Operating Procedures. Once established over the LZ, the pilot will call “ROPES, ROPES, ROPES.” At the ropes call, the scanners will deploy the rope through the cargo hook bay or cargo doors and call “ROPES DEPLOYED” (ensure rope is not entangled with personnel or equipment). As soon as the ropes reach the ground, the team members hook into the D rings. When all members are secure and ready, the team leader will give the aircrew “thumbs up” (at night, prearranged light signals may be used). If possible, the radio man will hookup close to the bottom of the rope and maintain radio contact with the helicopter in order to provide a verbal backup for the extract, clearing of obstacles, and descent into the LZ. Upon receiving the “thumbs up” from the team, the scanners inform the pilot they are ready to lift. The aircraft should ascend once the SPIE rope is clear of all obstacles and slowly accelerate to 40 to 60 knots (do not exceed 70 knots in clear weather or 50 knots in cold weather) proceeding to a secure area. Scanners inform the pilot when the last person is off the ground and once 100-foot clearance is reached, clear the pilot for forward flight. A minimum of 100-foot clearance should be maintained between the bottom of the SPIE assembly and ground obstacles, tactical situation permitting. During the flight, the scanners should advise the pilot of team status and check rigging frequently. 4.13 Rapid Equipment Delivery System and Equipment. The insertion techniques discussed to this point have all dealt with insertions of personnel. Many missions require the additional support of equipment that would not be practical or possible to carry during personnel deployments. The rapid equipment delivery system (REDS) technique was developed to provide insertion of mission essential equipment. REDS uses the traditional mountaineering skill of belaying in an untraditional environment. 4.13.1 REDS Container/Contents Inspection/Storage Requirements. Proper inspection, storage, and setup is critical to proper usage. REDS kits and associated components are stored in the rescue equipment storage room. Ensure REDS kits and components have been inspected before and after each use, are controlled by hand receipts, and are returned in serviceable condition. Ensure any equipment maintenance/repair discrepancies are reported to the appropriate personnel in order to replace kit contents when necessary. 4.13.1.1 REDS Container Inspection. 4.13.1.1.1 REDS Container. The REDS container should be smooth on the outside to avoid getting hung-up during the deployment, and rigid to provide protection of its contents during deployment. Inspect corners, bottom, and lid/lid attachments for any cracks, bending, or bowing. 4.13.1.1.2 Lowering Harness. Inspect for any tears or excessive wear and ensure all hardware is present and operational. If the harness looks as if it won’t withstand another deployment, replace it.
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4.13.1.1.3 Belay Rope/Equipment. Belay rope should be inspected prior to each use for serviceability. Units should establish a shelf-life for ropes used to belay REDS based on manufacturers specifications for rope strength/use. All belay/lowering hardware must be inspected for metal fatigue, cracks, unusual bends, and friction burns. 4.13.1.2 REDS Equipment Inspection/Storage Requirements. 4.13.1.2.1 Ryobi Saws. When saws are stored with blades installed, the blades must be protected with a rigid covering to prevent blade breakage. PVC pipe works well for this purpose. Include extra blades in the REDS maintenance kit. Ensure the tool kit for the Ryobi saw is included in the REDS kit. Ryobi saws need a mixture of gas and oil to operate properly. Include extra oil in the REDS maintenance kit for fuel mixture. 4.13.1.2.2 Hydraulic Pump. Hydraulic pumps may be stored with fluid in the tank. Fluid in connected hydraulic hoses should only be non-flammable hydraulic fluid or mineral oil. Ensure the generator hydraulic pressure switch is in the “tank” position to take the pressure off the system while not in use. If hoses are disconnected, any exposed hose fittings should be covered with dust caps to keep dirt out of the fittings. Keep extra fluid for the generator with the REDS maintenance kit. Ensure the throttle, hydraulic, and choke levers are working properly. Clean the spark plug to prevent plug failure. 4.13.1.2.3 Rescue Combination Tool (Jaws). Must be kept clean and free of dirt and rust. The recommended procedure for storage is to close the tool fully, then open the tips approximately one half inch. Next, release the pressure at the pump/tank and disconnect fittings as required. Hydraulic connections can remain connected while in storage, although it is not recommended for extended periods of time. Any disconnected coupler fittings on the jaws need to be kept covered with dust caps to keep those fittings free of dirt. Inspect jaw blades for warping. If any discrepancies are found with the tool, it should be replaced immediately. 4.13.1.2.4 Air Bags. Air bags should be stored to keep them relatively free of petroleum products. The recommended inspection procedure is to inflate each bag and keep inflated for at least 3 hours. 4.13.1.2.5 REDS Maintenance Kit. Maintenance kits can be any suitable container that will accommodate the extra fluids and hardware needed for normal REDS maintenance. The maintenance kit need not be deployed unless recurring use of the REDS is anticipated. 4.13.1.3 Packaging for Deployment. 4.13.1.3.1 The entire REDS deployment system consists of a belay system and the REDS kit in a lowering harness. Additional equipment, depending on the mission, may be added to the package with optional rigging configurations. For example, a stokes litter or me/SAR gear may be integrated and deployed with the kit. NOTE: If a stokes litter is used, the foot–end is the attachment point to lower the stokes litter with REDS attached.
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AFTTP 3-3.8, 1 July 2006 4.13.1.3.2 SKEDCO SKED Stretcher. The SKED stretcher may be attached as transport medium. It offers a hard plastic smooth surface (skid plate) on which to drag the REDS. The SKED may be full-sized, or modified to fit the REDS container. A pole-less litter wrapped around the container is another option to make ground transport easier. If the SKED is used, its straps should be modified with quick-snap fasteners for quick and easy disconnect. The SKED can be removed and used as an additional litter if required, after the REDS is in position. 4.13.1.3.3 Padding should be added inside and outside of the REDS container. Inside should be 1-inch rubberized foam pad on the floor of the container. Bubble wrap should be inserted as required into spaces between tools to keep them from banging together. Crushboard should be secured to the bottom of the kit between container and harness to cushion deployment impact. 4.13.1.3.4 The harness is designed to enclose the container and allow a connecting point for belay or air drop. It is made of 2-inch nylon webbing in a “cross” pattern. “V” rings are sewn into the straps to allow riser extensions to be attached. 4.13.1.4 Belay System and Configuration. A stitch plate may be the device of choice if 9mm or 11mm rope is used. If smaller than 9mm rope is used, the belay device should be a Figure Eight with a double-wrap, allowing positive control of the REDS package. Whichever belay system is used, it is important to maintain an emergency quick-release capability from the helicopter and at the REDS kit connection. 4.13.1.4.1 Belay System Equipment. • Pelican hook one each. • Tubular nylon sling extension, 2 feet one each. • Locking steel carabiners two each. • Figure 8, Stitch plate or other suitable belay device 1 each. • 7,125 feet of 9mm rope, in a rope bag. • Leather gloves one pair. • Rope bag one each. • Belay system anchor points. • H-60s with internal tanks: Ceiling belay point forward of right door or FRIES bar. • H-60s without internal tanks: Ceiling belay point aft of right door or FRIES bar. • H-53s/H-47s/H-46s: Floor tie-down ring or FRIES bar. 4.13.1.5 Pre-Deployment Preparation. 4.13.1.5.1 If a rope bag is used (recommended), the rope should be back-coiled in bag. If the bag is not used, the rope should be bird nested. 4.13.1.5.2 The equipment package should have a snap shackle (“pelican hook”), but a locking carabiner will work for a lowering point to ensure a quick release once on the
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surface. If a stokes litter is used, the lowering point for the pelican hook will be at the foot end of the litter. 4.13.1.5.3 Select a belay point on a ceiling tiedown ring, floor ring (closest to exit), or the FRIES bar. Insure belay system does not interfere with fast rope operations. System can be connected on the same side as the fast rope. Monitor rope for contact with edge of door. 4.13.1.5.4 Clip locking steel carabiner with snap shackle and belay device to the belay point. 4.13.1.5.5 Route rope through belay device and snap shackle to make a quick release system. 4.13.1.5.6 For safety of flight, the REDS package will be secured using a tether or cargo strap and positioned away from the door and removed 2 minutes prior to deployment. The rope bag (or bird-nested rope) will be stored overhead in the cabin, or on top of package, whichever position allows the easiest access and use. 4.13.1.5.7 During night operations the kit should be marked with blue chemlights on top and two sides. 4.13.1.6 Deployment Sequence and Belay Duties. Belayer should position himself to monitor descent of REDS kit while maintaining full control of the belay. Belayer is last to exit the helo. 4.13.1.6.1 At the 1-minute call, position the REDS kit halfway out the helo door. Maintain enough control on the kit to ensure it can be retrieved in case of a go-around or mission abort. 4.13.1.6.2 On the command “ROPES,” deploy the REDS. REDS and fast rope can be deployed simultaneously. 4.13.1.6.3 Belayer needs to maintain positive control while lowering the kit. The kit should reach the surface before the first fast rope. 4.13.1.6.4 Once the surface is determined clear, the belayer releases the pelican hook and deploys any excess line from the aircraft. Jettison may also be accomplished from the FRIES bar, if so equipped. 4.13.1.7 Surface Personnel Duties for REDS Deployment. 4.13.1.7.1 Ensure all events are pre-briefed and personnel have rehearsed assigned duties as much as possible. 4.13.1.7.2 A team member should be assigned to disconnect the REDS belay system from the kit once the kit is on the surface. At least two team members also should be assigned to take the REDS to the choke point. 4.13.1.7.3 PJs are dispatched from the choke point to the downed aircraft to conduct initial casualty sweep, casualty marking, and scene assessment. Aid and litter (A&L) teams may be dispatched to the downed aircraft to assist PJs in area sweep.
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AFTTP 3-3.8, 1 July 2006 4.13.1.7.4 If extrication is indicated, A&L teams will transport the REDS kit to the site. PJ team members will orchestrate extrication and medical stabilization. Assisted extrication will always be a team effort. (See Table 4.4, Heavy REDS Kit Contents, and Table 4.5, Light REDS Kits Contents, for more information.)
Table 4.4 Heavy REDS Kit Contents. Quantity 1 1 1 1 1 1 2 4 1 1 6 1 1 1 1 1 1 1 1 1 1 OVERALL NOTES:
Item REDS container O-cutters Spreader Hydraulic pump Set of chains Crash ax Hacksaws Spare blades for hacksaw Fire blanket Reciprocating saw Spare blades for reciprocating saw Air pump Airlift bag, 12-ton Airlift bag, 24-ton Airlift bag, 36-ton Ram, small with extensions Crosshead for ram tip Flat base plate Pulling heads Extension pipe, 6-inch Extension pipe, 13-inch
* Approximate weight will be 300 pounds. ** Employment methods: Heavy REDS kit should be inserted with follow-on air/ground assets. Due to the weight and associated problems with movement, the kit should only be used at relatively secure incident sites. The heavier-duty tool are made primarily for extrication from larger structural components found in large aircraft, vehicles, and buildings. *** Storage and Inspection: Ram—with the pump running and pressure to the Ram, close the bars fully. Extend the Ram arms out approximately one-half inch and release pressure at the pump. Disconnect the Ram from hoses and cover fitting with dust caps.
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Table 4.5 Light REDS Kit Contents. Quantity 1 1 1 1 2 2 2 1 1 1 1 2 1 2 2 2 1 1 OVERALL NOTE:
Item REDS container Lowering harness—2-inch nylon webbing with hardware and risers. Generator (hydraulic pump) Combo tool Hose extension (for extraction tools) Crash ax Hack saw (double blades) Tool kit for saw Ryobi saw with extra blades taped to saw 1-ton lift bag 7-ton lift bag 10-ton lift bag Air pump One-way valve hose for lift bags Fire blanket (2- x 3-foot) Chains (1 long/1 short) Set tip pins REDS maintenance kit(1)
* Approximate weight 225 pounds. Kit is maintained separately in another container. ** Container must be of sufficient size to hold all REDS components, and offer protection when deployed (air-dropped or belayed from a hover). NOTE: (1)
Oil for gas mixture, mineral oil for generation, saw tool kit, Ryobi saw blades, hacksaw blades, and hose caps. 4.14 Tethered Duck Operations. The tethered duck (T-duck) is the deployment method for a deflated and rolled combat rubber raiding craft (CRRC). The CRRC is an F-470 Zodiac weighing 280 pounds empty. T-Duck consists of deploying a deflated CRRC and personnel from the cabin of a helicopter. 4.14.1 Set Up and Preparation. The CRRC is prepared by the team. A harness holds the boat in its deflated and rolled configuration. This harness is equipped with a single-point quick release, which also serves as the attaching point for the rope lowering the boat. The CRRC is loaded through the opposite door planned for deployment, usually loaded through the left door and pushed to the edge of the right door. CRRC is placed on the left side of the ramp on a H-53 series aircraft. The motor should face the door and be the first part to exit the aircraft. Normally, the CRRC is positioned at the right door of the H-60 with the engine
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protruding over the edge of the door. Coil fast rope and secure it out of the way on fuel tank (60) or side-wall of aircraft. Activate one red chemlight at inflation handle (prior to takeoff in case the team cannot reach it during the time warnings sequence). Before conducting operations, personnel unfamiliar with T-Duck operations should see an actual CRRC installed on the aircraft. Preparation of the aircraft cabin is accomplished by the team under the supervision of the cabin NCOIC. Ensure anchor points are capable of suspending the weights of personnel/equipment and do not interfere with deployment procedures. Normal equipment is a standard H-bar, two carabiners, chemlights (for night), brake device, and a rope. The rope should be compatible with the intended hover height and the weight of the load. It is stored in a deployment bag. One carabiner is attached to the left forward rappelling ring on the H-bar. If the load does not exceed 600 pounds, extend and use the H-bar. The second carabiner is attached to the 3,500-pound top cargo tiedown ring on the left forward cabin wall and is the primary anchor. The running end of the rope is routed through the carabiner on the rappel ring or fast rope connection point. A brake device is established at the anchor point or a friction knot is used on the anchor carabiner and all slack is pulled in. The brake device or friction knot allows the designated belayman to control the boat’s rate of descent. 4.14.1.1 FRIES Bar Alternate Lowering Configuration. The FRIES bar is configured with a carabiner and pulley to act as a high directional. The lowering rope is then routed from the T-Duck harness up and through the pulley and down to a floor ring where a belay device controls the lowering of the package. The team has two options of release. 4.14.1.1.1 Let the lowering line run through the belay device and pulley ensuring it does not get into the tail rotor by throwing it into the water. 4.14.1.1.2 Attach a snap shackle to the belay device to allow the belayer to release the friction device from the floor ring, release the pulley and carabiner and then allow the hardware and rope excess to be thrown in the water. This technique is only recommended for use when the loss of equipment is not an issue. NOTE: If the CRRC is placed in the right door, the fast rope can be recovered and coiled in the left door without affecting hoist/penetrator operations. However, the pilot cannot see the team deploy by fast rope. There are no requirements for location, coordinate with the aircrew, and use mission, enemy, terrain, troops available, and time (METT-T). 4.14.1.2 Inspections. • C02/compressed air assembly. • Inspect bottle. • Teflon tape threads on all male connectors for high-pressure hoses. • Check for proper washers for high-pressure hoses. NOTE: All washers should be replaced every time the tank is changed. 4.14.1.3 Harness. • Check stitching for fraying and tearing. • Check harness webbing to ensure serviceable.
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• Check quick releases for smooth operation/actuation. • Belay. • Check rope for fraying and tearing (check sheath and inner core). • Check belay device for wear. • Check carabiners for wear and locking mechanism works properly. 4.14.1.4 Aircraft Configuration. 4.14.1.4.1 Aircraft Inspection. Check write-ups for doors, floors, FRIES bars, intercom systems, UHF radios, installation of special mission equipment (which might take up valuable cabin space), ramp controls, hoist controls, penetrator, and stokes litter. 4.14.1.4.2 CRRC Secured (In-Door/On Ramp). 4.14.1.4.3 Install Restraint Strap. Connect carabiner end to package and quick release end to floor. 4.14.1.4.4 Install Motor. Install Motor and A-3 bag with fuel bladders, if not previously installed. 4.14.1.4.5 Attach Device. Attach belay device to the FRIES bar overhead cargo ring (T-Duck may bend the older H-bar. If the aircraft has the H-bar, attach the belay device to a red cargo ring.) 4.14.1.4.6 Install Rope. Install belay rope and secure all locking carabiners. 4.14.1.4.7 Attach Rope. Attach fast rope to FRIES bar (left door in H-60 series, right side ramp in H-53 series). 4.14.1.4.8 Coil Rope. Coil fast rope and secure out of the way on fuel tank (H-60) or side wall of aircraft (H-53/H-47/H-46). 4.14.1.4.9 Extend Bar. Extend FRIES bars or arrange with crew to extend bars at the 5-minute warning. 4.14.1.4.10 Chemlight. Activate one red chemlight at inflation handle (prior to takeoff in case the team cannot reach it during the time warnings sequence). Ensure there is unrestricted access to the inflation handle. 4.14.1.5 Time Warnings. Standard time warnings are used to ensure both the deploying team and the crew are ready. Standard time warnings of 20, 10, 5, and 1 minute are announced by the aircrew based upon their calculated arrival—TOT. The rope master may require more than the minimum time calls and should be on intercom until at least the 5-minute call. The 20- and 10-minute time warnings are designed to inform of the approaching TOT; usually no actions are required other than mental preparation. At the 5-minute call, don fast rope gloves, fins, and facemask, receive update on survivor/incident site data, activate chemlights, and inflate ends of CRRC tubes. Extend the fast rope bar and ready it for deployment prior to the 5-minute call. At the 1-minute
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AFTTP 3-3.8, 1 July 2006 call, ensure belayman is in position and release restraint straps from the CRRC. At this point, the AIE master may go off intercom. 4.14.1.6 Deployment Procedures. A standard fast rope is attached to the left side of the H-bar. Use standard fast rope and low and slow procedures for personnel deployment. The recommended minimum hover altitude is 30 feet AWL and airspeed less than 5 KIAS, hover preferable. Boat and personnel deployment procedures should be thoroughly briefed with the personnel involved. During night deployments, chemlights are recommended for equipment identification. Chemlight colors and their specific use should be properly briefed to all deploying personnel to avoid confusion between types of equipment, emergency exits, and their corresponding colors. When the aircraft is established in a hover over the intended deployment site the pilot clears the cabin crew to begin the deployment. After ensuring the CRRC deployment rope is manned, and all slack is taken out of the rope (so as not to overload belay system), the personnel in the cabin slide the CRRC out the cabin door in a controlled manner (belayman and one team member deploy the CRRC). The belayman lowers the CRRC to the water slowly. One or more persons then deploy from the opposite door and release the CRRC from the rope. The remaining personnel deploy while any additional equipment (e.g., rucks, spares, and radios) is attached to the belay rope and lowered to the water. Aircraft departs as soon as team deploys and the fast rope is recovered. Personnel may low-and-slow deploy if a sufficiently low hover is maintained, however, this is not the recommended method because of increased injury potential. Fast rope insertion is considered the insertion method of choice during T-Duck operations. In calm seas, H-53 and H-47 helicopters can get the ramp low enough to the water for freefall deployment of the T-Duck and low-and-slow of personnel. This method is only possible with calms seas and the ramp is within 5 feet or less of the water. Be cautious of the tail rotor on H-53 series aircraft.
WARNING: Ensure belay rope is slack prior to releasing from the CRRC to avoid springing back up to the aircraft fuselage 4.14.1.7 Procedures in the Water. First swimmer to the CRRC stabilizes the CRRC and places one hand on the inflation handle. The second swimmer to the CRRC stabilizes the CRRC; confirms someone has the inflation handle in-hand prepared to inflate. Once handle in hand is confirmed, release the quick releases one at a time. Ensure the inflation valve is in hand prior to harness release. This must be a synchronized event. Release one side of the harness; swimmer re-positions to release the second side of the harness; calls for inflation, and release the second side of the harness once the inflation begins. NOTE: Do not release quick releases until inflation has begun. Climb into CRRC, pull in all equipment, pull in and stow harness, connect fuel, dewater engine. Get underway (same as RAMZ procedures). 4.14.1.8 Emergency Procedures. Brief all personnel involved in the deployment concerning the actions required of them in case of an emergency. The AIE master should be on interphone during equipment deployment. The rope master must understand the pre-briefed hand signals and emergency procedures. A V-blade knife will be available in the cabin area during equipment deployments. The weight of the CRRC or any other load to be lowered from the fast rope bar must not exceed 600 pounds.
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4.14.1.9 Considerations. The belayman will maintain control of belay rope until the first swimmer has control of the CRRC. In high seas, the belayman should maintain control of the CRRC until de-rigging has begun. The Stokes litter and additional gear can be attached to package/rope or deployed to the team upon completion of inflation sequence. Pre-planned procedures will be briefed with crew as part of pre-deployment briefing. 4.15 Helicopter Freefall Equipment Delivery. PJ teams are require to deploy with additional equipment to prosecute their mission that would be unsafe/unmanageable to deploy with directly. Equipment should be packaged in order to withstand the forces of being dropped. Utilizing the helicopter freefall equipment delivery method allows PJ teams to deploy safely with the required equipment. Seven- or Twenty-Man Life Raft. It is not recommended to use any aircraft emergency equipment intended to be used by the crew for the rescue of others except in emergencies. Mission planning should provide the information needed to elect carrying extra equipment for deployment to survivors. 4.15.1 Preparing Raft for Drop. Remove the raft inflation D ring from its pocket and leave the pocket unsnapped. Securely tie a 14-inch piece of web tape through the D ring to form an approximate 5-inch loop. Secure the raft near the appropriate exit. Attach a 10-foot lanyard to the tiedown ring that is located by the forward most part of the side cargo door. Attach the other end to the 5-inch loop of web tape. Snap the carrying handles together beneath the raft. Attach chemlights to the raft at night prior to deployment. 4.15.2 Delivery Procedures. The aircraft makes a shallow approach in order to establish level flight at 40 knots and 75 feet altitude on final approach. Two crew members should work together, one to control the raft and one to monitor the survivor and signal the other crew member when to deploy the raft. After the crew drops the raft, call “RAFT AWAY” and immediately recover the lanyard. To aid the survivor, drop the raft upwind. This allows the wind/drift to push the raft towards the survivor. Use a smoke device on all life raft drops to assist in determining the exact wind direction and a drop reference. Use normal traffic pattern airspeeds and altitudes. Establish the final approach into the wind and delay the drop 1 second for every 5 knots of wind over 10 knots. 4.15.3 Safety Procedures. When conducting raft deployments, all personnel should wear the safety harnesses to preclude accidental exit from the helicopter. It may be necessary to use two crewmen to deploy the 20-man life raft. A “V” blade knife must be available to cut the raft if it should become entangled. Do not hold the 10-foot lanyard after the raft is deployed. 4.16 Kangaroo Duck Operations. Kangaroo Duck (K-Duck) operations are used when cargo space in the H-60 cannot support a T-Duck or the mission requires such speed and surprise that an already inflated CRRC is necessary. The fully inflated CRRC is placed on a canvas harness and then the H-60 (with its lower main landing gear struts inflated to the rapid deployment force [RDF] extension) hovers over the CRRC and lands on top of it. The CRRC is then cradled to the belly of the H-60 by attaching the harness to the 4,000-pound rappelling rings on the H/FRIES-bar. The team is carried inside the H-60 cabin. The team’s equipment, to include the motor for the CRRC, is securely stowed inside of the CRRC. These procedures are for delivering a fully inflated CRRC and a team (approximately eight people) during day or night operations. Once the H-60 is at 5 KIAS and 10 feet, the shear strap of the harness is cut, the CRRC is deployed and the team exits the helicopter.
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4.16.1 Equipment Installation and Configuration. Normally the aircrew will provide and install the necessary equipment for conducting K-Duck operations. The PJ team is responsible for proper configuration of the CRRC. 4.16.2 CRRC Preparation. The following procedures are for preparing and rigging the CRRC for the double-door K-duck. (See Figure 4.17, Harness System for Double-Door K-Duck, for illustration of the harness system.) Install the floor (also the wooden bow floor) and fully inflate the CRRC. The optional CRRC floor extension is required when transporting the K-duck at airspeeds greater than 130 knots. The required materials are listed in the equipment paragraph above. (See Figure 4.18, Optional CRRC Floor Extension for Double Door K-Duck, for an illustration when following the constructing procedures.) The following are procedures for construction and installation into the CRRC. Cut the plywood so that it will fit into the nose of the CRRC. Cut an access hole for the skeg inflation. Be sure to bevel the edges of the plywood to avoid damage to the CRRC. Drill the required four holes in the aluminum plate and boat wood floor base. The boat wood floor base is located in front of the removable boat floor. Drill the required eight holes in the plywood. Place the plywood cutout in place. Assemble the floor using the four socket head cap screws, washers, and tee nuts to connect the aircraft rails, aluminum plate, and boat wood floor together. Use the eight flat socket head cap screws and tee nuts to connect the aircraft rails to the plywood. Lay the harness cradle flat on the ground. Place the CRRC on the cradle so that the bow is at the triangular end of the harness. Lines 1 and 2 should be at the rear handles. Prepare and stow the motor with the motor arm down and strap the engine in place near the transom. Use suitable padding between the motor and floor, and pad the prop. Ensure the paddles and gas tanks are placed in their positions and tied down. Accompanying payload will be put into the CRRC as close to the center as possible. Do not store more than 50 pounds in the bow, even with the wooden bow floor installed. All items must fit completely inside the CRRC. Only the CRRC will touch the H-60. If payload items are large, (e.g., rucks or water cans) tie capsize line of 1-inch tubular nylon to the front towing ring. Run the line through each large item and tie off the line on the last item making sure the free end of the line can reach the transom. All small items will be snap linked to the floor or tied to a larger item. Pad all items that need it. Route line 1 and line 2 through the front handles. Attach together, tighten, and then fold/tape excess line to the ejector. Route line 3 and line 4 through the rear handles. Route line 5 through the front towing ring, over the bow, then under line 1 and line 2. Route line 6 over the transom and line 3 and line 4. Attach line 5 and line 6 with the ratchet and then fold/tape excess line to the ratchet. Route the nose strap (line 20) through the loop located on line 5 at the nose of the CRRC and below the front towing ring. There should be an even length of nose strap (line 20) on each side of the loop. Place the free ends of the nose strap (line 20) inside the CRRC so that they can be easily accessed during hookup to the aircraft. WARNING: Externally transporting the CRRC without the floor installed could cause the CRRC to fold up and possibly make contact with the rotors. Do not transport the CRRC without the floor installed. The optional floor extension is only necessary if it is desired to travel in excess of 130 KIAS.
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Figure 4.17 Harness System for Double-Door K-Duck.
Harness for Double Door K-Duck Small Suspension Clevis
Rachet Nose Strap Rachet
Connector Link Crows Feet Quick-fit Ejector
Loop for Nose Strap
(Items not to scale with each other)
Rachet D-Ring CRRC Cradle Harness
UNCLASSIFIED Figure 4.18 Optional CRRC Floor Extension for Double-Door K-Duck.
Optional CRRC Floor Extension for Double Door K-Duck Cut Out for inflation
Aircraft Tiedown Rail
Plywood
Aluminum Plate Boat Wood Floor Base
(Not to Scale)
UNCLASSIFIED
CRRC Floor
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4.17 Soft Duck Procedures. The soft duck insertion method involves attaching a semi-inflated CRRC, pre-loaded with equipment, to a wooden platform. Two CRRCs can be stacked opposite each other on the same platform. The out board motor (OBM) can be attached to the transom during insertion for quick de-rigging. Because of the size of the soft duck, a helicopter with a ramp (e.g., H-46, H-47, or H-53) is required for insertion. Larger aircraft, such as the H-53, allow the CRRC to be fully inflated during the cast. Fully inflated CRRC loads are called hard ducks. The helicopter proceeds to insert point and deploys the soft duck followed by the personnel from a 10 foot at 10 knot flight profile. This method allows more equipment to be inserted with the CRRC as compared to the other cast insertion methods. 4.17.1 Construction of the Soft Duck and Platform. The soft duck platform can be made of any type of smooth material that provides protection to the CRRC underside and allows the soft duck to easily move on the aircraft roller rails. 4.17.1.1 The H-53 and H-47 are rigged similar to the H-46; however, H-53 and H-47 hard ducks can be fully inflated because of the size of the aircraft cabin. Additionally, the platform can be a full-sized sheet of plywood with the 4 inch x 4 inch runners spaced to properly fit the roller rail system used. 4.17.1.2 Figure 4.19, Soft Duck Platform Configured for H-46 with Internal Roller Rails, shows the platform for a H-46 soft duck. The recommended construction of the H-46 platform and soft duck is as follows (deviations to the procedures are noted in bold italic for a stacked soft duck): • Cut a sheet of 0.75 inch, 4- x 8-foot plywood to 44 x 96 inches. • Drill four pairs of holes, equally spaced on each long side of the plywood. Drill one pair of holes centered in each short side. The holes that make up a pair are three inches apart and 1.5 inches from the edge. • Place a 45 degree beveled cut on the end of two 120-inch, 4- x 4-inch pieces of wood. Place the 4- x 4-inch rails on the ground parallel to each other and spaced 40 inches apart (measured from the outside edge) with the beveled edge facing down. 4.17.1.3 Place the 44 inch x 96 inch sheet of plywood on the 4- x 4-foot rails aligning the long side of the plywood with the rails. The leading edge of the plywood is even with beveled end. Secure the plywood with screws or nails. 4.17.1.4 Cut two plywood 4- x 40-inch braces from the scrap wood remaining. Attach the braces perpendicular to the rails at the open end of the rails. The braces are spaced 9 inches apart with the first brace starting 2 inches from the end of the rail. Secure using screws or nails. The brace is used to secure the lower unit of the OBM. 4.17.1.5 Girth hitch a 14-foot length of 0.5-inch tubular nylon through one of each pairs of side holes and a 20-foot length through one of each pair of end holes. 4.17.1.6 Mount the OBM to the transom temporarily locked in tilt position. Place two layers of cut honeycomb on the platform braces to cushion the lower OBM unit. Unlock from the tilt position and secure the lower unit to the honeycomb and platform using 0.5-inch tubular nylon.
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NOTE: Ensure the OBM is free floating (unlocked) when mounted to the transom to prevent damage to the transom. Figure 4.19 Soft Duck Platform Configured for H-46 with Internal Roller Rails.
Soft Duck Platform Configured for H-46 with Internal Roller Rails
UNCLASSIFIED 4.17.1.7 The equipment in the CRRC is secured in a similar fashion as the hard duck (see Army FM 10-542) using 0.5-inch tubular nylon. 4.17.1.8 Partially deflate the CRRC prior to securing it to the platform. Bring the 14-foot side and 20-foot end tiedowns up to meet and tie off in the center using a donut ring as outline in the Hard Duck manual (Army FM 10-542). Keep the sides square when securing the tiedowns by pulling equally from all sides. The limiting factor of the soft duck is that it can be no wider than 60 inches for H-46 helicopters. 4.17.1.9 Additional 0.5-inch tubular nylon can be used to help keep the load square and within the maximum 60-inch width. 4.17.1.10 For stacked soft duck procedures, refer to Naval Special Warfare Air Operations Manual, COMNAVSPECWARCOMINST 3000.3A. 4.17.1.11 Sand bags may be placed on the platform to sink the platform and minimized floating debris after the CRRC is de-rigged. 4.17.2 Loading the Soft Duck in the Aircraft. The boat may be loaded bow or stern first; two boats may be loaded if loaded bow first in the H-53/H-47. Secure the boats with at least two cargo tiedown straps per boat, with a short bow or stern line attached to the aircraft. The load is positioned partially on the ramp. The 4- x 4-inch runners on the platform will sit on top
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of the aircraft’s internal roller rail system. If rollers are not available in the helicopter, portable roller rails or a field expedient roller assembly can be rigged in the aircraft. A field expedient roller assembly can be rigged using lengths of PVC cut to 2.5 feet and placed under the CRRC. 4.17.3 Deployment Procedures. 4.17.3.1 At the “5-minute” call, team members who will deploy from the front, if this method is used, will move to the front of the cabin area. The team members who will deliver the boat will prepare for exit in the aft. NOTE: The H-53 must have the tail skid retracted prior to drop. 4.17.3.2 At the “1-minute” call, the team members and crew members will prepare the boat for drop by removing tiedown straps except bow or stern line. 4.17.3.3 The pilot will approach a 10-foot wheel height above the waves while slowing to 10 knots ground speed. The hover coupler may be used. The pilot not flying or flight engineer will call out radar altimeter readings to the pilot. 4.17.3.4 When cleared to drop, the pilot will say “BOATS, BOATS, BOATS.” When cleared, the designated crew member or team member will release the bow or stern line from the aircraft and push the boat out. NOTE: The team may exit the aircraft from either the door, ramp, or both. If both are used, execute the ramp delivery first. These measures will reduce adverse pitch oscillations during deployment. 4.17.3.5 The delivery team leader will remain on intercom until the “1-minute” call. A pre-briefed crew member on intercom will relay the clear to drop signal to the team. 4.17.4 De-Rigging the Soft Duck. The first two personnel out of the helicopter are designated as the de-riggers. The de-riggers can cast with their fins carabinered inside the boat. The de-riggers must be thoroughly briefed on the de-rigging procedures of the soft duck. A hook knife works best for cutting lines and preventing damage to the CRRC. 4.18 Vehicle On/Off Loading. The primary rotary-wing aircraft used for transporting vehicles are the H-53, H-47, and H-46 series. Virtually any vehicle that will fit inside the aircraft can be transported for tactical operations. For purposes of this document only all-terrain vehicles (ATV) will be discussed. The principles remain the same for all other vehicles. 4.18.1 Preparation/Infiltration. Vehicle should be backed in to allow for quick offloading at the offload point. All restraint devices except one forward and one aft (opposite corners) may be removed during taxi to the offload point (large vehicles requiring multiple tiedown straps). ATVs only require a single cargo strap placed over the seat. Self-propelled vehicles must have drivers in place with brakes set prior to removing restraints. Vehicles will not be started in flight. 4.18.1.1 Execution. Use standard pre-briefed time calls. At the “1 minute” call the driver may mount the ATV and prepare to disconnect the cargo strap. When the helicopter lands and comes to a complete stop, the driver may release the cargo strap and start the engine.
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When the ramp is lowered to the ground and a crew member has cleared the exit, the driver may immediately drive out of the back of the helicopter. 4.18.1.1.1 H-53 Helicopters. The driver must immediately turn left after leaving the ramp in order to avoid the tail rotor. 4.18.1.1.2 H-47/H-46 Helicopters. The driver may drive straight out the back. 4.18.1.1.3 Aircraft Departure. The drivers must drive far enough away from the aircraft to allow other vehicles room to exit the aircraft and for the aircraft to depart. 4.18.2 Preparation/Exfiltration. Cargo straps should be pre-positioned in the helicopter to allow the vehicles to be quickly secured prior to takeoff. 4.18.2.1 Execution. Vehicles are driven directly onto the helicopter and secured after a crew member has cleared the team to board. 4.18.2.1.1 H-53 Helicopters. The team should approach the helicopter from the right side of the tail between the tail rotor and the ramp being careful not to drive under or near the tail rotor. 4.18.2.1.2 H-47/H-46 Helicopters. The team may approach these helicopter directly from the tail. 4.18.2.1.3 Vehicle Placement. Place the vehicles according to a crew members direction to allow for CG.
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5-1 CHAPTER 5 PARACHUTE OPERATIONS
5.1 General. This chapter supports the recover task of PR/RO by providing GUARDIAN ANGEL forces the ability to infiltrate personnel and equipment to isolated, time-sensitive, or augmented missions via parachute operations. Parachute operations can be conducted in hostile sensitive and denied areas; day and night in all environmental disciplines. For most missions, the reason for using parachute deployments is because of the lack of available assets to insert via AIEs or airland or the time involved in getting assets or aircraft is such that there is a high probability that the objective will be compromised, further damaged, dead, or destroyed. For general purposes and mission planning specifically for non-preplanned missions, if the insertion can be accomplished 1 hour prior to the extraction asset time over target (TOT), then it pays to execute the jump operations. The 1-hour rule is not a firm number, rather a planning guide. If the team is already prepared for the jump, then it may be possible to reduce the time to 45 minutes; the idea is that there will be enough time for the jump team to insertion and have time to perform their required duties prior to the insert of the helicopter or other asset arrival. There are some missions where the objective is so isolated that nothing but a parachute insertion will accomplish the mission; whether that isolation is because of remote location, environmental factors (e.g., storms or mountains), or threat. On some missions, the jump team may be augmenting an existing team with personnel (e.g., manpower required for a mass casualty) and/or equipment (e.g., existing ground team needs equipment to execute their mission). 5.1.1 Regulatory Guidance Overview. AFI 11-410, Personnel Parachuting, is the USAF primary guidance for intentional parachute operations. When attached to USSOCOM and performing joint missions, the USOCOM 350-series will be used. The Army is the proponent for parachute operations for the Army and the Marine Corps and is tasked to develop operational procedures for the Army and Marine Corps IAW DoDR 5100.1 “…6.6.1.2.3.2. Develop, in coordination with the other Military Services, the doctrines, procedures, and equipment employed by Army and Marine Corps forces in airborne operations. The Army shall have primary responsibility for developing those airborne doctrines, procedures, and equipment that are of common interest to the Army and the Marine Corps….” However, the Air Force retains the ability to develop its own equipment and TTPs in support of it own operations: “….6.6.3.2.10. To develop, in coordination with the other Services, doctrines, procedures, and equipment employed by Air Force forces in airborne operations….” 5.1.2 Recovery Considerations. An exact recovery plan is not required prior to commencing jump operations; however a method to communicate such a plan should be in place prior to conducting the insertion. A jump mission 1,000 miles from the nearest coast with no communication and no extraction plan would not be recommended. 5.1.3 Operational Risk Management. Operational risk management (ORM) is a tool to ensure that the team leader and mission commander have a clear understanding of the premeditated risk that the current operation has. Clairvoyance is not a team leader skill so the unknown risk cannot be determined and the risk of the unknown has to be assumed. ORM is also a tool to ensure, specifically in this chapter, parachute mission success, by making the
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AFTTP 3-3.8, 1 July 2006 team leader and all of the team members evaluate what is going to be done and constantly reduce the risk of the parachute insertion. 5.1.4 Insertion Considerations. Before the discussion of actual parachuting is tackled there are some definitions and considerations that need to be agreed upon: exit altitudes, drop zone elevation, surface wind speeds, drop zone conditions, and parachute type. 5.1.5 Exit Altitudes. Exit altitudes will be defined as low, medium, and high. Low is between 400 to 800 feet AGL; medium is between 800 to 3,000 feet AGL; and high is above 3,000 feet AGL. These exit altitudes are based on the ability for the different parachute systems to function. Low altitude is traditionally where only static line round canopies are, as opposed to ram air static line canopies which have a safe training altitude, depending on the system, in the medium category. The lowest of the operational free-fall canopy openings begin at 2,000 feet. (See Table 5.1, Exit Altitudes.)
Table 5.1 Exit Altitudes. Altitude
Feet AGL
Low
400 to 800
Medium
800 to 3,000
High
More than 3,000
5.1.6 Drop Zone Elevation. Drop zones are also defined as low, medium, and high. Low is considered from 0 to 3,000 feet MSL. Medium is 3,000 to 5,000 feet MSL, and high is 5,000 feet and above. Static line canopies operate with little change until 3,000 feet MSL where their descent rate begins to affect the operational outcome of missions. The 3,000 to 5,000 feet area is the transition between round and ram air canopies and is also where ORM for missions starts to dictate that ram air static and free-fall canopies should be used. At 5,000 feet, the amount of equipment jumped on static line canopies should be seriously evaluated. Above 5,000 feet MSL raises limitation of even ram air canopies. (See Table 5.2, Drop Zone Elevation.) Table 5.2 Drop Zone Elevation. Altitude
Feet MSL
Low DZ
0 to 3,000
Medium DZ
3,000 to 5,000
High DZ
5,000 and above
5.1.7 Surface Winds. Winds follow the same basic formatting. Low wind is 10 knots and below. Moderate is 10 to 25 knots, and high is anything above 25 knots. In low winds static lines can be safely deployed in intermediate terrain; whereas in medium winds, the ORM for static line will depend on the surface that the DZ is made of. At 25 knots, jumping static line rounds into the water is low to moderate on the ORM scale; however, it is high in rough terrain. At 25 knots and above, ORM starts to creep upwards even on a ram air canopy. (See Table 5.3, Surface Wind.)
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Table 5.3 Surface Wind. Wind
Knots
Low
0 to 10
Moderate
10 to 25
High
25 and above
5.1.8 Drop Zone Conditions. Parachuting must consider the landing zones. There are three zone categories: easy, intermediate, and rough. On an easy DZ one can jump round or ram air canopies in even moderate winds; however, landing a round canopy in moderate winds on an intermediate DZ could have severe consequences. Landing a round on a rough DZ is not advised and would be an advanced skill even on a ram air canopy. (See Table 5.4, Drop Zone Conditions.) Table 5.4 Drop Zone Conditions. Terrain Easy
Obstacles Water/open field free of major obstacles
Intermediate
Broken terrain with clear areas among obstacles
Rough
Broken terrain with little to no obstacle clearance
5.1.9 Parachute Types. There are three basic types of personnel parachutes in the GUARDIAN ANGEL parachute program: static line, ram air static line, and free-fall. Each type of parachute has its advantages and uses. 5.1.9.1 Static Line. Static line parachutes are used for low-altitude drops that do not require parachute glide and can accept a higher ORM due to high opening shock, low ability to steer, and high impact on landing. They work basically on the umbrella off the roof principal. The only difference is the ability to create forward drive and steering by having one fixed and two variable holes or T/U modifications in the rear of the canopy. When the three holes are unrestricted, the parachute is pushed forward. If one side is close, then the opposite side pushes the parachute into a turn. If both of them are closed, then the parachute losses forward drive as well as it ability to “float” and increase its descent rate as well as its forward drive. 5.1.9.2 Ram Air Static Line. Ram air static line parachutes are hybrid free-fall parachutes that reduce the ORM for all the static line round down falls but traditionally require a medium deployment altitude (system dependant). They, like their free-fall brethren, are capable of carrying large loads even at high altitude in high winds. One of the benefits of ram air static line parachute system is that because of the greater forward glide ratio there is a much lower degree of accuracy required for the navigator or jumpmaster. Ram air static lines also are used for high altitude high opening (HAHO) deployments where the parachute opening altitude is critical. Ram air and free-fall canopies fly on the same basic flight characteristic as a wing, which gives them the ability to steer during forward flight, gain lift and reduce impact with the earth and/or anything that has, or is currently attached to the earth.
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AFTTP 3-3.8, 1 July 2006 5.1.9.3 Free-Fall. Free-fall parachutes are very flexible in their deployment altitude and have high weight carrying capability even at higher altitudes. Their high forward glide ratio allows for a very low degree of accuracy in the deployment as well as, when performed correctly, much safer landings at higher weight and altitude. Their draw back is that they require more skill to land and are only good for high altitude exits. 5.1.10 Coordination for Airdrop. The amount of coordination for airdrop operations can sometimes be daunting. The key with all complex problems is to divide the complex task into several simpler tasks and delegate them to the appropriate personnel for execution. If possible, the team leader should not be the jumpmaster and, when possible ensure the mission commander, be a CRO and handle command and control issues so that the team leader and the jumpmaster can focus on mission execution. If there is going to be other than tactical coordination on the jump aircraft, ensure the CRO is on board; however delays or alteration to a mission should not be made just to bring a CRO on board. If anticipation of complex mission execution authority exists, the plan to bring a CRO on board should be made prior to mission execution; hence that same mission will bring high likelihood that the coordination problem will exist on the ground and the CRO should be ready to support the team on the ground. Specific coordination that the employment team will have to conduct is the aircrew coordination. 5.1.10.1 Classification. Brief the classification to ensure the safety of the team and limit the total number of personnel with knowledge of the mission to the minimum number and still ensure total coordination. Ensure those people know the classification of the mission and its compartmentalization. 5.1.10.2 Roll Call. Ensure that all the people are present at the same time to avoid the “telephone affect” that will degrade the information and prevent re-briefing or worse, making later changes that will require re-briefing the original personnel. 5.1.10.3 Time Hack. All personnel involved in missions in the AOR should be working in Zulu time. Should an operation not be in an active AOR or with foreign forces, especially if time zones are crossed, a coordinated time should be agreed upon. 5.1.10.4 Mission Overview. A mission overview should be conducted to ensure that all the personnel on the mission have a good grasp on the big picture so they can make rapid and informed decisions in case of a crisis decision. The below information should be covered as appropriate. 5.1.10.5 Objective. Discuss and inform the crew what the objective of the mission is and ensure that they have the same objective and not other priorities that will affect the PR/RO mission. Be as descriptive as possible without re-briefing intel. As a minimum, the following should be briefed if it applies: • Mission objective information. • Type/quantity. • Sex/nationality/race. • Name/rank/age. • Call sign.
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• Medical condition. • Last known location. • How event occurred. • ISOPREP information/personnel information. • EPA. • Survival equipment and training. • Special instructions. • Equipment or information. • Size/shape. • Color. • Weight. • Classification. 5.1.10.6 Type Mishap. If the mission is due to a mishap, the crew should want to ensure that they are not flying into a similar problem without knowing what the original problem was (e.g., storm or threat). This will also get the crew thinking of any additional support they might be able to give that the pilot does not know about (e.g., native speaker or rescue equipment threat sensor). 5.1.10.7 Immediate/Delayed. Everyone on the mission should have the same amount of urgency and be based on the same information. Brief the urgency and why there is urgency to ensure that the correct amount of ORM is applied. 5.1.10.8 Permissive/Non-Permissive. The amount of threat is normally briefed by intel; however, how that applies to specific mission procedures and tactics needs to be highlighted to ensure, that once again, everyone on the crew is flying with the same amount of ORM by ensuring that the crew is informed as to the threat and what is involved to all MDSs. 5.1.10.9 Enemy Situation. The bulk of the enemy situation is briefed by intel. What they do not brief is how different threats affect the ground team verses the aircraft and crew. 5.1.10.10 Terrain. Terrain is one of the hardest considerations to evaluate in a launch off alert status. With the time allotted prior to launch, getting detailed mission planning is very hard. Make every attempt to get current satellite imagery with contour overlays. When possible, a laptop with FalconView and satellite imagery or similar product should be kept on the jump aircraft for mission planning en route. The terrain is one of the considerations that will drive parachute type and exit altitude. 5.1.10.11 Weather. Weather is a standard consideration for the aircrew and will be briefed either by the weather shop or flight crew. What is not briefed is how this effects the team’s employment. This, along with terrain and threat will drive the decision on which means of parachute insertion will be chosen.
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AFTTP 3-3.8, 1 July 2006 5.1.10.12 Assets. Intel will normally brief what assets are available but not how they affect the mission. The crew should be briefed on how they can help the pilot control the assets around the aircraft. They may be the only asset in the AO and should be briefed on how best they can help the pilot. Remember the crew may have capabilities the pilot does not know about. Make sure that this briefing is interactive. 5.1.10.13 Time Line. Ensure that this time line incorporates not only things such as aircraft show, take-off, and TOT but also mission capable fuel, loiter time, or any timing issues that may show up to interfere with the mission. 5.1.10.14 Go/No-Go Criteria. The crew as well as the team will have criteria that it can or can not do. The team leader and the aircraft commander need to work closely together to ensure they are both aware of the other’s capabilities and limitations and have effectively communicated them to the mission authority to avoid confusion as to what the particular weapons systems can or cannot do. 5.1.10.15 Alert Requirements. An alert should be on a capabilities base, with the team and aircraft ready and configured to perform its mission in the required time line. Any mission not in the capabilities requirement should not have to be performed in the alert launch time. The following requirements should be coordinated prior to standing alert. • Response time. • Notification. • Scramble procedures. 5.1.10.16 Concept of Operations. The concept of operations should be derived from the MDS TTPs, theatre concept or operations, and the SPINs if there are any. If the AO is not in an active AOR, then the concept should still come from the MDS TTPs. When conducting operations with organization that do not have TTPs, ensure the following are covered: • Pre-Mission—Briefings, loads, and alert responsibilities. • Infiltration/Insertion—Methods and conditions. • Actions at Objective Area—Brief enough that they have an understanding unless the have an integral part in the mission. • Extraction/Exfiltration—If the infiltration and extraction MDS is the same, this will be very detailed. If not, then ensure that they have an awareness level. • Post-Mission—Brief any requirement that may affect the insertion aircraft. • Communications/Signaling—Ensure that all emergency electronic and visual signals are briefed as well as when they will be used and the expected response. Also ensure they have a good awareness as to when the pilot should be communicating with them. • Hazards—Hazards to the aircraft, to the aircrew, and their affect on each MDS. • Crash Access.
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• Key Equipment—Ensure that both the front end and back end operators know what equipment is what and when the pilot expects to use it, especially if the pilot expect to automatically drop it. • Other. 5.1.10.17 Special Instructions. Ensure rescue crews and the assigned MDS are operating on the same special instructions (SPINS). The following are suggested briefing items prior to missions and alert. If the AO does not have SPINS, put procedures in place as shown in Table 5.5, Briefing Items. Table 5.5 Briefing Items. Briefing Items - Letter/color of the day - Communications/signal - Bullseye/SARDOT - SAFE/SAID - Rules of engagement - On scene commander -- Call sign/frequency -- Reporting instructions - Airborne mission commander -- Call sign/frequency -- Reporting instructions - Ground Mission Commander -- Call sign/frequency -- Reporting instructions - Close air/fire support -- Call sign/frequency -- Reporting instructions - Joint/rescue coordination center -- Call sign/frequency -- Reporting instructions - Recovery facilities -- Call sign/frequency -- Reporting instructions
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AFTTP 3-3.8, 1 July 2006 5.1.10.18 Command and Control. The team leader must know who has mission authority, who is mission commander, and who has the following at all times: • OPCON. • TACON. 5.1.10.19 Specific Insertion Requirement. 5.1.10.19.1 Parachutist Insertion Brief. 5.1.10.19.2 Narrative of Operation. Provide a general narrative of the jump operations. Ensure that wind drift indicators (WDI) and any passes that are required are briefed. 5.1.10.19.3 Number of Aircraft. In the coordination efforts with the crew, pass aircraft types and quantities involved, including call signs. 5.1.10.19.4 Type of Drop. Provide the types and number of drops and whether there are combination jumps or just one type. Ensure the following are included. • SL/HALO/HAHO/tandem/RAMZ. • Type of release. • JMDD/NAV/ground. 5.1.10.20 Altitude/Airspeed/Pattern. For operational missions, the employed TTP, based on threat, environmental/geographical conditions, and equipment used will help determine these factors. For training operations, the equipment and training restrictions will provide the required guidelines. 5.1.10.21 Number of Iterations. Inform the crew how many iterations are required if they are different from the number of passes above. 5.1.10.22 Timing Calls/Time Warnings. The deploying team needs to have the appropriate time calls and warnings to safely execute. Regardless of what the MDS uses, it must be briefed and coordinated between the crew and team (e.g., 20, 10, or 5). 5.1.10.23
Type of Exit (Left, Right, or Ramp).
5.1.10.24 Clearance to Deploy. The visual and verbal signals are of great importance for the safety of the employing team. The jumpmaster may be off intercom prior to the clear to drop is given. The jumpmaster needs to have a clear to drop signal to ensure proper team deployment. 5.1.10.25
Route of Travel (HAHO Only).
• Intended pull altitude. • Intended route of travel. NOTE: Aircraft will maintain radio contact with team/DZSO until released. 5.1.10.26 Team Information. The team information needs to be reflected correctly on the orders, letter of X, and go/no go. If there are students or unqualified personnel on
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board, the aircraft commander needs to know who they are as well as who their instructor/certifier is. 5.1.10.27 Number Involved/Manifest. The number of personnel and when they are on the aircraft is required in case there is an aircraft mishap. It may be required that the roster be radioed to a command post after the Infil or written and kept on the ground with the ground party. 5.1.10.28 Call Signs. All call signs for operation should be briefed. 5.1.10.29 Duties and Responsibilities. Duties for individuals need to be briefed if they have an inner operation with the crew. The requirements for systems or equipment need to be deconflicted prior to flight unless they are considered standard. The following are suggested items: • Team leader. • Jumpmaster. • Intercom requirements. • Equipment delivery. • Physiological training officer/oxygen NCO. 5.1.10.30 DZ Information. If DZ information is known, it should be briefed and shown on map or pictures if available. The below is suggested briefing considerations. • Name. • Coordinates. • Elevation. • Run in. • Wind direction relative to run in and or DZ. 5.1.10.31 Markings and Features. • Recognition symbol. • Required time on target. • Known hazards. • Range procedures/requirements. • Desired heading. • Point of impact. • Opening point. • Release point. • Alternate DZs. • Emergency DZs.
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AFTTP 3-3.8, 1 July 2006 5.1.10.32 Communications. For operational mission, there may or may not be a DZ controller or reception committee. If there is, then the items in Table 5.6, Briefing Items for Target Procedures, are suggested briefing items. Specifics for training are in AFI 13-217, Assault Zone Procedures.
Table 5.6 Briefing Items for Target Procedures. Briefing Items
Target Procedure
DZ controller call sign
- NA.
DZ controller frequencies
- NA.
Team call sign/frequencies
- NA.
Visual signals (day/night)
- NA.
Clear to jump
Drop canceled
- Land—target displayed. - Water—target displayed (boat circling off wind line). - Land—target removed and replaced by two streamers forming two parallel bars, placed perpendicular to the line of flight and/or red smoke on the DZ. - Water—boat positioned at target or stationary in water—Jump cancelled.
No drop this pass
- Land—target removed. - Water—target removed.
Injured jumper
- Ignite one (1) MK-13 flare or similar flare.
Communications failure
- No comm procedures are listed in AFI 13-217, Assault Zone Procedures, for training.
5.1.10.33 Suggested Approach/Departure. There may be DZ restrictions (e.g., terrain, hazard, threat, and DZ survey) that forces an approach path. 5.1.10.34 High-Altitude Airdrops. AFI 11-409, High Altitude Airdrop Mission Support Program, covers high-altitude parachute operations. Before conducting operations above 10,000 feet, refer to Table 5.7, Briefing for Operations Above 10,000 Feet, for guidance. 5.1.10.35 Loadmaster/Flight Engineer Coordination. Aircraft cargo compartment coordination is paramount during airdrop operations. Table 5.8, Coordination Duties for Airdrop Operations, identifies a suggested list. 5.1.10.36 Equipment Delivery. Mission equipment should be configured IAW the aircraft—specific TTPs and the 9 for the MDS performing the airdrop operations. Specifics on equipment delivery and the associated parachutes are located in the Chapter 6, “Aerial Deployment Equipment.” Be sure to declare any hazardous material and be sure to have a Hazardous Declaration if the equipment is not standard equipment with the flying organization. Special requests are at the discretion of the flying crew, do not surprise them.
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Table 5.7 Briefings for Operations Above 10,000 Feet. - Oxygen requirements and times. - Physiological technician requirements and briefings (required at or above 18,000 feet MSL in accordance with AFI 11-409, High Altitude Airdrop Mission Support; waiver required above 25,000 feet MSL). - Aircraft depressurization. - Walk around bottle requirements. - Suspected decompression sickness. -- Immobilize affected area. -- Place patient horizontal. -- Administer 100 percent oxygen. -- Adjust cabin altitude to sea/evacuation level. -- Contact nearest facility with flight surgeon. -- Fly to nearest hyperbaric chamber. 5.1.10.37 Post Insertion Information. Ensure the crew is briefed on any support required after the airdrop, specifically radio relay for injured or lost jumpers, help with searching and contacting injured or lost jumpers, or medical evacuation to medical care. 5.1.10.38 Static Line Round Parachutes. The basic concept of static line round canopies is above. GUARDIAN ANGEL uses only two variations of the static line round canopies: the MC-1C and the MC-1D. There may be some MC-1B and T-10 canopies in service, but they are going to be mostly in the joint arena and not specifically in PR. The MC-series round canopies are all steerable, whereas the T-10 is not. The MC-1C/D and soon the MC-1E are low porosity canopies and have a reduced fall rate; when open, however, they have a much greater opening shock. (See Table 5.9, Parachute Information, for more details.) WARNING: Exit airspeeds in excess of 135 KIAS on the MC-1C/D parachute system can cause structural failure in the parachute or parachutist.
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Table 5.8 Coordination Duties for Airdrop Operations. - Deployment procedures. - Aircrew duties and responsibilities. - Aircraft and equipment rigging. - Safetyman duties. - Working area clear of non-essential equipment. - Monitor static lines. - Relay visual signals. - Course corrections. - Clear to deploy. - No drop. - Advise pilot on exit of deployed personnel. - Advise pilot of condition of deployed personnel. - Good chute or malfunction. - Advise pilot when clear to turn.(1) - RAMZ. -- Positioning. -- Static line lengths. -- Tie-down removal. -- Gate. -- Deployment bag retrieval. NOTE: (1)
During helicopter jump operations; recover static lines prior to giving clearance.
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Table 5.9 Parachute Information. T-10B/C/D
T-10 Reserve
MC1-1B
MC1-1C/D/E
360 pounds
360 pounds
360 pounds
360 pounds (Ensure D-ring modification has been completed.)
Rate of descent
19 to 23 fps (T-10B=19 fps)
—
18 to 22 fps
—
System weight
31 pounds
—
31 pounds
31 pounds
Steerable
No
No
Yes
Yes
Fall rate toggles
No
No
Yes
Yes
Turn rate for 360 degrees
—
—
8.8 seconds
7.7 seconds
Minimum altitude
400 feet
—
400 feet
475 feet
Maximum altitude
10,000 feet
—
10,000 feet
10,000 feet
Maximum exit speed
150 knots
—
150 knots
135 knots
Characteristics Max weight
5.1.10.39 Descent Rates. Table 5.9, Parachute Information, does not specify nor does the TO state what the suspended weight or altitude was used to derive the descent rates. Figure 5.1, Descent Versus Weight and Altitude, is from the S-17/18 parachute, which is the equivalent of the MC-1B, and should only be used for a reference for the Table 5.9, Parachute Information, as to the parachute descent rate in comparison to weight and altitude. 5.1.10.40 Sea Fall Rates. Table 5.10, Sea Level Fall Rate, lists the sea level fall rate for the different types of parachutes that can be encountered by GUARDIAN ANGEL recovery teams. This table is generic and considers weight and descent rates but not altitude. 5.1.10.41 Minimum Exit Altitude. Table 5.10, Sea Level Fall Rate, lists the minimum exit altitude that the TO lists for the main opening not including the altitude required for the reserve to function as well. The Army lists the reserve as optional at exit altitudes below 500 feet; however, AFI 11-231, Computed Air Release Point Procedures, lists the required altitude for reserve usefulness at 750 feet AGL. Normally exit altitudes should not be below 800 feet AGL without an accepted risk assessment of high. 5.1.10.42 Exit Airspeeds. Also not listed is the airspeed at which the parachutes can be used. Table 5.11, C-130 Personnel Airdrop Data, lists exit airspeeds for common parachute systems. The T-10 and the MC-1B can be deployed from lower altitude because the airspeed can be increased to 150 knots. The Table 5.11, C-130 Personnel Airdrop Data, does not consider the TO limitation of the MC-1C/D/E
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Figure 5.1 Descent Versus Weight and Altitude.
Descent versus Weight and Altitude 26
24
22 FEET PER SECOND
nds
pou
300
nds
pou
250
20
200
18
nds
pou
150
16
nds
pou
Note: Weights shown include man and equipment 14
12
0
2000
4000
6000
8000
10000
12000
14000
16000
18000
20000
ALTITUDE
UNCLASSIFIED Table 5.10 Sea Level Fall Rate. Type Chute
Rate of Fall Column
S-10/11/12/17/18, T-10A/B, MC1-1A/B
I
T-10C, MC1/3, MC1-2/3, MT1X/S, MC-4/5
II
MC1-1C/LOPO Set 10
III
Load Weight
Load Weight
Rate of Fall I
II
III
150
14.5
14.3
13.0
175
15.5
15.2
200
16.4
225
Rate of Fall I
II
III
350
21.7
20.7
19.7
13.8
375
22.4
21.5
20.5
16.0
14.6
400
23.1
22.3
21.4
17.4
16.8
15.4
425
23.8
23.0
22.2
250
18.3
17.6
16.3
450
24.4
23.8
23.1
275
19.2
18.4
17.1
475
25.0
24.6
23.9
300
20.0
19.2
18.0
500
25.6
25.4
24.7
325
20.9
20.0
18.8
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Table 5.11 C-130 Personnel Airdrop Data
Type
Description 35 feet Parabolic (T-10)
Minimum Altitude (AGL)
Drop Airspeed (KIAS)
- Jump altitude providing reserve parachute capability in event of main parachute malfunction.
750
T-I0A/B/C
125 to 150
MCI-IA/B/C 35 feet 11 Gore TU Cut-out (MCI-1)
400
Remarks
- All parachute canopies equipped with skirt anti-inversion net. - Combat jump altitude providing no reserve parachute capability. - Minimum altitude to evacuate aircraft in an airborne emergency using the main parachute.
5.1.10.43 Airdrop Speeds. Table 5.12, C-141/C-5/C-17 Airdrop Speeds, lists the exit airspeeds for the C-141 and the C-5. Use caution when conducting coordination with the crews of heavy lift aircraft. They frequently have weights that will force them to have airdrop speeds in excess of the safe exit limitations of the MC1-1C/D/E. Along with the consideration for airspeed comes exit weight. The maximum exit weight for all the round parachute systems is 360 pounds. There are two limiting factors on exit weight: landing altitude and safe opening force. Above 3,000 feet, a combat-equipped jumper will exceed the safe descent rate of the canopies, which by the Army is considered 22 feet per second. To control the descent rate, the Army suggests that 5 pounds per 1,000 feet be removed from the maximum allowed exit weight above 3,000 feet. This concept also reduces the opening shock of the parachute which can be figured by using Force = Mass x Velocity squared. If velocity can not be reduced, then at least reduce the mass. 5.1.10.44 True Versus Indicated Airspeed. Parachutes also open on true airspeed verses indicated airspeed. The indicated airspeed is what is on the airspeed indicator in the cockpit. It is a function of air molecule being rammed into a tube which exerts pressure on the indicator showing airspeed. As the aircraft climbs, there are less molecules thus less pressure and a lower speed indication; hence, the aircraft is actually traveling faster through the air mass, which is called true airspeed. The parachute opens on the true airspeed of the aircraft which may be quite violent as the aircraft climbs to altitude. If the drop altitude is 6,500 feet and the indicated airspeed is 125 KIAS, the true airspeed is over 160 knots. The Army does not recommend static line jump operations above 10,000 feet, and jumping equipment at these altitudes will make the ORM very high indeed. Static line round parachutes should not be jumped at altitudes above 14,000 feet.
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Table 5.12 C-141/C-5/C-17 Airdrop Speeds. Equipment Personnel static line Personnel HALO and HAHO Equipment/Combination CDS/Combination Door Bundle SATB
(2)
(1)
C-141/C-5 (KIAS)
C-17 (KIAS)
130 to 135
130 to 135
1.3 Vs (130 minimum to 180 maximum)
138 to 145
150
145 ± 5
150
145 ± 5
130 to 135
130 to 135
Same as type load simulated
Not Applicable
NOTES: (1)
Combination drops will use the highest airdrop KIAS.
(2) Includes
free fall, high velocity CDS, wedge, Ahkio sled, and CRR.
5.1.11 Ram Air Static Line. There are three question types of ram air static line capable systems in the inventory. The MC-4 and MC-5 parachutes in the static line configuration have exit altitudes of 5,000 feet, which makes them mostly ineffective. The opening characteristics of these canopies is hard enough to make them questionable at even low altitude, and their ram air static line programs are pretty much obsolete. Their exit speeds are 125 to 135 knots. 5.1.11.1 The MT-1X packed IAW the Navy TO is still used. It is restricted to an exit altitude of 1,500 feet for training and an operational altitude of 1,250 feet. Its opening characteristics are moderate to good, depending on altitude and weight of exit. Its exit speeds are 125 to 135 knots. 5.1.11.2 The SOV-3 HH is regulatory restricted for training by AFI 16-1202, Pararescue Operations, Techniques and Procedures, to 1,250 feet. The static line test for the system recommended the minimum training altitude of 800 feet with an ORM review to allow for jumper orientation to the ground. The parachute uses 122 feet to open at 145 knots with a suspended weight of 425 pounds. The reason it can be deployed so much lower is the safe consistent opening which allows for a much higher airspeed, and the sky hook reserve deployment system which requires only 150 feet for reserve opening. Thus, operational altitudes without the use of the reserve could be as low as 400 feet; however, the canopies fly at 20.8 knots at half brake and the chances of a downwind landing become high below 600 feet. Its exit speeds are 125 to 150 knots. 5.1.12 Free-Fall. This section is intended to provide specific information regarding planning and performance numbers and considerations. 5.1.12.1 Exit Speed. Free-fall exit speeds are not critical to the parachute performance in general. AFI 11-231, Computed Air Release Point Procedures, lists the exit speeds for free-fall parachute systems as between 125 to 170 knots. The speed of exit becomes critical for the opening of the parachute if the velocity exceeds the safe opening speeds. Thus, there is a delay required for the MT- and MC-series free-fall parachutes that require
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delays in opening starting at altitudes above 10,000 feet. (See Table 5.13, Opening Delays, for clarity.) Table 5.13 Opening Delays. Exit Altitude in Feet MSL
Delay
Below 20,000
10 seconds •
Above 20,000
Pull altitude will be predetermined.
• Pull altitude will be no less than 1,500 feet below drop altitude rather than a set time delay.
5.1.12.2 Fall Rates. The average jumper takes 10 seconds to fall the first 1,000 feet and then an additional 5 seconds per 1,000 feet. This is an average and depends on altitude and weight. Normal airdrop speeds for the HC/MC-130 will not exceed 150 knots due to the door restriction. 5.1.12.3 Exit Altitude. The exit altitude is listed as 35,000 feet which has nothing to do with the parachute system but the current oxygen system which is rated to 35,000 feet. The training exit altitude is based on the FF-2 at 5,000 feet when it is used, which is for all land jumps on standard parachute systems. See AFI 11-410, Personnel Parachute Operations, for training altitudes. The operational exit altitude is listed in AFI 11-231, Computed Air Release Point Procedures, as 2,500 feet with a pack opening of 2,000 feet. Use caution when viewing these numbers. They do not consider the human factor of proficiency. Good ORM must be applied to these numbers. These numbers, unlike the static line numbers, do not give reserve altitudes. 5.1.12.4 Opening Altitude. The opening altitudes for parachute systems are dependent on the structural integrity of the system, reliability of the opening system, and the reserve activation system. The maximum opening altitude of the MT- and MC-series parachute is 25,000 feet. Above that, the terminal airspeed of the parachute system exceeds the maximum opening speed of the parachute. The SOV-3 has a maximum opening altitude of 30,000 feet in both the static and free-fall configurations. The spring-loaded pilot chute is an unreliable system due to the randomness of the low pressure area behind the jumper which causes pilot chute hesitations and entanglements. The larger and heavier (faster) the jumper, the larger the negative pressure behind the jumper and the stronger the high pressure wall on the sides of the jumper; making it harder for the spring-loaded pilot chute to reach escape velocity. (See the Pilot Chute Hesitation Equipment video, and Figure 5.2, Negative Pressure.)
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Figure 5.2 Negative Pressure.
Negative Pressure
AIRFLOW
UNCLASSIFIED 5.1.12.5 Entanglements. While the pilot chute is trying to escape, it bounces around the jumpers back with a 6-foot bridle that can entangle on any piece of equipment. WARNING: The spring-loaded pilot chutes in the MT- and MC-series parachutes may cause entanglements that lead to horseshoe malfunctions. 5.1.12.6 Hard Deploy Parachutes. To avoid this malfunction and have a predictable opening, hand deploy pilot chutes on such parachute systems as the SOV-3. Opening shock is also a large factor to consider when using free-fall parachutes. The MT- and MC-series parachutes are fully cross ported with small sliders which open violently at altitude and with heavy weight. (See Hand Deploy Pilot Chute 1 video, Hard Deploy Pilot Chute 2 video, and Hand Deploy Pilot Chute Equipment 3 video.) WARNING: Violent openings can occur with MT- and MC-series free-fall parachutes at high altitudes and high weights causing structural damage to the parachute system and jumper. 5.1.12.7 Opening Systems. Newer parachute designs in the SOV-3 system have a three-stage opening system that greatly reduces opening shock with even high openings with heavy weight. This also gives the SOV-3 the additional altitude as its maximum opening altitude. 5.1.12.8 Exit Weight. The exit weight for the MT- and MC-series parachute is 360 pounds. Despite it being listed in AFI 11-231, Computed Air Release Point Procedures, as 450 pounds, use caution in full exit weight based on altitude opening and landing limitations. The exit weight for the SOV-3 HH is 425 pounds and it has no opening or
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landing issues. The MT- and MC-series parachutes begin to loose lift at 5,000 feet, and exit weight should be managed. They can be jumped up to 10,000 feet with greatly reduced weight. Jumping the MT- and MC-series parachutes above 8,000 feet for operational mission should only be accomplished after an ORM risk decision has been conducted and the mission risk is accepted as high. WARNING: Jumping the MT- and MC-series parachute above 8,000 feet can cause structural failure in the parachutist upon landing. 5.1.12.9 Performance Numbers. Natick Soldier Center has evaluated the performance numbers given for the MT- and MC-series parachutes and advises to use the Army FM 3-05.211, Special Forces Military Free-fall Operations, numbers with caution due to an over evaluation of the parachutes capability. NOTE: Natick Soldier Center has expressed concern over the performance numbers for the MTand MC-series parachutes. Be conservative in safety factor while using these parachute systems. 5.1.12.10 MT- and MC-Series Parachutes. The MT- and MC-series parachutes have the following paraflight: Army FM 3-05.211, Special Forces Military Free-fall Operations, performance data; K=25, HAHO K=48, Velocity of 20.8, Maximum exit weight 360 pounds. 5.1.12.11 SOV-3 HH. K=25, HAHO K=45, Velocity of 28.8, Maximum exit weight 425 pounds. 5.1.12.12 Tandem. For a complete understanding, see military tandem and tethered bundle (MTTB) program. The following text is for planning and comprehension only. The MTTB provides a force multiplier by being able to bring non-jump-qualified specialist and large loads of equipment to the PR/RO parachute mission. (See Tandem Equipment video and Tandem Personnel video.) 5.1.12.13 T-10R. The T-10R is the most prevalent Reserve used. Due to the multitude of missions that are conducted in the GUARDIAN ANGEL weapons system, the use of the belly band and reserve pin are very specific. 5.1.12.13.1 Belly Band. The belly band is not required as shown in Figure 5.3, Static Line Belly Band. 5.1.12.13.2 Reserve Pin. The right reserve should be used as a standard to prevent confusion during water jumps. (See Figure 5.4, Reserve Pin.)
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Figure 5.3 Static Line Belly Band.
Static Line Belly Band
UNCLASSIFIED 5.1.12.14 Weapons. Two new weapons have been introduced in the resent past: the M-4 and the M-14 MOD1 EBR. Both can be jumped in a weapons bag or exposed. When exposed, the challenge faced is the absence of a carrying handle to route the belly band through. This is solved by tying a piece of 550-pound cord around the front of the receiver and tying the other end around the base of the collapsing stock. The loop is made from approximately a 1-foot piece of cord and should, when tied by approved climbing knots, extend 2 to 3 inches from the top of the receiver so that the belly band can easily route through the loop where the carrying handle would have been. Tape any optics and anything that can fall off the weapon. Tie the stock of the weapon to the container of the parachute with 80-pound tape. The leg tie of 80-pound tape is optional. The barrel of the weapon should be configured with tape, muzzle cover, ear plug in barrel, or some means of preventing contamination or occlusion of the barrel by foreign debris. The magazine should be in the weapon and may contain ammunition, but the chamber should remain empty. The magazine should be taped to prevent untimely departure. The dust cover should be closed, but use caution in taping the dust cover shut because it will prevent fire of more than one round from the weapon due to malfunction (failure to eject.) (See Figure 5.5, M-4 Jump Configuration.)
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Figure 5.4 Reserve Pin.
Right Reserve Pin
UNCLASSIFIED
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Figure 5.5 M-4 Jump Configuration.
M-4 Jump Configuration
UNCLASSIFIED 5.1.12.15 Weapon Bags. The M-1950 is still authorized and used as required, but for shorter weapons, Eagle has made weapons bags that may be used. The weapon being jumped is configured and placed in the jump bag with or without a magazine in the well, but no round in the chamber. The bag is then donned as if it were a weapon with a piece of 80-pound tape looped through the top carrying strap attachment point and tied to the container. The belly band is routed through the carrying handle and a second piece of 80-pound tape is then looped through the bottom carrying handle attachment point and tied
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around the leg (optional for static line operations). (See Figure 5.6, Weapons Bag Configuration, and Figure 5.7, Free-Fall M-4/EBR Configuration.) Figure 5.6 Weapons Bag Configuration.
Weapons Bag Configuration
UNCLASSIFIED 5.1.12.15.1 When the M-4/EBR is jump exposed, the challenge that is faced is the lack of carrying handle to route the belly band through. This is solved by tying a piece of 550-pound cord around the front of the receiver and tying the other end around the base of the collapsing stock. The loop is made from approximately a 1-foot piece of cord and should, when tied by approved climbing knots, extend 2 to 3 inches from the top of the receiver so that the belly band can easily route through the loop where the carrying handle would have been. Tape any optics and anything that can fall off the weapon. Tie the stock of the weapon to the container of the parachute with 80-pound tape. The leg tie of 80-pound tape is optional. The barrel of the weapon should be configured with tape, muzzle cover, ear plug in barrel, or some means of preventing contamination or occlusion of the barrel by foreign debris. The magazine should be in the weapon and may contain ammunition, but the chamber should remain empty. The magazine should be taped to prevent untimely departure. The dust cover should be closed, but use caution in taping the dust cover shut because it will prevent fire of more than one round from the weapon due to malfunction. (Failure to eject.) The weapon may be prepared IAW AFMAN 11-412. (See Figure 5.8, Weapons Bag Free Fall.)
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Figure 5.7 Free-Fall M-4/EBR Configuration.
Free Fall M-4/EBR Configuration
UNCLASSIFIED
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Figure 5.8 Weapons Bag Free Fall.
Weapons Bag Free Fall
UNCLASSIFIED 5.1.12.15.2 Free fall jump of the Eagle Weapons Case. The weapon being jumped is configured and placed in the jump bag with or without a magazine in the well, but no round in the chamber. The bag is then donned as if it were a weapon with a piece of 80-pound tape looped through the top carrying strap attachment point and tied to the container. The belly band is routed through the carrying handle and a second piece of 80-pound tape is then looped through the bottom carrying handle attachment point and tied around the leg. WARNING: The bottom 80-pound tape must be tied around the leg. Failure to do so may allow the weapon bag to pivot forward and act as a wind vane, causing the jumper to loose stability. 5.1.12.16 Jump Containers, Lowering Lines, and Releases. The standard jump containers, lowering lines, and releases are described neatly in Army FM 3-05.211, Special Forces Military Free-fall Operations. This section will show the snap shackle release, lowering line configuration, and three additional jump containers: the eagle jump bag (small, medium, and large are all configured the same), special tactics rucksack lowering line system (STRLLS), and the special operation medical kit (Dave Cruz Pack). There is no method for knowing all the types of equipment that will be required for missions; hence, there is no way to have a written procedure to jump the unknown. There are, however, guidelines to ensure that the equipment being jumped does not cause damage to the parachutist. (See Table 5.14, Guide to Safely Jump Containers.)
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Table 5.14 Guide to Safely Jump Containers. - All equipment should be jumped in an approved container/harness whenever possible. - All containers should have releases that are attached and can be found and released when donned. - All containers should have at least one leg strap (two in free fall). - All leg straps must be tight and releasable. - All containers should have a lowering line that is attached to the harness and is releasable. 5.1.12.16.1 The snap shackle release (stainless steel pelican release) should be rated at 2,500 pounds, have a welded attachment ring, and not allow the main closing pin from falling through the body. Pelicans that do not have these features should not be used due to the potential for equipment failure. The pelicans should be attached to the equipment by either French links or rated nylon that was sown by a qualified rigger. If the need exists to manufacture an expedient system, then use rated material of no less than type 8 nylon with approve climbing knots. When designing the length of the release attachment, keep the length of the attachment as short as possible. Frequently handles manufactured from loops of inch tubular nylon with Velcro attached are used to allow for single hand release and convenient location. Ensure that the handles are not so tight that when exiting the aircraft, the jumper’s body position will not release one or both of the pelicans. WARNING: Failure to allow enough slack on the snap shackle releases (pelicans) will cause one or both to release, causing instability and premature equipment departure. 5.1.12.16.2 Lowering lines are allowed to be attached to either the left or right equipment V-ring. Lowering lines are usually attached to the left side during static line operations and left side on free fall; however there are times when it is unsafe to leave them hooked up to a specific side. This is specifically true when jumping weapons and containers. The lowering line can be routed either over or under the leg strap. WARNING: For static line jumps, use a leg strap on static line equipment to prevent the equipment from contacting the jumper’s face. WARNING: Leg straps on free-fall equipment front or rear must be tight to preclude instability in free fall. WARNING: Free-fall equipment must not be configured in such a manner that it is loose and can shift in free fall and cause instability. WARNING: Light equipment loads are hard to control when front mounted. Any load under 45 pounds needs to be evaluated for surface area in the relative wind to determine whether it is safe to jump. (See the Light, Loose Equipment video, and Figure 5.9, Leg Strap Tension.)
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Figure 5.9 Leg Strap Tension.
Leg Strap Tension
UNCLASSIFIED WARNING: During static line jumps, the leg strap should not be tightened such that it will bare the weight of the parachutist during opening shock. (See Figure 5.10, Free Fall Leg Strap.) 5.1.12.16.3 In free-fall operations, there should be two leg straps and they should be tight enough to force the jumpers legs apart. WARNING: Loose equipment due to loose leg straps can cause instability. (See Figure 5.11, Lowering Line Attachments.) 5.1.12.16.4 The left picture in Figure 5.11, Lowering Line Attachments, shows the danger of burying the lowering line release and attached STRLLS. The right picture in Figure 5.11, Lowering Line Attachments, shows the right side lowering line attachment and special operations medical kit.
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Figure 5.10 Free Fall Leg Straps.
Free Fall Leg Straps
UNCLASSIFIED Figure 5.11 Lowering Line Attachments.
Lowering Line Attachments
UNCLASSIFIED
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5.1.12.16.5 The lowering line on free-fall parachute systems may be hooked on either the right or the left, whichever is safer for the parachutist. Frequently, the lowering line release will be covered by oxygen systems on the right and oxygen and weapon on the left. (See Figure 5.12, Free Fall Lowering Line Attachment.) Figure 5.12 Free Fall Lowering Line Attachment.
Free Fall Lowering Line Attachment
UNCLASSIFIED 5.1.12.16.6 The eagle jump bags are bags that have integrated harnesses and hardware. The operator needs to fill the bag with a kit, zip it shut, fasten the buckles, ensure the lowering line is attached, configured, and has a quick release. The STRLLS has its origins from a modified spider harness with the top straps cut off of it to allow access to the top flap. The releases, usually snap shackles (pelican hooks) are attached to the holes in the side of the frame and the lowering line is attached to the STRLLS. The critical part of the lowering line is to ensure that it is attached and the gate is closed. The special operations medical kit (Dave Cruz Kit) has integrated attachment points for the releases and the lowering line. The attachment points for the special operations medical kit is a long narrow container and the attachments are at the very top of the pack, causing the pack to hang low; coupled with the fact that the pack straps are very long, this can lead to minor potato chipping and instability problems. (See Figure 5.13, Eagle Jump Bag.)
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Figure 5.13 Eagle Jump Bag.
Eagle Jump Bag
UNCLASSIFIED 5.1.12.17 At some point multiple equipment loads become a necessity. Any combinations of equipment loads are multiple (e.g., weapon-container, two containers, or ML-4 kit and container). (See Table 5.15, Rear Load Guide, and Figure 5.14, Multiple Container Configuration.) Table 5.15 Rear Load Guide. - Release rear-mounted containers when the size is larger than the ML-4 kit. - Use the equipment V-rings to attach the equipment on static line parachutes. - For spring-loaded free-fall parachutes, use the front equipment D-rings. - For static line parachutes, do not use the leg straps on the rear equipment for static line. - Ensure load releases are accessible. - Ensure lowering line releases are accessible. 5.1.12.18 Land and Equipment. This section is for land base equipment only that does not fit in the general category.
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Figure 5.14 Multiple Container Configuration.
Multiple Container Configuration
UNCLASSIFIED 5.1.12.18.1 Oxygen Jumps. Normal static line operations are not conducted above 10,000 feet; however, if a mission should dictate the need to jump at altitudes where oxygen is required, the AirOx 8 system can be donned like a single para scuba deployment system (SPUDS). Attach a belt to the AirOx 8 system at the manufacture belt loops. Put the oxygen system on and then don the parachute. The bottles can be pulled through the opening for the arm or hang below the V for the leg strap. Pulling the bottles through the arm opening ensures the system does not drop with time. Route the AirOx 8 hose under the arm, with the excess rubber banded and push the into the oxygen pouch. Take two MT-1X or Tandem rubber bands and girth hitch them together and place one loop over the regulator. Take the other loop and route it around the chest strap and loop it over the regulator, securing the regulator to the chest strap. The mask hose can be routed either under or over the chest strap, depending on how much slack is in the hose. (See Figure 5.15, Static Line Oxygen Donning.) Free-fall operations frequently are above 13,000 feet and require the use of supplemental oxygen. To prevent the oxygen bottles from slipping down, tie a piece of 80-pound tape through the loop on the parachute container and the manifold of the AirOx 8 to prevent it from slipping down. Use of the Crew 60 attachment point is not required and frequently not available. To substitute, take two MT-1X or Tandem rubber bands and girth hitch them together and place one loop over the regulator. Take the other loop and route it around the main lift web or belly band, depending on equipment. Then loop the second loop around the regulator, securing the regulator to the chest strap. Route the hose through one of a pair of girth-hitched MT-1X bands and the
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AFTTP 3-3.8, 1 July 2006 other loop around the chest strap. Ensure there is enough slack in the hose to not kink it and provide free movement of the head. (See Figure 5.16, Free-Fall Tied Oxygen, and Oxygen Hose Routing.)
Figure 5.15 Static Line Oxygen Donning.
Static Line Oxygen Donning
UNCLASSIFIED 5.1.12.19 Floatation. MAJCOM-approved flotation is required to be used on all water jumps and as a precaution during land drops in the vicinity of water. If the flotation is mechanical, it should be donned with the chest strap under the flotation. This prevents the flotation from choking the jumper and venting air from the vest. When inflating the UDT vest only, inflate one bottle at a time. Since there are no emergency handles on the chest of the static line parachute system, there is no reason to rubber band the flotation. Hard or non-mechanical flotation is allowed and safe on the insertion; however if the individual ditches on the insertion or on extraction aircraft, egress of the aircraft may be compromised. 5.1.12.19.1 Once in the water, hard or mechanical flotation prevents short and long term under water duties (e.g., type 4 release). (See Figure 5.17, UDT Vest, the Para-Swimmer Vest, LSP Pararescue Flotation.)
AFTTP 3-3.8, 1 July 2006 Figure 5.16 Free-Fall Tied Oxygen and Oxygen Hose Routing.
Free Fall Tied Oxygen and Oxygen Hose Routing
UNCLASSIFIED Figure 5.17 UDT Vest, the Para-Swimmer Vest, LSP Pararescue Flotation.
UDT Vest, Para-Swimmer Vest, and LSP Pararescue Flotation
UNCLASSIFIED
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WARNING: Obstruction of emergency handle can cause failure of the emergency cut-a-way and reserve ripcord system, resulting in sudden stops. 5.1.13 The ML-4 kit or Pararescue Flotation. The pararescue flotation is derived from a ML-4 kit. To reduce duplication and weight, several items were removed from the kit and renamed Pararescue flotation. The ML-4 kit is donned by placing the kit with the writing “TOP FRONT” and the arrow pointing up. When donned, the arrow should be pointing up the PJ’s spine. The boat lanyard and buckle should be on the left and the quick release on the right. For training jumps, ensure that flotation is attached to the parachute harness such that it does not come off and does not interfere with the function of the canopy. (See Figure 5.18, ML-4 Kit, and Figure 5.19, ML-4 Configuration.) Figure 5.18
ML-4 Kit.
ML-4 Kit
UNCLASSIFIED 5.1.13.1 For free-fall, the system is donned the same as static line with the exception of attaching the ML-4 kit to the equipment V-rings. (See Figure 5.20, Configuration Left, and Figure 5.21, Configuration Right.)
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Figure 5.19 ML-4 Configuration.
ML-4 Configuration
UNCLASSIFIED Figure 5.20 Configuration Left.
Configuration Left
UNCLASSIFIED
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Figure 5.21 Configuration Right.
Configuration Right
UNCLASSIFIED 5.1.13.2 SPUDs. The system allows the compressed air cylinder to be worn on the leg. The system comes with a pouch A-7 belt, and the regulator needs a longer hose (34-inch hose). The system is donned prior to the parachute by putting the belt around the waist and then donning the parachute system. Once the parachute is on, the Velcro leg strap is fasten. Place the regulator in the regulator pouch with the mouthpiece facing the scuba cylinder. If the regulator is placed in the regulator pouch with the purge valve facing the scuba cylinder, the regulator tends to be difficult to remove from the pouch. Secure the Velcro on the regulator pouch so the regulator hose is against the main pouch. The excess regulator hose is pushed down inside the pouch and the second stage of the regulator is then rubber banded to the first stage such that it will not inadvertently come loose but can be pulled out by the parachutist. A second option is to take the excess regulator hose and push it down inside the pouch. The second stage of the regulator is then rubber banded to the first stage such that it will not inadvertently come loose but can be pulled out by the parachutist. (See Figure 5.22, Free-Fall Configuration Left, and Figure 5.23, Free-Fall Configuration Rear.) 5.1.13.3 Free fall donning is the same for SPUDS. (See Figure 5.24, Static SPUDS Right, and Figure 5.25, Static SPUDS Rear.)
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Figure 5.22 Free-Fall Configuration Left.
Free Fall Configuration Left
UNCLASSIFIED Figure 5.23 Free-Fall Configuration Rear.
Free Fall Configuration Rear
UNCLASSIFIED
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Figure 5.24 Static SPUDS Right.
Static SPUDS Right
UNCLASSIFIED Figure 5.25 Static SPUDS Rear.
Static SPUDS Rear
UNCLASSIFIED
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5.1.13.4 Fins. Fins are a necessity while conducting water operations. If worn on the feet, they should be either taped or fix-e-palmed to prevent them from departing. Tape by routing the tape around the buckles and then around the ankle. Make sure to leave a cows tail for removal. While conducting free fall operations, taping the fins is suggested to prevent pilot chute snag hazard. (See Figure 5.26, Free-Fall SPUDS Right.) Figure 5.26 Free-Fall SPUDS Right.
Free Fall SPUDS Right
UNCLASSIFIED 5.1.13.5 Front Accessory Gear Bag. The front accessory gear (FAG) bag is worn to allow immediate access to emergency equipment. Place knives, flares, and any pilot chute snag hazards in the FAG bag for free-fall jumps. See Pilot Chute Hesitation video. 5.1.13.6 Tree and Adverse Terrain Suits. When adverse terrain and/or wooded areas are prevalent, a tree/adverse terrain suit can be used. The suit is donned by putting on first the top, then the trouser. Don the parachute system. A 300-foot, bird-nested, 1-inch tubular nylon coil goes into the right trouser leg, down the pocket. The tree suit is designed to minimize possible injury. Adjustable pads are placed in positions to protecting bony prominences. The jacket is equipped with a high collar to protect the neck and face. The trousers have an adjustable strap running up and down the inside of each leg, which is sewn into the trousers to make an inverted “U” at approximately 4-inches below the crotch to protect the groin area. When deploying in cold climate areas, winter clothing may be worn under the tree suit. Tree suit pads may be removed to accommodate the added bulk of winter clothing. An additional option is to wear only the trousers, with pads removed, to afford the availability of the tape rings and the pockets. For free-fall operations, the system is donned the same way. (See Figure 5.27, Free-Fall SPUDS Front.)
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Figure 5.27 Free Fall SPUDS Front.
Free Fall SPUDS Front
UNCLASSIFIED 5.1.13.7 Night Parachute Configuration. Night operations present increased hazards over those encountered during daylight operations. Lack of visual references and jumper visibility make night lighting a necessity. The mandatory lighting requirements are in AFI 16-1202, Pararescue Operations, Techniques and Procedures, (three volumes, when published); however, as a general guide, place red on the back and green on the front such that it does not interfere with the function of the canopy. Not shown here are the chemlight sleeves that are manufactured by several companies. They fit over the reserve flap and on the chest strap and main lift web. While jumping equipment, place red chemlights such that they are visible and do not interfere with the function of the parachute system, the lowering system, or the equipment. Rear-loaded equipment should not be lit or should be lit with a different color to avoid confusing fellow jumpers. (See Figure 5.28, Fin Taping; Figure 5.29, Tree Suit; and Figure 5.30, SOV 3 Lighting Rear.) 5.1.13.8 Equipment Rings. Red chemlights can also be placed on the equipment rings as shown on the SOV-3HH. (See Figure 5.31, MC4/T10 Lighting.)
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Figure 5.28 Fin Taping.
Fin Taping
UNCLASSIFIED Figure 5.29 Tree Suit.
Tree Suite
UNCLASSIFIED
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Figure 5.30 SOV 3 Lighting Rear.
SOV 3 Lighting Rear
UNCLASSIFIED Figure 5.31 MC4/T10 Lighting.
MC-4/T-10 Lighting
UNCLASSIFIED
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5.1.13.9 T-10R. Red chemlights can be attached to the front of the T-10R by girth hitching two rubber bands together and looping them around the ends of a red chemlight. WARNING: Placing pilot chute snag hazards on any part of the parachutist that the pilot chute will frequent can cause a horseshoe malfunction and death. 5.1.13.10 Static Line Jump Procedures. PJs utilize static line parachuting techniques (day or night) when the threat scenario and/or weather dictate low-altitude airborne insertion, when deploying as part of a joint airborne assault force, and during both land and open sea search, rescue, and recovery missions. PJ teams may be inserted over-the-horizon at sea with an amphibious combat rubber raider craft, rigged alternate method zodiac (RAMZ) in support of the Space Shuttle program, kayak, hard hull boat, swimmer/scuba equipment, or on land with all terrain vehicles or other special vehicles to enhance operations. A PJ must be a highly qualified precision parachutist, capable of performing parachute deployments into any type of terrain, into open seas, and during the hours of daylight or darkness. 5.1.13.10.1 DZ Wind Determination. During training deployments, the drop zone controller (DZC) may have a windsock, streamer tied to a pole, smoke (not red), or some other device to help indicate ground wind direction to the jumpers. If authorized, block letters are used (A, C, J, R, or S), coordinated with the jumpmaster, navigator, and aircraft commander to ensure they are aligned into the wind and not to the DZ axis or aircraft line of flight. All parachutists should make the effort to learn the wind direction while under canopy without the use of drop zone wind direction aids. (See Table 5.16, DZ Wind Determination, for some suggestions as to how to determine the wind.) Table 5.16 DZ Wind Determination. - Look for movement of trees and vegetation on the ground. - Watch for noticeable drift of the canopy while toggles are up. - Look for smoke or blowing dust or sand. - Watch other parachutists landing. - Fly an “S” pattern and watch for the difference in drift. - Note the direction of wind in relation to the aircraft prior to exit. 5.1.13.10.2 Parachute Manipulation Using Modified Canopy. To successfully maneuver the parachute to the target, a parachutist may have to hold into the wind, run with the wind, and crab to the right or left while holding or running. To turn a canopy, the toggle on the side of the direction of turn is pulled. This distorts the side of the canopy and increases the thrust of the opposite side which causes the canopy to turn. (See Figure 5.32, Parachute Manipulation.)
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Figure 5.32 Parachute Manipulation.
Parachute Manipulation
Back view
Control line down
UNCLASSIFIED 5.1.13.10.2.1 Maneuvering Upwind (Holding). Hold into the wind line if you are on the wind line and you will overshoot or go past the target. This will decrease movement across the ground (counteracting the wind drift) without affecting the rate of descent. 5.1.13.10.2.2 Maneuvering Downwind (Running). Run with the wind if you are on the wind line and you will undershoot or fall short of the target. This will increase movement across the ground, giving the maximum forward speed possible. If the running maneuver is made slightly off the wind line, the final turn into the wind will place the jumper back on the wind line for correct target approach. 5.1.13.10.2.3 Holding or Running (Crabbing). If your position is to either side of the wind line, perform a quartering or crabbing maneuver. This maneuver will allow running toward the target and moving towards the wind line or holding into the wind moving towards the target and wind line at the same time. 5.1.13.10.2.4 Maneuvering to the Target. Each parachutist must determine the wind line, the distance and direction off the wind line from the release point, the drift rate, and the descent rate. 5.1.13.10.2.5 Wind Line. The wind line is an imaginary line of wind direction passing directly over the intended target. With a variable wind, the average wind
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direction would be the wind line. The parachutist should attempt to land on the wind line with a proper closure rate toward the target. 5.1.13.11 Release Point. If deployed on the correct line-up, the parachutist should be on the wind line and at the correct distance from the target. However, the parachutist may have to correct errors in aircraft alignment or for wind shifts in velocity or direction. The normal deployment airspeeds for all types of C-130s are 125 to 130 KIAS. The HC-130 aircraft travels 210 feet (75 yards) per second and a delay in exit of 1 second will cause the PJ to be 210 feet off the exit release point. This distance will be less during helicopter deployments due to the slower drop airspeed (50 to 110 KIAS) 108 feet per second at 110 knots. Errors to the side or off the wind line caused by wind shifts, exiting the aircraft too soon or too late, or inaccurate alignment of the aircraft will usually be within the distance a parachutist can make up by maneuvering the canopy. If both the count and the lineup are off, it will be difficult for the parachutist to maneuver to the target. 5.1.13.12 Drift Rate. Drift rate is the direction and rate of travel (target closure speed). 5.1.13.13 Direction and Rate of Travel. To determine direction/rate of travel and wind line, attempt to determine movement in relation to the target location. Various methods can be used. (See Table 5.17, Determine Direction and Rate of Travel.) Table 5.17 Determine Direction and Rate of Travel. - Look at the target or some fixed object on the ground to use as a reference point. - Sight over your feet at the ground. - Look for the canopy shadow. - Listen. High winds can cause the suspension lines to whistle (22 knots). - JMs/navigators normally deploy jumpers in such a manner to open, fly, and turn 180 degrees to land. 5.1.13.13.1 After parachute opening, the parachutist is normally facing the aircraft flight path. Before initiating a maneuver (except to avoid a collision/entanglement with another parachutist), determine the location of the target and make the initial turn towards the target in the direction of the wind line. Determine direction and rate of movement across the ground and maneuver combining, thrust of the canopy, wind velocity, and rate of descent to arrive at the landing site. In effect, a parachutist maneuvers towards a target within an approach cone that is wider at the exit point and progressively narrows as he approaches the target. If remaining within the approach cone, the parachutist should land at the target area. If allowing himself/herself to turn or drift outside the cone (vertically or horizontally), the parachutist may not be able to reach the target. The approach cone will vary with wind velocity/direction and the parachutist’s rate of descent. Approach the target area using a combination of holding, running, or crabbing. A series of left and right running turns allows the jumper to remain in the approach cone varying movement across the ground reaching the selected target. (See Table 5.18, Wind Cone, for clarification.)
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Table 5.18 Wind Cone. Jumper
Location
A
Above the wind cone and will land downwind of the target at (a).
B
Below the wind cone and off the wind line. The landing point will be upwind and off to the side at (b).
C
Within the wind cone and can maneuver to target (c).
5.1.13.14 Team Parachuting. Team parachuting ensures all parachutists approach small or restricted target areas in a controlled manner. Critical to the success of a team deployment is an experienced parachutist leading the team to the intended target area. When making a team deployment, the higher parachutist should follow the lower parachutist mimicking the lower parachutist parachute manipulation, without interfering with the lower parachutist approach to the target area. The parachutists should stagger their approach on the wind line to either side, remaining clear of each other during landing. Normally the lower parachutist will take the right side. 5.2 Land Parachute Deployment Procedures. 5.2.1 Prepare to Land. Prepare to land at approximately 200 feet AGL/AWL. 5.2.2 Landing. Most injuries in parachuting result from incorrect landings. The parachute landing fall (PLF) is a precise method of landing which enables the parachutist to distribute the landing shock over the entire body and reduce the possibility of injury. However, if the ground is extremely rough or full of holes, PLF can result in injury. 5.2.3 Equipment Release Procedures. Release of equipment on a lowering line is optional if it weights less than 35 pounds or jumping to rough terrain DZ. Release is recommended if equipment weight is over 35 pounds or a high altitude DZ is used. When the deployment situation dictates, release of the equipment on the lowering line will be accomplished at approximately 200 feet above the surface. 5.2.4 Delivery Containers. Use MAJCOM approved procedures for the rigging of all delivery containers with integrated parachute harnesses. 5.2.4.1 Tree Parachute Deployment Procedures. 5.2.4.1.1 Tree/Adverse Terrain Suit. Complete PJ tree suit, heavy leather gloves, and appropriate helmet with visor should be worn on all intentional tree parachute deployments. Due to discomfort and body fluid loss incurred when wearing the tree suit for long periods, do not don equipment until nearing the deployment area. Don the tree suit jacket first, then bring the trousers over the jacket. This will prevent branches from going under the jacket during a descent through the trees. After donning the parachute, the letdown webbing will be threaded IAW AFI 16-1202, Pararescue Operations, Techniques and Procedures. Secure the end by snapping the snap fastener on the end of the letdown webbing into the right reserve “D” ring. The remainder of letdown webbing will be coiled into a loose bird's nest and carried in the tree suit pocket. The portion of webbing between tree suit “D” ring and suit leg pocket will be secured by the knife pocket snap cover flap located on the right leg of the trousers.
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5.2.4.1.2 See Table 5.19, Tree Entry Procedures. Table 5.19 Tree Entry Procedures. - Pick a tree or close group of trees to land in. WARNING: Failure to correctly land in the targeted tree may result in the collapse of the parachute when descending into the tree line and cause damage to endangered foliage and plant life below. - Plan final approach to tree entry so the body enters the trees one-quarter of way down from top. - Before tree contact, place elbows on top of reserve parachute and forearms in front of faceplate. - After tree entry, maintain the tight body position until the parachute is caught in the trees and descent is stopped. WARNING: The parachute may not catch in the tree; be prepared to perform a PLF. - Once descent is stopped, do not bounce in the harness to check security of the canopy hang-up. - Perform the tree letdown procedure immediately. - Initiate letdown procedures, using the letdown tape stowed in the tree suit pocket. After hang-up, letdown must be accomplished as expeditiously as possible to reduce the possibility of tearing free and falling. The following procedures will be utilized: -- Release right side of reserve parachute. -- Release right side of medical kit or other equipment attached to the reserve “D” ring. NOTE: If necessary, lower the kit or equipment only if it will make contact with the ground. Take care when lowering to preclude the kit or equipment from tangling. - Pull approximately 4 feet of webbing through letdown “D” ring. - Unsnap the end of the letdown webbing, pass through right and left risers twice, and snap onto itself and remove slack for webbing. - If a secure tree anchor point is readily available, use it instead of the risers. - While holding tension on the letdown webbing with the right hand, apply a brake to the right hip area and release the safety covers on both releases. - Hold head back, face to the opposite side to be released, and actuate the canopy release on the slack side of the risers. - While holding head back, face to the opposite side to be released, reach around the letdown tape, release the other side, and descend. - Tree Letdown Tape Manufacture. Letdown tape will be manufactured using 1 inch by 200 feet tabular nylon tape. A static line snap fastener will be sewn to the end IAW TO 14D1-2-396 (Figure-13B, Rework of 23 Foot Static Line, provides a visual). Equipment will not be released on the lowering line during parachute descent.
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AFTTP 3-3.8, 1 July 2006 5.2.4.2 Water Parachute Deployment Procedures. To prevent excessive body fluid loss, donning of equipment should be delayed as long as possible without delaying the deployment. (Minimum suggested equipment worn on water deployments in addition to the parachute assembly [e.g., harness, main and reserve] is in Table 5.20, Suggested Water Equipment. See also Table 5.21, Post Water Entry Procedures, for more information.)
Table 5.20 Suggested Water Equipment. - Wet suit/dry suit/uniform as dictated by the water/air temperature. - Single para scuba deployment system (SPUDS) with regulator (as required). - Face mask. - Parachutist flotation device (PFD) which is MAJCOM-approved. - Swim fins (on feet using tape for fix-e-palms). - Knife or hook knife. - MK-13/MK-124 flare. - Whistle. - ML-4 kit (as required). - Protective head gear (as required). - Gloves (as required). - Wrist compass (as required). - Carabiner (as required). - Snorkel (as required). - Fanny pack (as required). NOTE: For water deployments, consider a full wet suit or dry suit when water/air temperatures indicate or when fuel spills, contaminated water, jelly fish, or coral reefs must be negotiated. 5.2.4.3 Ram Air Static Line Procedures. This section provides specific operating procedures for ram air static line operations. Ram air static line operation are a combination of static line round operations and free fall operations. Use this section in conjunction with AFI 11-410, Personnel Parachute Operations; AFI 13-217, Assault Zone Procedures; and Army FM 3-05.211, Military Free Fall Parachuting Tactics. 5.2.4.3.1 To exit on ram air static line it is very important to know and use the relative wind. (See free fall section on exits and free fall.) The opening of the parachute is dependent on having the lines straight. The basic exit is a modified-airborne exit. Instead of the arms remaining across the chest, the arms are held out so that the parachutist can “fly” the exit. Legs are up almost in an exaggerated fashion. The knees may bend. The exit is basically a sit fly exit. The parachutist needs to fly the exit until parachute opening so as not to induce line twist. The ram air static line has a high forward velocity; thus do not exit with less than 2 seconds between jumpers.
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(See the Ram Air Static Line Exit video, and Ram Air Static Line Equipment Exit video.) Table 5.21 Post Water Entry Procedures. - Signal “All OK” (extend arm overhead in the “all OK” signal or shout “Help,” blow on whistle, deploy MK-13/MK-124 flare, or activate SDU-5/E or MS-2000M strobe light (remains on). WARNING: Immediately inflate personnel flotation equipment if entangled in the canopy or suspension lines. Some combinations of equipment (i.e., heavy equipment, weapons, ammunition, fatigues versus wet suit) and water conditions (i.e., fresh water provides less buoyancy) will decrease buoyancy. - Release leg straps. - Arch out of container. - Inflate LPU on parachute waist strap. - Swim clear of the canopy. - Use face mask (as required). - Close canopy releases if still attached. - Release medical kit or equipment (as required). - Swim to objective, recovery boat, or wait for recovery of individual parachute as briefed. WARNING: Exit intervals of less than 2 seconds can cause canopy entanglements. 5.2.4.3.1.1 Ramp exits are straight forward and uncomplicated; they should be the primary exit. If door exits are required, the jumpers must exaggerate the exit position and keep the relative wind foremost in their minds. NOTE: Ramp exits are the primary exit for ram air static line operations. Side door exits have been know to cause line twist. 5.2.4.4 Procedures. All equipment procedures are the same as for free-fall operations. Aircraft rigging is the same for static line operations. Emergency procedures for hung and towed jumpers are IAW static line operations, and the remaining emergency procedures are the same as free fall. 5.2.4.5 Free-Fall Procedures. This section provides specific operating procedures for pararescue (PJ) military free-fall (MFF) operations. Use this section in conjunction with AFI 11-410, Personnel Parachute Operations; AFI 13-217, Assault Zone Procedures; and Army FM 3-05.211, Special Forces Military Free-fall Operations. (See the 130 Dive Out video and the 130 Poised video.) 5.2.4.6 Exiting. To exit in a stable fashion, a parachutist must enter the relative wind in a body position that will keep the jumper in a stable fashion. That means the equipment and body are in a configuration such that the parachutist will be stable in the relative wind. The parachutist must be “flying” in a stable body position prior to entering the relative
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AFTTP 3-3.8, 1 July 2006 wind. Once in the wind line, staying on the wind line is what is called “stable.” (See Figure 5.33, Relative Wind.)
Figure 5.33 Relative Wind.
Relative Wind
AIRFLOW
UNCLASSIFIED 5.2.4.7 Equipment. Equipment that is light and/or loose will cause stability problems. Equipment that is less than 45 pounds needs to be evaluated for size and attachment locations. Lighter packs and containers are more conducive to rear loading because they are out of the relative wind. Equipment needs to be worn as high on the parachutist as possible and as tight as the parachutist can make it and still arch. When a jump container is on and ready for deployment, the jumpers legs should not be able to go together. The load carried should be as light as possible and consist of only the essential equipment needed until re-supplied. All items of individual combat equipment are normally carried in the rucksack during the deployment. Individual load bearing equipment (LBE) or survival vests may be worn underneath the tree suit or carried in the rucksack or in a small equipment bag separate from the main equipment load. Consider covering Alice packs or similar containers. Rigging for combat pack and equipment containers is explained in this manual and Army FM 3-05.211, Special Forces Military Free-fall Operations. (See Light and Loose Equipment video.) WARNING: Equipment that is large, light, and loose may cause instability, leading to malfunctions and death or serious injury. 5.2.4.8 DZ Wind Determination. During training deployments, the DZC may have a windsock, streamer tied to a pole, smoke (not red), or some other device to help indicate
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ground wind direction to the parachutists. If authorized block letters are used (A, C, J, R, or S), coordinated with the jumpmaster, navigator, and aircraft commander to ensure they are aligned into the wind and not to the DZ axis or aircraft line of flight. All parachutists should make the effort to learn the wind direction while under canopy without the use of DZ wind direction aids. Parachutists can determine ground winds by using guides in Table 5.22, Free-Fall Drift Determination. Table 5.22 Free-Fall Drift Determination. - Looking for movement of trees and vegetation on the ground. - Watching for noticeable drift of the canopy while in deep brakes (not a stall). - Looking for smoke or blowing dust and/or sand. - Watching other parachutists landing. - Flying a Box pattern at 50 percent brakes and watching for the difference in drift. - Use drop aircraft as a reference to the wind line. 5.2.4.9 Night Deployments. 5.2.4.9.1 Aircraft Lighting. Generally, the same procedures utilized in static line parachuting at night apply to night free-fall deployments. 5.2.4.9.2 Electro-Luminescent (EL) Lighting. Although part of the canopy purchase, the electro-luminescent (EL) lighting system is rarely used and may have been removed. Refer to manufacturer’s instructions for proper installation and use. 5.2.4.9.3 Night Landings. Even on the darkest nights, parachutists will have an idea when they are descending close to the ground. There is normally enough illumination to perform a flared landing except on nights void of moonlight. Landing at night requires more skill than a day landing due to the decrease in depth perception at night. The most desired landing point is just short of the target. It is better to undershoot than to over shoot the lights and land without references. Perform a 50 to 75 percent braked landing and parachute landing fall (PLF) if any doubt exists as to the flare point. Notify the DZ controller as soon as possible after landing by shouting “All OK” (extend arm overhead in the “all OK” signal) or shout “Help,” blasts on whistle, deploy MK-13 flare, or activate SDU-5/E or MS-2000M strobe light (remains on). 5.2.4.9.4 Water Deployment Procedures. Free-fall parachuting into the water is different from the standard free fall to land. The biggest difference, and most important one, is the low altitude with no altimeter or ARR. A good stable exit is essential for a clean deployment of main canopy pilot chute at assign delay. (See Table 5.23, Free-Fall Water Entry Procedures, for more information.) WARNING: Any flotation device placed between harness and parachutist must have a safety valve or be rigged in such a manner as to not injure the parachutist should inflation occur. NOTE: For operational water deployments, a full wet suit or dry suit should be worn when water/air temperatures allow or fuel spills, jelly fish, or coral reefs must be negotiated.
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Table 5.23 Free-Fall Water Entry Procedures. - Release reserve static line system. - Sit well back in the harness. - Release chest strap and waist strap. - Maneuver to land slightly downwind/drift of the target. - Fly a normal approach to a flared landing (visibility permitting). If unsure during final approach die to lack of visual cues, fly final approach into the wind using 50 percent brakes. Hold until water entry. - Use regulator (if equipped). - Post water entry procedures. - Release the right toggle so the right hand is free to cut away the main parachute, if being drifted. - Signal “All OK” (extend arm overhead in the “all OK” signal) or shout “Help,” give three blasts on whistle, deploy MK-13 flare, or activate SDU-5/E or MS-2000M strobe light (remains on). WARNING: Immediately inflate personnel flotation equipment if entangled with canopy or suspension lines. Some combinations of equipment (i.e., heavy equipment, weapons, ammunition, fatigues versus wet suit) and water conditions (i.e., fresh water provides less buoyancy) will decrease buoyancy. - Release leg straps and swim free of harness/chute. - inflate LPU on parachute waist strap. - Use face mask/goggles (as required). - Inflate one man raft (as required). - Release medical kit or equipment (as required). - Swim to objective, recovery boat, or wait for recovery of individual parachute as briefed. 5.2.4.10 Tree Parachute Deployment Procedures. 5.2.4.10.1 Wear PJ tree suit, gloves, and appropriate helmet with visor on all intentional tree deployments. 5.2.4.10.2 Tree/Adverse Terrain Suit. Donning and utilization of the tree/adverse terrain suit and let down webbing are identical to those identified in static line round with the exceptions noted in Table 24. (See Table 5.19, Tree Entry Procedures and Table 5.24, Free-Fall Tree Let Down.)
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Table 5.24 Free-Fall Tree Let Down. - The let down webbing will be coiled into a loose birds nest and completely stowed in the tree suit pocket. The let down webbing will not be uncoiled or snapped to the equipment “D” ring until after tree let down is required. - Ensure the tree suit pocket zipper is firmly closed to prevent opening in free fall. - Remove the shoulder pads (for mobility) and tuck the collar inside the suit and expose the collar once under the canopy. 5.2.4.11 Tree Entry Procedures. WARNING:
Do not release equipment on the lowering line during parachute descent.
5.2.4.11.1 After tree entry, maintain a tight body position until the parachute is caught in the trees and descent is stopped. WARNING: The parachute may not be solidly entangled in the tree; be prepared to perform a PLF. WARNING: If vertical descent is achieved as the parachute enters the tree line, it is possible for the parachute to collapse and the parachutist to fall to the ground. 5.2.4.12 Grouping and Assembly. A primary consideration of the MFF parachuting insertion technique is to be able to expeditiously assemble once on the ground, either by grouping in the air and landing as a team or to rendezvous at a predetermined geographic location, organized and ready to accomplish a specific mission. Team members will exit the aircraft as rapidly as possible at the exit point and remain in a group until break away when they track away from the group and open. All parachutists will activate their main parachute at a specified altitude. Parachutists will group in the air, guiding on the team leader, low man, or as briefed. Team integrity is paramount. Parachutists will attempt to land as close together as possible without interfering with each other’s landing pattern and proceed to a preselected geographical point for rendezvous. Electronic/lighting equipment may be used to facilitate assembly of personnel. 5.2.4.13 High Altitude/Oxygen Procedures. AFI 11-409, High Altitude Airdrop Mission Support Program, is the governing AFI for parachuting oxygen requirements. 5.2.4.13.1 drops.
Airdrops conducted above 3,000 feet AGL are considered high-altitude
5.2.4.13.2 Parachutists may operate without supplemental oxygen during un-pressurized flights up to 13,000 feet MSL provided the time above 10,000 feet MSL does not exceed 30 minutes for each sortie. Jumpmasters may operate without supplemental oxygen for an additional 60 minutes within the 10,000- to 13,000-foot MSL envelope provided their duties do not include parachuting. (See Table 5.25, Prebreathing Requirements and Exposure Limits for High-Altitude Operations, for more information.) 5.2.4.13.3 Flights above 13,000 feet MSL require supplemental oxygen. 5.2.4.13.4 Flights above 18,000 feet MSL will use pre-breathing procedures.
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Table 5.25 Prebreathing Requirements and Exposure Limits for High-Altitude Operations.
Altitude
Aircrew/Minute Jumpers/Minute
Maximum Exposure Time Per Sortie
Maximum Sorties Per 24-Hour Period
From FL 180 to FL 249
30
30
120
1
From FL 250 to FL 299
45 HALO and
30
60
1
From FL 300 to FL 349
60
60
30
1
FL 350 and Above
75
75
30
1
45 HAHO
5.2.4.14 Physiological Technician. 5.2.4.14.1 A minimum of two physiological technician (PT) will be on MFF parachute deployments conducted at 18,000 feet MSL or higher. 5.2.4.14.2 One PT is required per 16 parachutist, up to a maximum of three PTs. 5.2.4.15 If a physiological incident occurs, do the following: 5.2.4.15.1 Abort the mission and ensure parachutist/crew member is secured during ramp/door deployments. 5.2.4.15.2 Begin descent (de-arm ARRs prior to descent). 5.2.4.15.3 Proceed to nearest base with qualified medical assistance available. 5.2.4.15.4 Advise the control tower of the emergency and request an ambulance meet the aircraft. 5.2.4.15.5 Advise attending physician to call Brooks AFB Hyperbaric Medicine (DSN 240-3281/3278, commercial [512] 536-3281/3278). 5.3 Rescue Jumpmaster Procedures. Rescue jumpmaster (JM) procedures are utilized to enable the rapid deployment of personnel and treatment of survivors through precision parachuting. Minimizing the distance to the survivor increases their chance of survival while decreasing the PJs exposure to the elements and the threat. It is the most accurate method of jumpmastering when used with wind drift indicators (WDI), as it is the only method able to accurately determine the actual winds and currents at the time of deployment from surface to parachute activation altitude. It provides rapid control of the incident area, less time to get to the survivor, positive control of the survivor; it decreases dispersion of the jumpers and takes into consideration terrain, weather, and unusual wind conditions. When RJM procedures cannot be executed because of time or enemy threat, rescue jumpmasters can still perform CARP and HARP procedures.
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5.3.1 Terms and Definitions. 5.3.1.1 High Glide Ratio Parachute. The high glide ratio parachute (HGRP) is a ram air parachute used in military parachuting for delivery of personnel. 5.3.1.2 Point of Impact. The point of impact (PI) is the point on a drop zone, where the lead jumper or the first bundle. 5.3.1.3 Preliminary Release Point. The preliminary release point (PRP) is the point above ground at a specific heading, distance, and altitude from the OP which is computed to be the transition point between forward throw and vertical free fall. This point is used as the release point for slow flying aircraft (less than 80 KIAS) because of negligible forward throw. 5.3.1.4 Release Point. The release point (RP) is the point above ground at a specific heading, distance, and altitude from the PRP jumper aircraft exit (including the aircraft’s forward throw) is computed to occur. 5.3.1.5 Jumpmaster Responsibilities. For operational missions, the JM is either the team leader or is appointed by the team leader. The JM has the authority to delegate any duties but is still responsible for the conduct/completion of those duties. 5.3.2 General Responsibilities. Determine mission requirements and brief all participating parachutist on the following. 5.3.2.1 Aircraft inspection and aircrew coordination. 5.3.2.2 Coordination of support requirements to include transportation, drop zone, ground party, aircraft utilization, and support equipment requirements. 5.3.2.3 Rigging and inspection of parachutists/equipment. 5.3.2.4 A pre-deployment evaluation is conducted at the staging area and on scene. Jumpmasters should make an initial assessment of the proposed drop zone (DZ) area at the unit prior to parachute deployment/operational mission. On-scene evaluation is conducted jointly by the aircraft commander and the JM to evaluate factors in determining the feasibility of a parachute deployment. When determining deployment is required, the mission team leader/JM will advise the aircraft commander (AC) of this intent. The predeployment evaluation is one of the most critical phases in a rescue deployment. Depending on the situation, the deployment aircraft should be flown on as many low-level passes as necessary to accomplish this evaluation. The JM must evaluate all aspects of the conditions and terrain features located around the intended deployment area. 5.3.2.4.1 A site evaluation must be conducted. Terrain features and possible hazards at the deployment sites may include rocks, trees, stumps, snow cover and avalanche/rock slide conditions, streams, lakes, mountains, cliffs, crevasses, frozen ground, or man-made objects. Water hazards may include temperature versus time deployed, chill factor, sea state, hazardous marine life, vessel traffic, and channel buoys.
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AFTTP 3-3.8, 1 July 2006 5.3.2.4.2 DZ size and location (i.e., a small clearing on the side of a hill or deep snow drifts) may make it necessary to deploy the parachutists and equipment separately. It may be better to deploy the equipment first, then deploy the team to the equipment. 5.3.2.4.3 DZ elevation should be considered during a site evaluation. DZ elevation is a factor when parachuting with equipment at elevations as low as 5,000 feet. Taking temperature and density altitude into account, an appreciable increased rate of descent is noticeable at higher elevations. Altitude is not considered a factor for deployments below 14,000 feet MSL without equipment. 5.3.2.4.4 The recovery of the team will be considered before deployment. The method of recovery, possible delays in recovery, and hazards involved must be considered. 5.3.2.4.5 A weather evaluation must be made to determine on-scene conditions and forecast future conditions. 5.3.2.4.6 Lower ceilings may prevent the team from using more accurate square parachutes versus static line parachutes. 5.3.2.4.7 Deployment of back-up kits and housekeeping kits may be mandated with forecasted storms and delays in recovery. 5.3.2.4.8 Wind velocity is one of the most important items of evaluation. A maximum allowable velocity will depend on many factors: the experience and ability of the rescue team, type equipment used, and urgency of the mission. Life or death missions may justify a calculated risk. 5.3.2.5 Wind Drift Determination. Wind drift determination is the art of establishing an accurate release/exit point for precision parachuting to a pre-selected impact point. Wind drift determination is critical to accurate target deployment. If the situation allows, the most accurate method of determining wind drift is the WDI. Especially in mountainous terrain, wind and current conditions can change dramatically from the surface to parachute activation altitude. The JM should deploy a minimum of one WDI prior to personnel delivery, with consideration to deploying additional WDIs as necessary for verification. Consider additional WDIs if: • Delivery site is restrictive. • Wind velocity appears marginal or gusty. • Lost sight of or unsure of the landing location of the previous WDI. • Suspect the wind conditions have changed since the last deployment. • Any doubt as to delivery conditions. 5.3.2.5.1 Wind Drift Indicators and Configurations. The AF/B 28J-1 Wind Drift Determination Parachute (with MK6 MOD 3 Smoke/Flare, MK 58 MOD 1 Smoke/Flare, or a 16 to 21 pound weight), crepe paper streamers with 0.75 of 1 ounce weight, or the search and rescue light are the only devices authorized for determining wind drift.
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5.3.2.5.2 AF/B 28J-1, Wind Drift Determination Parachute. When using the AF/B28J-1 parachute, use the 16- to 21-pound weight provided with the parachute, a MK 6 Mod 3, or a MK-58 Mod 1. When the AF/B 28J-1 is used in conjunction with MK 6 Mod 3 smoke/flare, it will be configured by installing two MK 6 Mod 3 Suspension Bands (NSN 1370-00-069-9946) 4 inches from the weighted end of the MK 6 Mod 3, with the attaching rings at 90 degree angles to each other and tightened sufficiently to prevent separation during delivery. The same procedures apply when using the MK 58 Mod 1 except MK 58 Mod 1 suspension bands (round instead of square), will be used. Chemlight or strobe lights will be attached to the AF/B 28J-1 risers for night land deployments. 5.3.2.5.3 Strobe Lights. Strobe lights should be upright on one side and inverted on the other side of the single portion of the risers above the weight/MK 6 Mod 3/MK 58 Mod 1. Use tape and 80-pound test tape to secure the strobe lights. For night water deployments, attach chemlights to the AF/B 28J-1 risers to aid in recovery of the wind drift chute in case the MK 6 Mod 3/MK 58 Mod 1 malfunctions. The MK 6 Mod 3/MK 58 Mod 1 signal may also be used for land deployments when a fire hazard does not exist (i.e., snow-covered terrain). The signal will be easier to see than a streamer or wind drift parachute. 5.3.2.5.4 Crepe Paper Streamers. The crepe paper streamer is 20 feet long and 10 inches wide. The metal rod is 10 inches long, weighing 0.75 of one ounce. For night deployments, the metal rod will be replaced with 2 six-inch long high intensity chemlights. Crepe paper streamers can be procured assembled or assembled from locally obtained materials. They can be made of any color crepe paper, but they should be of a color that contrasts with the terrain. Be careful to prevent squeezing the rolled streamers prior to delivery. The paper may compress, causing the streamer not to unroll to its full extent. A number of streamers should be deployed simultaneously on each release point determination pass to provide a better reference. Ensure the tape has been broken and 1 or 2 feet pulled from the roll prior to deployment. 5.3.2.5.5 Search and Rescue Light. The search and rescue light (SRL) is a durable light sphere used during search and rescue missions carried out at night. The lights are used to mark targets and landing sites and to indicate wind drift. The SRL is currently produced in white, red, green, and yellow colors. The SRL has either a steady or flashing mode, selected by a three-position toggle switch recessed into the outer surface of each half of the ball. A steel band wraps around the sphere, providing a secure anchor for a standard drag chute and a watertight seal. When the SRL is used to assess wind drift, it is deployed from the aircraft using a drift parachute NSN 1670-21-812-7369. (The SRL is locally purchased through Quantaflex Canada Incorporate NATO Stock Number 6230-21-910-3387 White, 6230-21-910-5796 Red, 6230-21-910-3386 Green, and 6230-21-910-5797 Yellow.) 5.4 Airdrop Release Methods. 5.4.1 Computed Air Release Point. The computed air release point (CARP) is the most often used method to deploy conventional airborne forces. CARP is computed by the aircrew (navigator). Procedures for calculating the CARP are found in AFI 11-231, Computed Air
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Release Point Procedures. The navigator uses updated winds obtained from the aircraft instrumentation/ forecasted winds on the DZ to calculate the release point. CARP is also referred to as a “navigator release.” When a CARP deployment is performed, the aircrew takes responsibility for the accuracy of the deployment. However, the JM has “No Drop” authority and can prevent an incorrect release. Close coordination between the aircraft navigator and JM is essential to ensure deployment over the correct spot. Prior to exit on navigator release deployments, the JM and aircraft navigator should separately determine the release point, compare their results, and resolve any differences. All parachutists will be briefed on selected exit and opening points. NOTE: Suspended equipment weights greater than 35 pounds increases the rate of descent and may require adjusting the constant value to a lower number (i.e., a constant value of 25 for a 35pound load to 18 for a 115-pound load). 5.4.2 High Altitude Release Point. The high altitude release point (HARP) is similar to CARP but is used for obtaining the release point for a HAHO or HALO deployment. HARP considers the amount of drift of the parachutist in free fall plus the drift from canopy opening to landing. This method may be used for both JM or navigator release jumps. JMs may learn how to perform a HARP calculation by consulting Army FM 3-05.211, Special Forces Military Free-fall Operations as compared to the updated aircrew version found in AFI 11-231, Computed Air Release Point Procedures. When performing a navigator-release HARP deployment, the JM should also accomplish a separate HARP and compared these results with the navigator for accuracy. 5.4.3 Ground Marking Release System. The ground marking release system (GMRS) is computed by the drop zone support team leader (DZSTL) and determines the release point from the ground by placing panels/lights in strategic locations for visual identification/release point by the deployment aircraft. It is most often used by Special Forces teams for insertion of personnel and equipment from low altitudes to small DZs. 5.4.4 Verbally Initiated Release System. The verbally initiated release system (VIRS) is used by the Army and Marine Corps to deploy small numbers of personnel from rotary- or small fixed-wing aircraft to small DZs. The release point is indicated by an oral command from the DZ to the deployment aircraft. VIRS is performed only by qualified CCT or TALO personnel. 5.4.5 Wind Streamer Vector Count. The wind streamer vector count (WSVC) is a JMDD utilizing streamers and count for establishing the release point from the air. This is the method most often utilized by PJs as it is the most accurate method for inserting small teams into confined or unprepared areas utilizing both static line and free-fall canopies. 5.4.6 Other Airdrop Methods. The United States Air Force has developed other airdrop methods utilizing radar systems in conjunction with navigator release airdrops for instrument meteorological conditions. Some examples of these are adverse weather aerial delivery system (AWADS), radar beacon airdrops, ground radar aerial delivery system (GRADS), ground control approach (GCA)/computers aerial delivery system (CADS), and self-contained navigation system (SCNS)/station-keeping equipment (SKE)/zone marker (ZM) airdrops.
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5.5 Jumpmaster Directed Drops. 5.5.1 Sight Alignment. Sight alignment is the method utilized by the JM to obtain an accurate sight picture from the aircraft to the target. The sight picture from each aircraft will be different and requires an understanding of the principles involved and training in a variety of aircraft. 5.5.2 Head Alignment. The JM should be in a position that affords him the best opportunity to determine whether the aircraft is flying the correct track. The head should not be too far inside or too far outside the aircraft. Improper head alignment can cause the JM to align the aircraft right or left of the track. Proper sight alignment should be parallel to the ground directly over the intended track. 5.5.3 Movement. When the JM changes position from the prone or kneeling position to standing position, it is imperative that the proper sight alignment be maintained. WARNING: For all aircraft, parachute ripcord handles will be guarded to prevent accidental deployment. 5.5.4 Location. The JM must be able to inform the pilot of the location of an object in the air or on the ground (e.g., wind drift device, equipment, or parachutist). The JM can use two methods. One method is to identify the object’s position in respect to the aircraft giving a clock position, distance, and altitude. The other method uses the PI and heading of “last final flown” to provide reference information only for locating an object on the ground. The direction of the “last final flown” will always be identified as 12 o’clock. Any reference using this method should include the word PI in the statement and should be stated as follows: “THE STREAMER LANDED AT THE PI’S 5 O’CLOCK POSITION, 300 METERS.” 5.5.5 Jumpmaster Release. Using For fixed-wing aircraft utilizing JMDD instead of a CARP/HARP (navigator release) drop, the aircrew will allow the JM to begin spotting at a minimum of 2 minutes out. The green light will be turned on 1 minute prior to the calculated release point. This will still allow the aircrew the use of the red light for stopping the deployment. Do not confuse a JMDD with a CARP deployment (i.e., going on the green light) as this will result in an early release and probably an off-DZ landing. Parachutists will not exit the aircraft if the green light is not illuminated or a no-drop condition exists. 5.5.6 Fixed (Normal) Target Pattern. The fixed target pattern/normal flight pattern will be a Rectangular or Racetrack pattern with the final approach from WDI to target. Each leg of the pattern must be long enough to allow the JM and parachutists preparation time needed prior to deployment. The legs of the pattern, in order, are crosswind, downwind, base, and final. 5.5.6.1 Pattern Leg Lengths. A pattern with crosswind and base legs of not over 30 seconds and with downwind and final legs of 1 to 1.5 minutes will allow time for heading corrections on final and keep the objective area in sight. This also permits the JM and aircrew to observe the descent of parachutists or WDI. 5.5.6.2 Wind Drift Indicator. The turn to the crosswind leg will be made as soon as possible after the WDI is released. This ensures JM does not lose sight of the WDI. If necessary, request the pilot to lift a wing or turn more left or right as necessary to keep the WDI in sight. Relay directions to the pilot to allow him/her to sight the WDI. If a delay is
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AFTTP 3-3.8, 1 July 2006 expected, another full pattern should be flown, as opposed to extending the downwind leg or performing a 360-degree turn on final; this maintains the aircraft close to the area for continued evaluation. This pattern will place the aircraft a maximum of 5 minutes from the site at any one time. The aircraft will be flown over the target at a predetermined altitude and airspeed. When directly over the target or PI, a minimum of one WDI will be dropped. The WDI will be deployed at the planned parachute opening altitude. The JM and aircrew will make every effort to keep the WDI in sight from release to impact with the ground/water. Over land, the pilot may have to circle over the WDI to ensure the location of, or orientation from, the impact point of the WDI to the target/intended PI of the jumpers. After the first WDI has reached the ground and its position noted, the aircraft will return to the normal pattern. The final approach should pass directly over the WDI and the intended target. This pattern automatically aligns the final approach of the aircraft into the wind. A right or left hand pattern may be flown depending on terrain and aircraft configuration. The aircraft will be flown in this pattern with minor course corrections on final. As the aircraft passes directly over the first WDI, the JM will start a uniform count to measure the time from the WDI to the target. When the aircraft is over the target, the count will be stopped and immediately a new count will begin; when that count equals the first, the second WDI or jumper will be deployed. The count will measure the same distance past the target with the accuracy of the deployment dependent upon the JM’s alignment and uniformity of the count. If subsequent passes or sticks of jumpers are necessary, the JM should have noted the release point of the first jumpers. (See paragraph 5.9.7.2, “Spotting Techniques.”)
5.5.7 Moving Target Pattern. Deployment procedures to a moving target are similar to those employed for a stationary target. The moving target procedures takes into consideration target drift and will place the team on the downdrift line of the moving target and not necessarily on the target. It is always better to land downwind/down drift of the target to allow the target to drift towards PJ team rather than land upwind/updrift forcing the PJ team to swim/chase after the target in the water. The pattern must be adjusted so the initial pattern over the target after WDI deployment will return over the intended release point not less than 5 minutes and not more than 9 minutes, even minutes being ideal. If the initial pattern requires more than 9 minutes, the team will be too far downdrift/downwind and with a high target drift rate may not be able to locate the target visually. Less than 5 minutes may put the team upwind/updrift of the target depending on the target’s drift rate. Although a target can be moved by the ocean current, wind will affect a stationary object to travel a greater distance. When the wind and current are heading in the same direction, the target may be moving at a greater speed than the PJ will be able to make up with fins alone. On the initial pass after the WDI deployment, an accurate count can be obtained by the JM and the heading noted by both the JM and pilot. All subsequent passes will be made on this initial heading using the count obtained on the first pass. No attempt should be made to recheck the count or change the initial heading because the target will have drifted. NOTE: On subsequent passes requiring a course correction to place the aircraft over the target, ensure the pilot corrects back to original heading. 5.5.7.1 Crosswind Pattern. This involves deploying the team in a crosswind direction, 90 degrees to the known wind line. A crosswind pattern may be required due to terrain or
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sun reflection on the surface of the water preventing a desirable release into the wind. The pilot and JM must accurately judge the upwind distance from the target in order for this technique to be effective. The easiest method for obtaining an accurate upwind distance is the utilization of a reference/release point. Judging distance over water is more demanding because of the lack of fixed reference points and tests the distance judging of the JM. (See paragraph 5.9.7.2, “Spotting Techniques.”) The JM must ensure the spot is at a right angle from the heading of the initial pass. Error towards the target if in doubt. Consider throwing a check streamer if heading cannot be determined to verify the spot is downwind and down drift. This will ensure a downwind impact point. It is imperative the parachutists are deployed prior to reaching the reference point due to the forward throw of the parachutist in the direction of aircraft travel. The object is to place the reference point at the center of the stick after forward throw is considered. 5.5.7.2 Spotting Techniques. Reference points should be used on all JMDD, CARP, and HARP land deployments. The utilization of reference points will increase the JM’s accuracy in determining the proper release point. An established reference/release point will allow the aircraft to fly in any direction as long as it will pass over the reference/release point. Approaching from a different flight heading may confuse the parachutist with the actual wind line. However, the parachutist may find the direction of the wind line while under canopy by drawing a straight line from their release point to the target/PI, then course correcting onto the proper wind line. 5.5.7.3 Finding and Using a Reference Point. Upon completion of the initial pass over the target for WDI deployment, establish the impact location of the WDI. Pick out a spot that is an equal distance on the opposite side of the target as the WDI. This spot can be any readily identifiable feature (e.g., discolored ground, bushes, or trees.) Back up this location using the JM count from the first deployment and by looking at the ground after releasing the first stick of parachutists. Fix that location in your memory. For water deployments, find the correct distance equal to the WDI to target distance for your release point. The JM should pass the reference/release point to the pilot to ensure both are utilizing the same point. 5.5.7.4 Voice Terminology and Hand Signals. During JM-directed airdrops, the JM must use clear and concise communications with the aircrew. If wearing a helmet for communications, the JM will ensure the chin strap is fastened. If unable to wear a helmet, such as during water operations or prior to the JM’s own exit, the JM will communicate using hand signals. When communicating with the aircrew, the JM will use standard voice terminology and hand signals. Refer to TO 14D1-2-1-121 for standard static line deployment commands and signals. Refer to Army FM 3-05.211, Special Forces Military Free-fall Operations for standard free-fall deployment commands and signals. In addition to the standard visual/verbal commands listed for CARP deployments, JMDD requires visual/verbal deployment commands for directing the aircraft over the intended RP. These hand and voice signals are normally relayed to the pilot over intercom and, when necessary, to the safetyman for relay to the pilot when the JM is off intercom. 5.5.7.4.1 “STEADY”—A voice or hand signal indicating the present direction of flight is satisfactory. The hand signal is an “open hand,” palm vertical pointing the fingers toward the flight deck.
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AFTTP 3-3.8, 1 July 2006 5.5.7.4.2 “LEFT”/”RIGHT”—A voice or hand signal indicating the direction of flight should be changed to the left or right 5 degrees. The hand signal is a “closed fist, thumb extended” lateral hand movement with the thumb pointing to the left or right side of the aircraft. 5.5.7.4.3 “LEFT/RIGHT X DEGREES”—A voice or hand signal indicating a change of flight direction required in excess of 5 degrees. The hand signal is the LEFT/RIGHT hand signal from above followed by indicating the desired number of degrees. Multiple hand movements will indicate directional changes in 5 degree increments. 5.5.7.4.4 “THUMBS UP”—A hand signal from the safetyman indicating the aircraft commander has given the “clear to jump” command. This is to be used by safetymen for the JM who is off intercom. Do not confuse this hand signal with the JM's thumbs up for “Standby” to the jumpers. 5.5.7.4.5 “NO DROP”—A voice, hand, or light signal indicating an unsafe condition exists and all jump activities will cease until the unsafe condition is corrected. The hand signal is a “clenched fist” held in front of the face. If a jumper is in the door, the “clenched fist” will be placed in front of his/her face. The “red” jump light (if used/available) is turned on as the light signal. The JM or any crew member noting an unsafe condition will immediately call or signal a “NO DROP.” The standard Army free-fall hand signal is a shaking head from left to right without any hand movement. Army personnel may also use the term “Abort” to mean “No Drop.” These signal may also be used by the JM, but ideally, within the Air Force, the “No Drop” signal for static line and free-fall use should be standardized to avoid confusion.
WARNING: If the parachutist is exiting the aircraft, do not attempt to physically restrain/stop the parachutist. 5.6 General Jumpmaster Information/Requirements. Specific aircraft parachute deployment procedures are contained in each aircraft MDS, specific AFIs, or MCI, Volume 3, and amended as necessary by MAJCOM/wing supplements, flight crew information files (FCIF), and unit flight crew bulletins (FCB). JMs should be familiar with and review the paradrop procedures used by the deployment aircraft. All JMs and assistant jumpmasters (AJM) should review the applicable portions of the FCB of the flying organizations routinely supporting PJ parachute operations. 5.7 Chief, Standardization Certifier/Evaluator (Stan/Eval) Responsibilities. I t is the responsibility of the PJ unit chief, standardization certifier/evaluator to monitor/be on distribution for those FCBs of flying units supporting PJ parachute operations on four or more separate occasions per year. Multiple paradrops accomplished during a single exercise may constitute a single occasion. The chief, standardization certifier/evaluator is responsible to inform unit assigned JMs and AJMs of a change to an FCB or MDS-specific Volume 3 affecting procedures used for parachute operations. It is still the individual JM’s responsibility to keep abreast of all changes. 5.8 Static Line Aircraft Deployment Procedures. General guidance on specific aircraft types is found in TO 14D1-2-1-121.As paradrop procedures rarely change, some of the more important
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procedures (as well as some general JM tips) of the more common jump platforms are provided in this section. 5.8.1 HH-60 Aircraft. Delivery will be made from straight and level flight. Without internal auxiliary tanks installed, the maximum number of parachutists is four per door per pass. With the twin 185 auxiliary fuel tanks installed, only two parachutists with equipment per door may be deployed on a single pass. Without equipment, three parachutists per door may be deployed on a single pass. Parachutist deployments will be accomplished at 1-second intervals. Order of deployment of parachutist is from the left rear parachutist forward. The right door will not be used for static line parachuting if the internal hoist has been installed. The deployment position for the H-60 aircraft is sitting on the cargo floor with the legs outside the aircraft. At the “Standby” command, the parachutists place both hands, palm down, on the cargo floor alongside their thighs. On the “Go” command, the parachutist pushes himself/herself out and grasps the reserve, performing normal procedures. 5.8.1.1 Doors/Exits. Double door exits are authorized. On double door exits, the first parachutist of the second stick will exit 1 second after visually observing the exit of the last parachutist from the opposite side. The opposite door should be closed during single-door parachute operations. It may be opened for JM spotting training in concurrence with an actual deployment. Doors may be opened or closed in flight as necessary with the pilot's approval. JM duties may be performed from any position in either door. 5.8.1.2 Configuration. • Passenger seats will be removed from the cargo compartment. • Tape sharp edges, cargo floor troop seat, and tie-down fitting wells, and door jambs that could cut or fray static lines or snag parachutists’ equipment. • Tape must not interfere with closing or opening the doors in flight. • Seat belts/personnel restraint devices will be used for all parachutists for take-off and cruise flight. • Safetyman/JM, when secured with a gunner's belt, will be attached to a location on the airframe that will not interfere with parachutist exit. 5.8.1.3 JM Responsibilities. • Seat belts will not be removed until the aircraft is at 1,000 feet AGL or higher. The aircraft commander should be informed before seat belt removal. • Parachutists will not remove seat belts unless wearing a manual release (reserve or HGRP) type parachute. • The static lines of the parachutists seated in the left and right doors should be routed directly behind them and down to the anchor line. Ensure any excess static line slack is stowed in the pack tray retainer band. • The static line anchor line cable is never rigged to the cargo doors or overhead repelling rings, since training D-bags might foul the main rotor system.
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AFTTP 3-3.8, 1 July 2006 • The pilot must maintain the aircraft in level flight and airdrop speed during D-bag retrieval to preclude D-bag entanglement with the cargo doors. The aircraft will not be “cleared to turn” until the D-bags have been retrieved. • The D-bags will be retrieved before disconnecting the static lines. • When parachutists assume a door position, the pilot will be advised of delivery status. • The JM may perform wind drift determination before or after the parachutists assume a door position. • The wind drift chute, if used, will be attached on the anchor line cable aft of the first parachutist in the first stick and delivered on the JM’s signal. • The JM will acknowledge all calls from the pilot. 5.8.1.4 JM Sight Alignment. The H-60 sight alignment is accomplished by sighting along the edge of the aircraft. When the PI reaches a position directly below the JM, on the edge of the floor, an over the PI position has been reached. The JM can accomplish this from the kneeling or deployment position. 5.8.1.5 In-flight Visual/Verbal Signals. The pilot will normally give 10-, 5-, and 1-minute warnings. After turning “final,” the JM will advise the pilot when the target is in sight and when going off intercom. The pilot will call 1 minute prior to drop and will acknowledge “CLEAR TO DROP” after receiving, “SAFETYMAN CHECK COMPLETED.” If the JM is not on intercom, the safetyman will relay the “CLEAR TO DROP” to the JM. The words “NO DROP” over the intercom or a “clenched fist” visual signal by any person will serve as notification to terminate parachute operations until the situation is resolved.
NOTE: The term “No Drop” instead of “Abort” should be briefed to the pilot before parachute operations are conducted. WARNING: When parachutists are in the door, ensure the aircraft clears terrain at the minimum safe deployment altitude. 5.8.1.6 Safetyman Responsibilities. Flight engineers/aerial gunners may be used as safetymen and will relay hand signals between the JM and pilot. 5.8.1.7 Parachutists Responsibilities. Seat belts will be adjusted to ensure the connection is above the reserve parachute. Crowded conditions inside the cargo compartment make accidental activation of the reserve parachute more likely. During movement inside the aircraft, parachutists must protect their ripcord. 5.8.2 C-130 Aircraft. Personnel required to be mobile in the cargo compartment during low-level phases will wear protective headgear, as a minimum, from the start of the pre-slowdown checklist until the completion of the deployment checklist. (Exception: Personnel performing day water jumps.) During an airdrop, occupants in the cargo compartment will either have a seat belt fastened, wear a restraint harness, or wear a parachute before doors are opened. Static lines are attached to the anchor cables before doors are opened. (Exception: Parachutists exiting on subsequent passes may stand and hook up with
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doors open if they are forward of the aft edge of the wheel wells [Flight Station (FS) 617].) The aircraft must be at or above drop altitude and stable no later than 1 minute out (2 minutes out for JM-directed drops) to allow the JM access to the paratroop door. At no time will both paratroop doors be opened for paratroop drops if only one loadmaster is on board. When more than 20 static line parachutists are dropped on a single pass, the paratroop doors will be used. 5.8.2.1 JM Responsibilities. JMDD releases will not be mixed with any other type of airdrop method, (i.e., GMRS, VIRS, or standard CARP deployments). Checklist times may be compressed during Racetrack patterns, but the one-minute advisory is never compressed and is always given on time. 5.8.2.2 JM Sight Alignment. The JM should use the forward edge of the deployment platform support and the forward edge of the air deflector door to obtain sight alignment. The target should pass from the “V” in the air deflection door to the leading edge of the deployment platform. When the PI reaches the leading edge of the deployment platform, a direct over the PI position has been attained. The JM can be in a kneeling, prone, or standing position during sight alignment. This sight alignment may have to be modified if the aircraft is required to crab to maintain proper ground track. It is especially valuable to have the ground reference point when this situation occurs. For ramp procedures, ensure paratroop doors are closed. JM will be in a position to visualize the target and exit point. The JM will make course corrections to the aircraft alignment until the aircraft flies directly over the exit point. 5.8.3 HC-130 Aircraft. The authorized exits for static line parachuting from an HC-130 aircraft are the left and right paratroop doors and ramp exits if the aircraft is configured IAW the applicable TO. Standard static line delivery procedures are single door exits. Double door exits require a qualified safetyman to be available for each door. Single or multiple exits are authorized from either door. 5.8.3.1 Configuration. Standard configuration for the HC-130 requires deployment platforms to be extended when using the paratroop doors. If an air-to-air recovery system (ATAR) is installed, static line parachuting is restricted to the right paratroop door. Further, the ATAR cover plate and hydraulic lines must be removed to gain parachutist access to the right door. In order to preclude damage to the parachutists’ parachute canopy by contacting with the overhead delivery system (ODS) rails during the opening sequence, the aircraft cargo door must be open during parachute deployments. The only authorized parachute static line hook-up point is the installed anchor line cables. During WDI delivery, the door not being used will be closed unless a PJ trainer or certifier elects to have it open to conduct training or evaluations. 5.8.3.2 JM Responsibilities. JM duties can be performed from any position in either parachute door. It is recommended the JM use the right door for right-hand patterns and the left door for left-hand patterns. The safetyman will be hooked up to the personnel restraint system. The JM will use either a personnel parachute or the personnel restraint system. When using a parachute, the JM will hook-up the static line forward of the center overhead anchor line cable support. A static line restrainer will be used to hold the JM’s static line (if the JM is not the first parachutist) to the rear against the overhead anchor line cable support and clear of exiting parachutists. The static line restrainer will be looped
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AFTTP 3-3.8, 1 July 2006 around the support at FS 770 below the cargo door uplock manual release lever and hooked to the anchor cable forward of static lines to be restrained. If the parachutists are to exit using a JM-selected exit point, the team leader may elect to have a JM who will not deploy, but stay with the aircraft. This will preclude a parachutist who is suited up with cumbersome gear from having to perform JM duties.
WARNING: Prior to opening the ramp, cargo door, or paratroop door, all personnel aft of FS 617 will be wearing a restraint harness with the safety line properly attached to the aircraft, a parachute with the static line attached to the anchor cable, or a seat belt when seated in a troop seat. Exception: Parachutists with reserve parachutes properly installed may proceed aft of FS 617 for the sole purpose of hooking their static lines to the anchor line cable. Parachutists wearing free-fall parachutes may proceed aft of FS 617, if the aircraft is 1,000 AGL or above, to perform jump duties. 5.8.3.3 In-flight Visual/Verbal Signals. The JM will visually relay steering signals to the loadmaster, who will verbally relay the signals to the pilot. The JM may spot from the aircraft ramp or paratroop door. If exit of jumpers becomes unsafe (aircraft emergency or similar circumstances), the aircrew will turn on the red light and the loadmaster will direct the JM to stop remaining parachutists. After turning “final,” the JM will advise the pilot when the PI is in sight and when the JM is going off intercom. One minute prior to the navigator’s release point, the copilot will indicate “Clear to Drop” by turning on the “green” jump light. When the JM is not the first parachutist to exit, the JM will move to the aft edge of the door and signal the first parachutist to assume the deployment door position by slapping the deployment platform with his/her hand. The JM will move clear of the door to give clear access to the deploying parachutists. Parachutists will not exit the aircraft unless the “green” light is illuminated. NOTE: During SCUBA/SPUDS/oversized equipment parachute deployments, parachutists fully mission equipped may remain seated with seatbelts fastened until the wind drift device has been deployed. Seating should be opposite the deployment exit. All equipment including the reserve parachute should be worn while seated to preclude unnecessary delays. Parachutists will stand up, hook up, and be checked prior to final approach. 5.8.3.4 Safetyman Responsibilities. The safetyman is responsible for monitoring the JM’s static line until the JM exits and each following parachutist’s static line after they approach the door to exit and pass the static line to him/her. When the JM is not deploying first, the JM will determine who (himself/herself or the safetyman) has responsibility for monitoring the parachutists’ static lines as they exit. During instruction or evaluation, the safetyman may be required to monitor a PJ trainers’ or certifiers’ static line when they are aiding or observing the JM’s duty performance. The trainer/certifier may assist by monitoring the JM’s static line. The safetyman will relay all hand signals given by the JM. The safetyman will assist in the delivery of supporting equipment. The Safetyman will recover the deployment bags of deployed parachutists. If the JM did not deploy, the JM must monitor his/her own static line during deployment bag recovery. 5.8.3.5 Parachutists Responsibilities. When two or more parachutists are to be deployed, each parachutist is responsible for monitoring his/her own static line. Once the static line is hooked to the anchor line cable, parachutists will remain standing and avoid
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movement away from the anchor line cable except to jump. The parachutists will line up from the paratroop door forward either in file or slightly staggered paralleling the side of the aircraft and the respective anchor line cable. This is necessary to avoid excessive static line from playing out which would create an exit hazard to the parachutists. By staggering the file, as many as six fully mission-equipped parachutists can be safely lined up in the space between the paratroop door and the Benson fuel tank. Three fully equipped scuba parachutists can fit in the same space. When parachuting from the left door, the parachutist’s static line will be over the left shoulder and held in the left hand. When parachuting from the right door, the parachutist’s static line will be over the right shoulder and held in the right hand. The parachutist will form a bight in the static line of approximately 4 to 6 inches and hold it to his/her front. The remainder of the static line will be carried over the shoulder with all excess stowed in the static line retainer bands to reduce any possibility of entanglement. WARNING: Parachutists must exercise caution as they approach and prepare to exit the door to avoid becoming entangled with their own static line or the static lines of proceeding parachutists. To preclude entanglement; as much static line as possible will be stowed in the retainer bands; parachutists will pass—not throw—their static lines to the safetyman; each parachutist must use caution to ensure other static lines do not entangle his/her hand. 5.8.3.6 Towed Parachutist. Towed parachutists on an actual tactical mission will be recovered into the aircraft. By the time the parachutist could be identified as towed, conscious and capable of deploying a usable reserve, the aircraft would be off the DZ. If cut away, the towed parachutist could compromise the security of the team and the mission. Plan for a safe area for cut-away of a towed parachutist if retrieval is not possible. These procedures must be briefed to the aircraft commander prior to flight. 5.9 Free-Fall Deployment Procedures. General guidance on how to jumpmaster specific aircraft types is found in Army FM 3-05.211, Special Forces Military Free-fall Operations. All static line parachute procedures apply to free-fall except as noted here and in Army FM 3-05.211, Special Forces Military Free-fall Operations. 5.9.1 C-130 Aircraft. The ramp or paratroop doors (single- or double-door) may be used for deployment for free-fall parachutists. Deployment platforms are not necessary. 5.9.1.1 Loadmaster Requirements. Two loadmasters will be used on actual equipment deployments utilizing the ramp and door. Two loadmasters will be used on all HALO personnel deployments (13,000 feet MSL and above). One loadmaster may be used on HALO personnel deployments (up to 13,000 feet MSL) when utilizing the ramp and door or only one paratroop door. 5.9.2 H-1 Aircraft. Free-fall parachutists may use either door or both doors simultaneously for deployment. When opened, the doors will be pinned in the open position. 5.9.3 H-60 Aircraft. Free-fall parachutists may use either door or both doors simultaneously for deployment. Parachutists will use caution when exiting the right door if the internal rescue hoist is installed. Deployment position may be standing (bent over at the waist).
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5.9.4 Other Aircraft. When using aircraft other than those listed for deployment of free-fall parachutists, use the procedures outlined in TO 14D1-2-1-121, unit OIs for contract use of civilian aircraft, and the appropriate operations regulations. 5.9.5 Visual Meteorological Conditions Restrictions. All free-fall parachute deployments using wind drift devices for wind drift determination will be restricted to visual meteorological conditions (VMC) at deployment altitude. When the target is obscured, the JM can deploy himself or other parachutists if he has at least two known points in sight for cross-reference and is familiar with the DZ. 5.9.6 Deployment to a Vessel. The many factors affecting the decision to deploy a team to vessels at sea preclude the establishment of a single procedure that will apply to all situations. In all cases, thorough pre-deployment planning and coordination with the recovery vessel is vital to a safe and successful operation. In sea conditions other than calm, it is essential that large vessels, where boarding may be difficult, have a small motorized launch in the water prior to team deployment. Alternatively, if deploying a boat, the team should inform and coordinate the boat and personnel requirements with the captain of the vessel. Positioning/maneuvering of the ship and the launch is the captain’s decision. However when possible, the rescue team should coordinate with the captain prior to deployment. The PJ Team Leader should consider the following: • Can the vessel/ship remain stationary in the water? • Will the vessel/ship be steered into the wind, crosswind, or other direction? • Where will the launch be positioned? • What are the procedures for boarding the vessel from the launch? • If deploying a boat with the team, can the boat safely be brought along side for boarding and can it be moored or retrieved? WARNING: Any time a team member is in the water alongside a vessel, the vessel’s propellers should be shut down or placed in neutral. 5.9.6.1 In the rare case a decision is made to deploy the team without the use of a motorized launch, the team should land upwind and drift/swim to the vessel. An alternative/extra safety measure may be to have the ship put a raft/launch on a securing line to the stern of the vessel and pick-up the parachutist—similar to the method of retrieving a water skier or giving a water skier a line in recreational boating. 5.9.6.2 Additional. Other items to be considered by the JM include the following: 5.9.6.2.1 SCUBA/SPUDS should always be considered as an option because it enhances parachutists’ safety in the water and allows the PJ to work on the RAMZ package underwater if required. 5.9.6.2.2 Do low visibility conditions require additional parachutist/bundle lighting? 5.9.6.2.3 Is an additional life raft needed for PJ equipment? This may prevent the unnecessary loss of equipment. 5.9.6.2.4 What action is to be taken if ship boarding is not possible after deployment?
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5.9.7 Spotting and Aerial Delivery—Crosswind Procedures. Fly over target on heading in a direction to permit a left-/right-hand pattern. Release the spotter chute/streamer directly over target. Accomplish a 180-degree turn (terrain permitting) in direction of drift and observe distance of spotter chute/streamer from target. Make another 180-degree turn to place the aircraft on the approach leg the same distance upwind from the target as the spotter chute is downwind. Deploy PJs, equipment, or additional spotters chutes/streamers (as required) just prior to when the aircraft is in direct line with the target and spotter chute/streamer. 5.9.7.1. Crosswind Pattern. A crosswind pattern may be required by terrain conditions or possible sun reflection on the water’s surface. The pilot and JM must accurately judge the upwind distance from the target in order for this technique to be effective. The easiest method for obtaining an accurate upwind distance is the utilization of a reference/release point. It is imperative that the jumpers be deployed prior to reaching the reference point due to the forward ballistics of the parachute as opening occurs. The objective is to place the reference point at the center of the stick after forward throw is considered. 5.9.7.2. Spotting Techniques. Reference points may be used on all JMD land deployments. The utilization of reference points will increase the JM’s accuracy in determining the proper release point. Also an established reference/release point will allow the aircraft to be flown in any direction as long as it will pass over the reference/release point. These points are a necessity when accomplishing a crosswind or downwind deployment pattern. The correct method for establishing a reference/release point is as follows: 5.9.7.2.1 Upon completion of the initial over the target WDI deployment, establish the impact location of the WDI. 5.9.7.2.2 Pick out a spot that is an equal distance on the opposite side of the target as the WDI. This spot can be any readily identifiable feature (e.g., discolored ground, bushes, or trees). NOTE: The JM should pass the reference/release point to the pilot to ensure that both are utilizing the same point of reference. 5.9.7.2.3 Head directly toward the target, regardless of the wind direction. 5.9.7.2.4 Release the spotter chute/streamer directly over the target. 5.9.7.2.5 Immediately upon release, make a left/right turn to observe descent and position of spotter chute/streamer. 5.9.7.2.6 Establish rectangular drop pattern oriented so that the final approach will be aligned with the spotter chute/streamer and the target, respectively. 5.9.7.2.7 Turn on approach. Make minor changes in heading to pass over the spotter chute and the target on a direct line. Aircraft drift correction should be established prior to passing over the spotter chute. 5.9.7.2.8
Initiate uniform count over the spotter chute/streamer.
5.9.7.2.9. Reverse count over the target.
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AFTTP 3-3.8, 1 July 2006 5.9.7.2.10. Deploy the second spotter chute/streamer or PJ at last digit of reverse count. 5.9.7.2.11 After the jumper clears the aircraft, turn to observe the accuracy of the drop. 5.9.7.2.12 The normal flight pattern will be a Rectangular or Racetrack pattern with the final approach from WDI to target. Each leg of the pattern must be long enough to allow the JM and jumpers the preparation needed prior to deployment. 5.9.7.2.13 For high performance aircraft, the turn to the crosswind leg will be made as soon as possible after the WDI is released. A pattern with crosswind and base legs of not over 30 seconds and with downwind and final legs of 1 to 1.5 minutes will allow time for heading corrections on final. This allows the JM time to observe the descent of WDI device or jumpers. If a delay is expected, another full pattern should be flown, as opposed to extending the downwind leg; this maintains the aircraft close to the area for continued evaluation. This pattern will place the aircraft a maximum of 5 minutes from the site at any one time. 5.9.7.2.14 The aircraft will be flown over the target at a predetermined altitude and airspeed. When directly over the target, a minimum of one WDI will be dropped. The JM and aircrew will make every effort to keep the WDI in sight from release to impact. Over land, the pilot may have to circle over the WDI to ensure the definite location of or orientation to the impact point to the target. After the first WDI has reached the ground and its position noted, the aircraft will return to the normal pattern. The final approach should pass directly over the WDI and the intended target, in that order. This pattern automatically aligns the final approach into the wind. 5.9.7.2.15 A right- or left-hand pattern may be flown, depending on terrain and aircraft. 5.9.7.3 Configuration. The aircraft will be flown in this pattern with minor course corrections on final. As the aircraft passes directly over the first WDI, the JM will start a uniform count to measure the time from the WDI to the target. When the aircraft is over the target, the count will be stopped and immediately a new count will begin; when that count equals the first, the second WDI or jumper will be deployed. The increasing count will measure the same distance past the target with the accuracy of the deployment dependent upon the JM’s alignment and count. 5.9.7.4 Moving Target Procedures. 5.9.7.4.1 Head directly toward the target, regardless of the wind direction. 5.9.7.4.2 Release the spotter chute directly over the target. 5.9.7.4.3 Immediately upon release, make a left-/right-hand turn to observe the descent and position of the spotter chute. 5.9.7.4.4 Establish rectangular drop pattern oriented so the final approach will be aligned with the spotter chute and the target, respectively. The pattern should be adjusted so that the aircraft will be over the target 5 to 9 minutes after the spotter chute is deployed.
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5.9.7.4.5 Make minor changes in heading to pass over the spotter chute and the target on a direct line. Aircraft drift correction should be established prior to passing over the spotter chute. Initiate a uniform count over the spotter chute. 5.9.7.4.6
Reverse count over the target.
5.9.7.4.7 Deploy PJs when the last digit in reverse count is reached. 5.9.7.4.8 After the jumper clears the aircraft, turn to observe the accuracy of the drop. 5.9.7.4.9 Deploy additional jumpers using the drop heading and count established in steps 5, 6, and 7. 5.9.7.4.10 Disregard the spotter chute for subsequent passes. 5.9.7.4.11 When the target drift rate is changed (e.g., drogue chute is installed on target or know wind shift occurs), the entire spotter chute procedure must be re-accomplished and a new drop heading and count established starting with Step 1. 5.9.7.5 Moving Target Pattern. Deployment procedures to a moving target are similar to those employed for a stationary target. The moving target procedures consider target drift and will place the team on the downdrift line of the moving target and not necessarily on target. Pay special attention to the following items: 5.9.7.5.1 The pattern must be adjusted so that the initial pass over the target after WDI deployment is not less than 5 minutes and not more than 9 minutes—7 minutes being ideal. If the initial pattern requires more than 9 minutes, the team will be too far downdrift/downwind and, with a high target drift rate, may not be able to locate the target visually. 5.9.7.5.2 On the initial pass after the WDI deployment, an accurate count can be obtained by the JM and the heading noted by both the JM and pilot. All subsequent passes will be made on this initial heading using the count obtained on the first pass. Because the target will have drifted, no attempt should be made to recheck the count or change the initial heading. NOTE: On subsequent passes requiring a change of heading to place the aircraft over the target, ensure the pilot corrects back to original heading. Moving target procedures are normally conducted from fixed-wing aircraft. 5.10 High Altitude/High Opening. The overall concept of HAHO or standoff jumping is to avoid the over flight of threat rings and still deploy PJs to their objective. 5.10.1 DZ Limitations. Ensure the jump has adequate emergency/abort DZs that the team can safely land in. Ensure that the terrain in which the team is deploying in is conducive to landing. Avoid steep valleys (wind and no LZs) and steep mountains (for the same reasons.) 5.10.2 Weather. Avoid freezing conditions and thunderstorms. If the clouds are high and the temperature is below freezing, then condensed moisture will freeze on the canopy impairing its proper function. All HAHOs will be canceled if the storms are within 20 NM. 5.10.3 Altitudes. 5.10.3.1 The maximum opening altitude for the MT-1X is 25,000 feet.
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AFTTP 3-3.8, 1 July 2006 5.10.3.2 AirOx 8 is approved to 35,000 feet. 5.10.3.3 Standard training is preformed below 18,000 feet; no oxygen techs are required. 5.10.3.4 As aircraft climbs, the air pressure decreases and the indicated airspeed increases. When the actual airspeed (true) is greater than the terminal airspeed of the jumper, then a delay must be added to the exit before opening above 10,000. 5.10.3.5 Failure to use delay may cause parachute/jumper malfunction due to opening shock. 5.10.3.6 Opening shock increases with altitude. 5.10.3.7
Clouds should be 1,000 feet above intended pull altitude.
5.10.3.8 FF-2 must be set 2,500 feet above highest obstacle within 5 NM of release. 5.10.3.9
FF-2 must be set 2,500 feet below aircraft flight.
5.10.3.10 Clear obstacles such as freeways and power lines by 1,000 feet. 5.10.3.11 If jumping 18,000 feet and higher, equipment checks must be complete prior to pre-breathing 1 hour prior. 5.11 Container Ramp Loads. This section is the deployment section for container ramp loads (CRL). CRLs are loads that are individually gated, manually cut, and gravity released. These loads are usually tactical vehicles and water craft. When performing combined CRL personnel drops, the most conservative exit altitudes and limitations will be used. Free-fall and ram air static line drops are done into the wind; static line round drops are performed downwind. 5.11.1 Building. IAW AFJI 13-210, Joint Airdrop Inspection Records, Malfunction Investigations, and Activity Reporting, only certified riggers can build and sign the JAI for CRLs. 5.11.2 Loading. The CRLs are loaded IAW the loading TO for the aircraft that is performing the air drop. Ensure that the floor type (e.g., HC-130 N or P) is known because of the various roller configurations that can be installed. 5.11.3 Deploying/Exit. There are two types of parachute systems for CRL. There are direct bag deployments like the T-10C on the RAMZ and a free bag deployment like on the ATV. Remember that a direct bag deployment will be directly in front on opening while on static line and ram air static line, but above on free-fall. On a free bag system, the load will be well below on opening of static ram and round systems, and even with you on free-fall. 5.11.4 Watercraft. The rigging alternate method-zodiac (RAMZ) is a pararescue employment system developed for peacetime, military operations other than war (MOOTW), or combat missions to be utilized in any water environment. It can be deployed from rotaryor fixed-wing aircraft. Parachutists can deploy either static line or free-fall configured. The optimal PJ compliment on a RAMZ deployment is three: a team leader and two team members. Any one of the three can serve as the jumpmaster. NOTE: Use chemlights on all actuation/release handles during day/night operations.
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WARNING: If the RAMZ and parachutists’ static lines are different lengths, they will not be hooked up to the same anchor cable. RAMZ deployment bags (D-bags) must be retrieved before parachutists deploy from the opposite anchor cables. It is recommended if RAMZ and parachutists static lines are different lengths, the RAMZ be deployed on one pass and parachutists be deployed on a different pass using moving target procedures. WARNING: Parachutists must deploy on separate passes if parachutists are using different static lines lengths. CAUTION: Ensure airspeed does not exceed parachute limits. 5.11.4.1 RAMZ Package Predeployment Preparation. Prior to deployment, ensure chemlights/strobe lights/LPUs on the T-10s (for training use) are activated and remove the forward horizontal and vertical axis tie-downs prior to the aircraft turning final for live deployment. Remove the aft horizontal axis tie-down after the aircraft has turned final. 5.11.4.2 Team Positioning. The TL/JM will be allowed to move freely on the left side of the aircraft (between package and left side of aircraft) to monitor deployment preparations. For actual deployment, the TL/JM will be forward of the package. The number 2 parachutist monitors safety and assists the TL/JM as required. The number 3 parachutist monitors safety and assists the number 2 parachutist and loadmaster as required. 5.11.4.3 Exit/Deployment Sequence. The pilot will call for the green light backed up by a verbal “green light” call to the loadmaster. This indicates a clear to deploy. The red light/no drop will be used to stop the RAMZ deployment. The loadmaster will cut the load restraint strap (gate), with a verbal “cut the gate” from the JM, unless pre-briefed otherwise. After the pilot has received an affirmative response to the 1-minute call, the pilot will turn on the green light. The red light/no drop will be used to stop the RAMZ deployment. The loadmaster will cut the load restraint strap (gate), with a verbal “cut the gate” from the JM, unless pre-briefed otherwise. The JM will keep eyes on the package at all times and ensure the cargo chutes deploy. Approximately 6 seconds after the RAMZ has successfully deployed at a minimum, the JM will exit, provided the RAMZ static lines have been retrieved within the 6-second window. The best time is to deploy parachutists between a 6- to 14-second window. Parachutists exit at 1-second intervals. A good stable exit is important for three reasons as it allows the parachutist to (1) maintain eye contact on the RAMZ and parachutist in front, (2) pull on assigned altitude or delay, and (3) maintain proper body position for proper parachute deployment. WARNING: The loadmaster must retrieve the RAMZ deployment bags prior to any parachutist exiting. The JM/TL will not initiate deployment until visually ensuring the D bags have been retrieved. This will preclude any parachutist entanglement with the D bags during the deployment phase.. 5.11.4.4 De-Rigging Procedures. Teams should brief alternate downwind landing procedures to intercept a RAMZ being dragged by the cargo parachutes. Team leaders and JMs need to be aware of this limitation and consider the using moving target procedures after the RAMZ is deployed. 5.11.4.4.1 Orient the RAMZ to the proper axis for inflation as required.
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AFTTP 3-3.8, 1 July 2006 5.11.4.4.2 Container release system. 5.11.4.4.3 Release type IV connector. 5.11.4.4.4 Release the starboard quick release. 5.11.4.4.5 Release the stern quick release. 5.11.4.4.6 Remove upper portion of A-22 container diaper from package.
CAUTION: Use extreme caution to avoid the cargo chutes when the FXC parachute release system has not disengaged the parachutes, the RAMZ is being dragged through the water by the wind, and the PJ is attempting a moving intercept of the moving RAMZ package in the water. CAUTION: During high winds and depending on sea state, the FXC may not release. If the parachutes do not release, place tension on the FXC in attempt to release the device. If the FXC does not release, cut the riser extensions. CAUTION: Failure to remove straps before inflation may result in severe damage to the boat. 5.11.4.5 Inflation. 5.11.4.5.1 Identify compressed air tank valve and turn counterclockwise, starting inflation and check for leaks. After three-quarters inflation, disconnect engine strap, clear box, and enter the boat. Inflation time is approximately 1 minute and 40 seconds. 5.11.4.5.2 Release air tank quick disconnect. 5.11.4.5.3 Tilt engine to remove shock board from between transom and engine. 5.11.4.5.4 De-water and start the engine IAW manufacturer’s instructions. WARNING: Ensure propeller is clear prior to starting engine. 5.11.4.5.5 Boat crew duties. 5.11.4.5.6 Secure all equipment. 5.11.4.5.7 Inflate keel. 5.11.4.5.8 Turn all valves to the “navigate” position. 5.11.4.5.9 Clamp shock-absorbing tubes. 5.11.4.5.10 Parachuting the CRRC. 5.11.4.6 Supporting Aircraft. CRRCs can be dropped from C-130, C-141, or C-2 fixed-wing aircraft. Availability and mission requirement will determine which aircraft to use. 5.11.4.7 C-130 Aircraft. The C-130 has flexibility, range, and load capabilities making it the primary aircraft of choice for NSW CRRC S/L operations. The C-130 can hold a total of two CRRC platforms with 18 jumpers. The CRRC platform can be single or stacked. Personnel and equipment both exit from the ramp. CRRC loads with jumpers can be dropped on a single or two separate passes.
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6-1 CHAPTER 6 AERIAL DEPLOYMENT EQUIPMENT
6.1 Purpose. The initial aerial supply or mission resupply to a deployed recovery team (RT) is a necessary capability which enhances mission success. No two missions require the same type of equipment to be airlifted. RTs should be familiar with the packing and rigging of aerial delivery components. Additionally, each PJ must know the aerial delivery procedures used by the aircrew to deploy equipment to the RT. NOTE: Prior to loading hazardous cargo, determine packing requirements for the specific aircraft involved. 6.2 Types of Airdrops. PJ container loads are delivered by low-velocity airdrops and free-fall air drops. 6.2.1 Low-Velocity Airdrop. A low-velocity airdrop is the delivery of supplies from an aircraft using cargo parachutes. Such loads are specially prepared for airdrop either by packing the item in air-dropable containers or by lashing them to air-dropable platforms. Cargo parachutes are then attached to the load or the platform to slow the descent of the load and to ensure the minimum landing shock 6.2.2 High-Velocity Drop. A high-velocity drop is the delivery of items of supply that are specially packed and rigged in containers having layers of energy-dissipating material attached to the underside with a stabilizing device rigged on top. The stabilizing device, such as a ring-slot parachute, is designed to minimized oscillation of the load and to create just enough drag to keep the load upright during descent so it will land on the energy dissipater. 6.2.3 High-Speed/Low-Level Aerial Delivery System. The high-speed/low-level aerial delivery system was developed for airdrop resupply from the Combat Talon flying at 250 KIAS and as low as 76 meters (250 feet) AGL. This system employs a modified container using A-21 covers and a modified 22 feet or 28 feet extraction parachute. This system can deliver up to four cargo containers weighing a minimum of 250 pounds each but not exceeding a total of 2,200 pounds at delivery altitudes ranging from 76 to 299 meters (250 to 750 feet) AGL. A “slingshot ejection system” ejects the cargo load over the designated area. 6.2.4 Free-Fall Airdrops. Free-fall airdrop is the delivery of non-fragile items of equipment or supply from a slow-flying aircraft at low altitude, without the use of parachutes or other retarding devices. Normally, the special packaging required for fragile items greatly limits this technique. The technique is most effective when the drop can be made into a river, stream, or other body of water and immediate action is taken to recover the supplies. 6.2.5 Cushioning Materials for Aerial Delivery Loads. Pieces of equipment packed within various containers may require padding or cushioning materials. Items can be separated with styrofoam, cellulose wadding, felt sheets, or any material energy dissipating pads (honeycomb) suitable to protect them from breaking. Exercise care when packing components of assemblies to ensure all items necessary for operation of the assembly are packed in the same airdrop container.
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6.3 Methods of Airdrops. 6.3.1 Door Loads. Door loads are pushed or rolled out of the parachute troop doors or ramp and door. This method is suitable for free-fall airdrops, low-velocity air drops, and highvelocity air drops. The opening in the aircraft and physical capability to eject the load will limit the load in size and weight. This method is most commonly used for resupply door bundles. 6.3.2 Wing Loads. Wing loads are rigged in containers attached to the shackles on the underside of the aircraft wings. The aircraft load capacity, the containers size, and the containers asymmetrical flight characteristics limit the size, weight, and shape of the load. Containers that are rigged to the underside of fast moving aircraft are also available and being developed to meet mission specific needs. 6.3.3 Gravity-Release Loads. Gravity-release loads work by cutting the load-restraining ties and allowing the load to roll out of the cargo compartment by gravity alone. The aircraft flies at drop altitude in a nose-up attitude. An example of this method is the rigged alternate method zodiac (RAMZ). 6.3.4 Extraction Loads. Extraction loads use a drogue parachute to extract a platform from the aircraft cargo compartment. This is not a commonly used method to resupply a RT during PR/ROs. 6.3.5 External Transport Loads. External transport works by hanging a load from a hook clevis on a helicopter. The load is then flown to the delivery site and dropped by using the free-fall, low-velocity, or high-velocity air drop method. An example of this method is the K-Duck 6.4 Cargo Parachutes. 6.4.1 General. The inspection, repacking and maintenance of cargo parachute assemblies will be performed by base support. PJs only need be familiar with the time criteria for inspections and the routine inspection requirements. Refer to the appropriate TO for complete inspection, packing instructions, and storage. 6.4.2 Routine Inspection. Check the external condition of the parachute packs, risers and static lines for visible defects, weak spots, broken threads, cuts, frays, or other damage. 6.4.2.1 Check all hardware for rust, corrosion, and smoothness of operation. 6.4.2.2 Inspect pack closing and static line break cords for defects in material, incorrect cord, improper routing, or improperly tied knot. 6.4.2.3 Inspect condition of parachute pack and ensure parachute canopy material is not showing. 6.4.2.4 Check parachute pack for tears, loose stitches, stains caused by oil or grease, and weakened areas. Parachutes will not be stored in a cramped or damp condition. 6.4.2.5 If the routine inspection reveals conditions indicating a need for repairs or a more thorough inspection, the parachute will be turned over to the parachute repacking facility, regardless of the date of last repack.
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6.4.3 Parachute Types. The are several different types of cargo parachutes currently in use. Use Table 6.1, Cargo Parachute Data, to determine which one is best suited for the equipment to be airdropped: Table 6.1 Cargo Parachute Data. Parachute
Diameter (feet)
Weight (pounds)
Capacity (pounds)
G-8/M390
8
11
100
T-7A
28
16
100 to 500
G-13
24.25
45
200 to 500
G-14
34
37
200 to 500
T-10C
35
20
90 to 350
G-12
64
128
501 to 2,200
6.4.4 Poncho Expedient Parachute. The poncho expedient parachute can be used to drop up to 65 pounds of equipment. This can be useful if other parachutes are not available. The following illustrates and describes rigging the poncho expedient parachute: 6.4.4.1 First pull the hood drawstring loop to close the hood opening and wrap the excell drawstring tightly around the base of the hood and tie it off so no air will escape. 6.4.4.2 Fold the poncho in half (bottoms together) with the snaps down. 6.4.4.3 Cut eight suspension lines 6 feet in length. 6.4.4.4 Tie one suspension line to each of the grommets on the poncho with a bowline knot. 6.4.4.5 Ensure there are no tangles in the suspension lines and they are the same length. 6.4.4.6 Fold the poncho. Lay the half folded poncho flat. On both sides of the poncho, make S folds 6 to 8 inches wide to meet in the center (there should be the same number of folds on each sides). Next fold the narrow-folded poncho into an M fold. 6.4.4.7 Tie the loop end of the static line to the drawstring (which is wrapped around the hole of the poncho) with one loop of 25-pound test cord (or lightweight string that will break when the bundle is deployed from the aircraft) and tie with a square knot. 6.4.4.8 Attach the load to the snap line attached to the suspension lines. 6.4.4.9 Fold the suspension lines on top of the load. 6.4.4.10 Then place the M-folded poncho parachute on top of the folded suspension lines. 6.4.4.11 Affix the poncho parachute to the top of the load with one wrap of 25-pound test cord in the same manner as tying a package, ensuring the cord goes through the loop in the static line. Tie with a square knot. This will deploy the suspension lines prior to breaking loose from the aircraft.
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AFTTP 3-3.8, 1 July 2006 6.4.5 Packaging and Deploying. The two methods in which cargo parachutes are packed and deployed are direct deploy and free bag deployment. 6.4.5.1 Direct Deploy. An example of direct deploy is a T-10 parachute modified for cargo. It is hooked up to the anchor cable via static line. When the equipment is deployed the static line directly deploys the parachute. 6.4.5.2 Free Bag Deployment. An example of a free bag deployment is when equipment is deployed using a G-12 cargo parachute. When the equipment is leaves the aircraft it deploys a 15 feet extraction chute via a static line. The 15 feet extraction chute in-turn deploys the G-12 parachute. When the G-12 is free of the D-bag the 15 feet extraction chute flies free from the G-12.
WARNING: Jumpers should follow 1 second after the package exits the aircraft. This ensures the package is free from the D-bag. WARNING: Jumpers and ground party should be briefed, not to mistake the 15-foot extraction parachute for a personnel parachutist. This is especially important at night. 6.5 Aerial Delivery Containers. With the exception of fuel containers, types and sizes of containers are not specified. Regardless of content or container, the personnel using the equipment should be familiar with the content, placement of equipment, and peculiarities necessary for the operation of the equipment (e.g., catalytic heater). 6.6 Aerial Delivery Equipment. There are several different aerial delivery systems currently in use to facilitate packaging and deploying equipment bundles. (See Table 6.2, Aerial Delivery Systems, for details.) This section contains information on the use of cargo slings, bags, and airdrop containers. The load may be packed with supplies, disassembled equipment, or small items of ready-to-use equipment prepared for airdrop. The container load may require cushioning material such as honeycomb, felt, or cellulose wadding, depending on the load requirements and the method of airdrop. Table 6.2 Aerial Delivery Systems. Delivery Type System
Weight (pounds)
Capacity (pounds)
A-7A
Sling
6.0
500
A-10
Net
7.0
300
A-13
Rigid
7.0
100
A-16
Rigid
45
200
A-21
Bag
31
500
A-22
Bag
58
625 to 2,200
AKIO
Sled
38
200
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6.6.1 A-7A Cargo Sling. The A-7A cargo sling consists of four identical 188-inch sling straps. Each sling strap has a stationary parachute quick-fit friction adapter and a floating D-ring. Use a combination of two, three, or four sling strap for rigging a load depending upon its size, weight, and shape. It is used to drop non-fragile supplies. Its maximum load capacity is 500 pounds. The minimum load is dependent on the type parachute used and the method of airdrop (low- versus high-velocity). Two A-7A sling straps have a maximum weight limit of 300 pounds, three straps 400 pounds, and four straps 500 pounds. 6.6.2 A-21 Cargo Bag Assembly. The A-21 cargo bag assembly is an adjustable container consisting of a sling assembly with scuffpad, a quick release assembly, two ring straps, and a 97- X 115-inch canvas cover. The A-21 cargo bag weighs approximately 31 pounds. Use it to drop both fragile and non-fragile supplies. The maximum load capacity is 500 pounds. The minimum load capacity is dependent on the type parachute used and the method of air drop. 6.6.3 A-22 Cargo Bag Assembly. The A-22 cargo bag assembly is an adjustable, cotton duck cloth and webbing container consisting of a cotton or nylon webbing sling assembly, a cover, and four cotton or nylon suspension webs. The modified A-22 cargo cover is the only part of the system is the only part of the system used when rigging the deflated F470 CRRC. The A-22 cargo bag has a maximum load capacity of 2,200 pounds. The maximum allowable dimensions for a rigged load are 48 inches wide and 55.5 inches long. The maximum height is normally 83 inches but may extend up 100 inches with Air Force approval. For a lowvelocity air drop, a standard cargo bag skid (48 X 53.5 inches) serves as a base for the container load. For a high velocity air drop, the standard cargo bag skid or an appropriate size piece of plywood for the base of the container load is used. The A-22 assembly weighs approximately 58 pounds. Only ammunition listed in FM 10-553 may be air dropped. 6.7 Aerial Delivery Operational Restrictions. Each cargo aerial delivery method and parachute has operational restrictions specific to wind, altitude, airspeed, and aircraft. The following tables list those restrictions as they apply to C-130 aircraft only. (See Table 6.3, Operational Mission Altitudes [1 of 2]; Table 6.4, Operational Mission Altitudes [2 of 2]; Table 6.5, Operational Airspeeds; and Table 6.6, Equipment Surface Wind Limitations for more details.) NOTE: For altitude and airspeed restrictions for other aircraft see AFI 11-231, Computer Air Release Procedures.
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Table 6.3 Operational Mission Altitudes (1 of 2). Type of Airdrop/Chute
Number of Parachutes/Containers Personnel
Combat operations Tactical training Basic airborne trainees HALO (minimum opening) SATB-P G-12D/E G-12D G-12D G-12E CRRC (G-12D/E) G-13/14 High velocity (HVCDS)/12 feet, 22 feet, 26 feet ring slot (See remarks) SATB-C
— — — — — CDS/CRS(2) 1 to 6 containers 7 or more container 2 or more parachutes 2 or more parachutes — 1 to 2 containers 3 or more containers —
—
Operational Mission Altitude (feet AGL) Jointly determined by the airborne and airlift commanders 800(1) 1,250 2,500 500 400 600 600 550 600 (boat only), otherwise determined by personnel drop altitude 400 500 100 feet plus vertical distance for the load being dropped See chute type being simulated
Equipment(2)
G-11A
G-11B
G-11C/X
G-12D G-12E
Heavy 1 parachute 2 to 7 chutes 8 chutes 1 parachute 2 to 4 chutes 1 to 2 chutes 3 to 4 chutes 5 chutes 6 to 7 chutes 8 chutes 2 to 3 chutes 2 to 3 chutes
900 1,100 1,300 700 750 1,050 1,100 1,150 1,200 1,300 650 550
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Table 6.4 Operational Mission Altitudes (2 of 2). Type of Airdrop/Chute SATB-H
Number of Parachutes/Containers —
Operational Mission Altitude (feet AGL) See chute type being simulated
Recovery Kit (22-foot ring slot) Land Water HSLLADS
—
250 (minimum)
—
250 (minimum)
—
300 (maximum)
—
250 (minimum)
Door Bundle G-13/14
—
300 (minimum)
T-10
—
400 (minimum)
T-7A
—
300 (minimum)
Free Fall Day
Night
—
100 (minimum)
—
200 (maximum)
—
- No lower than minimum TF altitude, or NVG contour altitude as applicable. - Without TF capability, the minimum is 300.
REMARK: A-22 container with 26-foot ring slot chutes airdropped below 10,000 feet MSL during unilateral training will be rigged with non-breakaway static lines, and those airdropped at 10,000 feet and above will be rigged with breakaway static lines. EXCEPTION: A-22 containers with 26-foot ring slot chutes airdropped below 5,000 feet AGL during unilateral training will b rigged with non-breakaway static lines IAW TO 13C7-1-11. NOTES: (1)
If the following criteria are not met, the minimum altitude is 1,000 feet AGL: (a) Static line are used. (b) Parachutes are equipped with anti-inversion devices. (c) When using T-10 parachutes, use established exit control procedures. (d) When using MC1-1A/B/C parachutes, use alternating door exit procedures (ADEPT). ADEPT does not apply to combat operation or special tactics personnel. (2)
Plan minimum IMC airdrops altitudes at 500 feet above the highest man-made obstacle or terrain feature and spot elevation, or 400 feet plus on contour interval above the highest depicted basic terrain contour, whichever is highest, within 3 NMs either side of the run-in centerline from DZ entry point to DZ exit point. Not applicable to aircraft with a fully operational terrain following system.
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Table 6.5 Operational Airspeeds. Equipment
C-130 125/130(1)
Personnel static line Personnel HALO/HAHO
130 (110 minimum to 150 maximum)
Equipment/Combination
130 to 140(2)
Heavy equipment
140
CRRC, RAMZ, CDS/CRS (except G-12E), HVCDS, Wedge, Ahkio sled
130/140(2)
CDS/CRS (G-12E)
130/140(2)
Door bundle
130
SATB
Same as type load simulated
Recovery kit
130
HSLLADS
En route airspeed
PSYOPS(3)
—
NOTES: (1)
Use 125 KIAS only for pararescue deployment.
(2 ) Used
when gross weight is above 120,000 pounds. For combination drops, use the higher airspeed KIAS. (3) Material
as required for desired area coverage (Chapter 7, “Combat Marksmanship and Munitions”).
Table 6.6 Equipment Surface Wind Limitations. Type Equipment Drop
Surface Wind Limits (KTS)
AF equipment
17
AF CDS using G-12 parachutes
13
AF CDS using G-13/14 parachutes
20
HAARS, high-velocity CDS or HSLLADS AF training bundles (SATB) Non-AF equipment
No restriction 25 At discretion of supported unit commander
WARNING: When equipment is to be dropped in combination with personnel, the operational restrictions for personnel altitude and airspeed apply. 6.8 Aerial Delivery Procedures. 6.8.1 General. The ability to deliver PJ support supplies and equipment to an incident site is of the utmost importance and overall mission success may be dependent upon support airdrops. The jump master is responsible to ensure the equipment is packed in an appropriate
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container. When the equipment is loaded in its container the appropriate delivery system and cargo parachute must be chosen depending on the total equipment weight. Usually the deployment is performed by the aircrew loadmaster however, the jumpmaster may also deploy it using standard delivery procedures. IAW AFJI 13-210. 6.8.2 Airdrop Patterns. The cargo airdrop patterns flown by the aircraft are similar to personnel deployment patterns. The minimum altitude for day equipment bundle paradrop is 300 feet and day free-fall equipment drops is 150 feet. 6.9 Water Equipment Delivery. Items dropped to personnel in the water are normally dropped with retrieval lines attached. For drops to surface vessels, the MA-1/2 kit may be used as a delivery vehicle and the equipment to be delivered substituted for the number 2, 3, or 4 bundles. If the life rafts are not needed, a delivery kit can be constructed by replacing the life rafts with MK 6 Mod 3 flare smokes. When a parabundle is dropped using the above procedure, a parachute must be attached to the MK 6 Mod 3. 6.10 Night Equipment Delivery. Equipment delivered at night will have a cargo marker light attached. Attach the light by securing a double length of 5-foot nylon 550 cord to the marker light, then attach the other end to the equipment. Stabilize the light to the equipment with type Number 5 cord. Pass the parachute static line under the type Number 5 cord to ensure light break-away when deployed. The SDU-5/E strobe light or chemlight may be used in lieu of the cargo marking lights. 6.11 Tree Let Down Sling. Equipment delivered into areas of rough terrain or dense forest the tree let down sling should be considered. Using this procedure will allow the equipment to penetrate the obstacle (e.g., tall trees) and fall to the ground prior to the parachutes hanging up. The following is how the procedure is performed: 6.11.1 Rope Length. Take a suitable length of rope (dependent on height of obstacle to be penetrated) and double that length. 6.11.2 Knot Type. Tie a double figure eight at the bite end of the rope and attach it to the load using two locking carabiners (one on each bite of the figure eight); usually to the two attachment points on an A-7 sling. 6.11.3 Remaining Rope. “S” fold the remaining length of rope, bottom to top, onto the load using double wrap rubber band stows. 6.11.4 Running Ends. Take the two running ends of the remaining rope and attach it to the cargo parachute risers using a locking clevis. WARNING: Jumpers exiting the aircraft after the equipment bundle must exit when the parachutes are free from the D-bag and not free of the ramp and door. Parachutists may become fatally entangled in the tree let down sling if exiting immediately after the bundle. CAUTION: Double wrap stows must be used on the tree let down sling. Using single wrap stows may cause line dump, which could produce terminal results for the equipment bundle. 6.12 Crew Coordination. To facilitate crew coordination, the impact point of spotter chutes/streamers and bundles will be identified using clock positions relative to the final approach flown when relaying a drop report to the aircraft overhead (e.g., “the spotter chute landed at 12 o’clock, 45 meters”).
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6.13 Surface-Directed Equipment Delivery. This provides for a method of aerial delivery to a PJ team when visual contact cannot be established due to cloud formation, fog, or trees. The following procedures are recommended: 6.13.1 Comm. The ground controller using radio communications, flare signaling, or smoke devices will assist the aircrew in positioning the aircraft directly overhead. It may be necessary for the ground controller to suggest a compass heading or a term such as “turn left 10 degrees now.” It may also be necessary to state “YOU ARE DIRECTLY OVERHEAD NOW.” The situations are too varied to provide specific guidance, however, these procedures have proven successful in the past. 6.13.2 Reference Points. Once the position directly overhead has been established, the pilot using navigational aids/visual reference points should establish a pattern to return the aircraft to that spot each time. 6.13.3 Release Point. The actual release point will have to be estimated by both aircrew and the ground controller. An into-the-wind drop heading is suggested, however conditions may dictate otherwise. The release point will have to be calculated based on ballistic data altitude, type of parachute, surface wind, and aircraft heading. 6.13.4 Coordination. To be effective, this procedure will require close coordination between all parties concerned. The pilot should keep the ground controller aware of his intentions, position in the pattern and countdown to drop. 6.13.5 Ground Marked Release System. When controlling an airdrop, the drop zone controller (DZC) can mark a point on the ground with a visual signal to designate the computed release point (RP) to the aircrew. This signal may be a four marker “L”, six marker “T”, or seven marker “H” and is placed abeam, and 100 meters (110 yards) left of the desired release point. The drop is executed when the aircraft is directly abeam, and 100 meters (110 yards) right of this marker on the pre-briefed inbound heading. A pre-briefed code signal or beacon may be collocated with the markers to aid in DZ identification. 6.13.6 Verbal Initiated Release System. Combat control team (CCT) and pararescue personnel use this procedure when normal drop procedures are not tactically feasible. The ground party determines the desired release point, gives verbal steering guidance to the pilot to align the aircraft over that point, and then initiates the release. Instructions transmitted to the aircraft must be concise. Transmit “TURN LEFT” or “TURN RIGHT” to align aircraft on desired inbound heading Transmit “STOP TURN” after alignment instructions when aircraft is on course. Transmit “STANDBY” to the aircraft approximately 5 seconds prior to the release point. Transmit “EXECUTE, EXECUTE, EXECUTE” when the aircraft reaches the release point. Upon hearing the first “EXECUTE,” the navigator/pilot not flying calls “GREEN LIGHT.” 6.14 Fuel. Units operating in or subject to operate in cold climate areas must have special fuel (Coleman/white gas, butane/propane) readily available to deploy with PJ forces. Lanterns, stoves, and heaters carried, stored, or deployed from aircraft will be empty and void of fuel or fumes. When this equipment is required as part of the alert load, fuel must accompany it. Fuel carried aboard aircraft will be in standard metal fuel containers and be padded to prevent accidental rupture. The following examples are the preferred methods of carrying fuel on aircraft:
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6.14.1 One-Gallon Cans. Place one to three 1-gallon cans of Coleman fuel, which are factory sealed, into a metal 1,500 round ammunition component box. An absorbent, non-flammable packing material such as vermiculite will be placed around fuel cans to prevent shifting and contact with other cans. Prior to placing the lid on the ammunition box, ensure rubber gasket is intact to provide seal. 6.14.2 Small Cans. Aluminum fuel bottles (pint or quart, no pour spout) must have an unvented screw on cap and gasket. They can be carried as stated above, or in a field pack. When carried in a field pack, it will be centrally located where it is protected on all sides and not in contact with hard objects, or in the center of a rolled sleeping bag. NOTE: Recommend fuel bottles be filled at temperatures of 75 to 80 degrees Fahrenheit. 6.14.3 Shipping Requirements. Butane/propane cylinders should be carried in a container provided by the manufacturer or carried in metal ammunition component boxes with sufficient packing material to prevent shifting and contact with other cylinders. 6.14.4 Labelling. When fuel containers are carried on aircraft with floor heating systems, containers will be insulated from the floor. Ammunition component boxes or other similar containers used as storage/delivery containers will have the word “FLAMMABLE” stenciled in one-inch letters on two sides. Under the word “FLAMMABLE”, in one-inch letters, will be the type fuel contained within. Different type fuels such as white gas and butane will not be stored in the same container. Field packs containing fuel will have tags affixed in a conspicuous location. Tags will be stenciled in one-inch letters as stated above. If fuel containers are required to be airlifted on Air Mobility Command aircraft, the containers must meet packing requirements for hazardous cargo. 6.14.5 Storage. Storage of fuel at rescue units must be coordinated and approved by base civil engineering, ground safety office, and fire department.
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AFTTP 3-3.8, 1 July 2006
7-1 CHAPTER 7
COMBAT MARKSMANSHIP AND MUNITIONS 7.1 Purpose. This chapter provides backgrounds and weapons training techniques for GUARDIAN ANGEL. The basis of information for these guidelines is unclassified information listed in the references section. Personal opinion and changing information is always a factor when planning lethal confrontations. Making decisions based on solid information rather than personal opinion is most improtant. If you do not understand interior, exterior, terminal ballistics, how they relate to weapons configurations and can make a connection between what you believe and qualified experts, then you probably are not in a position to determine your weapons load outs for a specific mission. For example, if you believe in the knockdown power of the .45 caliber pistol over the 9mm, then you should be able to display some scientific basis for that belief. Psychology is a factor in successful outcomes of lethal confrontations. Scientific methods of determining terminal ballistics cannot take into account all the dynamics of an actual fight. In application, no amount of planning can make up for a lack of consistent and realistic operant conditioning to fight. 7.2 General. Regular training and realistic rehearsals are the pillars of self-protection capabilities. It is far better to be well trained with basic equipment than poorly trained with “special” equipment. Regardless, certain capabilities such as long range anti-personnel and antivehicle weapons require the team proficiency in the employment of specific equipment. 7.3 Safety. Four rules govern firearms safety. Following any one of them will almost certainly prevent accident. • Consider all weapons to be loaded • Never let your muzzle sweep anything you are not willing to destroy • Keep your finger off the trigger until your sights are on the target • Be sure of your target and what is around it 7.4 Mindset. The combat triad is a three-concept idea—mindset, gun handling, and marksmanship. These areas must be mastered to become an expert gunfighter. Of these mindset is the most important. People with only warrior’s mindset have settled many real confrontations. (See Figure 7.1, Diagram Combat Triad.)
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AFTTP 3-3.8, 1 July 2006
Figure 7.1 Diagram Combat Triad.
Diagram Combat Triad MINDSET
Combat Triad
Gunhandling
Marksmanship
UNCLASSIFIED 7.5 Moving, Shooting, and Communicating. Moving, shooting, and communicating are the three elements of any shooting program. Learn to move balanced and efficiently. Communicate what you are doing and what needs to be done with teammates. Last, you must shoot while doing so. 7.6 Moving Targets. It is a fact that shooters engage moving targets. Training should emphasize moving targets whenever possible. 7.7 Terminal Ballistics. Terminal ballistics is the study of the behavior of a projectile, on a target. The result is lethality. Lethality is the effect of incapacitating targets for the purpose of negating their impact on the mission and personnel survivability. In special operations missions, lethality is essential to success. 7.7.1 Slews and Cavities. The terminal ballistics of the M855, A059 Green Tip, ammunition in the M16 series rifle is a subject that has been studied extensively by the services. M16 series rifles must have barrel lengths and twists that stabilize the bullet sufficiently to penetrate the target 3- to 5-inches and then slews or cavities. This breaks up the bullet and causes a severe wound cavity that will disable the target. If the round slews in the target too soon or not at all, it fails to create a substantial wound cavity and fails to stop the target. Therefore, performance of the rifle depends on the round fired, the length and twist or rifling of the barrel. The best effects of the M855 round occur when the target is hit in the heart, great vessels or high in the central nervous system. The M16 series rifles are roughly 4MOA accurate. This presents a problem in that the desired target is smaller than the accuracy of the weapon at very limited ranges. (See Figure 7.2, Picture of Wound Ballistics.)
AFTTP 3-3.8, 1 July 2006
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Figure 7.2 Picture of Wound Ballistics.
Picture of Wound Ballistics
Maximum Fracture Diameter (FPMD), and its location (FPMDL)
2 inches
UNCLASSIFIED 7.7.2 M-16 Information. M-16 series rifles have been in use for decades and much information regarding their use and configuration exists. If the velocity of the A059 (Green Tip) round drops below 2,500 feet per second (FPS), the bullet will fail to produce a substantial wound cavity. 7.7.3 Better Performance. The Mk-262 5.56mm LR ammunition has much better terminal ballistics performance than the M855 round. Very little data exists on the capabilities of this round. Team leaders can plan on the ammunition increasing the effective range of their rifles by a factor of 2. The Mk-262 ammunition does not have a steel penetrator core. (See Figure 7.3, M855 Terminal Performance at Muzzle.) 7.7.4 Special Ball. The terminal ballistics of the M118 & M118 LR special ball 7.62mm is excellent to the maximum effective range of the rifle. (See Figure 7.4, Excellent Terminal Performance at the Muzzle.) 7.7.5 Handguns Versus Rifles. All handgun terminal ballistics are inferior to all rifle terminal ballistics. Do not expect the M9 pistol and A363 ammunitions to have positive lethal effects on any target.
7-4 Figure 7.3
AFTTP 3-3.8, 1 July 2006 M855 Terminal Performance at Muzzle.
M855 Terminal Performance at Muzzle
Estimated effective range 10.0 in
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