FM 3-05.210 Special Forces Air Operations

FM 3-05.210 (TC 31-24)

Special Forces Air Operations

AUGUST 2004 DISTRIBUTION RESTRICTION: Distribution authorized to U.S. Government agencies and their contractors only to protect technical or operational information from automatic dissemination under the International Exchange Program or by other means. This determination was made on 24 May 2004. Other requests for this document must be referred to Commander, United States Army John F. Kennedy Special Warfare Center and School, ATTN: AOJK-DT-SFD, Fort Bragg, North Carolina 28310-5000. DESTRUCTION NOTICE: Destroy by any method that must prevent disclosure of contents or reconstruction of the document.

HEADQUARTERS, DEPARTMENT OF THE ARMY

This publication is available at Army Knowledge Online www.us.army.mil

*FM 3-05.210 (TC 31-24) Field Manual No. 3-05.210

Headquarters Department of the Army Washington, DC, 31 August 2004

Special Forces Air Operations Contents Page

PREFACE ............................................................................................................... viii Chapter 1

SPECIAL FORCES AIR OPERATIONS ................................................................. 1-1 Mission ................................................................................................................... 1-1 Characteristics of SF Air Missions .......................................................................... 1-1 Types of SF Air Operations .................................................................................... 1-2 Airborne Infiltration Techniques .............................................................................. 1-4 AWADS ................................................................................................................ 1-10 Aerial Resupply .................................................................................................... 1-11 Combat Considerations ........................................................................................ 1-17

Chapter 2

PREMISSION PREPARATION .............................................................................. 2-1 Planning Considerations ......................................................................................... 2-1 Emergency Procedures .......................................................................................... 2-6 En Route Evasion Plan of Action ............................................................................ 2-7 Joint Mission Briefing ............................................................................................. 2-8 Rates of Descent .................................................................................................... 2-8

DISTRIBUTION RESTRICTION: Distribution authorized to U.S. Government agencies and their contractors only to protect technical or operational information from automatic dissemination under the International Exchange Program or by other means. This determination was made on 24 May 2004. Other requests for this document must be referred to Commander, United States Army John F. Kennedy Special Warfare Center and School, ATTN: AOJK-DT-SFD, Fort Bragg, North Carolina 28310-5000. DESTRUCTION NOTICE: Destroy by any method that must prevent disclosure of contents or reconstruction of the document.

* This publication supersedes TC 31-24, 9 September 1988.

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Chapter 3

DROP ZONES ........................................................................................................3-1 Selection of DZ .......................................................................................................3-1 Types of DZ ..........................................................................................................3-11 DZ Reports ............................................................................................................3-17 DZ Formulas for GMRS and VIRS ........................................................................3-17 DZ Markings ..........................................................................................................3-26 Static-Line DZ Marking Patterns ...........................................................................3-29 VIRS ......................................................................................................................3-33 MFF DZ Marking Pattern ......................................................................................3-36 Organization and Operation of DZ ........................................................................3-36 Postmission Requirements ...................................................................................3-45 DZ Surveys ...........................................................................................................3-45

Chapter 4

LANDING ZONES ..................................................................................................4-1 Authorization ...........................................................................................................4-1 Fixed-Wing LZ Training Operations ........................................................................4-1 Aircraft Classifications ............................................................................................4-2 LZ Considerations ...................................................................................................4-2 Helicopter Landing Zones .......................................................................................4-3 LZ Operations .......................................................................................................4-10 Light and Medium STOL and Medium Aircraft LZ ................................................4-15 Water LZ (Single- and Twin-Engine Aircraft) ........................................................4-34 Snow LZ ................................................................................................................4-39

Chapter 5

STANDARD USAF FIXED-WING AIRCRAFT .......................................................5-1 Missions ..................................................................................................................5-1 Joint Preflight Inspection .........................................................................................5-1 Time Warnings .......................................................................................................5-2 C-27A Spartan ........................................................................................................5-4 C-130 Hercules .......................................................................................................5-7 C-141B Starlifter ...................................................................................................5-14 C-17A Globemaster ..............................................................................................5-20 C-5A/B/C Galaxy ...................................................................................................5-30 Loadmaster Briefing ..............................................................................................5-33

Chapter 6

STANDARD ROTARY-WING AIRCRAFT .............................................................6-1 Safety Considerations .............................................................................................6-1 UH-1H Huey and UH-1N Iroquois ...........................................................................6-3

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UH-60A Blackhawk ................................................................................................ 6-8 CH-47 Chinook ..................................................................................................... 6-18 CH-53 Sea Stallion (USMC) ................................................................................. 6-21 CH-46 Sea Knight (USMC) ........................................................................... ....... 6-25 CH/HH-3 Jolly Green Giant (USAF) ..................................................................... 6-28 Chapter 7

ARMY SPECIAL OPERATIONS AVIATION UNITS AND AIRCRAFT................... 7-1 160th SOAR ............................................................................................................ 7-1 MH-6J ..................................................................................................................... 7-6 AH-6J ................................................................................................................... 7-10 MH-60K ................................................................................................................ 7-14 MH-60L and MH-60L DAP ................................................................................... 7-17 MH-47D/E ............................................................................................................. 7-21

Chapter 8

AIR FORCE SPECIAL OPERATIONS ORGANIZATION AND AIRCRAFT .......... 8-1 Unit Organization .................................................................................................... 8-1 Concept of Operations ........................................................................................... 8-2 Environment ........................................................................................................... 8-2 Capabilities ............................................................................................................. 8-3 AFSOF Limitations ................................................................................................. 8-4 Augmenting USAF Forces ...................................................................................... 8-4 Aircraft Capabilities ................................................................................................ 8-5 Combat Aviation Advisory Teams ........................................................................ 8-13 Special Tactics Forces ......................................................................................... 8-13 MC-130E Combat Talon I and MC-130H Combat Talon II .................................. 8-14 AC-130H Spectre Gunship and AC-130U Spooky Gunship ................................. 8-16 MC-130P Combat Shadow ................................................................................... 8-22 EC-130E Commando Solo ................................................................................... 8-26 C-5/C-141/C-17 SOLL II ....................................................................................... 8-28 CV-22 Osprey ....................................................................................................... 8-30 MH-53J Pavelow III .............................................................................................. 8-31 MH-60G Pave Hawk ............................................................................................. 8-35

Chapter 9

NONSTANDARD AIRCRAFT USED DURING AIRBORNE OPERATIONS ......... 9-1 C-7A Caribou .......................................................................................................... 9-1 C-23B/B+ Sherpa ................................................................................................... 9-4 C-46 Commando .................................................................................................... 9-9 C-47 Sky Train, DC-3, and DC-3T Turboprop ...................................................... 9-11

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CASA 212 .............................................................................................................9-15 CH-54 Skycrane ....................................................................................................9-21 C-123 Provider ......................................................................................................9-27 UV-18B Twin Otter and De Havilland DHC-6 Twin Otter ......................................9-29 OV-10 Bronco .......................................................................................................9-36 U-1A Otter .............................................................................................................9-39 U-21A Ute .............................................................................................................9-42 C-208B Caravan ...................................................................................................9-45 Chapter 10

CARGO SLINGS, AIRDROP CONTAINERS, AND PONCHO-EXPEDIENT PARACHUTE ........................................................................................................10-1 A-Series Containers ..............................................................................................10-1 Rigging Procedures ..............................................................................................10-1 A-7A Cargo Sling ..................................................................................................10-2 A-21 Cargo Bag ....................................................................................................10-4 A-22 Cargo Bag ....................................................................................................10-6 Cargo Parachute Rigging on A-Series Containers ...............................................10-7 CTU-2/A High-Speed Aerial Delivery Container ...................................................10-8 Poncho-Expedient Parachute ...............................................................................10-9 Steel Strapping ...................................................................................................10-10 Rigging Knots ......................................................................................................10-11

Chapter 11

ARCTIC RIGGING ................................................................................................11-1 Arctic Equipment Space Considerations ..............................................................11-1 Snowshoes and Individual Weapon ......................................................................11-3 Tandem Load on Single Lowering Line ................................................................11-5 Skis Jumped With Rifle or ALICE Pack ................................................................11-7

Chapter 12

HELICOPTER RAPPELLING ...............................................................................12-1 Objectives .............................................................................................................12-1 Safety Considerations ...........................................................................................12-1 Safety Guidelines ..................................................................................................12-2 Training .................................................................................................................12-3 Personnel Requirements ......................................................................................12-5 Duties and Responsibilities ...................................................................................12-6 Operational Requirements ....................................................................................12-7 Preparation of Equipment .....................................................................................12-8 Rappelling Commands .......................................................................................12-12

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Rappelling Operations for UH-60 Blackhawk Helicopter .................................... 12-14 Rappelling Operations for UH-1H Helicopter ..................................................... 12-19 Rappelling Operations for MH-53J Pavelow III Helicopter ................................. 12-25 Chapter 13

STABO OPERATIONS ........................................................................................ 13-1 Safety Considerations .......................................................................................... 13-1 Training Objectives ............................................................................................... 13-1 Key Personnel Qualifications ................................................................................ 13-2 Personnel Duties and Responsibilities ................................................................. 13-3 Operational Requirements ................................................................................... 13-5 STABO Suspension Equipment ........................................................................... 13-6 Concept of the Operation ................................................................................... 13-20

Chapter 14

SPIES ................................................................................................................... 14-1 Training Objectives ............................................................................................... 14-1 Preoperations Briefings and Procedures .............................................................. 14-1 Key Personnel Qualifications ................................................................................ 14-2 Personnel Duties and Responsibilities ................................................................. 14-3 SPIES Equipment ................................................................................................. 14-6 Inspection of SPIES ............................................................................................. 14-7 Operational Requirements ................................................................................... 14-9 Helicopter Rigging .............................................................................................. 14-10 SPIES Operations .............................................................................................. 14-18 After-Operations Procedures .............................................................................. 14-24

Chapter 15

FRIES ................................................................................................................... 15-1 Objectives ............................................................................................................. 15-1 Guidance for Commanders .................................................................................. 15-1 Safety ................................................................................................................... 15-2 FRIES Equipment ................................................................................................. 15-6 FRIES Hardware Kits ......................................................................................... 15-10 Operational Requirements and Limitations ........................................................ 15-15 FRIES Qualification Training .............................................................................. 15-17 FRM Selection and Qualification Training .......................................................... 15-20 Key Personnel Duties and Responsibilities ........................................................ 15-21 Rigging of Aircraft ............................................................................................... 15-26 Commands and Signals ..................................................................................... 15-33 FRIES Procedures ............................................................................................. 15-33

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Procedures Specific to Each Aircraft ..................................................................15-36 Equipment-Lowering Procedures ........................................................................15-38 Emergency Actions .............................................................................................15-42 Chapter 16

LADDER TRAINING .............................................................................................16-1 Safety Considerations ...........................................................................................16-1 Training Requirements .........................................................................................16-2 Personnel Duties and Responsibilities ..................................................................16-3 Operational Requirements ....................................................................................16-5 Equipment .............................................................................................................16-8 Ladder Operations ..............................................................................................16-12 Emergency Actions .............................................................................................16-23

Chapter 17

PERSONNEL, MESSAGE, AND EQUIPMENT RECOVERY ..............................17-1 Personnel Recovery Devices ................................................................................17-1 Standard Jungle, or Forest, Penetrator .................................................................17-2 Water Rescues Using the Jungle, or Forest, Penetrator ......................................17-5 SOAR Penetrator ..................................................................................................17-6 Horse Collar ..........................................................................................................17-6 Hansen Rig ...........................................................................................................17-7 Palmer Rig ............................................................................................................17-8 McGuire Rig ..........................................................................................................17-9 Fulton STAR System ............................................................................................17-9 Message/Materiel Pickup ....................................................................................17-15

Chapter 18

AIR-WATER OPERATIONS .................................................................................18-1 Safety ....................................................................................................................18-1 Air-Water Operations Qualification Training .........................................................18-3 Personnel Qualification Requirements .................................................................18-4 Personnel Duties and Responsibilities ..................................................................18-5 Operational Requirements ....................................................................................18-8 Premission Planning .............................................................................................18-8 Helocasting .........................................................................................................18-11 ERDS or K-Duck .................................................................................................18-14 ERDS Operation .................................................................................................18-25 Rolled or Tethered Duck Operations ..................................................................18-26 Recovery Operations ..........................................................................................18-30

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Appendix A

WEIGHTS, MEASURES, AND CONVERSION TABLES ......................................A-1

Appendix B

MOON PHASES ..................................................................................................... B-1

Appendix C

REPORTS AND REQUESTS ................................................................................C-1

Appendix D

PIBAL SYSTEM .....................................................................................................D-1

Appendix E

MALFUNCTION REPORT ..................................................................................... E-1

Appendix F

JUMP PROCEDURES AND JUMPMASTER CHECKLISTS ................................ F-1

Appendix G

FAST-ROPE TROOP BRIEFING AND OPERATIONAL CHECKLIST ................ G-1

Appendix H

CASTMASTER BRIEFING ....................................................................................H-1 GLOSSARY ............................................................................................... Glossary-1 BIBLIOGRAPHY ...................................................................................Bibliography-1 INDEX .............................................................................................................. Index-1

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Preface This field manual (FM) is a guide for United States (U.S.) Army Special Forces (SF) personnel in planning, coordinating, and executing air operations. It provides techniques and procedures for air operations supporting all SF missions and collateral activities. These techniques and procedures provide a base from which to develop unit procedures to cope with a special mission or area requirement. In addition, this FM establishes a coordinated and common planning base for Army special operations forces (ARSOF) units participating in joint operations. This publication focuses on— • Premission preparation, including rehearsals and briefbacks. • Significant actions, considerations, and decisions that can determine the success of a mission. • Use of indigenous assets. • Types of airborne missions to support unconventional warfare (UW) operations, including types of airdrops. • Drop zones (DZs) and markings. • Landing zones (LZs) and markings. • Equipment used in the various air operations. • Training requirements. • Standard aircraft as well as special operations (SO) and commercial aircraft used by special operations forces (SOF). • Rigging and inspection of aircraft for fast roping, rappelling, bundle drops, special patrol infiltration and extraction system (SPIES), suspended tactical airborne body operations (STABO), ladder operations, helocasting, hard ducks, rolled ducks, K-ducks, and personnel drops.

The proponent for this publication is the United States Army John F. Kennedy Special Warfare Center and School (USAJFKSWCS). Submit comments and recommended changes to Commander, USAJFKSWCS, ATTN: AOJK-DT-SF, Fort Bragg, NC 28310-5000. Unless this publication states otherwise, masculine nouns and pronouns do not refer exclusively to men. NOTE: Numbers in this publication (meters to feet and kilometers to miles) have been rounded off and, therefore, are not exact. The numbers were rounded off to make computations easier and as an aid to memorizing these numbers. Care has been taken to make sure no critical dimensions are less than the critical dimensions listed in applicable manuals. In addition, many of the measurements used by soldiers involved in air operations are U.S. standard terms rather than metric. Appendix A consists of conversion tables that may be used when mission requirements or environments change.

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Chapter 1

Special Forces Air Operations SF air operations are characterized by penetration flights into hostile or politically sensitive areas to infiltrate, resupply, and exfiltrate SF operational elements. SF air operations include airborne, airland, helicopter rappelling, fast-rope insertion and extraction system (FRIES), STABO, SPIES, ladder, helocast, external raft delivery system (ERDS), rolled and tethered duck, hard duck, and various other operations. Missions are normally flown during hours of darkness or periods of limited visibility by a variety of conventional and nonstandard aircraft. Air support provided by U.S. or allied resources may depend on the mission, situation, availability, and capability of the aircraft and aircrew.

MISSION 1-1. The types of air missions used to support SO are— • Infiltrate, resupply, and exfiltrate. • Combat search and rescue (CSAR). • Personnel recovery (PR). • Message/materiel pickup and delivery. • Surveillance and reconnaissance (visual, photographic, and electronic). • Airborne radio retransmission. • Close air support (CAS) or interdiction within assigned capabilities. • Diversionary tactics. • Psychological Operations (PSYOP) loudspeaker or leaflet sorties.

CHARACTERISTICS OF SF AIR MISSIONS 1-2. SF air missions are usually unescorted single aircraft missions flying at minimum clearance altitude (MCA). In daytime, this altitude is below 500 feet (ft); at night, at or below 1,000 feet. When aircrews use night vision goggles (NVG), moon phase (Appendix B) is no longer a limiting factor for SO aircraft, but other types of aircraft or aircrews might not have that capability. SF air operations, especially in a UW environment, should employ as many of the following characteristics as possible: • Frequent course changes (doglegs) en route to and departing from the LZ or DZ. • Predetermined flight track from the initial point (IP) to the LZ or DZ. • Arrival at the LZ or DZ within a designated time limit, track, and drop altitude.

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• Delivery at drop altitudes between 49 and 1,247 feet, as determined by the capability of the delivery system, technique used, parachute performance characteristics, and terrain limitations. Military free fall (MFF) parachuting missions normally will range from 3,500 feet above ground level (AGL) to 25,000 feet mean sea level (MSL). Personnel may use parachutes with more positive opening at lower altitudes (Table 1-1). • Drops on a release point (RP) that a reception committee has computed and marked or on an unmarked DZ when the navigator has determined the RP. The drop occurs during a single pass over the DZ. • Maintenance of track, altitude, and airspeed (power settings) for a designated distance and time to avoid compromising the LZ or DZ after making the drop. • Sorties to overfly the primary and alternate LZs or DZs. When conditions prevent the aircraft from using the primary LZ or DZ, it proceeds to the alternate LZ or DZ to try to complete the infiltration. • Airland delivery missions when joint special operations areas (JSOAs) expand and come under some degree of friendly control. Aircraft normally follow a straight-in approach to the LZ from the IP. • Fixed-wing gunship CAS or interdiction operations.

Table 1-1. MFF Parachuting Altitudes Minimum

Maximum

Exit Altitude (in ft)

5,000 AGL

35,000 MSL

Opening Altitude (in ft)

3,500 AGL

25,000 MSL

NOTE: Opening above 25,000 ft MSL exceeds the MC-4 and MC-5 parachute design specifications. The U.S. Navy MTI-XS/SL maximum deployment altitude is 18,000 ft MSL.

TYPES OF SF AIR OPERATIONS 1-3. SF detachments use a variety of infiltration and exfiltration techniques from rotary-wing or fixed-wing aircraft. Each aircraft has its own advantages, disadvantages, requirements, and criteria. The deploying detachment should determine the best method to infiltrate and exfiltrate its operational area according to its capabilities, needs, and mission. ROTARY-WING AIR OPERATIONS 1-4. SF detachments use rotary-wing aircraft to conduct rappelling, fast rope, STABO, SPIES, ladder, helocast, K-duck, and rolled and tethered duck operations. Rotary-wing aircraft have limited use for resupply missions. Compared to fixed-wing aircraft, rotary-wing aircraft are usually slower, have less range, have less cargo capacity, and are more vulnerable to antiair defenses.

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Airborne Operations 1-5. Airborne operations from rotary-wing aircraft include static-line and MFF jumps over land and water. In a combat situation, SF detachments should not conduct static-line jumps from rotary-wing aircraft on a land DZ. SF detachments can use some rotary-wing aircraft when conducting water jumps that involve a combat rubber raiding craft (CRRC). Airland Operations 1-6. The equipment and support organic to the SF detachment and the aircraft are sufficient. Airland operations require no additional equipment or support. Rappelling, FRIES, STABO, SPIES, and Ladder Operations 1-7. SF detachments use rappelling, FRIES, STABO, SPIES, and ladder operations where a suitable LZ is not available and when an airborne operation is not feasible. These operations— • Require additional equipment to off-load or onload the aircraft. • May require additional training and rehearsals. • May limit the number of troops infiltrated and exfiltrated.

Helocasting 1-8. SF detachments use helocasting to infiltrate personnel from a rotarywing aircraft into water. Helocasting does not require any additional equipment such as parachutes or ropes. Rolled Duck, Tethered Duck, and ERDS Operations 1-9. Rolled and tethered duck and ERDS operations involve the infiltration of troops and a CRRC into a water DZ. These operations do not require parachutes. FIXED-WING AIR OPERATIONS 1-10. SF detachments use fixed-wing aircraft for infiltration, resupply, and to a much lesser extent, exfiltration missions. When SF detachments use fixed-wing aircraft, the primary infiltration technique is by airborne operation. The airborne operation can be either static line or MFF parachuting. Although fixed-wing aircraft can infiltrate and exfiltrate personnel by airland operations, the increased requirements of an LZ versus a DZ usually make this option impractical. From fixed-wing aircraft, SF detachments can drop supplies with or without a parachute. Fixed-wing aircraft can fly at a longer range, have more cargo capacity, are usually faster, and can fly at higher altitudes. Static-Line Operations 1-11. Infiltration or resupply missions use static-line operations. These operations allow for the infiltration of large numbers of personnel and large quantities of supplies into small areas in a very short period. Ground personnel may assist these operations, but their assistance is not a

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requirement. Some aircraft also have the capability to drop personnel and small boats on water DZs. MFF Parachuting Operations 1-12. MFF parachuting operations allow the clandestine insertion of small groups of soldiers into denied territory by aircraft flying at high altitude to avoid detection or enemy air defense artillery. These operations do not require the large DZs required with static-line airborne operations. Airland Operations 1-13. If the situation permits, the aircraft can land and off-load or onload personnel and supplies. This type of operation requires a secure area that fits the LZ specifications found in Chapter 5. Airland operations also require extensive support and logistics.

AIRBORNE INFILTRATION TECHNIQUES 1-14. SF detachments infiltrate personnel and supplies into an operational area by using static-line or MFF parachutes. There are several different techniques employed during airborne operations. Each technique uses a variety of equipment and applications. Each of the different techniques has its own advantages, disadvantages, and criteria for use. Not all aircraft are capable of conducting all of the various techniques. STATIC-LINE OPERATIONS 1-15. There are several variations of static-line airborne operations. FM 3-21.220, Static Line Parachuting Techniques and Training, and United States Special Operations Command (USASOC) Regulation (Reg) 350-2, Training Airborne Operations, prescribe the tactics, techniques, procedures, and requirements for standard static-line parachute operations. GROUND-MARKED RELEASE SYSTEM 1-16. SF detachments use ground-marked release systems (GMRSs) for covertly infiltrating a small unit into a denied area without using radio communications. A trained reception committee on the DZ marks the RP with specified ground markings. The pilot and jumpmaster (JM) use the ground markings as a reference. The JM directs the GMRS. The JM spots the ground marker from the aircraft and, if all conditions are correct and safe for the drop, commands GO. Normally, SF detachments use GMRS airborne operations to infiltrate into a denied area where partisans or a guerrilla force is available to provide a reception committee on the DZ. The basic steps of the operation are as follows: • The reception committee arrives at the DZ and establishes security in accordance with (IAW) the unit standing operating procedure (SOP). • The reception committee computes the location of and sets up panels or lights on the DZ without displaying them. The committee uses a prearranged ground marking. (See Chapter 4 for further details.)

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• The reception committee displays the panels or lights for exactly 4 minutes: 2 minutes before and 2 minutes after the time on target (TOT). • If the reception committee does not display the proper predesignated signal, the JM aborts the jump. • If the jump is aborted, the SF detachment and the reception committee will designate an alternate time or DZ. • Actions of the infiltrating unit and the reception party are IAW unit SOP.

1-17. All JM procedures and responsibilities are the same as outlined in FM 3-21.220 except— • When using GMRS, the JM must spot out of the left side of the United States Air Force (USAF) aircraft. • The method for spotting out of USAF aircraft is for the primary JM to spot out of the left side and, if desired or required, for the assistant jumpmaster (AJM) to spot out of the right side. • The JM will estimate when the aircraft is 10 seconds out from the RP (ground marking) and will give the command of STAND BY to the first parachutist. • When conducting GMRS airborne operations, the JM maintains control of the static lines as the parachutists exit the aircraft. As the JM controls the static lines, the safety, who is wearing a USAF immediate deployment bail out parachute, observes the stick and is able to move freely, should a problem arise with one of the parachutists. This operation differs from standard airborne operations where the safety controls the parachutists’ static lines. • The aircrew will illuminate the green light at a predetermined time. If conditions are safe, the JM will command GO.

1-18. Advantages of the GMRS include the following: • The navigator and JM have visual markings from which to work. • Parachutists have a target on which to aim. • The reception committee establishes security on the DZ. • Personnel maintain radio silence throughout the complete air operation. • Personnel are on the ground to assist parachutists.

1-19. Disadvantages of the GMRS include the following: • A trained reception committee must mark the DZ. • The reception committee must correctly compute the RP and IP. • The size of the reception committee and the distance between markings increase security risks. • Sufficient visual conditions are required for the JM to see the markings on the DZ.

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COMPUTED AIR RELEASE POINT 1-20. When using the computed air release point (CARP), the navigator is responsible for getting the plane to the DZ at the right heading and altitude. The navigator activates the green light. The green light is the signal for the JM to begin the drop. The JM should ensure the aircraft is at the correct DZ, heading, and altitude before releasing the parachutists or bundles. This type of operation may or may not require a reception committee to mark the DZ. An unmarked DZ with no reception committee is a blind drop. NOTE: All JM procedures and responsibilities are the same as outlined in FM 3-21.220. 1-21. The advantages of CARP are as follows: • CARP can be used during limited visibility when the JM is unable to see the DZ or other identifying terrain features. • A reception committee is optional. If one is used, it does not require training and is smaller than that required for GMRS. • If the DZ is marked, the markings are smaller and require less area than GMRS. CARP decreases the chance the enemy or others will see markings or lights.

1-22. Disadvantages of CARP include the following: • The accuracy of the drop is dependent on the USAF navigational equipment. • If there is no reception committee, the infilling detachment will not have any security or assistance on the ground.

BLIND DROP 1-23. A blind drop is a type of CARP jump with an unmarked DZ and no reception committee. Blind drops provide infiltration of a small reconnaissance element or SF team into a denied area to conduct SO missions. These operations are single-ship airborne operations conducted in a single pass without communications or assistance. 1-24. Blind drops are employed when— • SF detachments are operating in a unilateral role; for example, when they conduct operations against selected targets without the support of a resistance force. • The enemy situation prevents normal marking and recognition signals. • A resistance force with enough potential and that requires support is known to be in the area. However, the resistance force has made no prior contact.

1-25. Blind drops require the following: • In instrument meteorological conditions (IMC), an MC-130 or other aircraft will be equipped with the adverse weather aerial delivery system (AWADS). During training, air-to-ground communications are required when conducting blind drops with AWADS-equipped C-130s or MC-130s.

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• Under visual conditions, blind drops can be conducted from nonAWADS-equipped aircraft, to include short takeoff and landing (STOL) aircraft. Air Mobility Command (AMC) special operations low-level (SOLL) aircrews will use NVG at night. • For U.S. Army training drops, a minimum ceiling of 500 feet above drop altitude is normally required for fixed- and rotary-wing aircraft. The ground force commander or user may waive this requirement with proper authorization from the major command (MACOM). However, the airborne commander must identify a minimum ceiling before the mission is flown. During operational missions, the airborne commander in coordination with the air mission commander, or pilot in command, determines ceiling and visibility minimums. For joint exercises, USAF personnel are authorized to use Army minimums. When the ceiling is less than 600 feet AGL, all personnel must be clear from the DZ not later than (NLT) 5 minutes before the scheduled equipment airdrop TOT and must remain clear until the airdrop is completed.

1-26. JM procedures for blind drops: • The JM procedures and requirements are the same as CARP. • The JM will make sure the parachutists are aware that the DZ might be obscured and will be unmarked.

1-27. Advantages of blind drops include the following: • Blind drops can be conducted during limited visibility when the JM is unable to see the DZ or other identifying terrain features. • The enemy or others have no chance of seeing the markings or lights. • A reception committee is not required. • USAF combat control team (CCT) or special tactics team (STT) support on the DZ is not needed.

1-28. Disadvantages of blind drops include the following: • The accuracy of the drop is dependent on USAF navigational equipment. • Depending on the type of aircraft used, blind drops may be limited to favorable astronomical and weather conditions in the objective area. • There is no security on the ground. • There is no assistance available for the detachment.

MARKED POINT OF IMPACT 1-29. A marked point of impact (PI) airborne operation is almost the same thing as a blind drop. However, a marked PI airborne operation has a reception committee that uses a predesignated block letter or light signal to mark the desired PI on the DZ. This is the only marking required. The navigator computes the RP according to the marked PI and flies as if the operation were a CARP jump. Following are the procedures for conducting a marked PI operation: • The parachutist and JM procedures are the same with two exceptions. First, the JM briefs the parachutists on what will be the marking signal. Second, the unit SOP dictates the actions of the parachutists.

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• The reception committee marks or illuminates the DZ for 2 minutes before and 2 minutes after the designated TOT. • If the proper predesignated signal is not displayed, the jump is aborted. • Alternate time and DZ are as per premission coordination between the detachment and the reception committee. • Actions of the infiltrating unit and the reception party are per unit SOP.

1-30. Advantages of a marked PI operation include the following: • A reception committee is not required to figure out the RP. • Parachutists have a target for which to aim. • A reception committee establishes security on the DZ. • Personnel can maintain radio silence throughout the complete air operation.

1-31. Disadvantages of a marked PI operation include the following: • Visual conditions must allow the navigator to see the signal to compute the RP. • There is an increased security risk because of the signal on the ground. • The operation may require multiple passes. • The accuracy of the drop depends on USAF navigational equipment.

VERBALLY INITIATED RELEASE SYSTEM 1-32. Verbally initiated release system (VIRS) is a procedure to provide verbal steering guidance to an aircraft and call the release when it reaches a predetermined point on the ground. The reception committee calculates the RP on the ground and places whoever is giving directions to the aircraft at the RP. This person then guides the aircraft to a spot directly overhead and radios the aircraft to release the parachutists or cargo. Commands used when conducting VIRS should be as short and concise as possible so as not to interfere with the approach of the aircraft to the DZ. For example, the person on the ground commands— • LEFT TURN and RIGHT TURN to align the aircraft on the desired inbound heading. Direction changes are given in relation to the direction of flight. • STOP TURN when aircraft is on course. • STAND BY to the aircraft about 5 seconds before release or as prebriefed. • EXECUTE when the aircraft reaches the predetermined point on the ground. This command is transmitted three times.

1-33. The advantage of VIRS is that the DZ requires no marking. The disadvantages of VIRS include the following: • The procedure requires radio communications. • Personnel require extensive experience with performing the procedure. • A trained reception committee must correctly compute the RP and PI. • The reception committee must be able to see the aircraft at all times during the inbound approach.

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ROUGH-TERRAIN AIRBORNE INFILTRATION 1-34. The purpose of a rough terrain airborne operation is to parachute an element into an area that has no suitable DZ. It is a jump into an unprepared, mountainous, rocky, or wooded DZ. This technique minimizes terrain considerations and gives the commander maximum latitude in DZ selection. Rough-terrain airborne infiltration is not normally limited to favorable astronomical and weather conditions. A reception committee is not necessary for rough-terrain airborne infiltration. When conducting roughterrain jumps, all parachutists will wear the parachutist rough-terrain system (PRTS) to provide protection. The PRTS consists of the following: • A camouflaged rough-terrain suit constructed of material resistant to penetration or tearing. • Pliable attachable or detachable pads to protect vital body areas. • A smoke parachutist helmet with face, eye, and maximum impact protection. • A lowering device 100 to 170 feet long capable of lowering up to 360 pounds. • Gloves that will protect the hands during the landing and allow the parachutists to maintain a firm grip on their equipment.

NOTE: Parachutists must receive training on the use of PRTS. This training will address tactical employment of the PRTS, procedures for adjusting the parachute harness, equipment inspection, and rigging and derigging of equipment. JM procedures remain unchanged except to make sure the parachutists have received or do receive training on the PRTS during sustained airborne training. 1-35. Advantages of this technique are as follows: • A trained reception committee is not needed. • Selection of DZ is less restrictive. • The RP does not have to be very accurate.

1-36. Disadvantages of this technique are as follows: • Extensive training of all parachutists is required. • Injuries are more common. • A longer time is required on DZ to recover personnel and equipment. • There is no security or assistance without a reception committee. • There is more equipment to cache.

MILITARY FREE-FALL 1-37. Units use MFF parachuting infiltrations when enemy air defense and detection systems prevent a low-altitude penetration or mission needs demand a clandestine insertion. FM 3-05.211, Special Forces Military FreeFall Operations (currently published as FM 31-19, Military Free-Fall Parachuting Tactics, Techniques, and Procedures), prescribes the technical and procedural guidance for MFF operations.

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1-38. The characteristics of MFF parachuting operations are as follows: • Flights at altitudes above normal sight and sound and/or offset from the DZ. • Ram-air parachute system, which is a high-performance gliding system, is used. The ram-air parachute system has an air speed of 20 to 30 miles per hour (mph) and is highly maneuverable. • Exit altitude between 5,000 feet AGL and 30,000 feet MSL during training. • Opening altitude between 4,000 feet AGL and 25,000 feet MSL during training. • Parachutist drops on a visually marked RP, an unmarked DZ by using the high altitude release point (HARP), or a visible preselected RP to reach the desired ground impact point. • Can be conducted on DZs too small for static-line infiltration.

1-39. The type of MFF parachuting operation used usually depends on the enemy defenses and political considerations. The two types of MFF parachuting operations are as follows: • High altitude low opening (HALO). The parachutists exit from the aircraft at altitudes up to 30,000 feet MSL, free-fall to 4,000 feet AGL, and deploy their parachutes. This technique requires the aircraft to fly within several kilometers (km) of the DZ. • High altitude high opening (HAHO). The parachutists exit from the aircraft at altitudes up to 30,000 feet MSL, free-fall to 25,000 feet MSL or lower, and deploy their parachutes. Depending on the altitude and winds, the parachutists can cover up to 30 kilometers ground distance under canopy.

1-40. The two types of release for MFF parachuting are as follows: • JM-directed. The JM calculates the RP by using wind and altitude information. He then directs the aircraft to that spot and releases the parachutists under safe conditions. • HARP. This is similar to a CARP jump in that the navigator computes the RP by using the HARP formula. Once the aircraft arrives at the HARP, the aircrew activates the green light and the JM gives the go signal.

AWADS 1-41. AWADS is a multipurpose, self-contained tactical navigation system. AWADS greatly improves mission aircraft capability to infiltrate and resupply personnel and equipment into blind, unmarked DZs in adverse weather or darkness. During SF training missions, SF and USAF personnel can conduct AWADS operations safely in IMC with a minimum 300 feet AGL ceiling and minimum visibility of 1 kilometer. The following procedures apply when using AWADS for infiltration: • If the mission requires an AWADS IMC airdrop option, the SF and USAF personnel plan the drop as a CARP release. In this situation,

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marking the PI is optional. However, a marked PI provides the crew with the capability to make a visual CARP release in case of AWADS failure in visual conditions. • If DZ RP markings are used, the ceiling and weather conditions must permit visual sighting. If DZ RP markings are used and a drop using a ground-marked RP is desired, an AWADS IMC airdrop option cannot be made because the GMRS and AWADS CARP procedures are incompatible. • The JM briefs the parachutists on the psychological effect of exiting the aircraft in or just above the clouds. The parachutist perceives a false sense of excessive aircraft speed that may cause him to hesitate in the door. • The parachutist has limited time for DZ orientation, which may lead to dispersion problems. • The minimum drop altitude during instrument flight rules (IFR) will be 500 feet above the highest obstruction, 5.5 kilometers on either side of the DZ centerline from the DZ entry point to the DZ exit point. DZ entry or exit points are defined as follows:

ƒDZ entry point. A geographical point on the DZ run-in course for which mission planners establish drop altitude, drop airspeed, and stable flight conditions. This point will normally be at least 11 kilometers before PI. ƒDZ exit point. A geographical point on the DZ departure course (extended DZ centerline) at or before which the departure maneuver is to be performed. This point is normally no closer than 3.7 kilometers past the trailing edge of the DZ. The mission planners select the DZ exit point and the departure profile, ensuring at least a 1,000-foot altitude separation from all obstructions within 9.25 kilometers of the DZ departure flight path. NOTE: Minimum ceiling or visibility restrictions do not apply to AWADS or MC-130 Combat Talon aircraft for actual contingency or combat operations. For combat, ceiling and visibility minimums can be as low as zero ceiling and zero visibility for both aircraft. Minimum IMC resupply drop altitude for the Combat Talon is 250 feet AGL.

AERIAL RESUPPLY 1-42. An airdrop involves all types and methods of air-to-ground delivery of equipment and supplies from an aircraft in flight (Figure 1-1, page 1-12). The airdrop is one of the best and fastest means of resupply. In some cases, it may be the only means of resupply available to the commander. Because of the uniqueness of the UW environment, SF detachments have different methods of ordering, preparing, and obtaining supplies.

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Figure 1-1. Resupply Mission

TYPES OF RESUPPLY 1-43. The deploying detachment plans resupply missions in conjunction with the Special Forces operational base (SFOB) or forward operational base (FOB) during isolation phase. After the infiltration, the SFOB or FOB coordinates the aerial delivery of automatic, emergency, or on-call resupply missions to deployed operational elements IAW the preplanned schedule or as per any changes sent by the deployed detachment. Preplanned automatic resupply and emergency resupply provide operational elements with immediate equipment and supplies until routine on-call supply procedures can be established by the advanced operations base (AOB) or FOB, depending on the element size.

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Automatic Resupply 1-44. Planning for an automatic resupply mission occurs before infiltration. Planning includes delivery time, location, contents, and the DZ marking and authentication to be used. Automatic resupply is delivered after successful infiltration and radio contact is established unless canceled, modified, or rescheduled by the deployed operational element. Automatic resupply replaces expended, lost, or damaged equipment. Automatic resupply also augments equipment that could not be carried during the initial infiltration, and it serves to reinforce U.S. support of the resistance movement. On-Call Resupply 1-45. The on-call resupply mission is based on operational needs after the SFOB or FOB and the SF element establish communications with each other. On-call resupply requests consist of expendable supplies and major equipment items that are not consumed at a predictable rate. The Special Operations Theater Support Element (SOTSE), SFOB, or FOB holds these supplies in readiness for immediate delivery following specific mission requests. 1-46. Personnel use the SF catalog supply system (CSS) to expedite on-call resupply requests, to make sure equipment or supply items are accurately identified, and to minimize radio transmission time. The CSS permits maximum user flexibility and identifies single major equipment items or several associated items by code words. The catalog lists its supplies by class of supplies and groups them in individually packaged items or associated unit items packed together. For example, an individual bundle might consist of one mortar with baseplate, mount, and sight and a unit bundle might consist of a recoilless rifle, complete with sight, spare parts, and eight rounds of high explosive antitank (HEAT) ammunition. Emergency Resupply 1-47. Personnel plan the emergency resupply mission before infiltration. It includes a specified delivery time, a provisional location (to be confirmed), a prerigged emergency resupply bundle, and the DZ marking and authentication to be used. 1-48. The emergency resupply bundle is flown— • When radio contact has not been made between the operational element and the SFOB or FOB within a specified time after infiltration IAW unit SOP. • When communications is lost between a deployed SF element and the SFOB or FOB for a predetermined consecutive number of scheduled radio contacts IAW unit SOP. • Upon receiving a call from the deployed detachment.

1-49. If forced into continuous movement and unable to reach the emergency resupply DZ, the SF element selects and reports emergency DZs at the first opportunity. If, during this time, an element misses a certain number of radio contacts, the supporting air unit delivers the resupply on the last reported DZ. The emergency resupply bundle contains mission-essential equipment

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and supplies to restore the operational capability and survivability of the SF element and indigenous assets. 1-50. Normally, the emergency resupply bundle contains the following: • Communications equipment. • Radar transponders or other marking devices. • Survival and medical supplies. • Selected weapons, ammunition, and demolition items. • Food.

TYPES OF AIRDROP 1-51. The types of airdrops are as follows: • Free drop. • High-velocity drop. • Low-velocity drop. • High-altitude airdrop resupply system (HAARS) container delivery system (CDS). • Low-altitude parachute extraction system (LAPES) drop (not currently being used or trained by USAF). • High-speed, low-level aerial delivery system (HSLLADS) drop. • Delayed-opening airdrop.

Free Drop 1-52. A free drop is the delivery of certain nonfragile 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. Free drops are most effective when the aircrew drops the supplies into a river, stream, or other body of water and ground forces can immediately recover the supplies. High-Velocity Drop 1-53. High-velocity drop is a procedure in which the drop velocity is greater than 30 feet per second but lower than free drop velocity. It is used to deliver certain items of supply that are specially packed and rigged in containers having layers of energy-dissipating material attached to the underside and a stabilizing device. The stabilizing device, such as a ring-slot parachute, minimizes oscillation of the load and creates just enough drag to keep the load upright during descent so that it will land on the energy dissipater. Low-Velocity Drop 1-54. Low-velocity drop is a procedure in which the drop velocity is less than 30 feet per second. Low-velocity drop is the delivery of supplies from an aircraft using cargo parachutes. Such loads are specially prepared for airdrop either by packing the items in air-droppable containers or by lashing them to air-droppable platforms. The parachute riggers attach cargo parachutes to

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the load or the platform to slow the descent of the load and to ensure minimum landing shock. HAARS CDS 1-55. HAARS CDS allows for the airdrop of containers at altitudes between 2,000 feet AGL and 25,000 feet MSL. Using this system, the aircraft drops the containers from the drop altitude and they free-fall, with a drogue chute to maintain upright position, to a preset altitude. Time-delay devices such as power-actuated reefing line cutters, barometric opening devices, or timers deploy the parachutes. These devices delay the opening of the cargo parachute at low altitudes to permit a good ground dispersion pattern. The aircrew employs high-altitude bombing techniques combined with HARP computations when using this airdrop system. LAPES Drop 1-56. The Army has decided that there is no longer a need for the LAPES drop; therefore, USAF is no longer training with this technique. The Army may reverse this decision; consequently, this information is still included in this manual. LAPES extracts cargo loads up to 36,700 pounds. While the aircraft is flying at about 5 to 10 feet above the ground delivery point, a drogue parachute extracts the platform load from the rear of the aircraft. This parachute provides deceleration, which, combined with ground friction, quickly stops the forward momentum of the load. LAPES does not require recovery parachutes. The advantages to LAPES are precise accuracy, no need for DZ marking equipment, and rapid clearance of the DZ. HSLLADS Drop 1-57. The HSLLADS drop was developed for airdrop resupply from the MC-130 Combat Talon flying at 250 knots and as low as 250 feet AGL. This system employs a modified container using A-21 covers and a modified 22- or 28-foot 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 250 to 750 feet AGL. A “slingshot” ejection system ejects the cargo load over the RP. Delayed-Opening Airdrop 1-58. The JM attaches an automatic-opening device (AOD) or timer to the parachute and bundle. The JM free-drops the bundle from the aircraft, and the AOD or timer deploys the parachute at the preset altitude or time. METHODS OF AIRDROP 1-59. The five methods of airdrop currently employed are as follows: • Door loads. • Wing loads. • Gravity. • Extraction. • External transport.

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Door Loads 1-60. Personnel slide or push bundles out of the aircraft door or tail ramp opening. This method is suitable for free, low-velocity, and high-velocity drops. The size of the opening in the aircraft and the capability of personnel to eject the bundle limit the load in size and weight. Wing Loads 1-61. Personnel rig loads in containers attached to shackles on the underside of the aircraft wings. The load-carrying capacity of the aircraft and the type container and its asymmetrical flight characteristics limit the size, weight, and shape of the load. Gravity 1-62. Personnel release load-restraining ties to allow the load to slide out of the cargo compartment of the aircraft that is flying in drop altitude. The nose of the aircraft is slightly elevated. Extraction 1-63. Personnel use a drogue parachute on platform loads. Use of the drogue parachute extracts platform loads from the aircraft cargo compartment. External Transport 1-64. Personnel hang loads from a hook clevis on a helicopter flown to the delivery site. Personnel use the free, low-velocity, or high-velocity method to drop the load. Sequence of Resupply 1-65. A typical air resupply mission involves a particular sequence of actions by the operational element, SFOB, and the air support unit. Figure 1-2, page 1-17, shows this sequence. 1-66. The operational element— • Identifies and reports DZ or LZ sites. • Transmits DZ or LZ data and resupply requests to the SFOB.

1-67. The SFOB— • Processes DZ or LZ data and resupply requests. • Coordinates the mission with the air support unit. • Transmits the mission confirmation message to the operational element. • Prepares and delivers supplies and personnel to the departure site.

1-68. The air support unit— • Prepares the mission confirmation data for the SFOB. • Receives and loads the supplies and personnel. • Executes the air delivery mission.

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Figure 1-2. Typical Air Resupply Mission

1-69. Upon receipt of the mission confirmation message from the SFOB or FOB, the operational element— • Organizes the reception committee. • Secures and marks the DZ or LZ. • Receives the personnel and/or supplies. • Removes and distributes the incoming supplies. • Sterilizes the DZ.

COMBAT CONSIDERATIONS 1-70. Various techniques and concepts that are used in combat are not used in training because of safety reasons. Refer to USASOC Reg 350-2 for detailed information.

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Chapter 2

Premission Preparation Successful air operations depend on thorough air mission planning, preparation, coordination, and rehearsals. Infiltration and exfiltration of SF detachments are usually joint operations that require coordination with the units that are going to be supporting the infiltration and exfiltration. Premission planning must include joint briefings and rehearsals between the aircrew and the deploying operational element. Each group must know the sequence of events and responsibilities under normal and emergency conditions to ensure efficient and harmonious mission completion and survival.

PLANNING CONSIDERATIONS 2-1. Regardless of the type of mission planned, mission planners must consider: • Mission, enemy, terrain and weather, troops and support available— time available, and civil considerations (METT-TC). • Operations security (OPSEC). • Security in the area of operations (AO). • Transportation available. • Time for preparation, training, and rehearsals. • Special equipment and delivery systems. • Door bundles and CDSs. • Reception committees. • Safety.

METT-TC 2-2. METT-TC is considered for all aspects of every mission, including infiltration and exfiltration. Mission 2-3. The mission may require rapid deployment into the operational area, thereby dictating the most expeditious method for infiltration. In other cases, however, mission success may depend mainly on maintaining secrecy with rapid execution of secondary importance. The mission statement may or may not specify means of infiltration and exfiltration. The element being infiltrated decides the means when not specified in the mission statement.

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Enemy 2-4. The enemy threat, capabilities, disposition, security measures, and air detection or defense systems affect the means selected for delivery or recovery. Order of battle (OB) affects the routes, communications procedures and capabilities, external exfiltration capabilities, and sources of resupply. Terrain and Weather 2-5. Mission planners consider land formations and bodies of water when selecting the method of infiltration or exfiltration. Terrain affects personnel, the need for special equipment, altitude selection, approach and exit routes, landing areas for mission aircraft, DZs, and beach landing sites (BLSs). Air infiltration routes that provide terrain masking are desirable in static-line parachute operations and airland operations. Seasonal weather conditions affect infiltrations and exfiltrations. Mission planners also consider temperature, precipitation, visibility, clouds, and wind. If parachuting and self-contained underwater breathing apparatus (para-scuba) techniques are used, certain situations impact entry or recovery techniques. For example, periods of reduced visibility or high surface winds and their effect upon surf conditions may prohibit the use of parachutes, inflatable boats, or surface or subsurface swimming. These same conditions generally favor land infiltration or exfiltration. The AWADS reduces the impact of weather as a limiting factor for air infiltrations. When considering the enemy situation, light conditions will determine time available for infiltration or exfiltration. The infilling element performs air operations, regrouping, and movement on the ground after infiltration during favorable periods of sunrise and sunset, moonrise and moonset, moon phase, and twilight. Troops and Support Available 2-6. The number of personnel to be infiltrated, their training, and the amount of equipment to be carried may be limiting factors that affect how the operational element will infiltrate. Special Forces operational detachments (SFODs) should be proficient in a variety of infiltration and exfiltration means. SFODs may require special or refresher training for some infiltration means such as MFFP, water operations, mounted operations, and others. A need for special skills may call for the use of attachments whose physical stamina and capabilities may be limiting factors. Mission planners must also consider availability of supporting forces and special equipment items. Time Available 2-7. Mission planners consider the distance to and from the objective area. For infiltration, they consider the distance from the departure area to the objective area; for exfiltration, the distance from the objective area to the recovery area. The considerations for infiltration and exfiltration are the range, speed, and capacity of the aircraft used.

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Civil Considerations 2-8. Mission planners must consider the local civilians in the AO to avoid flying over populated areas or having to move near populated areas during movement from the infiltration area to the objective area. OPERATIONS SECURITY 2-9. OPSEC is a command responsibility. Consider OPSEC in all staff efforts—intelligence, communications-electronics, logistics, administration, and maintenance—to provide maximum protection for an operation. Integrate OPSEC throughout every SF mission from initial planning through postexecution stages to keep the enemy from learning the— • Plan—how, when, where, and why we will do something. • Execution—how, when, where, and why we are doing it. • After action—how, when, where, and why we did it.

2-10. OPSEC consists of four main categories of security measures: • Signal security (SIGSEC), which includes communications security (COMSEC) and electronics security (ELSEC). • Physical security. • Information security. • Deception.

2-11. All are interrelated, and mission planners must consider them at the same time for use in each operation. See Army Regulation (AR) 530-1, Operations and Signal Security, and AR 380-19, Information Systems Security, for OPSEC guidance. SECURITY IN THE AREA OF OPERATIONS 2-12. Security is of prime importance because of the visibility of reception operations and the vulnerability of SF and indigenous assets engaged in these operations. Observable operational patterns and activities may give reception site information to the enemy. Avoid contact with the enemy if possible. Use proper counterintelligence measures. Use of area DZs and radar transponders greatly enhances the safety of reception operations. However, mission planners consider the electronic warfare (EW) threat. TRANSPORTATION AVAILABLE 2-13. The transportation means selected for the delivery or recovery depends on the specific needs of the mission. When selecting the transportation means, mission planners should consider the following: • What type of aircraft meets mission needs? • What type of navigational system is in the aircraft? • Are electronic countermeasures in place? • What is the skill level of the aircrew? • To which unit is the aircraft assigned?

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• Is aircraft dedicated? • Is a backup aircraft designated and, if so, what is it? • What are the range and carrying capacity of the aircraft? • What are the weather limitations? • What is the aerial refueling capability?

Base the selection of the aircraft on the capabilities, limitations, and availability of the mission support platform. See Chapters 6, 7, and 8 for information about the various platforms. TIME FOR PREPARATION, TRAINING, AND REHEARSALS 2-14. The amount of time available for the team to prepare and train for an infiltration affects the method that they may use. A team should use an infiltration technique that has the best chance of allowing undetected infiltration if they have the amount of time needed to prepare for it. 2-15. Rehearsals are the best means for determining flaws in procedures or errors in planning. Mission planners must thoroughly coordinate all procedures to be used. When training, the SF detachment should use the exact type of aircraft they will use for infiltration, if possible. The detachment’s rehearsals should occur under terrain, astronomical, hydrographical, and meteorological conditions close to those seen in the AO. The more complex the procedures, the greater the need for rehearsals. SPECIAL EQUIPMENT AND DELIVERY SYSTEMS 2-16. The type and method of air-to-ground delivery depends on the specific needs of the mission. Any infiltration or exfiltration that requires special equipment for the detachment or specially equipped aircraft will usually require additional time for acquiring the equipment, inspections, coordination, and rehearsals. Special considerations include the following: • Specialized teams such as HALO and scuba may require additional preparation time to rehearse their infiltration technique. • The capabilities of personnel augmenting a team may reduce the team’s infiltration options. • High-altitude and rough-terrain drops need special equipment and may limit cargo loads. • Mission planners using DZ surveys and map reconnaissance acquire DZ intelligence for the supporting air unit to accurately figure offset aiming points when using AWADS aircraft. • Programming and navigational planning for an IMC mission are more time-consuming and demanding than for a visual drop.

Equipment Selection 2-17. The selection of equipment and supplies to be carried on the initial infiltration will be based on the— • Type of infiltration. • Need for security.

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• Enemy threat. • Size of the resistance force and situation in the JSOA. • Means of transportation selected and method of insertion. • Distance, terrain, and signal propagation conditions. • Weight and bulk of equipment. • Communications equipment compatibility. • Equipment availability. • Potential for external resupply.

Equipment Preparation 2-18. Equipment reliability in the field depends primarily upon the care the unit takes in preparing the equipment for transportation and for its use. The using element must inspect and test all equipment before infiltration. Packing and Rigging 2-19. The type of resupply aircraft available will dictate the type of resupply bundle packed by the detachment. The detachment inventories, packs, and rigs all planned resupply bundles before infiltration. The infilling element and the next higher element coordinate with the SFOB or FOB to ensure proper marking and identification of bundles. See FM 3-21.220 for instructions on padding and packaging equipment. DOOR BUNDLES AND CDS 2-20. The infilling element uses airdrop containers and door bundles during infiltration or resupply operations when more equipment than can safely be carried by the detachment members is required. The infilling element rigs equipment and supplies as door bundles, packed in airdrop containers, or properly prepared for other approved types or methods of airdrop. This procedure permits the parachutist to jump unencumbered by excess equipment. However, equipment loss occurs if the infilling element does not recover containers. The type of platform being used may limit the use of door bundles or CDSs. Use airdrop containers only when there is an adequate reception party or in low-level drops of 500 to 700 feet where dispersion is not a problem. RECEPTION COMMITTEES 2-21. A reception committee is any organized group that meets the infilling detachment at the infiltration site and assists them. The presence or absence of a reception committee may influence the infiltration method in several ways. Their presence may allow for the use of an area, marked area, or rough terrain DZs as opposed to an unmarked DZ. The presence or absence of a reception committee may help determine the amount of accompanying equipment and follow-on resupply missions. Sterilization of the infiltration site and disposal of air items are less of a problem when a reception committee is present than when conducting a blind or rough terrain drop. Chapter 4 contains more information about reception committees.

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SAFETY 2-22. The safety considerations for training operations and combat operations are different. During training, safety is the primary consideration for all operations. During combat operations, the commander may waive or change many of the safety regulations and requirements to fit the tactical situation. However, safety should still be an important consideration when planning an air operation. The operation is futile if a high percentage of the unit is incapacitated and unable to complete the mission.

EMERGENCY PROCEDURES 2-23. During premission planning, the detachment establishes the emergency recognition signals and procedures for use with the supporting air unit and the SFOB or FOB. The detachment considers such emergency procedures as mission aborts, emergency landings, and evasions. Although most signals and procedures are unit SOP, mission planners must take care that the adjacent and ground forces and reception committee have a complete understanding of the use of recognition signals and procedures to be followed. The using unit carefully checks the electronic equipment used in assembly and recognition procedures before departure to ensure proper functioning and adequate power sources. The deployed detachment communicates with the SFOB or FOB by using message formats IAW the current Signal Audio Visual Service Supplement (SAVSERSUP). See Appendix C for formats that apply to aerial missions. MISSION ABORTS 2-24. The operation order states that the commanders involved in the mission are jointly responsible for deciding whether to proceed with or to abort the mission. When deciding whether to abort or proceed, commanders should consider weather, lack of or improperly displayed identification markings, or incorrect authentication signals. There are two courses of action (COAs) available: • Abort the primary reception, proceed to a preselected alternate DZ or LZ, and conduct infiltration there as planned. • Abort the entire mission, and return to the SFOB or FOB.

EMERGENCY LANDINGS 2-25. Before the detachment boards the aircraft, the loadmaster briefs emergency landing procedures. However, the infilling unit and aircrew coordinate emergency landing procedures before then so everyone has a chance to become familiar with the procedures and to eliminate conflicts with detachment SOP. Although the exact actions for getting out of the aircraft and assembling are standard, the actions immediately following will depend on where the aircraft has landed or crashed. The infilling unit and aircrew develop contingencies for any of the following situations that apply: • Landing or crashing in friendly-controlled areas. • Landing or crashing in neutral-controlled areas. • Landing or crashing in enemy-controlled areas.

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NOTE: After an emergency landing and depending on the situation, the detachment and aircrew may have to initiate the evasion plan of action.

EN ROUTE EVASION PLAN OF ACTION 2-26. A vital part of premission planning is the development of a viable en route evasion plan of action. Such a plan enhances the survivability of the aircrew and the SF element in case of emergency evacuation of the plane over or in hostile areas. 2-27. The mission commander is responsible for— • Checking all factors bearing on survivability. • Devising an evasion plan that is feasible and executable. • Briefing all mission members before departure.

PHASES 2-28. Each mission will present unique problems when planning for evasion. The evasion plan consists of two phases. Phase One 2-29. Phase one is the portion of the mission from the initial penetration of enemy-controlled territory to the LZ or DZ. The infilling unit and aircrew jointly plan for this phase and consider the presence of the aircrew. The SF detachment commander establishes criteria during isolation to determine the minimum requirements for continuing with the mission. The senior SF survivor takes charge. When deciding whether to continue, the senior SF survivor considers the capabilities, experience, and expertise of the surviving personnel and presence or absence of mission-essential equipment. If the detachment continues with the mission, the senior aircrew survivor will execute a COA for aircrew survivors that will not interfere with the assigned mission. If the detachment decides to abort and initiate evasion, the aircrew moves with them. The detachment and aircrew should avoid the aircraft crash site and the aircraft flight path before ground contact. Therefore, they will avoid discovery by hostile forces responding to the crash or detection reports. Phase Two 2-30. Phase two commences with the infiltration of the detachment and the departure of the aircraft. The evasion plan only considers the deploying detachment. The senior SF survivor determines to proceed with the assigned mission if enough of the team members have survived and are able. OTHER CONTINGENCIES 2-31. The deploying detachment and supporting aviation unit should also plan for other contingencies. They should plan for ground delays, weather conditions, aborts or cancellations, early or late arrival at the LZ or DZ, rescheduled air missions, and mission compromise.

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Ground Delays 2-32. Planned mission routes will determine the length of delay that can be incurred in meeting the established TOT. If departure is delayed and the routes can be safely altered to arrive on time, participants should execute the mission. Weather Decision 2-33. The commanders of the SFOB or FOB and the airlift control element (ALCE) jointly make the final decision on operational delays or weather cancellations. Their decision is based on existing weather minimums. Aborts or Cancellations 2-34. When a mission is aborted or canceled while en route, the supporting aircraft returns to the launch base or a designated alternate site. The SF commander attempts immediate contact with the SFOB or FOB for further orders. Early or Late Arrival at LZ or DZ 2-35. Missions not accomplished because of early or late arrival at or over the primary objective area will proceed to the alternate site. The mission confirmation message provides the alternate site. Rescheduled Air Missions 2-36. Under the delay provisions, the SFOB commander reschedules missions not accomplished for any reason. If delay provisions are not prescribed, the SFOB commander must submit a new mission request. Mission Compromise 2-37. If infiltrating during an operation related to direct action (DA) or special reconnaissance (SR), mission planners establish plans for the direct fire support and exfiltration of the detachment under distress.

JOINT MISSION BRIEFING 2-38. Face-to-face coordination between the detachment commander, JM, and aircrew takes place during isolation. This coordination is critical to ensure everyone knows exactly what is planned and expected. The joint mission briefing takes place before the briefback. At this briefing, the infilling unit briefs the final infiltration plan. The aircrew must attend the briefing. At a minimum, the aircrew members attending should include the aircraft commander and primary loadmaster. The navigator’s attendance is at the discretion of the aircraft commander. A briefing for the pilot and JM normally takes place at planeside. At that time, they receive any changes or updates to the mission.

RATES OF DESCENT 2-39. SF soldiers are carrying increasingly heavier combat equipment loads on airborne operations. The combination of heavier loads and less dense

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FM 3-05.210

atmosphere at higher elevations causes a sharp increase in the jumper’s rate of descent with the MC1-lB or T-10B parachute. The sharp rate of descent causes unnecessary, as well as mission-stopping, injuries. USASOC major subordinate unit (MSU) commanders will not allow training with combat loads that cause the rate of descent of the jumper to exceed 22 feet per second (ft/sec). Table 2-1 provides the rates of descent to assist the MSU commander. Table 2-1. Rates of Descent Total Suspended Weight (lb) Elevation (ft above MSL)

200

225

250

275

300

325

350

375

400

10,000

17.3

18.3

19.3

20.3

21.3

22.3

23.3

24.3

25.3

9,000

17.1

18.1

19.1

20.1

21.1

22.1

23.1

24.1

25.1

8,000

16.9

17.9

18.9

19.9

20.9

21.9

22.9

23.9

24.9

7,000

16.7

17.7

18.7

19.7

20.7

21.7

22.7

23.7

24.7

6,000

16.5

17.5

18.5

19.5

20.5

21.5

22.5

23.5

24.5

5,000

16.3

17.3

18.3

19.3

20.3

21.3

22.3

23.3

24.3

4,000

16.1

17.1

18.1

19.1

20.1

21.2

22.1

23.1

24.1

3,000

15.9

16.9

17.9

18.9

19.9

20.9

21.9

22.9

23.9

2,000

15.7

16.7

17.7

18.7

19.7

20.7

21.7

22.7

23.7

1,000

15.5

16.5

17.5

18.5

19.5

20.5

21.5

22.5

23.5

MSL

15.3

16.3

17.3

18.3

19.3

20.3

21.3

22.3

23.3

NOTE: Rate of descent represented in ft/sec.

Above average rate of descent.

Exceeds acceptable rate of descent.

2-40. In Table 2-1— • Elevation is expressed in feet above MSL. • Total suspended weight (pounds [lb]) is the total weight of the jumper, combat equipment, and air items. • Rate of descent is expressed in feet per second. Depending upon the total weight and relative air density, the average rates of descent for different canopies are as follows: T-10C, 19 to 23 feet per second; MC1-1B, 18 to 22 feet per second; and MC1-1C, 14 to 18 feet per second. • Rates of descent in feet per second for the T-10B and MC1-lB main parachutes at various elevations are provided.

2-41. Table 2-1 is based on the following: • Feet-per-second increase per 1,000 feet gained. • Feet-per-second increase per 25 pounds added suspended weight.

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FM 3-05.210

NOTE: The rate of descent for the MC1-1C is slightly lower than Table 2-1 shows for the T-10B and MC1-1B main parachutes. For planning purposes, the above rates of descent will also apply to the MC1-1C main parachute. 2-42. Other factors that unit commanders should consider when deciding the amount of equipment their troops will carry on airborne operations are— • Forecasted winds affecting lateral speed (winds at altitude). • Proficiency of jumpers. • Air temperature (colder temperatures cause a faster rate of descent). • Night operations (limited visibility conditions). • DZ conditions.

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Chapter 3

Drop Zones A DZ is any designated area where personnel and equipment may be delivered by means of parachute or free drop. During premission planning, the Special Forces operational detachment A (SFODA) selects DZs for infiltration, resupply, and other uses. When planning, the SFODA uses all available intelligence resources and maps. The commanders of the SFOB or FOB and the supporting air unit jointly approve the selected DZs. After the SF operational element infiltrates into the operational area, the element must confirm and report additional DZ data for use by the SFOB or FOB and the supporting air unit. SF personnel select and mark DZs to be used for future reception operations that are generated by the mission. The ground unit commander (GUC) selects the DZ with a location that best supports all aspects of the tactical operational plan. For tactical training, mission planners check the USAF assault zone availability report for an approved DZ within the tactical area. If the selected DZ is not on the assault zone availability report, mission planners conduct a tactical assessment.

SELECTION OF DZ 3-1. Mission planners select the DZ that is best suited for the mission, using a variety of criteria. When selecting DZs, no single factor is most important. The selection criteria may vary for each mission. Mission planners must weigh all the factors and consider the advantages and disadvantages of each factor. Often the DZ that is selected is not perfect but simply the best available. The SFODA will designate the various primary and alternate DZs during mission preparation. The SFOB and supporting air unit approve the DZs designated by the SFODA. When selecting a DZ, the SFODA uses as many of the below-listed factors as possible: • Support of the mission. • Type of airborne operation. • Type of supporting aircraft. • Infiltration route. • Security. • Safety. • Weather and astronomical conditions. • Size of the DZ. • Other characteristics of the DZ.

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FM 3-05.210

SUPPORTING THE MISSION 3-2. While there may be several DZs to select from, some will be better able to support the mission than others. Some of the main considerations when selecting the DZ that best supports the mission are as follows: • Security. • Distance from target or area of interest. • Terrain between DZ and target. • Locations of enemy units and built-up areas. • Amount of time that the detachment has for movement. • Amount of equipment that the team members are carrying.

Usually, the detachment will identify all possible DZs that support the mission and then determine which ones are the best to use. 3-3. The supporting air unit is responsible for airdrop accuracy and air safety. The ground unit is responsible for establishment of, operation of, and safety on the DZ and for elimination or acceptance of ground hazards associated with the DZ. The JM is responsible for airdrop accuracy when JMdirected release procedures are used. The using forces will take responsibility for injury of personnel and damage to equipment that could result from using a DZ that does not meet the minimum size criteria. TYPES OF AIRBORNE OPERATIONS 3-4. There are several types of airborne operations. In general, airborne operations are classified as static line, MFF, or airdrop. The types of staticline airborne operations include personnel, CDS, and heavy equipment drops. A DZ that may be suitable for one type of airborne operation may not be suitable for another type because of restrictions on the size, support requirements, number of personnel to be dropped, and other factors. The more personnel or bundles being dropped by static-line parachute, the greater the DZ size. SUPPORTING AIRCRAFT 3-5. Mission planners should consider the following determining the capabilities of the supporting aircraft:

factors

when

• Carrying capacity of the aircraft. • Type of aircraft. • Aerial refueling capability. • Weather limitations. • Navigational systems. • Electronic countermeasures. • Level of skill of the aircrew. • Unit from which the aircraft comes.

Mission planners must also determine whether or not the aircraft is dedicated to the mission and if there is a backup aircraft. If there is a backup

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FM 3-05.210

aircraft, what is it? If the capabilities of the alternate aircraft are different from those of the primary aircraft, will the plan have to be changed to accommodate the alternate aircraft? NOTE: Before setting up a DZ, the reception committee must know the type of aircraft, drop speed, and altitude. INFILTRATION ROUTE 3-6. Mission planners select the primary and alternate DZs so that the aircraft can overfly them in order—primary then alternate—without making major course corrections. Air routes to and from the DZ should not conflict with other air operations, restrictive terrain, or man-made objects (television or radio towers). The route to the DZs should not overfly built-up areas, enemy defenses, or the objective. SECURITY 3-7. The DZ must provide maximum security from the enemy threat. It should be located as far away from enemy positions and civilian areas as possible. The approach and exit routes must be concealed from observation or secured against interdiction. Additionally, the DZ should be near areas suitable for caching supplies and disposing of air delivery equipment. SAFETY 3-8. A DZ that does not meet all criteria for the safety of the infiltrating personnel but meets all air safety criteria may be used for cargo drops only. To ensure the airdrop is safe, the equipment and personnel can be recovered, and personnel and equipment can be employed to accomplish the mission, the DZ should be as free of obstacles as possible. Cargo airdrop altitude should not exceed 1,000 feet. Examples of obstacles are— • Trees 35 feet or higher impeding recovery of personnel or equipment. • Water 4 feet deep within 1,000 meters (m) from any edge of the DZ. • High-tension wires that are carrying active current of 50 volts or greater. (Can the power be turned off before the drop?) • Any other conditions that may injure parachutists or damage equipment (inactive electric wires, barbed wire fences, swamps, ditches, gullies, and so forth).

METEOROLOGICAL CONDITIONS 3-9. Meteorological conditions impact airborne operations. Mission planners must consider seasonal weather and other meteorological conditions in the operations area. SIZE OF THE DZ 3-10. There are different DZ dimension (in meters) criteria for different types of airborne operations and different types of USAF aircraft. Table 3-1, pages 3-4 through 3-6, provides the minimum sizes in peacetime for standard USAF aircraft. The DZ sizes in Table 3-1, pages 3-4 through 3-6, must be followed unless a waiver is issued. Tables 3-2 and 3-3, page 3-7, provide the

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minimum DZ sizes for USAF SO or modified aircraft. During contingency or wartime missions, the SF element commander may waive DZ sizes. However, size requirements remain a joint responsibility of the air component commander (ACC) or Commander, Air Force Special Operations Forces (COMAFSOF), and the supported force commander. Commanders will use minimum size criteria when selecting DZs to support the ground tactical plan during training. • Width. The DZ width should allow for minor computation errors in wind drift. • Length. The absolute minimum DZ length depends on the ground dispersion pattern formed by the number of jumpers or cargo containers to be dropped. This pattern generally parallels the line of flight of the aircraft along the long axis of the DZ.

NOTE: For USAF unilateral operations, the 70-meter increase in length required for each additional parachutist may be computed from the point of impact rather than added to the total length of the minimum size DZ for one parachutist. Alternating door exit procedures for training (ADEPT) do not apply to unilateral USAF operations. Table 3-1. Standard DZ Size Criteria CDS Using C-130 or C-27 Note: For visual formations (day and night), increase width by 92 m (46 m on each side). Number of Containers Altitude (AGL) up to 600 ft

Altitude (AGL) Above 600 ft

Width 1, 2

Single Row

Double Row

Length 2

366 m

1

1 to 2

366 m

2

3 to 4

412 m

3

5 to 6

457 m

4

7 to 8

503 m

5 to 8

9 or more

640 m

Add 36 m to DZ width and length for each 100 ft above 600 ft (18 m to each side and end of the DZ). CDS Using C-141 or C-17 Number of Containers

Altitude (AGL) up to 600 ft

3-4

Width 1, 2

Single Row

Double Row

Length 2

412 m

1

1 to 2

540 m

2

3 to 4

562 m

3

5 to 6

608 m

FM 3-05.210

Table 3-1. Standard DZ Size Criteria (Continued) CDS Using C-141 or C-17 (Continued) Number of Containers Altitude (AGL) up to 600 ft

Altitude (AGL) Above 600 ft

Width 1, 2

Single Row

Double Row

Length 2

4 to 8

7 to 16

700 m

9 to 12

17 to 28

837 m

15 to 20

29 to 40

974 m

Add 36 m to DZ width and length for each 100 ft above 600 ft (18 m to each side and end of the DZ). High-Velocity (HV) CDS Using 12-, 22-, or 26-ft Ring-Slot Parachutes

Altitude (AGL) up to 3,000 ft

Width 1, 2

Length 2

530 m

One row of containers 604 m. Add 46 m to the trailing edge for each additional container or additional row of containers.

Altitude (AGL) Above 3,000 ft

Add 23 m to each side and 91m to each end of the DZ for every 1,000-ft increase in drop altitude. HAARS CDS

Altitude (AGL) up to 3,000 ft

Width 1, 2

Length 2

457 m

1 to 8 containers: 1,098 m. 9 or more containers: 1,739 m.

Altitude (AGL) Above 3,000 ft

Add 23 m to each side and 46 m to each end of the DZ for every 1,000-ft increase in drop altitude. HSLLADS/High-Speed Kit (HSK)

Altitude (AGL) up to 3,000 ft

Width 1, 2

Length 2

274 m

549 m Recovery Kit

Width 1, 2

Length 2

MC-130

183 m

183 m

AWADS

366 m

366 m

C-130

366 m

366 m

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FM 3-05.210

Table 3-1. Standard DZ Size Criteria (Continued) Personnel Altitude (AGL) up to 1,000 ft

Width 1, 2

Length 2

549 m

1 Parachutist 549 m Additional parachutist: Add 69 m to the trailing edge for each additional parachutist.

Altitude (AGL) Above 1,000 ft

Add 28 m to width and length for each 100 ft above 1,000 ft (14 m to each side of the DZ). Heavy Equipment (HE)

Altitude (AGL) up to 1,100 ft

Width 1, 2

Length 2

549 m

1 platform: 915 m

Additional platforms: For the C-130, add 366 m to the trailing edge for each additional platform. For the C-17, C-5, or C-141, add 457 m to the trailing edge for each additional platform. Add 23 m to each side and 46 m to each end for every 1,000-ft increase in altitude. Altitude (AGL) Above 1,000 ft

Add 28 m to width and length for each 100 ft above 1,100 ft (14 m to each side and end of the DZ).

1 Adjustments on width are as follows:

a.

For day visual formations, increase width by 92 m (46 m on each side).

b.

For C-130 and C-141 station-keeping equipment (SKE) AWADS formation, increase width by 366 m (183 m on each side).

c.

From official sunset to sunrise, increase width by 912 m for single-ship visual drops (46 m on each side) or 184 m for visual formations (92 m on each side).

2 For C-17 DZ size adjustment (more than one may be required):

3-6

a.

For visual formations (day and night), increase width by 92 m (46 m on each side).

b.

For night visual airdrop, increase width an additional 92 m (46 m on each side). DOES NOT APPLY TO AIRCRAFT PERFORMING GLOBAL POSITIONING SYSTEM (GPS) DROPS.

c.

For SKE HE/CDS formation, increase width by 366 m (183 m on each side).

d.

C-17s require SKE to perform personnel formation airdrop. For personnel formations performing GPS drops below 1,000 ft AGL, the DZ width using center PI is 1,128 m for two-ship elements and 1,638 m for three-ship elements. When using offset PI, minimum width is 1,000 m for two-ship elements and 1,183 m for three-ship elements. Above 1,000 ft, add 28 m to width and length for each 100 ft above 1,000 ft.

e.

Single-ship IMC drops have no adjustment below 1,000 ft. Above 1,000 ft, add 28 m to width and length for each 100 ft above 1,000 ft.

FM 3-05.210

Table 3-2. Minimum DZ Criteria for Single-Ship SO Missions on Marked DZ Personnel Note: For each additional parachutist, add 70 m to the DZ length. Type Drop

MC-130

C-1301

AWADS

C-1412

CARP

275 m x 275 m

550 m x 550 m

550 m x 550 m

550 m x 550 m

GMRS

275 m x 275 m

275 m x 275 m

275 m x 275 m

275 m x 275 m

275 m x 550 m

NA

NA

NA

CARP and GMRS

180 m x 180 m

365 m x 365 m

365 m x 365 m

NA

CDS

Use the same dimensions as for a conventional platform, but add 50 m for each additional container.

HE

Use the same dimensions as for a conventional platform.

HSLLADS/HSK CARP and GMRS Recovery Kit

1 For all C-130s, add 365 m to DZ length for each additional platform. 2 For C-141, add 460 m to DZ length for each additional platform.

NOTE: The above minimum DZ sizes are inclusive of the 100-m safety zones that are required by the Army at each end of the DZ.

Table 3-3. Minimum DZ Criteria for Single-Ship SO Missions on Unmarked DZ Type Drop Personnel

MC-130 365 m x 550 m

AWADS 550 m x 550 m

C-130

C-141

550 m x 550 m

550 m x 550 m

Note: For each additional parachutist, add 70 m to the DZ length. HSLLADS

274 m x 550 m

NA

NA

NA

Recovery Kit

183 m x 183 m

183 m x 183 m

183 m x 183 m

183 m x 183 m

CDS/CRS

Use the same dimensions as for a conventional platform, but add 50 m for each additional container.

HE

Use the same dimensions as for a conventional platform.

NOTES: 1.

For C-130, add 365 m to DZ length for each additional platform. For C-141, add 460 m to DZ length for each additional platform.

2.

The minimum DZ sizes are inclusive of the 100-m safety zones that are required by the Army at each end of the DZ.

3.

For all blind drops, add 37 m to each end of the DZ for each 100-ft increase in altitude above the minimum DZ altitude for the load being dropped. During SO airdrops, the minimum DZ sizes shown above will normally apply unless precluded by mission requirements.

4.

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FM 3-05.210

3-11. The SO DZ size criteria is dependent on the type of aircraft making the drop and whether or not the DZ is marked (Table 3-2). A marked DZ is defined as a DZ that has a PI or RP marked with a precoordinated visual or electronic signal. The PI is marked for CARP drops, and the RP is marked for GMRS drops. Standard DZ markings are raised angle markers (RAMs), VS-17 marker panels, visible lighting systems, and light beacons. Virtually any type of lighting or visual marking system is acceptable if all participating units are briefed and concur. Day marking or visual acquisition devices include, but are not limited to, colored smoke, mirror, railroad fusees, and any reflective or contrasting marker panel (for example, space blanket). In some cases, geographical points may be used. Night markings or acquisition aids may include a light gun, flares, fire pots, railroad fusees, flashlights, chemical lights, and infrared (IR) lighting systems. Electronic navigational aid (NAVAID) markings (zone marker [ZM], SST-181, tactical air navigation [TACAN], and so on) may be used for either day or night operations and placed as directed by mission requirements. NOTE: DZs that are unmarked or obscured by weather are considered unmarked. The navigators confirm the DZ location and determine the RP by radar and onboard navigational equipment. The navigator determines drop accuracy by considering such factors as terrain, usable radar targets, and chart and equipment accuracy. The SO element for which the drop is being made will take responsibility for the accuracy of the airdrop when the DZ size does not meet the minimum criteria. 3-12. There is no minimum size for MFF DZs. However, an area 50 meters by 100 meters is recommended. The JM or commander must consider the experience level of the parachutists. OTHER CHARACTERISTICS OF THE DZ 3-13. Depending on the type of airborne operation, a DZ should have certain characteristics. Some characteristics are required and others are not. Some DZs may be limited or have restrictions because of their characteristics. • Shape. Square or circular DZs are preferable. These DZ shapes permit a wider choice in selecting the aircraft approach track. • Ground surface. Ground surfaces should be reasonably level and relatively free of obstructions, such as rocks, trees, fences, and power lines. Swamps, paddies, and marshy ground may be used. However, they can hinder recovery operations. DZs located at elevations greater than 4,000 feet above sea level require special attention because of the increased rate of parachute descent at these altitudes (Appendix D). • Terrain. Flat or rolling terrain is desirable. Mission planners select sites in mountainous or hilly country containing large valleys or level plateaus for mission security. If a DZ must be located on a relatively steep slope, mission planners must plan to have the aircraft flown parallel to the ridgeline to make the drop. Avoid the use of cultivated fields. Small valleys or pockets surrounded by hills are difficult to locate from the air. Do not select them except in unusual circumstances. The surrounding area must be relatively free of obstacles that could interfere with safe flight.

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FM 3-05.210

• Night operations. Rising ground or hills more than 500 feet higher than the surface of the site should be no closer than 6 kilometers and must be reported. Regardless of good moon illumination, high terrain still constitutes a hazard to aircraft since darkness greatly reduces height perception. Report navigational obstacles more than 98 feet high for operational drops at altitudes less than 400 feet AGL. • Approach quadrants. It is important that the site should have one or more open approach quadrants free of terrain or vegetation masks that could block the aircrew’s vision of the DZ marking during the final approach of the aircraft. There should be an open approach quadrant of at least 45 degrees that allows the air support unit a choice when determining its approach track from the IP (Figure 3-1). • Approach path. A single, clear line of approach is acceptable for medium aircraft under two conditions:

ƒThere is a clear, level turning radius of at least 4 kilometers on each side of the DZ.

Figure 3-1. Computation of Open Quadrant and Aircraft Track (Desired Heading)

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FM 3-05.210

ƒThere is a clear, level turning radius as prescribed by current regulations of the supporting air unit for the type aircraft to be used. For STOL or light aircraft, the distance must be 2 kilometers (Figures 3-2 and 3-3). • Access to area. The unit must have access to and from the DZ to recover equipment or conduct troop movement. DZs with no roads leading to them or next to a river with no bridges are examples of impeded access to areas.

Figure 3-2. Level Turning Radius Required for One-Approach DZs and LZs (Medium Aircraft)

Figure 3-3. Level Turning Radius for STOL or Light Aircraft

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FM 3-05.210

TYPES OF DZ 3-14. SF units use many types of DZs. A DZ can be classified according to the type of mission to be flown, intended purpose of the DZ, or DZ markings. The different classifications are frequently combined (for example, primary infiltration DZ, alternate resupply DZ, and so on). Mission planners will select some DZs based solely on map reconnaissance and available intelligence before the detachment infiltrates the area. Mission planners will select other DZs once the detachment has infiltrated the area and conducts reconnaissance operations. PRIMARY DZ 3-15. A primary DZ is the intended DZ for any type of airborne operation. It is usually the DZ that best satisfies the selection requirements and supports the mission. However, because of mission requirements and security, the primary DZ may not be the safest or easiest DZ to use. One reason a primary DZ may not be the safest is that the enemy may also be aware that it is the best DZ. The primary DZ may be manned by a reception committee and marked or unmarked. Primary DZs are further classified by their intended purpose; for example, primary infiltration, primary resupply, primary emergency resupply, and so on. ALTERNATE DZ 3-16. An alternate DZ is selected for every mission. Usually it is the nextbest DZ for that mission and must meet the same criteria. The alternate DZ is used whenever something prevents the primary DZ from being used. Things that prevent the use of the primary DZ include enemy situation, unsafe weather conditions, lack of recognition signal from DZ, inability to locate DZ, and other factors that may be determined by the SFOB or SFODA. Alternate DZs are located as close as possible to the primary track of the aircraft to preclude excessive aircraft maneuver and to minimize the possibility of enemy detection. The infiltration aircraft should normally plan to overfly the alternate DZ as a matter of course. The unit SOP and situation will determine how and why the detachment will use their alternate DZ. If possible, a skeleton reception committee will man the alternate DZ. The alternate DZ may be marked or unmarked. Alternate DZs are further classified the same as primary DZs. INFILTRATION DZ 3-17. Mission planners select primary, alternate, and possibly contingency infiltration DZs during the initial planning of an SF mission. The selection of an infiltration DZ must satisfy the requirements of the infiltrating element and the supporting air unit. Unless other units have been to the area and surveyed the DZs, mission planners will select DZs based on map reconnaissance and all available intelligence resources. RESUPPLY DZ 3-18. The number and type of resupply DZs selected during premission preparation will depend on the mission type and duration. There are three types of resupply operations for SF operations: automatic, on-call, and

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FM 3-05.210

emergency. While mission planners may not plan for automatic and on-call resupply operations, they always plan for emergency resupply operations during mission preparation. The detachment will conduct a reconnaissance of these DZs to make sure they support the mission as planned. It may also be necessary for the detachment to change or add resupply DZs after infiltration, using message format GRAZE. The conducting of automatic and on-call resupply operations is usually IAW unit SOP. The resupply can be scheduled either before infiltration or on call. Once the detachment is ready for their resupply, they send a coded message to the SFOB or FOB requesting a resupply bundle. If everything is a go for the resupply mission, the SFOB or FOB sends a mission confirmation message to the operational element. The detachment will provide surveillance on the DZ and mark it IAW unit SOP and the precoordinated plan at the appropriate times. Unless specified otherwise, resupply bundles will not be dropped unless the proper authentication signal is displayed on the DZ. Bundle or equipment recovery operations will be conducted IAW unit SOP. During an emergency resupply operation, unit SOP will dictate whether the resupply bundle will be dropped with or without a recognition signal displayed. UNMARKED DZ 3-19. Unmarked DZs are used for preplanned blind drop by parachute of personnel, emergency resupply, and other operations, as needed. The ground or auxiliary forces commander must assign observers to keep the DZ under constant surveillance before and during the scheduled drop time. After the drop, the observers alert the operational element. Then the DZ should be rapidly cleared and sterilized. Unmarked DZs are— • Sometimes limited to specific astronomical conditions, because of visibility, depending on aircraft type. • Sometimes odd shapes and sizes. • Located with identifiable terrain features. • Located in isolated or remote areas away from the enemy threat. • Reasonably close to planned evacuation routes.

3-20. The pilot or navigator computes the RP after visual or radar sighting of the DZ. If bad weather or limited visibility in the DZ area prevents the drop but the terrain allows a safe drop close to the objective, the drop may be conducted on the nearest field along the line of flight of the aircraft. However, the field cannot be more than 3 kilometers from the original DZ. The pilot will advise the personnel to be dropped in such instances. AREA DZ 3-21. The area DZ is well adapted for use with preplanned automatic resupply drops where mission planners frequently select DZs by map reconnaissance. The area DZ consists of a prearranged flight track over a series of acceptable drop sites located not more than 1 kilometer on either side of the track. Points A and B establish the line-of-flight path (Figure 3-4, page 3-13). The distance between these two points will not exceed 28 kilometers and will have no changes in ground elevation over 295 feet. The

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FM 3-05.210

mission request identifies Points A and B by coordinates. The drop procedures are as follows: • The reception committee establishes a marked DZ at any location along the line of flight between Points A and B. • The reception committee displays the DZ markings no longer than 10 minutes, beginning 2 minutes before the scheduled arrival time of the aircraft over Point A until 8 minutes past or until all jumpers and cargo have landed. • The aircraft arrives at Point A at the scheduled time and proceeds toward Point B at drop airspeed and altitude. • Once the JM or pilot locates and identifies markings, the drop is made. • If a radar transponder is used for area DZ identification, it should be positioned to mark Point A and turned on before the TOT of the aircraft, as jointly agreed upon by the commanders concerned. The transponder should be on for 15 minutes or until the reception committee observes the first deployed parachute. A radar transponder may also be used on an area DZ to mark the desired PI. • The normal DZ report format is used to report area DZs except the reception committee leader (RCL) or his representative gives the locations of Points A and B (including reference points). The RCL or his representative does not report open quadrants.

Figure 3-4. Area DZs

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FM 3-05.210

• Obstacles not shown on the issued map in reference to Points A or B are reported when they are over 90 meters above the level of the terrain and within 4 kilometers on either side of the line of flight (Figure 3-5).

NOTE: For C-17 operations, ground personnel relay PI coordinates to the aircrew no later than 15 minutes before the TOT.

Figure 3-5. Obstacles and Reference Points (Area DZ)

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MFF DZ 3-22. The maneuverability of the ram-air parachute system allows for greater flexibility in the selection of MFF DZs. For planning, the following should be considered: • Minimum DZ dimensions should be about 100 meters by 50 meters (about the size of a football field), but there is no minimum required size. The experience and capabilities of the jumpers determine the minimum required size. • The DZ may be physically located on the objective. • Parachutists can maneuver away from obstacles at low altitude. • The DZ should be relatively level. • The number of parachutists is not a selection factor.

ROUGH TERRAIN DZ 3-23. The rough terrain DZ is the easiest to select. It can be any piece of isolated or rugged terrain safe from enemy observation and enemy use of antiair defense units. Some factors to consider include: • There is no preferred shape. Any piece of terrain may be used. • A DZ that is in isolated or rugged terrain is preferable. • The DZ can be near base areas, thereby easing movement and increasing initial supply capability.

WATER DZ 3-24. Suitable bodies of water may be used, but water DZs require rapid recovery procedures. Select water that is at least 10 feet deep and clear of underwater obstructions to that depth. The surface must be clear of all floating debris, moored craft, and protruding obstacles. For personnel drops, current speed should not exceed 1 meter per second. For a safe water jump, the minimum temperature is 50 degrees Fahrenheit. PI 3-25. The PI on the DZ is the location where the first jumper or bundle to exit the aircraft should land. On most USAF-surveyed DZs, the PI for a particular type load is predetermined. Its surveyed location can be found on Air Force (AF) Form 3823, Drop Zone Survey Report. The location of the PI is based on the designated track of the aircraft, prevailing winds, and other factors. During training, the PI should be located along the DZ centerline. However, because of the tactical situation, the PI may be located near a wood line and the commander may waive the 100-meter buffer zone required during training operation. The PI location for GMRS or VIRS can be 100 meters in from the leading edge of the DZ and centerline. Table 3-4, page 3-16, lists the distances that the PI must be from the leading edge of the DZ when using CARP. 3-26. The location of the PI may be adjusted for SO or to meet specific mission requirements. The JM must brief all participants before the operation. The PI location may be adjusted for aircrew acquisition training. The PI may be located anywhere within the DZ boundaries as long as the

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minimum required DZ requirements for the aircraft are met and all participants have been briefed. Table 3-4. PI Location Using CARP Type of Drop

Type of Aircraft

Day

Night

For Single Aircraft1, 2 CDS3

C-130

183 m

229 m

CDS3

C-141 or C-17

206 m

251 m

Personnel

All

275 m

320 m

Equipment

All

457 m

503 m

For Multiple Aircraft1, 2 Personnel

All

275 m

320 m

Equipment

All

457 m

503 m

NOTES: 1 Location of PI may be adjusted for SO or to meet specific mission requirements. JM must brief

participants. 2 Location of PI may be adjusted for aircrew acquisition training. The PI may be located anywhere within

the surveyed DZ boundaries as long as the minimum required DZ size for that type of aircraft fits within the boundaries. All participants must be briefed when using this option. 3 For HV CDS and HAARS, position the PI in the center of the DZ.

RANDOM POINTS OF IMPACT 3-27. When mission requirements dictate, the random points of impact (RPI) placement option may be used. This option may be exercised in two ways: • Option one. The mission commander will notify the reception committee at least 24 hours in advance that RPI placement will be used. When the DZ is established, the reception committee will randomly select a point on the DZ and establish that point as the PI for the airdrop. In this case, the reception committee will ensure that the DZ minimum size requirements for the load being dropped are met and that the entire DZ falls within the surveyed boundaries. • Option two. The mission commander or supported force commander may request the DZ established with the PI at a specific point on the DZ. The commander makes this request at least 24 hours in advance. The requester will ensure the minimum DZ size criteria are met for the type load being dropped and that the entire DZ falls within the surveyed boundaries. These procedures will only be used during visual meteorological conditions (VMC) operations.

MULTIPLE POINTS OF IMPACT 3-28. Multiple points of impact (MPI) airdrops are authorized if all personnel involved have been properly briefed. An MPI airdrop is an aerial

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delivery method that allows for the calculated dispersal, both laterally and longitudinally, of airdropped loads to predetermined locations on a DZ. The DZ must meet the minimum size requirements for each PI, and mission planners must provide the precise location of each PI to aircrews. Ground personnel can mark MPIs using standard markings or nonstandard markings dictated by the tactical situation. If the points are placed laterally, the DZ width must be increased accordingly to meet the distance criteria from the DZ edge to the PI. When using a water DZ, this manner of placement reduces the effects of wake turbulence across the DZ. NOTE: A formation of C-17s conducting a personnel airdrop may require offset (laterally displaced) PIs. When required, offset PIs will be 250 yards left and right of the centerline personnel PI. Offset PIs for night personnel drops will be marked with flanker lights.

DZ REPORTS 3-29. Each SF operational element reconnoiters its operational area as soon as possible after infiltration. This reconnaissance is to select sites for DZs and to confirm, reassess, or refute the sites selected during premission planning. The importance of DZ reporting by the operational element is to identify and send data to the SFOB on DZ locations for current or future use. DZ data can be sent separately or as a part of a specific mission request. The messages from the operational elements to the SFOB are concise and use precise message formats (Appendix B). Each SF operational element, using its signal operating instructions (SOI), reports data on each DZ site in a mission request or in an information report. The DZ data each operational element sends must include the following: • Code name (from SOI, or as appropriate). • Location (universal transverse mercator [UTM] grid designation and coordinates of the center of the DZ). • Track of recommended aircraft approach. • Obstacles. • Reference point(s).

3-30. Other data such as the time of drop, services or items desired, and alternate DZs can be included in a mission request. Prevailing requirements, as stated in the SOI, determine message format and content.

DZ FORMULAS FOR GMRS AND VIRS 3-31. In planning a DZ operation, computing the RP is extremely important. The RP is the exact point on the DZ over which jumpers exit the aircraft. The JM locates the RP marker in relation to the desired PI by using a backward planning sequence. The PI must be determined or known before locating the RP. To locate the RP, the JM must know or compute three factors— dispersion, wind drift, and forward throw.

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DISPERSION 3-32. Dispersion is the length of the pattern formed by the impact of the parachutists or containers. The PI for the first parachutist or container depends on how the calculated dispersal pattern fits into the available DZ space. When considering the DZ selection, it may be necessary to compute the dispersion of the planned drop to ensure the DZ can support the operation in one pass. First, compute the ground dispersion pattern to determine the absolute minimum length of the DZ. It is the computed horizontal distance depending on and formed by the PI of the first jumper or container to the impact point of the last jumper or container as determined by the known number of incoming jumpers or containers. It generally parallels the line of flight of the aircraft. This computation provides the reception committee with accurate data that will ensure the aerial delivery lands within the usable limits of the DZ. The formula for computing the dispersion is D = RT (dirt) formula. 3-33. The D = RT formula is used to compute ground dispersion pattern for helicopters, STOL, and nonstandard aircraft. To use this formula, some conversions and mathematics are required. To compute this formula, at least two of the values must be known or determined. The values for the formula are: • D = unknown dispersion pattern in meters. • R = ground speed of aircraft in meters per second. To find the aircraft ground speed, convert aircraft airspeed (expressed in knots) to ground speed (meters per second). Do this by multiplying the aircraft airspeed by 0.51 (1 knot equals 0.51 meter per second). Refer to Table 3-5, page 3-19, for assistance in estimating aircraft airspeeds. • T = time, in seconds, required for the aircraft to release its cargo. To determine the time over the DZ that is needed to release a parachutist or equipment, use the following factors:

ƒAllow 1 second for each parachutist to exit the aircraft. However, do not include the time for a parachutist first out the door (10 parachutists require 9 seconds). Mathematically, this is represented as 10 x 1 - 1. When parachutists and bundles are dropped, a bundle is first out the door and 1 second is not subtracted for the first parachutist that follows the bundle. ƒAllow 3 seconds per bundle to exit the aircraft. However, do not include the time for a bundle first out the door (three bundles would require 6 seconds). Mathematically, this is represented as 3 x 3 - 3. When a parachutist is first out the door, do not subtract 3 seconds. ƒPersonnel jumping with T-10 parachutes may exit both doors at the same time. The door with the most parachutists is used to calculate the time required. For personnel drops, add a 100-meter (328 feet) safety factor to each end of the computed ground dispersion pattern. This safety factor is not necessary in combat situations. Figures 3-6 through 3-8, pages 3-19 and 3-20, provide examples of D = R/T and T = D/R computations.

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NOTE: Mass exit procedures, or exiting at the same time out of two doors, will be employed only while using T-10B parachutes. Table 3-5. Aircraft Drop Speeds of T-10B Parachute Types Of Aircraft

Drop Speeds

UH-1 Huey

50 to 70 Knots (Optimum 70 Knots)

UH-60 Blackhawk

64 to 75 Knots (Optimum 70 Knots)

MH-53 (USAF)

80 to 110 Knots (Optimum 90 Knots)

CV-22 Osprey (USAF)

80 to 110 Knots (Optimum 90 Knots)

CH-46/53 (USMC) Sea Stallion

80 to110 Knots (Optimum 90 Knots)

CH-47 Chinook

80 to110 Knots (Optimum 90 Knots)

CH-54 Skycrane (US ARMY)

64 to 75 Knots (Optimum 70 Knots)

CH/HH3 Jolly Green Giant (USAF)

70 to 90 Knots

MC-130 Combat Talon I and II

70 to 90 Knots

C-141B Starlifter

130 Knots

C-5 Galaxy

130 Knots

C-17 Globemaster III

130 Knots

C-7A Caribou

90 to120 Knots

C-27A (Aeritalia G-222)

125 Knots

C-46 Commando/C-47 Sky Train

104 to125 Knots

DC-3 (Contract Aircraft)

104 to125 Knots

CASA-212

90 to110 Knots

Figure 3-6. Example of D = RT Computation (Parachutists Only)

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Figure 3-7. Example of D = RT Computation (Parachutists and Cargo)

Figure 3-8. Example of T = D/R Computation

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WIND DRIFT 3-34. Wind drift is the horizontal distance a jumper or container will travel with the wind from the point of parachute opening through descent to the PI on the DZ. The RP is located a calculated distance upwind from the PI. Computing the wind drift distance is the second step in determining the RP. There are two choices for determining wind drift—the wind streamer vector count (WSVC) method or the D = KAV formula. WSVC Method 3-35. The JM uses the WSVC method (Figure 3-9, page 3-22) to determine the RP from the air. Normally, the JM executes this method, which does not require markings on the DZ. The WSVC method should not be used for tactical employment, since the aircraft is required to make multiple passes over the DZ. The steps for the WSVC method are as follows: • Streamer drop. On the first aircraft pass over the desired PI, the JM drops a streamer from the aircraft. The aircraft then turns to allow the JM to keep the streamer in sight. The pilot adjusts his route so that the flight path is over the streamer on the ground and the desired impact point (DIP) (in a straight line). • Count. As the aircraft passes over the streamer, the JM begins a count, stopping the count directly over the impact point. He immediately begins a new count. When that count equals the first count, the aircraft is over the RP for the first parachutist. • Aircraft flight adjustment. The pilot then maneuvers the aircraft to fly along the axis of the DZ and over the RP. The pilot may make slight adjustments based on how the parachutists land on the DZ.

NOTE: If aircraft must be shut down for a long period, the JM throws another wind drift indicator at the last RP to make sure the RP is still valid. D = KAV Formula 3-36. When using the D = KAV formula to compute wind drift, base the wind drift on three factors: the wind velocity, the aircraft drop altitude, and the constant factor for the type of parachute used. Figure 3-10, page 3-22, shows an example computation using the D = KAV formula. 3-37. D = unknown drift of a parachute. The drift is measured in meters. 3-38. K = constant factor that represents the typical drift characteristic for a type of parachute. It represents the lateral wind drift, in yards, for each 100 feet of altitude loss in a 1-knot wind. Those constants are: • 1.5 for CDS, door bundles, and heavy equipment (heavy drop [HD] or HE). • 3.0 for personnel parachutes. • 2.4 for tactical training bundles.

NOTE: The K-factor of a parachute is based on the flight characteristics of the parachute, not on its mode of use. Chapter 2 of FM 10-500-3, Airdrop of Supplies and Equipment Rigging Containers, states the K-factor for the T-10 parachute used in the cargo mode is the same (3.0) as for personnel drops

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using the T-10 parachute. When receiving parachutists and containers in the same drop, use the K-factor for personnel parachutes.

Figure 3-9. Determination of the RP by WSVC

Figure 3-10. D = KAV

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3-39. A = drop altitude expressed in hundreds of feet AGL. For example, 800 feet is converted to 8. The mission and situation determine the drop altitude, or the drop altitude is known (airborne commander dictates). Refer to Table 3-6 for aircraft drop altitudes. Table 3-6. Aircraft Drop Altitudes in Feet DAY (AGL)

NIGHT (AGL)

All Services, Rotary Wing Personnel Bundles

1,500

1,500

300

500

USAF Aircraft (Troop Carrier) 1 Personnel (Combat)

600 to 800 2

600 to 800 2

Personnel (Training)

1,250

1,200

300

500

1,100

1,100

Door Bundles HE

1 AWADS or SKE drop altitude is 500 ft above highest obstacle that falls within 3 miles either side of

DZ flight path. For CDS, minimum drop altitude is 300 ft AGL for G-14 parachutes and 400 ft AGL for all other parachutes. 2 During contingency and wartime operations, the airborne commander, with the commander of the

AF forces, will determine the drop altitude for personnel and equipment drops. The joint task force (JTF) commander will make the final decision. For planning purposes, the combat jump altitude is 650 ft AGL. Minimum combat jump altitude is 475 ft AGL for the MC1-lB/C and 435 ft AGL for the T-10B/C.

3-40. V = wind velocity in knots. Obtain the mean effective wind (MEW) measurement using the pilot balloon (PIBAL) or surface wind velocity measured with an authorized anemometer. Two options are available for determining wind velocity: the surface wind measurement and MEW. • Surface wind measurement. Use an anemometer to measure wind velocity. Wind direction is reported in magnetic degrees and wind speed in knots. The direction reported is the direction from which the wind is coming. Readings may be in knots or mph, depending on the type used. Multiply mph by 0.87 to convert to knots. Divide knots by 0.87 to convert to mph. When wind velocities are below 10 knots, the direct substitution of mph in the wind drift formula gives sufficient and accurate results. • MEW. The MEW is a theoretical wind of constant speed and direction that extends from the ground to a designated altitude. When required, the DZ safety officer (DZSO) determines the MEW by timing the ascension of a helium-filled balloon to a predetermined altitude and measuring the angle of drift. The MEW will not necessarily correspond to the speed and direction of the wind at a particular altitude or level. It is an indicator of the drift line and distance an airdropped object can travel. The PIBAL system determines the MEW. This system should be used when possible, as it is more reliable than surface wind measurement, which measures surface wind velocity only. (Refer to Appendix D for determining the MEW by using the PIBAL system.)

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NOTE: Either the AN/PMQ-3A or commercial anemometers authorized by the United States Army Infantry School (USAIS) messages are recommended for use. The USAIS messages authorizing commercial anemometers are datetime group (DTG) 101000Z MAR 94, subject: Use of Anemometers During Airdrop Operations, and DTG 212000Z OCT 94, subject: Use of Turbometer During Static Line Airdrop Operations. A command-initiated risk assessment will determine the safety of other anemometers. FORWARD THROW 3-41. Forward throw is the effect that inertia has on a falling object. When an object leaves an aircraft, it is traveling at a speed equal to the speed of the aircraft. The parachutist (or bundle) continues to move in the direction of flight until the dynamics of parachuting takes effect. Make adjustments for this factor by moving the RP the appropriate distance in the direction of the approach of the aircraft. The forward throw is usually a constant distance that is based on the type of aircraft and drop as follows: • Forward throw for personnel using USAF aircraft. The forward throw for high-performance aircraft is a constant of 230 meters. • Forward throw for personnel and equipment using STOL or rotarywing aircraft. To determine forward throw for STOL or rotary-wing aircraft, divide the drop speed of the aircraft in half. This yields the forward throw in meters. For example, an aircraft flying at 70 knots would have a forward throw of 35 meters. • Forward throw for equipment using USAF aircraft. To determine the forward throw for USAF aircraft, use the distances shown in Table 3-7.

Table 3-7. USAF Forward Throw Data C-130

C-141

C-17/C-5

C-27

Personnel

230 m

230 m

230 m

230 m

HE

458 m

668 m

658 m

NA

CDS

503 m

686 m

686 m

503 m

Door Bundles

230 m

230 m

230 m

230 m

Tactical Training Equipment

147 m

147 m

NA

147 m

DETERMINING RP 3-42. Once the dispersion, wind drift, and forward throw are calculated or known, mission planners can determine the RP with the addition of the wind direction and drop heading. The drop heading on all DZs depends on two factors: the long axis and prevailing winds. Both are considered when the situation permits. However, the long axis is the primary concern. With a GMRS or CARP DZ, mission planners can obtain drop heading from the AF Form 3823. A circular or random approach DZ does not need a set drop heading. The mission commander gives the aircrew and the DZ commander the drop heading no later than 24 hours in advance of the airdrop operation.

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3-43. Calculate the RP in the following manner: • Determine the location of the surveyed PI on the DZ to ensure there is enough space for the dispersion of the personnel or cargo. • Determine the direction from which the wind is blowing, and move in that direction (upwind). Move the distance determined by the wind drift calculations. This position should be directly below the spot where the first parachutist’s parachute should open. • Compute the back azimuth of the direction of flight of the aircraft, and move the distance of the established forward throw. This is the RP (Figure 3-11).

Figure 3-11. Marking the RP

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3-44. When using high-velocity aircraft and free drops for aerial resupply, the method for determining the RP is different as follows: • Compute the ground dispersion pattern in the same manner as above. • Disregard wind drift. Wind conditions do not affect these type drops. • Without the restraint of a parachute, compensate for forward throw by moving the RP in the direction of aircraft approach a distance in meters equal to the drop altitude of the aircraft. For example, if drop altitude is 600 feet, measure off 183 meters.

DZ MARKINGS 3-45. The types of marking systems used to help in the marking of DZs are identified below. The two types of markers used by SF are visual ground markers and NAVAIDS. 3-46. SF personnel can use visual ground markers to identify the PI, RP, or both for the airdrop. When using ground markings, SF personnel employ lights or panels in a distinctive configuration IAW unit SOI. They use NAVAID markers, radar beacons, ZMs, and TACAN to identify DZs for specially equipped delivery aircraft that have onboard equipment to read the signals. These systems provide the greatest amount of security to a DZ marking party. They may be used for either day or night operations and placed as directed by mission requirements. SF personnel may use just one system or a combination of systems. For example, they may use a NAVAID to ensure the aircraft arrives in the vicinity and then use visual markers in the DZ. VISUAL GROUND MARKERS 3-47. There are two categories of visual ground markers—nighttime or daytime. At nighttime or during periods of limited visibility, SF personnel use visible light sources as markers. When mission requirements dictate and aircrews are qualified and equipped, SF personnel may substitute infrared lights for overt lights by using the DZ marking patterns. When selecting a light source, SF personnel should consider the atmospheric and terrain conditions and security in the area. Strong light emissions may be necessary to penetrate haze or ground fog. Whatever light source SF personnel select, all lights must be of the same type and have equal light emission to form a distinctive pattern. In daytime, SF personnel should use standard or improvised panels. The color they select must contrast sharply with the ground and vegetation background colors in the area. Whenever security permits, SF personnel may use smoke grenades or smoke pots to augment or replace panels. During day operations when SF personnel are using only smoke, they place smoke grenades or pots at the RP. During night operations, a white air traffic control light may be used to mark the RP. When setting up the markers, SF personnel should use the proper code letter for the jump and set up the markers at the proper distance. 3-48. SF personnel should place the markers so that they are visible only from the direction of the approaching aircraft. They should appropriately hood selected light sources, screen the light sources on three sides, or place light sources in pits to reduce side glow. SF personnel aim the lights at the flight path of the aircraft. They position the panels at an angle of about 45

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degrees from the horizontal to present the maximum surface toward the approaching aircraft. They also place the markers where obstacles will not mask the pilot’s line of sight. 3-49. As a guide, SF personnel should use a mask clearance ratio of 1 to 15 (1 unit of vertical clearance to 15 units of horizontal clearance). For example, if a DZ marker must be placed near a terrain mask, such as the edge of a forest on the DZ approach track with 10-meter high trees, the marker would require 150 meters of horizontal clearance from the trees. This applies to static-line jumps only (Figure 3-12). Red smoke, red flares, scrambled panels, or the absence of a planned signal indicates no drop to the aircraft. Since the aircraft is required to fly along the markings on the DZ, these markings must be visible to the aircrew.

Figure 3-12. Mask Clearance Ratio 1:15

RADAR BEACONS 3-50. Radar beacons, such as the AN/PPN-18 or -19 and the SST-181 series, can be used in a direct mode (placed on the DZ) or in an offset mode (not placed on the DZ). Radar beacons work on line-of-sight principle. Heavy precipitation, dense foliage, and terrain masking weaken the signal from a radar beacon. Also, other beacons, radar, electronic countermeasures (ECM), and electronic counter-countermeasures (ECCM) equipment working within the signal and frequency ranges of the beacon can disrupt the beacon. When used in an offset mode in a low-threat environment (when the aircraft can ingress at 1,000 feet AGL or above), the beacon must be between 1 and 25 kilometers from the DZ. When used in a high-threat environment (when the aircraft must ingress at 1,000 feet AGL or below), the beacon must be within 10 kilometers of the DZ. C-130 aircraft require a collocated pair of tuned I-band (SST-181) beacons for radar beacon airdrops. C-141 aircraft require only one beacon for radar beacon airdrops. For CARP airdrops, place the beacons at the computed RP. For MFF airdrops, place the beacons on the PI. 3-51. Emplace the beacon as high as possible off the ground, but never less than 1 meter above the ground, and at least 2 meters from any metallic, electrical, or magnetic-radiating object. During offset use, the angular

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difference between the aircraft approach heading and the beacon-to-target azimuth should be less than 45 degrees for an omnidirectional beacon and 25 degrees for directional beacon. (These figures are total left or right of the aircraft approach heading.) The beacon should be beyond the long axis of the DZ in respect to the aircraft approach heading. This beacon positioning prevents the aircraft from turning off before completely flying the DZ. Refer to Joint Publication (JP) 3-09.1, Joint Laser Designation Procedures, for more information. 3-52. Radar beacons require varied turn-on times for varied aircraft types. These times are 10 minutes before and 2 minutes after TOT for AMC aircraft and 15 minutes before and 5 minutes after TOT for Air Combat Command aircraft. In extremely cold weather, add an additional 10 minutes to these warm-up times. NOTE: For C-17 operations, ground personnel relay PI coordinates to the aircrew no later than 15 minutes before the TOT. 3-53. To conduct beacon operations, the beacon operator and the mission aircrew need to know the following: • Beacon type and code. • Beacon location (8-digit UTM grid coordinates). • Beacon elevation in feet MSL. • DZ location (8-digit UTM grid coordinates). • DZ elevation in feet MSL. • Beacon to DZ offset magnetic azimuth. • Beacon to DZ offset range in meters. • TOT. • Requested aircraft heading. • Desired results. • Target description.

ZM 3-54. Ground personnel should place the ZM TPN-27 within 1,500 yards of the PI. For maximum accuracy, the ZM should be as close to the PI as possible. If line-of-sight considerations preclude placement of the ZM at the briefed location, relocate it and advise the aircraft on initial contact of the new location relative to the PI. During night airdrop operations, the ZM should be visually marked with a light to identify it as a hazard to parachutists and to prevent accidental destruction of the ZM by vehicular traffic. TACTICAL AID NAVIGATION 3-55. The aircrew uses TACAN to guide the aircraft to the DZ. However, ground personnel should not place TACAN on a DZ as an airdrop aid. Use of visual ground markers are recommended with TACAN.

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STATIC-LINE DZ MARKING PATTERNS 3-56. Use primary and alternate marking patterns to identify the RP for night and day drops. The types of markings are based on whether or not the drop is GMRS or CARP. GMRS 3-57. The GMRS uses markings known as the four-panel inverted L, sixpanel T, or seven-panel H. The GMRS also uses an alternate marking for the inverted L (Figure 3-13).

Figure 3-13. L and T Marker Patterns

Marking Placement for T or H Pattern 3-58. The T or H pattern is recommended for C-17, C-141, and C-5 airdrops because of aircraft side-angle vision limitation. The H pattern is also

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recommended for circular DZs. The T or H pattern is the only marking authorized for use with USAF aircraft. For the T or H pattern markings— • The marking pattern will be displaced for 4 minutes, beginning 2 minutes before until 2 minutes past scheduled drop time or upon observing the first deployed parachute. • During static-line drops, the pilot aligns the aircraft as accurately as possible 100 meters to the right of the right-hand row of markers. • The drop occurs when the aircraft is adjacent to the last marker in the right-hand row.

Marking Placement for Inverted L 3-59. Four panels are placed as in Figure 3-13, page 3-29. Placement is as follows: • From the RP, move 100 meters to the left (perpendicularly) of drop heading, and use a VS-17 panel for Panel A (corner panel). Emplace the VS-17 panel with the long axis of the panel parallel with the drop heading. Elevate the panel at a 45-degree angle toward the approaching aircraft. With the panel elevated, the aircrew and JM can visually identify the DZ. • From Panel A, continue in the same direction for 50 meters and place Panel B (alignment panel), as described above. • From Panel B (alignment panel), continue in the same direction for 150 meters and place Panel C (flanker panel) as described above. • Return to Panel A, move 50 meters on a back azimuth of the drop heading for the location of Panel D (approach panel). Emplace Panel D as described above. • Position an authentication marker 15 meters to the right of Panel D (as viewed from the approaching aircraft). • At night, replace all panels with a white light. Lights may be shielded on three sides or placed in pits.

GMRS Alternate Marking 3-60. The SOI specifies a daily pattern that uses the required number of markers to form the prescribed pattern. The distance between markers will be 50 meters (164 feet). Always place the flanker panel 150 meters (495 feet) to the left of the upper left panel of the pattern as viewed from the approaching aircraft. (Use the flanker panel regardless of drop altitude.) An authentication marker is positioned 15 meters (49 feet) to the right of the lower right marker of the pattern (day and night) as viewed from the approaching aircraft. NOTE: If any portion of the inverted L falls within the 1:15 mask clearance ratio of obstacles on the approach end of the DZ, a code letter (“H,” “E,” “A,” or “T”) or far panel may be placed on the departure end of the DZ for CDS or bundle drop, if coordinated during drop zone support team (DZST) and aircrew mission briefing. This far marking is on line with Panel A to allow the aircrew to begin alignment on the RP until the inverted L comes into view. If

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a code letter is used, it can be used to distinguish the DZ from other DZs in the area (Figure 3-14).

Figure 3-14. GMRS Day and Night Markings

CARP DZ MARKINGS 3-61. During day operations, the DZSO or personnel on the ground will mark the PI with a RAM or block letter. The standard RAM is a triangularshaped marker constructed of bright orange material, 6 feet wide (minimum) at the base and 6 feet high (minimum), displayed at a 60-degree angle into the direction of flight. If authentication is required, a block letter will be used instead of the RAM. The block letter will be placed at the base of the RAM. Authorized letters for PI markings are “A,” “C,” “J,” “R,” and “S.” The block letters “H” and “O” are authorized for circular DZs. The block letters should be aligned into the surveyed DZ axis or into the aircraft line-of-flight, if different from the survey. The minimum size for block letters is 35 feet by 35 feet (11 x 11 meters) and will consist of at least nine marker panels (Figures 3-15 through 3-17, pages 3-32 and 3-33). 3-62. During night operations, the PI will be marked with a block letter and flanker lights. The block letter will be set up in the same manner as for day operations except that instead of the panels, at least nine white lights, with a recommended minimum output rating of 15 candela, are used. Flanker lights will be white and placed 250 meters to the left and right of the PI. For actual personnel airdrops, an amber trailing edge beacon will be placed 1,000 meters from the PI, along the surveyed line-of-flight, or at the DZ trailing edge, whichever is closest to the PI. The DZ identification must be coordinated and

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briefed to the ground party and the aircrew. When mission requirements dictate and aircrews are qualified and equipped, IR lights may be substituted for overt lights.

Figure 3-15. Day CARP DZ Markings

3-32

Figure 3-16. Night CARP DZ Markings

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Figure 3-17. Code Letter With Masked GMRS Letter

VIRS 3-63. VIRS is used to execute a drop when normal drop procedures are not tactically feasible. The reception committee— • Determines where the RP is located. • Places the designated traffic controller to guide the aircraft at the RP. • Gives verbal steering guidance to the pilot to align the aircraft over that point. • Tells the pilot to release the jumpers. This method allows the conduct of the operation with a minimum amount of prior DZ information and coordination. The RP may be unmarked or marked with a code letter, smoke, single panel, or a light (Figure 3-18, page 3-34).

DAY DZ MARKING 3-64. During daylight, use the precoordinated visual signal or mark the RP IAW with the unit SOI. Emplace the code letter (“H,” “E,” “A,” or “T”) with the base panel of the letter at the RP and oriented to the aircraft track. VS-17 panels placed together form the code letter. Each letter is two panels high and one panel wide. A flank panel is placed 200 meters to the left of the code letter or at the edge of the DZ (whichever is less) and aligned with the base panel. A far panel is placed 500 meters from the base panel or at the edge of the DZ (whichever is closer) and on line with the drop heading. Both the far and flank panels consist of a single VS-17 panel. These panels may also be elevated at a 45-degree angle to improve visibility.

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Figure 3-18. Army VIRS Offset

NIGHT DZ MARKINGS 3-65. The procedures for establishing the DZ are the same for night operations except that white light is used for the code letter and far or flank markings. Each code letter is four lights high and three lights wide. There is a distance of 5 meters between each light in the code letter. The far and flank lights are signal lights. Also, a white-and-red lens air traffic control (ATC) (SE-11) light should be located at the RP. Lights may be shielded on three sides or placed in pits to prevent enemy ground observation. GUIDANCE PROCEDURES 3-66. The reception committee leader or a designated person acts as the ground-to-air (GTA) controller. The GTA controller guides the jump aircraft over the DZ on the proper drop heading, and at the proper altitude and drop speed. He makes sure the parachutists exit the aircraft at the proper RP. Once the parachutists have exited the aircraft, the GTA controller must then clear the aircraft from the control zone. Figure 3-19, page 3-35, shows an example conversation between the GTA controller and the pilot.

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Figure 3-19. Example Communication Sequence Between GTA Controller and Pilot

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MFF DZ MARKING PATTERN 3-67. For MFF, the DZ selection criteria are the same as static line except there is no minimum size. The JM must consider the level of training for the jumpers when figuring the size of the DZ. A football-size (50 meters by 100 meters) DZ is recommended for training. For more on MFF, refer to FM 31-19 and USASOC Reg 350-2. Smoke, panels, wind socks, lights, and other marking techniques are used to mark MFF DZs. Visual markings that identify the DZ are generally ineffective for MFF operations, because MFF parachutists jump from a high exit altitude during HALO jumps and high exit altitude and distance during HAHO jumps. DZs are normally identified by location in reference to major terrain features. MFF parachutists assemble under canopy on a designated group leader. The group leader’s PI is the PI for the remainder of the group. 3-68. The following DZ markings can be used, when the tactical situation permits, to indicate wind direction to the parachutists under canopy (Figure 3-20, page 3-37): • Smoke, panels, wind socks, and so forth, are effective during daylight. Panels should be arranged in the form of an arrow pointing into the wind. • At night, two lights (one red and one green) can be used. When using two lights, the red light should be placed 15 meters upwind of the green light. Parachutists land over the green light facing the red light. White lights should not be used at night to avoid confusion with buildings, streetlights, and vehicles.

3-69. The RP for MFF operations is normally identified by location in relation to major terrain features. Computations for determining the RP are dependent upon the availability of altitude wind data. (See FM 31-19 for the method of computation.) At night, a colored light may be used to mark a known RP. This light should be bright enough to be easily identified from a high altitude. An example of a bright light is railroad fuzees. 3-70. Other techniques for marking MFF DZs are variations of lighting sources and other devices. These include, but are not limited to— • Radar beacons placed at the PI with individual parachutists using compatible tracking devices. • IR chemical lights with parachutists using AN/PV-7 NVGs. • Navigation Satellite Timing and Ranging (NAVSTAR) GPS portable terminal worn by parachutists.

ORGANIZATION AND OPERATION OF DZ 3-71. The DZST operates the DZ. In a UW environment, the DZST is referred to as a reception committee. There are differences between the organization and operation of a DZ for training and for real-world tactical operations. In peacetime, airborne operations are conducted IAW all applicable operational and safety regulations. Wartime airborne operations may require that these regulations be modified or waived to fit the tactical situation. The Army may conduct DZ operations jointly with the AF STT or solely. Even a strictly Army operation, if it uses conventional forces, may

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involve differences between how conventional and SOF operate and conduct the operations due to training, mission requirements, and other factors. USASOC Reg 350-2 lists the SOF requirements for operating a DZ during training. Air Force Instruction (AFI) 13-217, Assault Zone Procedures, governs the Air Forces procedures, techniques and requirements for operating DZs.

Figure 3-20. MFF DZ Markings

3-72. Army DZSTs have the primary mission of supporting wartime airdrops for battalion-size units and below, and peacetime airdrops of personnel, CDS, and heavy equipment for operations involving four or fewer aircraft. With some exceptions, these primary mission airdrops are limited to day or night

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visual conditions. The DZST also maintains the secondary mission of supporting other types of airdrops. The secondary missions may include: • Wartime force projection. • Sustainment of personnel, equipment, and CDS peacetime airdrops under AWADS and IMC conditions. • VMC formation drops with four or more aircraft.

DZST AND DZST TEAM LEADER 3-73. The size of the DZST varies, depending on the type and complexity of the mission. The senior member of the DZST functions as the drop zone support team leader (DZSTL). In operations in which the STT is not present, the DZSTL has overall responsibility for the conduct of operations on the DZ. He represents the airborne and airlift commanders. The DZSTL assumes all the responsibilities normally associated with the USAF STT and Army DZSO. USASOC Reg 350-2 covers all of the qualifications and responsibilities of the DZST. The primary responsibilities of the DZST are as follows: • Conducting premission coordination. • Evaluating the DZ for suitability and safe operating conditions. • Making sure all DZ markings are properly displayed. • Operating all visual acquisition aids. • Making sure no-drop signals are relayed to the aircraft.

3-74. Once the DZSTL has been assigned a mission, he must conduct accurate premission coordination. The recommended DZST and aircrew mission-briefing checklist, Figure 3-21, page 3-39, reflects the minimum essential information that must be addressed and confirmed by the DZSTL. Normally, peacetime drops should employ every acquisition aid and safety device available, including air-to-ground radio communications, PIBAL, MEW measurement, ATC light gun, and smoke or flares. During contingency or wartime operations, limited airdrop support equipment is available. Therefore, it is important for premission coordination and briefings to be comprehensive with respect to visual signals (drop cancellation, postponement, and authentication procedures). The coordination must be timely to ensure the DZST has enough time for planning and for moving to and establishing the DZ. ESTABLISHMENT AND OPERATION OF A DZ 3-75. The way the DZ is to be set up is determined by the type of airdrop that is to take place and the capabilities and equipment of the reception committee and the aircraft. Some marking methods, for example, CARP and GMRS, require markings to be placed on the DZ. However, the WSVC method and blind drops require no markings on the DZ. Other marking methods such as VIRS and NAVAID may or may not require markers or equipment on the DZ. To become operational, essential personnel are to be located on or at the DZ for controlling, marking, medical evacuation, wind readings, and malfunctions. • CARP is usually used for a joint airborne operation of more than three troop carrier aircraft. USAF aircraft only in conjunction with STT or a

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qualified DZST use CARP. The DZST may consist of single-service personnel (Army) or AF (STT) and Army personnel. If STT personnel are manning the DZ, they are responsible for the airdrop. • For small joint airborne operations involving four or fewer troop carrier aircraft, CARP or GMRS can be used. If GMRS is being used, only an Army DZST is required. If rotary-wing and small fixed-wing aircraft are employed, either VIRS or WSVC methods can also be used.

Figure 3-21. DZ Mission Briefing Checklist

DZSTL LOCATION 3-76. The location of the DZSTL varies depending on the type of operation. For personnel drops, the DZSTL is located at the PI. For CDS drops, the DZSTL is located 150 yards to the 6 o’clock position of the PI. For HE, free drops, high-velocity, and AWADS drops with a ceiling of less than 600 feet, the DZSTL is located off of the DZ.

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NO-DROP COMMUNICATION TO AIRCRAFT 3-77. No-drop conditions are relayed to the aircraft in the following ways: red smoke, red flares, forming the code letter into two parallel bars perpendicular to flight, or the absence of a planned signal. Forming the code letter into an “X” indicates mission cancellation. NOTE: The type of marking used is coordinated in the premission briefing. EQUIPMENT 3-78. The DZSTL should maintain an inventory of basic equipment to support an airdrop mission. This inventory is as follows: • VS-17 panels. • Smoke (red, yellow, and green). • White, steady lights, preferably Whalen. • ATC gun, SE-11 light gun, or four-cell magnesium light flashlight.

NOTE: ATC gun requires a special power source and plug to function properly. • Signal mirror. • Binoculars. • NVG for night operations. • Anemometers—AN/PMQ-3A or commercial anemometers. • Compass. • Signal flares. • PIBAL system with helium source.

NOTE: Premission coordination and mission complexity may require other items of equipment and signals. RECEPTION COMMITTEE 3-79. Any sort of organized force that is supporting an unconventional warfare airborne operation at the DZ is considered a reception committee. Once established in the JSOA, SF team members organize, train, and supervise indigenous assets to assist and conduct future air reception operations IAW SF training and doctrine and unit SOP. The reception committee has the same purpose as the DZST. However, because of the tactical situation, it has additional responsibilities and functions and is not required to meet the same peacetime requirements of the DZST. The reception committee should take as many safety precautions as possible without jeopardizing the mission or security. Function 3-80. The following are functions of the reception committee: • Provide operational security. • Emplace or operate the marking system.

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• Maintain surveillance of the reception site before and after each operation. (Although the tactical situation and available assets will determine actual surveillance times, reception sites should be observed for a minimum of 24 hours before and after the operation.) • Recover incoming personnel and supplies. • Move supplies to designated distribution points or cache sites. • Sterilize the reception site to maintain secrecy, to preclude compromise of the mission, and to ensure the success of future operations.

Organization 3-81. The reception committee normally is organized into five parties for air reception operations. Small reception committees may combine the functions of two or more parties. For example, the command and marking parties may be combined. Command Party 3-82. The command party consists of an RCL, an SF advisor, radio operators, and messengers. These personnel— • Control and coordinate all committee actions. • Provide medical support, when necessary.

Marking Party 3-83. The marking party includes the personnel required for the type of marking system to be used. Marking party personnel— • Emplace or operate the marking system. • Assist in recovering personnel and supplies. • Assist in sterilizing the site.

Security Party 3-84. Security party personnel are responsible for providing surveillance and security of the DZ. Security party members— • Provide surveillance of the DZ before and after the operation. • Provide early warning. Prevent or delay enemy interference. • Normally include an inner and outer security element. The inner element is placed around the perimeter of the reception site to conduct delaying or holding actions. The outer element sets up outposts, roadblocks, and ambush sites along approach routes to stop or delay enemy movement. • May be increased by members of the auxiliary who provide surveillance and information on enemy activities or movements and who conduct limited diversionary attacks or ambushes. • Provide security during transfer of personnel and supplies from the reception sites.

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Recovery Party 3-85. The recovery party includes personnel required for the scheduled number of incoming personnel or supply bundles. As a minimum, two persons are assigned for each parachutist or bundle. Party members— • Recover, guide, and deliver incoming personnel or bundles to the collection point. • Position personnel from the DIP along the length of the dispersion pattern. Assign specific members or groups to track the descent of each parachutist or supply bundle to make sure they are immediately recovered and to preclude loss during darkness. • Position a separate recovery detail at the exit end of the DZ to track and locate parachutists or supply bundles. This detail also serves to determine the exact line of flight of the aircraft, thus making a sweep of the DZ easier should the delivery be disrupted or lost. • Employ a signal system that precludes undue noise or movement. • Sterilize the reception site.

Transport Party 3-86. The transport party is comprised of members of all, or part of, the command, marking, and recovery parties. Members of the transport party move supplies received to designated distribution points or cache sites. WIND LIMITATIONS 3-87. The DZSO and assistant DZSO measure surface winds. Table 3-8, pages 3-42 and 3-43, depicts wind limitations during peacetime and wartime operations. There are no altitude wind limitations for airdrops. If the JM does not receive surface wind data, he will not have enough information for a drop. For example, the JM’s decision to drop personnel depends on altitude winds. JM’s should be cautious when altitude winds are greater than 30 knots. Winds on the DZ are measured using the AN/PMQ-3A anemometer or two commercial anemometers (one each for the DZSO and the assistant DZSO). Other anemometers not recommended for use should be employed only after a command-initiated risk assessment is completed. Regardless of the method or device used to measure DZ winds, the airborne commander makes sure the winds on the DZ do not exceed 13 knots during static-line personnel airdrops. Table 3-8. Wind Limitations During Peacetime and Wartime Operations Peacetime Operations Personnel

3-42

Static Line (Land)

13 Knots

Static Line (Water)

17 Knots

MFF

18 Knots

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Table 3-8. Wind Limitations During Peacetime and Wartime Operations (Continued) Peacetime Operations CDS If Using G-13 or G-14 Parachutes

20 Knots HE Drops

With Ground Quick Disconnects

17 Knots

Without Ground Quick Disconnects

13 Knots

Wartime Operations The JTF commander will set limits.

THE 10-MINUTE WINDOW 3-88. On multiple-aircraft operations or single-aircraft operations using more than 2,100 meters of DZ, the surface wind is measured from two points on the DZ. For single operations using less than 2,100 meters of DZ, the wind is measured from only one location, normally the PI or RP. Beginning 12 minutes before TOT, the DZSO begins a constant monitoring of the surface wind by using an anemometer. 3-89. If the surface wind exceeds allowable wind limits, the aircraft is notified of a no-drop, and a new 10-minute window is established. If the wind remains within limits during this new window, the drop takes place as planned. If the wind exceeds allowable limits during the new window, a nodrop signal is relayed to the pilot and the entire procedure starts again. A nodrop signal may be relayed to the aircraft by radio, red smoke, red flares, scrambled panels, or another planned signal. IDENTIFICATION 3-90. Identification is the method in which the aircrew and the reception committee identify themselves to one another. Means of identification may include time, approach, and marking pattern. Air-to-Ground 3-91. The aircraft is identified to the reception committee by— • Arriving in the objective area within the specified time limit, usually 2 minutes before to 2 minutes after scheduled drop time. • Approaching at designated drop altitude and track.

Ground-to-Air 3-92. The reception committee is identified to the aircraft by— • Displaying the correct marking pattern within the specified time limit. • Using the proper authentication code signal. • Setting the proper code on the radar transponder (RT) or laser target designator (LTD).

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AUTHENTICATION 3-93. Authentication is the procedure by which the aircrew and the RCL identify themselves to each other. There is no standard authentication system for UW reception operations. During mission planning, the commanders concerned agree upon the authentication system to be used. The SOI prescribes authentication procedures. For security purposes, authentication procedures are changed on a predetermined schedule. 3-94. Authentication between the aircraft pilot or navigator and the RCL may be accomplished by using a coded light source, panel signal, radio contact, RT, or combinations thereof. These may be employed individually or with the marking pattern. 3-95. When using international Morse code light signals, code letters identified by all dots or dashes—“I,” “E,” “M,” “O,” “S,” “T,” and “H”—will not be used. Use the following time intervals to assist pilot or navigator recognition: • 2 seconds for dots. • 4 seconds for dashes. • 2 seconds for intervals between dots and dashes. • 5 seconds for intervals between repetitions.

3-96. When using an RT or LTD for authentication, the ground and air commanders concerned jointly agree upon positioning, codes, and turn-on or turn-off times during mission planning. DZ STERILIZATION 3-97. The reception committee must take specific actions to ensure DZ sterilization. The parachutists must also perform certain actions to help sterilize the DZ and allow for a quick departure from the DZ. 3-98. To ensure sterilization, the reception committee, when one is used, must— • Police the area thoroughly. • Remove all evidence or signs of occupancy such as crushed undergrowth, heel scuffs, trails, and human waste. • Recover all rigging straps and other air delivery equipment. • Assign an individual at the recovery collection point to account for the air items and packages as recovery teams bring them off the DZ or LZ. • Provide a two- or three-man surveillance team, preferably from the supporting auxiliary element, to maintain a close watch on the DZ or LZ area for enemy activity during the 48 hours following the drop.

3-99.

To assist in sterilization, the individual parachutist must—

• Recover all parachute items, straps, bundles, and equipment worn on the drop. • Bury unwanted air items separately, preferably at the base of thick bushes. • Erase drag marks, footprints, and impact marks, if possible.

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• Avoid trampling or crushing vegetation. When moving off the DZ, bypass plowed areas and grassy fields. • Prevent accidental compromise of the operation by avoiding paths and roads and by moving cross-country to the assembly point.

POSTMISSION REQUIREMENTS 3-100. In a training operation, immediately following the operation, several reports must be forwarded to a higher headquarters. In a UW situation, the detachment will notify the SFOB or FOB of the success or failure of the air operation IAW unit SOP. 3-101. Most of the training reports are self-explanatory and require little time to complete. The flash report for airborne operations, the control log for airdrop/airland/extraction zone, and the malfunction report (Appendix E) are examples of the training reports.

DZ SURVEYS 3-102. All information concerning the DZ is placed on an AF Form 3823. This form provides the user with the essential information needed to operate the DZ. Section 4 of the form states what type of missions may be conducted on the DZ. USAF aircraft require a DZ survey for training airdrop missions involving U.S. personnel and/or equipment. Completing the DZ survey process involves physically inspecting the DZ and documenting the information on AF Form 3823. Using units may conduct the surveys. The using unit is defined as the unit whose equipment or personnel are airdropped. For exercises and joint training operations, users must ensure the survey is completed and meets the appropriate criteria for operational and safety standards. The user must conduct a physical inspection of the DZ before use to identify and evaluate potential hazards to airdropped personnel and equipment, man-made or natural structures, and ground personnel. The regional or wing tactics office or designated individual will perform the safety-of-flight review to ensure there are no obstructions prohibiting overflight. If a DZ survey is done on an existing surveyed DZ to meet new run-in axis requirements for a particular mission, only a safety-of-flight review is required. When conducting operations on a DZ that was previously surveyed by another unit, the commander of the using unit is responsible for ensuring the DZ meets the criteria for that operation. In all cases, the using unit must accept responsibility for all personnel injuries, parachute or load damage, and property damage that occurs on the DZ. HOST NATION DZ SURVEYS 3-103. When dropping host nation (HN) military jumpers and/or equipment on a surveyed DZ in a HN, the mission can be performed by using only a safety-of-flight review of the HN survey. Users remain responsible for ground operational and safety criteria as above. However, when U.S. personnel and equipment are airdropped, HN surveys will not be used instead of a survey completed by U.S. forces IAW survey procedures.

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SAFETY-OF-FLIGHT REVIEW 3-104. An airdrop-qualified pilot or navigator on all DZ surveys completes a safety-of-flight review. The purpose of a safety-of-flight review is to ensure an aircraft can safely ingress and egress the DZ. TACTICAL DZ SURVEYS 3-105. During exercises and contingencies, when time or situation do not permit completion of a full DZ survey, a tactical DZ survey may be required to support highly mobile ground forces. Though preferable, the use of an AF Form 3823 is not required for a tactical survey. Requests and surveys may be passed electronically. Enough information as practicable should be obtained and forwarded for review. Requests for tactical surveys will be forwarded to the designated exercise or contingency airlift or SO airlift component senior representative for final review. When using a tactical DZ, the airlift unit assumes responsibility for aircraft safety-of-flight and the receiving unit assumes responsibility for injury to personnel or damage to equipment and air items. The mode of delivery, load dispersal, and discussion with receiving unit regarding air item recoverability and load survivability determines the DZ size. CONTINGENCY OR WARTIME OPERATIONS 3-106. During contingency or wartime operations and major exercises, DZSTs may need to prepare for follow-up airdrop of resupply or reinforcement. The DZST would then tactically locate, inspect, and approve a potential DZ. Tactical Assessment 3-107. Tactical DZ assessment is accomplished using the— • DZ name or intended call sign. • Topographical map series and sheet number. • Recommended approach axis magnetic course. • PI location (eight-digit grid). • Leading edge centerline coordinates (eight-digit grid). • Air traffic restrictions and hazards. • Name of surveyor and unit assigned. • Recommended approval or disapproval (cite reason for disapproval). • Remarks (include a recommendation for airdrop option: CARP, GMRS, VIRS, or blind drop).

NOTE: Airdrop operations on tactically assessed DZs are made only under the following conditions: • During training events, the airdrop is located within a military reservation or on property leased by the U.S. government. • The supported service accepts the responsibility for any damage that occurs because of airdrop activity. • There is adequate time for safe, effective planning.

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DZ Review Process 3-108. The assault zone availability report (AZAR) is a comprehensive listing of assault zones in the assault zone database. AZAR is available for use by the Department of Defense. Use of the AZAR will expedite mission planning, enhance safety, and avoid duplication of surveys. Information in the AZAR does not replace the need for a completed survey before conducting assault zone operations. The appropriate agencies will forward all completed surveys to Headquarters (HQ) AMC, Director of Operations, Plans (DOK), for inclusion in the worldwide assault zone database. Completed surveys are also available via a facsimile (fax)-on-demand system located at Scott Air Force Base, Illinois. The system fax number is DSN 576-2899 or commercial (618) 256-2899. The Internet site available for military (.mil) users is located at https://amc.scott.af.mil/do/dok/zar.htm. NOTE: DZ surveys become obsolete 5 years after the final review date and must be resurveyed before use. In addition, the user and/or airlift provider will conduct a survey when he determines changes in the ground or air aspects of the DZ data. 3-109. All DZs must be surveyed before use. Aircrews review safety-of-flight requirements during mission planning. Survey users will redo the surveys when the user and/or airlift provider determines changes in the ground or air aspects of the DZ data. The surveyor performs the actual ground portion of the DZ survey (that is, calculating measurements, coordinates, and size; obtaining maps; and creating diagrams) and annotates results on AF Form 3823. The surveyor may be a member of the unit that intends to use the DZ. A member of another unit may perform the ground portion of a survey if requested and time permits. For example, a USAF member may perform the ground survey for an Army unit and vice versa. To facilitate future use of surveyed DZs, initial surveys will encompass the largest area available and will not be limited by specific mission requirements. The surveyor will forward the completed survey to the ground operations review authority with a transmittal letter. The surveyor will include recommended use, any deviations from DZ standards contained in service or MACOM directives, and other pertinent remarks. Throughout the review process, DZ survey packages will include all applicable maps, photos, charts, and diagrams needed to determine the safety and utility of the DZ. The ground operations review authority (AF Form 3823, item 4c) is normally the surveyor’s commander or designated representative. This review ensures the survey form is complete and accurate and the DZ meets the criteria for planned airborne operations. The safety-of-flight reviewer performs the safety-of-flight review (AF Form 3823, item 4d), ensuring the DZ can be safely used from a flight perspective. AIR OPERATIONS APPROVAL 3-110. Before use, the appropriate operational group commander will approve surveys for air operations. This approval ensures the safety-of-flight review has been done and the DZ is considered safe for air operations. Once item 4e of the AF Form 3823 is completed, the survey is ready for use. The S-3 forwards copies of the survey to HQ, AMC, DOK, 402 Scott Drive, Scott Air Force Base, IL 62225-5320, to maintain the most current data in the AZAR database. Assault zone surveys document the conditions that existed at

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the time the survey was done. Recommended uses may be based on minimum requirements and should not be considered all-inclusive. For example, a DZ recommended for personnel may be suitable for a single parachutist but not for 15, or it may be suitable for a C-130 but not for a C-141. The airlift and ground units involved are responsible for ensuring any DZ being considered for use meets the requirements for their specific operation.

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Chapter 4

Landing Zones LZ operations are conducted for rotary- and fixed-wing aircraft for the purposes of inserting, resupplying, or recovering personnel or equipment into or from a JSOA. The operations are normally conducted at night on a preselected LZ with or without a reception committee. The LZ procedures and techniques described in this chapter mainly apply to helicopters and two categories of fixed-wing aircraft—light and medium weight. STOL aircraft are usually classified under the lightweight category. Because of the missions SF units perform, they may have to use aircraft that are not in the active Army or AF inventory. Helicopter LZ criteria apply to past, present, and future models. Where differences exist between the standard LZ size requirements, each specific aircraft manual will take precedence. Because of space and time considerations, this chapter addresses the selection criteria and dimensions for night or day singleaircraft LZs. For information about multiship or multilift helicopter operations, refer to FM 57-38, Pathfinder Operations, or AFI 13-217, Assault Zone Procedures. This information is in agreement with Standardization Agreement (STANAG) 3601, Criteria for Selecting and Marking of Landing Zones for Fixed Wing Transport Aircraft. This STANAG gives the ideal criteria, but the ultimate decision will rest with the supporting aviation unit.

AUTHORIZATION 4-1. SF-qualified individuals are authorized to establish LZs for fixed- and rotary-wing aircraft without CCT support. For fixed-wing aircraft, this authorization is limited to single-ship operations under VMC and using overt Airfield Marking Pattern-2 (AMP-2) markings. The operation must not require ATC services.

FIXED-WING LZ TRAINING OPERATIONS 4-2. The mission must be conducted on a current surveyed LZ. ATC services are normally required whenever the aircraft will be operating in class D airspace. When other aircraft, of any type, are operating in or around the LZ, air-to-air communications should be coordinated. The class D airspace restriction does not normally affect LZs located on military installations. Local installations may require that the landing zone controller (LZC) have ATC capabilities or may further restrict or prohibit the ability of units to conduct LZ operations without CCT support. Units wishing to conduct LZ operations without CCT support for training should contact the local airspace controlling agency and the supporting air unit to ensure all parties concerned are in agreement.

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4-3. References that govern fixed-wing LZ operations include USASOC Reg 350-2, AMC Reg 55-60, Assault Zone Procedures, and AFI 13-217. Individuals performing LZC duties must be thoroughly familiar with applicable sections of these references before conducting LZ operations.

AIRCRAFT CLASSIFICATIONS 4-4. Aircraft are classified into two broad categories—rotary- and fixed-wing. These categories are broken down into subsequent categories based on different criteria. ROTARY-WING AIRCRAFT 4-5. This classification includes helicopters and vertical takeoff and landing (VTOL) aircraft. One VTOL aircraft, the CV-22A Osprey, can land vertically and horizontally. FIXED-WING AIRCRAFT 4-6. Fixed-wing aircraft are any aircraft in which the wings and engines do not move. Fixed-wing aircraft can be further classified by their weight, number of engines, range, type of engines, and size of LZ needed. For the purpose of this manual, fixed-wing aircraft will be classified as light (weighing 12,500 pounds or less), medium (12,500 pounds and greater), and heavy (300,000 pounds) aircraft. STOL aircraft are aircraft in any weight class that have the ability to clear a 50-foot obstacle within 1,500 feet (500 meters) of commencing takeoff or land and stop within 1,500 feet (500 meters) after passing over a 50-foot obstacle. Not all lightweight and medium aircraft are considered STOL, and some STOL may need a longer runway because of environmental factors. An aircraft that may meet the stated STOL criteria at sea level on a cool day may not be able to have the same performance at 5,000 airport elevation in the middle of summer. For the purpose of this manual, light STOL aircraft include the UV-20A Chiricahua/Porter, UV-18A Twin Otter, and U-10 Helio-Courier. The medium STOL aircraft are the C-7A/8A Caribou/Buffalo, Aviocar CASA-212, and C-47 Dakota, or DC-3. The light aircraft category includes the C-206, C-207, and C-208. The heavy aircraft category includes the C-123 Provider, C-160 Transall, C-130 Hercules, MC-130 Combat Talon, C-141, C-17, and C-5.

LZ CONSIDERATIONS 4-7. The selection criteria for LZs is similar to those for DZs, but there are some factors that have less importance while other factors have greater significance. (Review the DZ selection criteria in Chapter 3.) When selecting an LZ for fixed- or rotary-wing aircraft, the user or mission planners consider the following: • Aircraft limitations. • Mission and security. • Identification. • Size and features. • Meteorological conditions.

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NOTE: There are additional criteria outlined for each type of LZ. See the text that discusses the particular LZ. AIRCRAFT LIMITATIONS 4-8. The aircraft limitations are the primary factors in site selection. Landing rules cannot arbitrarily be set, but certain specified minimums must be met. The deploying detachment and RCL must have a thorough knowledge of all requirements to provide aircrew and aircraft safety when landing on unprepared LZs. MISSION AND SECURITY 4-9. The planning and coordination required to conduct an airland operation closely parallels DZ planning procedures. LZs will not be located near heavily defended areas, since low-flying aircraft are extremely vulnerable to ground fire. In addition, nearby enemy forces could observe the aircraft while it is landing and raid the LZ, capture the aircraft and personnel, and neutralize the entire operation. The user or mission planners designate an alternate LZ and set up prearranged signals to divert the aircraft to the alternate LZ. IDENTIFICATION 4-10. Mission planners should select a site easily identifiable from the air. The pilot can more easily locate an LZ that has distinctive terrain features near it or on the approach path to it. Not all aircraft in support of SF detachments will be equipped with the latest electronic guidance measures. SIZE AND FEATURES 4-11. The physical requirements of the LZ, such as site size, ground or water surface conditions, and approach and takeoff features, are important. The LZ size required depends on the type of aircraft used. There must be strict adherence to minimum dimensions to ensure safe operations. METEOROLOGICAL CONDITIONS 4-12. Ground personnel determine prevailing wind direction, velocity, and visibility restrictions, such as ground fog, haze, ambient light, or low cloud formations in the landing area. Prevailing weather and other meteorological conditions should favor the operation. The wind direction and speed may determine if the aircraft can land on the LZ or from which direction it has to approach the LZ.

HELICOPTER LANDING ZONES 4-13. Helicopters support a variety of SOF missions by airlanding, airdropping, or hovering to accomplish infiltration, exfiltration, and resupply. The following paragraphs discuss the capabilities of helicopter aircrews and the selection criteria for helicopter landing zones (HLZs). AIRCREW CAPABILITIES 4-14. Deploying detachments that are using special operations aviation (SOA) units should coordinate closely with the pilots to determine their exact

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limitations. Generally, the SO pilots of the Special Operations Aviation Regiment (SOAR) and the AF SO wings can far exceed the criteria required of conventional aviation units. Keep in mind the capabilities will vary from unit to unit. SELECTION CRITERIA 4-15. The selection criteria for HLZs are similar to those for DZs. However, some factors have less importance while other factors have greater significance. The following selection criteria and dimensions of helicopter LZs for night and day operations are in agreement with the North Atlantic Treaty Organization (NATO) STANAG 3597, Helicopter Tactical or Non-Permanent Landing Sites. This STANAG gives the ideal criteria. Reduced criteria may sometimes be accepted. The ultimate decision will rest with the supporting helicopter unit. 4-16. The SF commander must know how to select an HLZ that best supports his mission and meets the minimum requirements for the type of helicopter that is supporting the mission. The HLZ size depends on the type of helicopter used, the nature of the load, and the climatic conditions. The commander selects an HLZ using maps, aerial photographs, or actual ground reconnaissance. The limitations in this section pertain to conventional aviation units and may be waived by SOA units. Consider the following factors: • Type of helicopter. • Security. • Clearing. • Surfaces. • Ground slope. • Density altitude. • Height and type of obstacles on the approach and departure paths. • Approach and departure paths. • Prevailing winds.

Type of Helicopter 4-17. Helicopters are given a number classification of 1, 2, 3, 4, or 5 to determine the minimum LZ dimensions (Figure 4-1, page 4-5). These numbers can be changed because of considerations such as helicopter type, unit proficiency, nature of loads, climatic conditions, and day versus night operations. These considerations are covered by aviation unit SOPs, or they are prearranged by the aviation unit commander in coordination with the deploying detachment. The final decision concerning minimum landing considerations rests with the aviation unit commander. If the type of helicopter that is being used is unknown, the detachment prepares a Size 5 LZ. 4-18. The following are the recommended minimum distances between landing points on operations using multiple aircraft (Figure 4-2, page 4-5). These distances are measured from center to center of the landing points: • Size 1: 25 meters. • Size 2: 35 meters.

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• Size 3: 50 meters. • Size 4: 80 meters. • Size 5: 100 meters.

Figure 4-1. Helicopter Landing Point Dimensions

Figure 4-2. Landing Points Using Multiple Aircraft

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Security 4-19. The LZ must facilitate helicopter operations and offer some degree of security from enemy observation and direct fire. Good LZs will allow safe helicopter operations without exposing personnel or the aircraft to unnecessary risks. The small size of SF teams will usually preclude establishing security around the entire perimeter of the LZ, but if possible security should be established. Smaller LZs are easier to reconnoiter and secure, but it is not always possible to use them. If using large LZs, the ground user locates the LZ close to a covered and concealed area and uses terrain (small hills, ridges, or rises) or vegetation (treeline or scrub brush) to mask the actual LZ site. For resupply or multilift LZs, the ground personnel should— • Establish security in defensive positions to defend the LZ for short periods, depending on the size of the reception committee available. • Set up fire team sectors or, if necessary, two-man positions to provide 360-degree security. Elements may be shifted after the initial flight(s) to maintain security and assist in security—plan and coordinate supporting fires with the helicopter—if possible. • Carefully position automatic weapons to ensure maximum effectiveness. Emplace claymore mines to cover avenues of approach and/or dead space. • Remain alert and ensure all personnel remain hidden so that the location of the LZ is not compromised.

Clearing 4-20. To ensure a safe landing, the ground user clears solid obstacles, loose materials, and flammable materials that could cause damage to the rotor blades, turbine engines, or underside of the fuselage. The term “cleared to ground level” is used to indicate this. Refer to Figure 4-1 to determine the size of the cleared area required. It would not, for instance, be necessary to clear grass up to 0.3 meters high that might cover a level field unless a fire risk existed. If ground obstructions, such as trees and tree stumps, cannot be cleared, the ground users should mark obstructions with a red chemical light as the helicopter hovers above the LZ. Surfaces 4-21. The LZ surface must be solid enough to bear the weight of the helicopter. The term “hard surface” is used to indicate this. Ground users must clear loose materials from the HLZ to prevent possible engine damage or personnel injury from flying debris. Since rotor wash on dusty, sandy, or snow-covered surfaces may cause loss of visual ground contact, the ground user considers stabilizing or covering these surfaces by an agreed-upon method. Snow should be packed or removed to reveal hazardous objects and to reduce the potential of blowing snow. A marker is essential to provide a visual reference for pilot depth perception and to reduce the effect of whiteout. Ground Slope 4-22. Ideally, the LZ should be level, but if there is a slope, it should be uniform. Helicopters can touchdown hover (one skid or one wheel, but not all

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skids or wheels on the ground) on a sloping surface that exceeds the slope limits as long as the angle of the slope provides the necessary rotor clearance. Landing should be upslope when the ground slope is less than 7 degrees (15 percent). During daylight, the slope should not exceed 7 degrees if the helicopter must land. During night, forward and lateral slopes should not exceed 3 degrees (5 percent) and a downslope approach is not normally acceptable. Figure 4-3 shows the slope landing rules and Figure 4-4, page 4-8, shows the formulas for determining ground slope.

Figure 4-3. Slope Landing Rules

Density Altitude 4-23. Altitude, temperature, and humidity determine air density. For planning purposes, as density altitude increases, the required size of the LZ increases proportionately. High, hot, and dry conditions at a given LZ decrease the lift capability of a helicopter using that site. Appropriate aircraft technical manuals contain detailed information. Aircrews refer to these manuals during premission planning to determine the effects of air density on aircraft performance at specific operating altitudes. Approach and Departure Paths 4-24. Although helicopters can take off and land vertically, it is not desirable to use LZs that require this capability. Doing so requires greater power to ascend and descend vertically, reducing their allowable payload. Ideally, the approach and departure paths should be over the lowest obstacles and into the prevailing wind. However, if there is only one satisfactory approach path because of obstacles or the tactical situation, or if maximum use of available landing area is desired, most helicopters can land with a crosswind or a tailwind. A tailwind may increase the size requirement for the LZ. Specific limits should be confirmed with the supporting helicopter unit.

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Figure 4-4. Determining Ground Slope

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4-25. During daylight, within the approach and exit path, the maximum obstruction angle should not exceed 6 degrees. In Figure 4-5, the obstruction angle is measured at the landing point center to a distance of 500 meters. The maximum obstacle height at 500 meters is 52 meters. A ratio of 1 to 10 (1 unit of vertical clearance to 10 units of horizontal clearance) is a field-expedient way of determining this. For example, if the approach or departure path were directly over a tree 10 meters high, the LZ would require 100 meters of horizontal clearance from the tree. Greater obstruction angles may be acceptable, but this must be confirmed by the supporting helicopter unit. 4-26. During night operations, within the approach and exit path, the maximum obstruction angle should not exceed 4 degrees. In Figure 4-5, the obstruction angle is measured from the landing point center to a distance of 3,000 meters. The maximum obstacle height at 3,000 meters is 210 meters. A ratio of 1 to 14 (1 unit of vertical clearance to 14 units of horizontal clearance) is a field-expedient way of determining this. For example, if the approach or departure path were directly over a tree 20 meters high, the LZ would require 280 meters of horizontal clearance from the tree. Greater obstruction angles may be acceptable, but the supporting helicopter unit must confirm this.

Figure 4-5. Day and Night LZ Obstruction Angle

Prevailing Winds 4-27. When considering the approach and departure paths and prevailing wind, the more important factor is the best approach and departure path

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unless the crosswind velocity exceeds 10 knots. The ability to land crosswind or downwind will vary, depending on the type helicopter. Smaller aircraft can accept less crosswind or tailwind than larger, more powerful aircraft.

LZ OPERATIONS 4-28. The exact method a detachment uses to operate the LZ will depend on premission coordination, mission, situation, and unit SOP. Most SF missions are one-ship clandestine infiltrations or exfiltrations into small LZs. FM 57-38 contains guidance for teams to establish a DZ for multiship or multiflight missions. INFILTRATION LZ 4-29. Infiltration LZs are usually small, unmarked, and unmanned. Detachments use them to infiltrate an AO or the vicinity of an AO. As soon as the helicopter sets down, the detachment exits as per SOP. The aircraft takes off after all personnel and equipment are off-loaded. The aircraft then continues on a predetermined route toward other possible LZs to prevent singling out the actual infiltration LZ. The aircraft may stay in the area for several minutes in the event that the detachment requires immediate exfiltration. As soon as the aircraft has departed, the detachment moves out on a predetermined azimuth to distance themselves from the LZ. EXFILTRATION LZ 4-30. Exfiltration LZs are usually small and used for exfiltrating the detachment from the AO. The detachment plans to arrive at the LZ with enough time to determine if the LZ is usable or not. They may conduct a thorough 360-degree reconnaissance of the LZ or just the immediate vicinity of where the helicopter is going to touchdown. If the LZ is not usable because of enemy presence or natural obstacles, the detachment must have time to move to the alternate LZ, reconnoiter it, and set it up. The detachment is divided into a marking party, security party, command element, and other elements, as needed. Once the security is established, and just before the arrival time, the marking party marks the LZ IAW premission coordination, SOP, or SOI. (See Marking of Rotary-Wing LZ, page 4-11.) The marking party does not visibly display or activate the markers until 2 minutes before the TOT. Once the helicopter arrives and lands, the detachment gathers up the markers and loads the aircraft as per SOP. RESUPPLY LZ 4-31. Resupply LZs are used to bring in additional supplies and to exfiltrate personnel, intelligence, prisoners of war (PWs), or other items. In this case, the detachment serves as a reception committee. Resupply LZs are established in the same way as exfiltration LZs, but the actions after the aircraft lands are different. Once the aircraft lands, personnel and supplies are off-loaded first. The ground commander ensures all personnel and supplies are physically secured and moved to a holding area by members of the reception committee. Then the reception committee loads personnel and items to be exfiltrated onto the aircraft. The GUC or his representative ensures all items to be exfiltrated are loaded onto the aircraft. Once the

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off-loading and onloading are complete, the GUC signals the aircraft to depart. When the aircraft has departed, members of the reception committee sterilize the LZ (as best as possible), ensuring no signs are left behind. Then, the newly arrived personnel and supplies are accounted for again and loaded for movement. New supplies should be prepackaged in rucksacks or packed into rucksack-size waterproof bags to facilitate the loading into empty rucksacks brought by the reception committee. Depending on the tactical situation, resupply operations should be conducted as shortly after sunset as possible. The reception committee conducts a reconnaissance during twilight hours to have the most amount of time for moving during the hours of darkness. MARKING OF ROTARY-WING LZ 4-32. Visual ground markings for helicopter LZs provide the wind direction, identification, direction of approach, and the designated touchdown area. Ground personnel can use several types of markings, depending on the visibility and if the pilot has NVGs. Most U.S. military aviation units use NVGs during night operations. However, allied or nonmilitary pilots may not have them. The LZ may be marked by IR lights or visible light sources at night and panels in daylight, as determined by the premission coordination or the SOI. Depending on the tactical situation, smoke, flares, a signal mirror, an IR strobe light, or other means identifies the LZ for the helicopter. Pilots discourage the use of a visible strobe light to identify an LZ since it interferes with their NVGs and may be confused with antiaircraft (AA) fire. If a strobe light is to be used, it should be turned off once the pilot has identified the LZ and is making his approach. Daylight Markers 4-33. Normally, the only marking used during daylight hours is a VS-17 panel at the touchdown point. The LZ may be marked with the “Y” (Figure 4-6, page 4-12). The “Y” marking depends on the premission coordination and winds. NOTE: When using the “Y,” the marking team firmly secures the markers so they will not be blown away or sucked into the engine intakes. If the situation permits, designated members of the exfiltrating detachment recover the markers before boarding the aircraft. The marking team uses various techniques to ensure quick recovery. For example, they may attach markers to stakes, rucksacks, and so on. Night Markers for Pilots With NVGs 4-34. Ground personnel mark the LZ with IR chemical lights in the “Y” marking pattern. An IR chemical light tied to a 3-foot string being swung in a vertical circle marks the RCL station. Night Markers for Pilots Without NVGs 4-35. The LZ is marked in the same manner as for pilots with NVGs with one exception. Chemical lights (instead of IR chemical lights) mark the LZ.

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Figure 4-6. Y Marked LZ Pattern

Adjust the LZ Markers for Existing Winds 4-36. When surface winds are a factor, 10 knots or more for infiltration under load and 15 knots or more for exfiltration under load, ground personnel position the markers to ensure the landing is made into the wind, regardless of the approach track established in the mission request and confirmation message. The pilot makes the initial approach to the LZ along the designated track and, if necessary, adjusts to the final approach track indicated by the LZ markings. DISPLAY 4-37. The marking team does not display or activate markers until 2 minutes before the scheduled arrival time. The marking team displays markings for a total of 4 minutes—2 minutes before until 2 minutes past the

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scheduled arrival time—or until off-loading and onloading are completed and the helicopter departs. AUTHENTICATION 4-38. The SOI prescribe the authentication procedures or code signals. However, the marking team should do the following: • Arrive at the LZ within the specified time block on or near the designated approach track, which authenticates the mission aircraft. • In daylight, display a distinctive panel or smoke signal. When using smoke, position it so that the prevailing wind will not cause the smoke to obscure the LZ. • At night, display the proper IR or lighted signal. This signal may be just the swinging chemical light, the “Y,” or both as per premission coordination.

IMPROVISED LANDING PLATFORMS OR PADS 4-39. Under ideal conditions and provided the necessary clearance for the rotors exists, a helicopter can land on ground slightly larger than the spread of its landing gear. 4-40. Landing platforms may be built in swampy or marshy areas by using locally available materials (Figure 4-7, page 4-14). Normally, this type of LZ is used for daylight operations only. In addition to the size of the clearing and the approach and takeoff requirements already discussed for helicopter LZs, the following are additional requirements for the improvised landing platforms or pads: • The platform should be large enough to accommodate the spread of the landing gear plus 3 meters. • The platform should be capable of supporting the weight of the aircraft. • The platform should be of firm construction so that it will not move when the helicopter touches down and rolls slightly forward. • The platform should be level. • If logs or bamboo poles are used, they should be arranged so that the top layer of poles is at right angles to the touchdown direction.

4-41. Landing pads can also be prepared in mountainous terrain or on hillsides by cutting and filling (Figure 4-8, page 4-15). Make sure there is adequate clearance for the rotors. 4-42. Helicopters with a flotation capability present no problem in LZ preparation. They can land in water of any depth. However, helicopters without flotation capability can land in water without the use of special flotation equipment provided— • The water depth does not exceed the height of the landing gear. Specific limits should be confirmed with the supporting unit. • A firm bottom, such as gravel or sand, exists.

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Figure 4-7. Platform LZs for Rotary-Wing Aircraft

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Figure 4-8. Preparing Mountainous Terrain Landing Pads for Rotary-Wing Aircraft

LIGHT AND MEDIUM STOL AND MEDIUM AIRCRAFT LZ 4-43. The following information applies when working with U.S. Army and USAF aircraft in training situations, during training or operational deployments, and in combat situations. The correlation of these airfields may not be exact, and specifications are dependent upon aircraft gross weight, use of aircraft arresting equipment, criteria for the particular instrument approach planned, and model and type of aircraft. CCT OR STT 4-44. CCT has or will soon be converted to STT. For the purpose of this manual, the terms are interchangeable. The USAF team is composed primarily of SO combat control and pararescue personnel. The team supports joint SO by— • Selecting, surveying, and establishing assault zones. • Providing assault zone terminal guidance and ATC. • Conducting DA missions.

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• Providing medical care and evacuation. • Coordinating, planning, and conducting air ground and naval fire support operations.

4-45. The team is equipped with handheld pocket transits, clinometers, and levels to check approach zone clearance and airfield or dynamic cone penetrometers to check weight-bearing capability of unsurfaced LZs. The STT unit gathers data from the on-site survey, prepares an LZ survey package using the AF Form 3822, LZ Survey, and recommends approval or disapproval to the appropriate agency for use. They determine LZ suitability by using the general criteria in FM 5-430-00-2, Planning and Design of Roads, Airfields, and Heliports in the Theater of Operations—Airfield and Heliport Design, and additional criteria contained in major command publications for the type of aircraft involved. STT units may be tasked to perform assessment of semipermanent and permanent installations, such as captured enemy airfields, for possible aircraft hazards and correct dimensions before use. STT units may be required to assist the airlift commander as a designated representative in selecting LZ sites. They are not qualified to do the following: • Evaluate hard-surfaced pavements for traffic cycles and weight bearing. • Perform engineering surveys.

ENGINEERING TEAMS 4-46. A team from the Air Force Civil Engineering Support Agency will survey existing or proposed airfields that require precise determination of gradients. Semipermanent runways are usually surveyed by engineering units and do not require a survey by an STT unit. AIRFIELD OR LZ CLASSIFICATION 4-47. Airfields are classified as permanent or expedient. Assault LZs are classified as unprepared, prepared, or surfaced. Airfields 4-48. The airfield classifications are as follows: • Permanent. AF airfields are usually constructed to standards that are based primarily on the expected life of the airfield. Airfields intended for extended use are generally of semipermanent construction and built to the full operational standards for the theater of operations. In most cases, the use of conventional asphalt or concrete upgrades pavement standards. The asphalt or concrete must be thick enough to meet predicted use. • Expedient. The runway surface for these airfields consists of dirt, membrane, gravel, landing mat, or any combination of these.

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Assault LZs 4-49. The assault LZ classifications are as follows: • Unprepared. Unprepared surfaces are natural areas. Examples of natural areas are deserts, dry lake beds, and flat valley floors. • Prepared. Airstrips with prepared surfaces may or may not have an aggregate surface. Airstrips with prepared surfaces are short and have a limited use. • Surfaced. Surfaced areas are paved surfaces. Examples of surfaced areas include roads and highways.

PARTS OF THE AIRSTRIP OR LZ 4-50. Conventional airfields are composed of many parts and areas. Different aircraft require different widths and lengths of these parts. The following paragraphs describe the airfield requirements for USAF aircraft and various other aircraft (Figure 4-9).

Figure 4-9. Basic Airfield Layout

Runway 4-51. A runway is a defined rectangular area of an airfield that has been prepared for the landing and takeoff run of aircraft along the length of the rectangular area. The length and width of the runway is determined by the type of aircraft that will be using it. For the minimum length and width requirements for USAF aircraft, refer to Tables 4-1 and 4-2, page 4-18. For additional information, see FMs 5-430-00-1, Planning and Design of Roads, Airfields, and Heliports in the Theater of Operations—Road Design, and 5-430-00-2. Touchdown Zone 4-52. The first portion of the runway, beginning at the threshold, is the touchdown zone. It varies depending on the type of aircraft. For light, light and medium STOL, and medium aircraft, it is the first 100 meters.

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Table 4-1. Minimum Airfield Criteria (Standard) for USAF Aircraft Width in Meters 1 LZ In Meters 1

No Turn Required

180o Turn (Normal)

180o Turn (3 Point)

C-27

549 2

14

14

94

C-130

914 3

18

18

15 5

C-17

914 3

27

40

24 5

C-141

1,829

30

42

NA

C-5

1,829

46

46

NA

Type of Aircraft

NOTES: 1 Minimum operational criteria without a waiver during peacetime operations. 2 The length normally used for routine training is 640 m. 3 The length normally used for routine training is 1,067 m. 4 Does not include any safety margin. Increase by 4 m for normal operations. 5 Does not include any safety margin. Increase by 3 m for normal operations.

Table 4-2. Minimum Airfield Criteria (Special Use) for USAF Aircraft Width in Meters 1 LZ in Meters 1

Type of Aircraft

No Turn Required

180o Turn (on Runway)

M/HC-130

914 1

18 2

23

C-130 NVG

914 1

18 2

23

C-141SOLL II

1,524

30

46

C-5 SOLL II

1,829

30

46

NOTES: 1 The length normally used for routine training is 1,067 m. For NVG-equipped crews, the length is 1,219 m. 2 Unqualified crews require a width of 23 m.

Clear or Safety Zone 4-53. The clear or safety zone is a cleared area located at each end of the runway in addition to the total runway length. The zone width is normally equal to runway, shoulders, and clear areas. Zone length is normally 100 meters for medium aircraft and 10 percent of the runway length for light or medium STOL aircraft.

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Overrun 4-54. The overrun is a graded and compacted portion of the clear zone (it may be as long as the clear zone but not as wide) located as an extension to the end of the runway. An overrun is not normally considered part of the usable runway when establishing airfield markings. Overruns are used to minimize risk to aircraft because of overrun on takeoff or undershooting on landing. The width is normally equal to that of the runway and length. The area of transition from runway to clear zones to overruns should be smooth with no “lips.” NOTE: The overrun distance for the C-130 may soon be reduced to 91 meters. Shoulder 4-55. The shoulder is a graded and compacted area on either side of the runway that helps minimize the risk to aircraft of running off or landing off the runway. Shoulders should have tree stumps cut flush with the ground and rocks. Objects that could be ingested by engines or cause damage to the bottom of aircraft should be removed from the shoulders. Shoulders are normally 10 feet wide. Clear Area 4-56. A clear area is an area located adjacent to and outside of the runway shoulders. Clear areas should not have any obstacles over 4 inches high except vegetation, runway edge markers, runway distance remaining markers, Mobile Aircraft Arresting Systems (MAAS), and/or other visual or electronic navigational aids that must be sited in this area because of their function. Width of clear area varies from 15 meters to 114 meters depending upon type of aircraft for which the airfield is intended. Appropriate dimensions are given in FM 5-430-00-2, Table 11-3. Lateral Safety Zone 4-57. The normal requirements for lateral safety zone are an area 17 meters wide, extending outward and upward at a 5:1 ratio from the outer edge of the clear zone. Lateral safety zones should meet the criteria for the type of aircraft using the LZ. Approach Zone 4-58. An approach zone is a trapezoidal area extending outward from each clear zone within which no object may penetrate the glide slope angle. Approach zones should meet the criteria for the type of aircraft using the LZ. The normal clearance surface is established on a 35:1 ratio for close battle area airfields and a 50:1 ratio for support and rear area airfields. Taxiway 4-59. A taxiway is a specially designed or prepared path on an airfield. It is used by taxiing aircraft.

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Parking Apron 4-60. A parking apron is a designated area to park aircraft. It is used for loading or unloading. NOTE: In a UW environment, it is not required to have a complete airfield, but the following parts are required for conventional USAF aircraft: runway, touchdown zone, clear or safety zone, overrun, shoulder or clear area, and approach zones. For SOF aircraft, non-USAF, or STOL aircraft, premission coordination and aircraft requirements determine what parts are needed. FIXED-WING LZ CRITERIA 4-61. As a general rule, the same criteria used in selecting DZs apply when selecting fixed-wing LZs. However, ground surface, LZ size, terrain features, and approach and takeoff clearances are more important in LZ selection. Personnel must consider the slope and elevation of the runway, aircraft capability, taxiways, and loading area restrictions. Loading areas should also be able to support aircraft weight. Factors to consider in selecting an LZ are as follows: • Size. • Surface tolerances, drainage, and clearances. • Terrain features. • Approach and takeoff obstacle clearance. • Dimensions and layout. • Crosswinds.

Size 4-62. The LZ minimum size requirements for fixed-wing aircraft vary according to the type of aircraft, load, LZ elevation, and climatic conditions. They will also be different for training and actual operations. Figure 4-10, page 4-21, depicts the general LZ size and marking requirements for training with light and medium STOL aircraft. The LZ size and marking requirements for actual operations are depicted in Figures 4-11 and 4-12, pages 4-22 and 4-23.

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Figure 4-10. Training LZ Size and Night Marking Requirements for Light and Medium STOL

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Figure 4-11. Marking Land LZ for Light and Medium STOL Aircraft

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Figure 4-12. Marking Land LZ for Medium Aircraft

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4-63. Landings at higher elevations require increased LZ dimensions because of decreased air density. If the site is above 1,220 meters altitude or in an area with a high temperature range, increase the minimum length as follows: • Add 10 percent for every 305 meters of altitude above 1,220 meters. • Add 10 percent when temperatures are between 90 and 100 degrees Fahrenheit (F). • Add 20 percent when temperatures exceed 100 degrees Fahrenheit.

Make elevation changes first, and then make temperature changes. LZ Surface Tolerances and Clearances 4-64. LZ terrain may be soil, dirt, sand, or another suitable surface. Tolerance of roughness will depend upon sheer strength, hardness, and size of items that cause roughness. Roughness interrupts smooth rotation of aircraft tires and interferes with marginal aerodynamic lift of flight control surfaces at slow speed. Ground personnel must minimize roughness for sustained operations. The following paragraphs are a guide for determining suitability of runway surface, shoulders, and clear areas. Exceeding these limits may result in structural failures of the aircraft. Whenever possible, ground personnel determine the weight-bearing capacity of the landing, taxiing, and parking areas. 4-65. Surface. The surface must be level and free of obstructions, such as ditches, deep ruts, logs, fences, hedges, rocks larger than the fist, or grass over 15 centimeters high. A surface unsuitable in summer may be ideal in winter.

4-66. Subsoil. The subsoil must be firm to a depth of 61 centimeters. A surface containing gravel, small stones, or thin layers of loose sand over a firm layer of subsoil is acceptable. 4-67. Surface Gradient. The length and width of the surface gradient should not exceed 2 percent. A gradient of more than 1 percent will adversely affect the performance of the aircraft. 4-68. Ice and Snow. Ice 48 centimeters thick will support light STOL aircraft. Ice 91 centimeters thick will support medium STOL aircraft. Unless the aircraft is equipped for snow landing, snow in excess of 10 centimeters must be packed firmly or removed. 4-69. Rocks. Rocks in traffic areas must be removed, embedded, or interlocked with each other. 4-70. Soil Balls. Soil balls or dry, cohesive dirt clods (clay excluded) up to 15 centimeters in diameter that will burst upon tire impact can be allowed. Hardened clay clods that have similar characteristics as rocks and exceed 10 centimeters in diameter must be pulverized or removed from the traffic areas. 4-71. Tree Stumps. All stumps must be removed. The holes must be filled with compacted soil to the firmness of the surrounding surface. 4-72. Ditches. Ditches must be eliminated from traffic areas. Filled ditches must be as firm as the surrounding area.

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4-73. Plowed Fields. Plowed or planted fields should be avoided if possible. Contours of dirt patterns created by agricultural plowing to reduce erosion and water drain-off and for planting preparation usually contain a soft core. Therefore, these dirt patterns will not normally require removal. However, such dirt patterns should be examined carefully to determine the need for removal. 4-74. Depressions and Soil Mounds. Depressions and soil mounds cannot have sharp corners. They are recognized as oval or circular gradual downward sinks or rises. Depressions or mounds that exceed 38 centimeters across the top and 15 centimeters in depth or height should be leveled or filled until they meet grade tolerance criteria. 4-75. Potholes. Potholes are circular or oval in shape and are distinguished from depressions by their smaller size and sharp corners. Potholes must be filled if they exceed 38 centimeters across their widest point and 15 centimeters in depth. Terrain Features 4-76. In mountainous or hilly country, mission planners should use a valley or plateau of sufficient size as an LZ. Mission planners must not select a pocket or small valley completely surrounded by hills for fixed-wing landing operations. If using a site with a single approach, although undesirable, ground users should ensure the following: • Sufficient clearance is available at both ends of the strip to permit a 180-degree turn to either side within the radius of 2 kilometers for light and medium STOL aircraft (Figure 4-13, page 4-26) and within 4 kilometers for medium aircraft (Figure 4-14, page 4-26) or as prescribed in appropriate aircraft operation manuals. • All landings and takeoffs are into the wind.

Approach and Takeoff Clearance 4-77. The approach and takeoff clearances are based on the following: • Descent and ascent characteristics of the aircraft. • Obstacle height. • Proximity of obstacles to the LZ.

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Figure 4-13. Level Turning Radius Required for Light and Medium STOL Aircraft

Figure 4-14. Level Turning Radius Required for Heavy Aircraft

4-78. Descent and Ascent Ratio. The descent and ascent ratio, or the socalled glide and climb ratio, is the ratio of aircraft gain or loss of altitude to distance traveled. For example, a 1:11 ratio is a 1-meter gain or loss of altitude for every 11 meters of distance traveled. The ratio for— • Light STOL aircraft is 1:11 (U-10, AU-23A/Porter, and UV-18A). • Light aircraft is 1:11 (C-206, C-207, and C-208). • Medium aircraft is 1:40 (C-27, DC-3, CASA-212, and C-7A/8A).

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NOTE: CASA-212 has a 1:11 descent ratio and a 1:40 ascent ratio. The descent and ascent ratios are applied as 1 unit of vertical clearance to 11 (or 40) units of horizontal clearance to determine the horizontal clearance required— • Between obstacle(s) and the approach and takeoff ends of an LZ. • Between LZ markers and terrain and obstacle masks.

4-79. Obstacles. Natural or man-made obstacle height is measured from ground level at the center of the LZ. Where land falls away from the site, obstacles that do not cut the line of aircraft descent or ascent may be disregarded. This condition is most likely to exist in mountainous areas where plateaus are selected for a landing site (Figure 4-15, page 4-28). Layout and Dimensions of LZ 4-80. For UW operations, LZs are classified into just two categories—light and medium STOL and medium. If unsure of the classification of the incoming aircraft, establish a medium LZ. See Chapters 6 through 10 for information about aircraft requirements. 4-81. Runway Length. The wartime minimum runway length for STOL aircraft is 458 meters and 800 meters for medium aircraft with no more than a 50-foot obstacle at either end of the LZ. These lengths do not include the 10 percent safe areas at each end of the runway and are insufficient for peacetime and training conditions (Figure 4-11, page 4-22, and Figure 4-12, page 4-23). 4-82. Safe Area. A safe area (cleared surface) must be added to each end of the LZ. This safe area is a distance equal to 10 percent of the minimum length. This area must support the weight of the aircraft and will never be less than 46 meters (151 feet) long for light STOL nor less than 100 meters for medium aircraft. 4-83. Runway Width. The 19-meter width shown in Figure 4-11, page 4-22, and Figure 4-12, page 4-23, depicts the minimum LZ width required based on aircraft wheelbase. STOL and medium aircraft wingspans may extend beyond the 19-meter width. Personnel must be cautious at LZ markers. They must be aware of the size and characteristics of the aircraft to include the following: • Wingspan. • Number, type, and location of engines. • Turning radius. • Specifics of landing gear position and width.

The marking party should use all the area available for LZ layout, which can extend the LZ width out to 25 meters for STOL and 46 meters for medium aircraft. LZ widths will not extend beyond these widths, since the pilot cannot establish good horizontal perception of the runway to ensure a safe landing.

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Figure 4-15. Obstacle Clearance

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4-84. Shoulder or Clear Area. For LZs used by SOF, the shoulder and clear area are combined and referred to as the safety strip. Safety strip dimensions are calculated as follows: • For light and medium STOL aircraft, add a 10-meter wide safety strip along both sides of the LZ for wing tip clearance. This safety strip must be clear of all obstacles over 1 meter high (Figure 4-16). • For medium fixed-wing aircraft, add a 24-meter wide safety strip for wing tip clearance along both sides of the LZ. This safety strip must be cleared to a maximum of 0.6 meters for the first 14 meters of this safety strip. The remaining 10 meters must be cleared to a maximum height of 2 meters (Figure 4-16).

Figure 4-16. Light and Medium STOL Aircraft Wing Tip Clearance

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4-85. Marker Placement. Markers and lights shall not be manned within 20 meters of the LZ centerline on medium aircraft LZs. Under all circumstances, the markings will outline the usable area of an LZ (that area meeting weight-bearing criteria). The marking pattern outlining the limits of the LZ consists of the following: • Wartime—Five marker stations for STOL aircraft. • Peacetime—Markings as in Figure 4-10, page 4-21. • Medium aircraft—Seven or more marker stations. For LZs longer than the depicted minimum length, the number of markers is increased by placing additional markers between Stations D and E at 200-meter intervals.

4-86. Stations A and B always mark the downwind end and provide the entrance “gate” for aircraft approach. These stations represent the first point at which the aircraft should touch the ground. Station B is the aircraft offloading or onloading position. The RCL station should be placed 15 meters (49 feet) to the left of Station B as viewed from the landing aircraft. Station C marks the very last point at which the aircraft can touch down and still complete a safe landing. Stations D and E (Figure 4-14, page 4-26) or F and G (Figure 4-15, page 4-27) mark the upwind extreme of the landing area. 4-87. Extended STOL LZ. If a STOL LZ is long enough, the pilot may stop at the D and E panels, off-load and onload personnel or equipment, and continue takeoff in the same direction. An additional 550 meters plus the safe area (10 percent) must be available beyond the D and E panels. This additional length will be marked at the end of the LZ with two additional panels, F and G (Figure 4-17). The minimum length of the addition is equal to the minimum length of the original LZ to include temperature and elevation changes and safety area. This added area must meet the same criteria as the original LZ. This technique is especially useful when using highways or roadways as LZs.

Figure 4-17. Extended STOL LZ for One-Direction Landing and Takeoff of Light and STOL Aircraft

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Crosswinds 4-88. Ground crosswind velocities are difficult to predict. Accurate reconnaissance prevents selecting LZs that are not usable because of prevailing winds. The pilot of each mission aircraft is the final authority on the crosswind limits of his aircraft and on what level of crosswinds he can manage. SECURING AND ESTABLISHING LZ 4-89. Securing and establishing an LZ is accomplished in much the same way as it is for a DZ in the UW environment. A reception committee is required for an LZ but is an option on the DZ. The reception committee is organized the same as discussed in Chapter 3. It also performs the same functions as discussed in Chapter 3. The only significant changes are in marking the LZ. MARKING OF LZ 4-90. Ground personnel use visual markers to outline the limits of the landing strip, to indicate landing direction, and to identify the RCL station. During darkness or periods of limited visibility, ground personnel use visible light sources such as L32 field markers, IR lights, improvised light sources (flashlights and fuel pots), or beacons. During daylight, ground personnel use standard or improvised panels or beacons. LZ markers are the same as those used for DZs. Ground personnel position the markers so they can be seen from the approaching aircraft. Flashlights, when used, must be handheld to ensure directional control. The landing direction is always indicated by the row of marker stations aligned along the left edge of the strip and by the RCL signal station that is always on the approach or downwind end. Each marker should be manned so that it can be extinguished once the aircraft passes it. Refer to Figure 4-10, Figure 4-11, Figure 4-12, Figure 4-17, and Figure 4-18, page 4-32, for the placement of markers. Display 4-91. The marking team displays LZ markings for 4 minutes. They begin displaying the LZ markings 2 minutes before until 2 minutes past the scheduled aircraft arrival time or until the aircraft completes touchdown and landing roll. Identification 4-92. Identification is how the aircrew and the reception committee identify themselves to one another. Identification means may include time, approach, and marking pattern. 4-93. Air-to-Ground. The aircraft is identified to the reception committee by— • Arriving in the objective area within the specified time limit, usually 2 minutes before to 2 minutes after scheduled drop time. • Approaching at designated drop altitude and track. 4-94. Ground-to-Air. The reception committee is identified to the aircraft by— • Displaying the correct marking pattern within the specified time limit. • Using the proper authentication code signal. • Setting the proper code on the RT or LTD.

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Figure 4-18. Land LZ Marked With Beacons

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Authentication 4-95. There is no standard authentication system for UW reception operations. The authentication system to be used is agreed upon by the commanders concerned during mission planning. Authentication between the aircraft pilot or navigator and the RCL may be achieved by using a coded light source, colored light, NATO code letter, signal panel, radio contact, RT, or combinations thereof. These may be employed individually or with the marking pattern. There should always be a primary and alternate means of authentication. 4-96. Morse Code. When using international Morse code light signals, personnel will not use code letters identified by all dots or dashes—“I,” “E,” “M,” “O,” “S,” “T,” and “H.” The following time intervals will be used to assist pilot or navigator recognition: • 2 seconds for dots. • 4 seconds for dashes. • 2 seconds for intervals between dots and dashes. • 5 seconds for intervals between repetitions.

4-97. RTs or LTDs. During mission planning and when RTs or LTDs are used for authentication, the ground and air commanders concerned decide how, when, and where to use the RTs or LTDs. They jointly agree upon positioning, codes, and turn-on or turn-off times during mission planning. 4-98. Standard Aircraft Signals. Table 4-3 lists some of the standard air traffic control light signals that may be used to communicate with the pilot. Use of these signals should be coordinated with the pilot before the mission. Table 4-3. Standard ATC Light Signals Signal

Aircraft on the Ground

Aircraft in the Air

Steady Green

Cleared for takeoff.

Clear to land.

Flashing Green

Cleared for taxi.

Return for landing.

Steady Red

Stop.

Give way to other aircraft, and continue circling.

Flashing Red

Taxi clear of runway.

Field unsafe. Do not land.

Flashing White

Return to starting point.

NA

Alternate Red and Green

Use extreme caution.

Use extreme caution.

Actions on the LZ 4-99. Depending on the form of signaling used between the LZ and the aircraft, authentication may occur before identification, but normally identification occurs first and then authentication occurs. The RCL directs marking teams to display all marker stations 2 minutes before the scheduled arrival time. The RCL displays the appropriate authentication signal into the direction of expected approach of the aircraft. If planned, the aircrew may acknowledge the code light. When the RCL determines the aircraft is on its

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final approach (within 15 degrees to either side of the approach track and below 1,000 feet), he ceases the code signal. The pilot tries to make a straightin landing on the initial approach. If he cannot do so because of a sudden change in wind direction or conditions, he flies a modified landing pattern at minimum altitude for security purposes. 4-100. Aircraft Flying With NVGs. If the pilot is using NVGs, once the code signal is ceased, only the marking lights for the LZ remain lit. The pilot will land by following the marking lights and using NVGs. No lights are aimed at a plane whose aircrew is using NVGs. 4-101. Aircraft Flying Without NVGs. If the pilot does not have NVGs, once the RCL ceases the code signal, the RCL aims his light in the direction of the landing aircraft. If the aircraft must make a “go-around,” the light follows the aircraft. The light continues to follow the aircraft during touchdown and landing roll. The reception committee extinguishes the marker lights as the aircraft passes each successive marker station. 4-102. The pilot will not land his aircraft when— • There is a lack of proper identification or authentication received from the LZ. • The RCL gives an abort signal; for example, extinguishing the LZ markings.

4-103. After touchdown and landing roll, the pilot executes a right turn if possible. Stations A and B shine a solid light toward the aircraft to guide the pilot in taxiing the aircraft to the takeoff position. The pilot keeps the engines running during the entire operation. 4-104. Incoming personnel and materiel are off-loaded first to preclude confusion and ensure rapid handling. To ensure safety, all off-loading and onloading is done behind the running engine(s). The aircraft should always be approached from the rear. 4-105. The pilot prepares the aircraft for immediate takeoff after the offloading and onloading are completed. The RCL moves to a vantage point clear of the aircraft, directs the LZ be illuminated, and signals the pilot to take off by flashing his light toward ground level in front of the aircraft. The reception committee extinguishes LZ illumination as soon as the aircraft is airborne.

WATER LZ (SINGLE- AND TWIN-ENGINE AIRCRAFT) 4-106. During an operation using a water LZ, a seaplane will land on the designated body of water and taxi to the reception party located on or near the shore, onload or off-load supplies and personnel, and take off. Aircraft that can land on water are divided according to several criteria. For the purpose of this manual, these aircraft are classified as single-engine or twinengine seaplanes. Following is guidance on how to select, lay out, mark, and operate water LZs when working with single- or twin-engine seaplanes. DIMENSIONS AND LAYOUT 4-107. Ground personnel select the water LZ on the characteristics and limitations of the aircraft. As a general rule, any body of water that is 1,000

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meters long, after considering all the other factors such as climb ratios, depth, surface conditions, and so on, is acceptable. The landing and takeoff distance for water aircraft varies depending on the type of aircraft. Most single-engine seaplanes can land in 200 to 300 meters, but they require a minimum of 300 meters for takeoff. The twin-engine seaplane can land in 300 to 400 meters but may require more than 600 meters for takeoff. 4-108. If the distance is shorter than 1,000 meters, ground personnel notify higher HQ of the distance available. The detachment requests the distances required for the aircraft so they can compute the LZ length. The detachment must consider that high altitudes and extreme temperatures require lengthening a water LZ. The detachment determines the additional length in the same manner as described for land LZs. Additionally, the detachment adds a safe area to each end of the LZ, a distance equal to 10 percent of the minimum length. These areas will never be less than 30 meters long. LOCATION OF THE RECEPTION COMMITTEE 4-109. Ground personnel or mission planners plan the location of the reception committee when determining the location and layout of the LZ. The ideal situation would be for the plane to land parallel to the shore, turn into a small cove with a beach, onload or off-load, and then depart by continuing into the wind and taking off. When deciding on the location of the reception committee, mission planners or ground personnel consider the following: • The pilot can see the signal on his approach. • The pilot can bring his plane into or close to the shore. A sandy beach is ideal. • The location is secluded and secure. Preferably, the location is unobservable from most of the shoreline. • Movement to and from the site is not restricted so that the reception committee can withdraw from the area quickly. • The prevailing wind direction does not force the pilot to do an excessive amount of taxiing.

WATER SURFACE AND DEPTH 4-110. The water surface must be free of obstructions such as boulders, rock ledges, shoals, sunken pilings, logs, moored craft, floating debris, or seaweed. The minimum safe water depth for single-engine aircraft is 1 meter. The minimum safe water depth for twin-engine aircraft is 3 meters. WEATHER CONDITIONS 4-111. Surface wind conditions are critical for water landings. Crosswinds are difficult to predict, but accurate reconnaissance can preclude choosing an LZ that is inconsistent with the prevailing winds. The pilot of each mission aircraft is the final authority on the crosswind limits of his aircraft and his ability to manage his aircraft in crosswinds. 4-112. Any direction may be used for landing or takeoff in winds less than 8 knots. The landing may vary up to 15 degrees from the wind direction when surface winds do not exceed 8 knots and it is impossible to land directly into

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the wind. The landing must be made into the wind when surface winds exceed 8 knots on open water. Landings will not be made in winds exceeding 20 knots. If a downwind landing or takeoff is absolutely required, it will be made directly downwind. WAVE HEIGHT 4-113. The maximum wave height is 0.3 meter for single-engine aircraft. Maximum wave height for a twin-engine aircraft is 1 meter. The height of surface swells must not exceed 0.3 meter, and the wind wave must not be more than 1 meter for twin-engine aircraft when all swells and wind waves are in phase. The state of the tide should have no bearing on the suitability of the landing area. However, the low-tide depth must exceed the minimum safe water depth required for the mission aircraft. WATER AND AIR TEMPERATURE 4-114. Water and air temperatures vary with the type of water (Table 4-4). Because of the danger of icing, water and air temperatures must conform to the minimums indicated in Table 4-4. Table 4-4. Water and Air Temperature Water Type

Water Temperature (Degrees in Fahrenheit)

Air Temperature (Degrees in Fahrenheit)

Salt Water

+18

+26

Fresh Water

+35

+35

Brackish Water

+30

+35

STATE OF THE SEA 4-115. The state of the sea is the state of agitation of the sea resulting from various factors such as wind, swell, currents, angle between swell and wind, and so on. Table 4-5, page 4-37, is an extract from the 1974 edition of the World Meteorological Organization Manual on Codes, Number 306, Volume 1, International Codes. APPROACH AND TAKEOFF CLEARANCE 4-116. Water LZs require approach and takeoff clearances the same as land LZs. The ratio for single-engine aircraft is 1:11, and the ratio for twin-engine aircraft is 1:40. MARKING 4-117. The reception committee uses visible light sources during darkness or panels in daylight to mark their location and the LZ location. Position the marker on the shore so that it is visible to the pilot as he flies his approach, or the marker may be placed in a boat or secured to a flotation device just offshore. If positioned in a boat, the marker must be handheld and the boat must maintain position. Two persons are usually required in the boat—one to maintain station position and the other to signal. If the marker is attached

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to flotation devices, anchor the flotation device to prevent drifting. In deep or rough water, use improvised sea anchors. Light sources will be at least 0.3 meter above the surface of the water to prevent waves from causing a blackout. Table 4-5. State of Sea (Code Table 3700) Extract Code Figure

Descriptive Terms

Height in Meters

0

Calm (Glassy)

0

1

Calm (Rippled)

0 to 0.1

2

Smooth (Waveless)

0.1 to 0.5

3

Slight

0.5 to 1.25

4

Moderate

1.25 to 2.5

5

Rough

2.5 to 4

6

Very Rough

4 to 6

7

High

6 to 9

8

Very High

9 to 14

9

Phenomenal

Over 14

NOTES: 1. The values for height in meters refer to well-developed wind waves of the open sea. While priority shall be given to the descriptive terms, these height values may be used for guidance by the observer when reporting the total state of agitation of the sea resulting from various factors such as wind, swell, currents, angle between swell and wind, and so on. 2. The exact bounding height shall be assigned for the lower code figure. For example, a height of 4 m is coded 5.

4-118. Any hazards in the water should be marked by using a different color light or panel. The pilot should be notified in advance which markers to avoid. DISPLAY 4-119. The marking teams display DZ markings for 4 minutes. They begin displaying the DZ markings 2 minutes before and until 2 minutes past the scheduled aircraft arrival time or until the aircraft completes touchdown and landing roll. AUTHENTICATION AND IDENTIFICATION 4-120. Authentication and identification procedures can be the same as those described for land LZs or a variation. (See pages 4-31 through 4-33 to review LZ procedures.)

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ACTIONS ON THE WATER LZ 4-121. Actions on the water DZ are dependant on whether or not the seaplane can come to the shore or must stay offshore. The following procedures should be used if the seaplane is going to come to the shore: • After the plane lands, the pilot will taxi it to the shore. • If any additional authentication is planned, the RCL and pilot will exchange authentication before the plane touches shore. • After the plane beaches, personnel and equipment are off-loaded. • After everyone and everything is off-loaded, anything to be exfiltrated is loaded onto the aircraft. • During the off-loading and onloading, the RCL briefs the pilot of any hazards or additional information that he may need. • The plane then departs.

The following procedures should be used if the seaplane is unable to beach and the off-loading and onloading must be done by boat: • The RCL stations a boat containing himself and personnel and equipment to be exfiltrated just offshore from the remainder of the reception committee. • After the plane has landed, the pilot turns the aircraft toward the RCL boat. • The RCL guides the aircraft to his position by shining a continuous light beam in the direction of the taxiing aircraft or displaying a light on his boat. He must take care not to blind the pilot with this light.

4-122. Depending on prior coordination and the plan, the boat may come to the aircraft or the aircraft may come to the boat. It is critical that the RCL and pilot coordinate this before the landing. Stationary Aircraft 4-123. The pilot holds the aircraft into the wind at minimum speed. The pilot then lets the RCL boat maneuver into position alongside the left door. Stationary RCL Boat and Single–Engine Aircraft 4-124. The RCL boat remains stationary while the pilot taxis the aircraft 15 to 30 meters from the boat where the aircrew releases a buoyant dragline from the left door. The dragline is about 19 meters long and has a flotation device attached to its end. The flotation device has a small marker light for night operations. The pilot taxis the aircraft to the left around the RCL boat to position the dragline close enough to be secured to the boat. The RCL maintains his light either on his position or the aircraft at all times to permit the pilot to position the dragline and keep a safe distance between the RCL boat and the propeller. If the pilot loses sight of the RCL light, he may turn on a landing light immediately and keep it directed downward toward the water. The pilot continues a left turn until the dragline has been secured to the RCL boat. Personnel in the boat pull and secure the boat alongside the left float and begin off-loading or onloading personnel and cargo.

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CAUTION Do not allow the boat to drift forward of the aircraft door where it could be struck by the propeller. Upon completing off-loading and onloading, back the boat and move it away from the aircraft.

Stationary RCL Boat and Twin–Engine Aircraft 4-125. The RCL boat remains stationary during the operation. The pilot taxis the aircraft 15 to 30 meters from the boat. At this point, the aircrew releases a buoyant dragline from the left door. The dragline is about 45 meters long and has three flotation devices attached as follows: one about 15 meters from the aircraft, a second at midpoint, and a third on the extreme end of the line. When used for night operations, the flotation devices have small marker lights. The pilot taxis the aircraft to the left around the RCL boat to position the dragline close enough to be secured. Once the line is secured to the boat, personnel in the boat will not try to pull on the line because of the danger of swamping the boat. The aircrew then pulls the boat to the door of the aircraft. NOTE: Should the boat drift by the aircraft door toward the running engine, all personnel must immediately abandon the boat when it passes under the trailing edge of the wing. 4-126. Personnel and cargo are loaded on the aircraft first and then the incoming personnel and supplies are loaded into the RCL boat. The aircrew receives any information that will aid in the takeoff after completing the offloading and onloading. The RCL boat then moves backwards to a safe vantage point. The RCL signals the pilot all clear for takeoff by flashing his light toward the waterline in front of the aircraft. The reception committee extinguishes all markers as soon as the aircraft is airborne. 4-127. The pilot will not land the aircraft when— • There is a lack of proper identification or authentication received from the LZ. • The RCL gives an abort signal; for example, extinguishing the LZ markings.

SNOW LZ 4-128. The procedures for ski plane operations described in the following paragraphs apply only to STOL-type aircraft equipped with wheel or spring skis (Figure 4-19, page 4-40).

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Figure 4-19. Snow LZ (STOL Aircraft)

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4-129. Almost any snow-covered field or frozen lake of the proper size makes an acceptable ski LZ. The minimum ice thickness for a ski landing is 48 centimeters. The minimum snow depth is 3 centimeters on ice and 10 centimeters on a hard surface. The RCL is responsible for determining that these minimums exist. If these minimums do not exist, the RCL aborts the operation. 4-130. The ski plane approach and takeoff clearances are identical to those of land LZs. They are based on the same descent and ascent ratios as for land LZs. The standard marking, display, and authentication procedures used are the same as those described for land LZs (light and medium STOL and medium aircraft). 4-131. Depth perception is usually very poor during landings on a large snow-covered surface. Therefore, the reception committee uses small bushes to augment the marking pattern and to assist pilot depth perception. 4-132. The maximum crosswind velocity for a landing or takeoff on skis is 10 knots. More power is required to start the aircraft moving when it is on skis. If the skis are slightly frozen to the snow, the maximum power of the aircraft may be needed to move the aircraft. 4-133. The takeoff and landing distances for a wheel and ski plane operating on snow will vary according to snow conditions that are difficult to define. Figure 4-19 shows the minimum dimensions required for a typical light and medium STOL snow LZ. These minimum dimensions depend on— • Snow and surface conditions. • Weather. • Weight of aircraft.

NOTE: The pilot should leave the engines running to enhance aircraft security. However, all ground personnel must take extra safety precautions. The RCL plans for the dispersal or withdrawal of personnel or cargo in case of enemy interference. All elements involved in the mission should carefully coordinate these plans and conduct practice withdrawals or dispersions, if necessary.

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Chapter 5

Standard USAF Fixed-Wing Aircraft The USAF has several different types of aircraft that support a variety of SO missions. This chapter will cover the transport aircraft such as the C-27, C-130, C-17, C-141, and C-5. Some of these aircraft are limited in the roles that they can play but others can perform many functions. The USAF also has some heavily modified SO aircraft dedicated to supporting SO. Later chapters discuss these modified aircraft.

MISSIONS 5-1. The types of missions that the transport aircraft can perform are usually limited to various types of infiltration, exfiltration, and resupply operations. Infiltration using transport aircraft is limited to airland or airdrop operations. Each aircraft has several different configurations, depending on the amount of parachutists and equipment to be dropped or airlanded. USAF publications refer to these configurations as tactical airdrop personnel (TAP). The initial JAAT mission request from the airborne unit determines which of the following aircraft configurations is used. • Tactical mass airdrop (both jump doors)—full seating configuration. • Tactical mass airdrop (both jump doors) with in-flight rigging—full seating configuration with comfort pallet and with or without litters. • Other load considerations—to include a combination of airland and airdrop mission (single door)—reduced seating configurations. • Over the ramp—combination of equipment and personnel.

5-2. There are several major aerial delivery methods for conventional highperformance transport aircraft. These methods include airland, CDS airdrop, HE airdrop, HAARS, and personnel airdrop. Table 5-1, page 5-2, depicts the aerial delivery capabilities of the C-27, C-130, C-141, C-5, and C-17.

JOINT PREFLIGHT INSPECTION 5-3. The JM and loadmaster inspect the interior of the aircraft. They check for the following: • Any sharp edge or protrusion is securely taped and padded, as required. • All equipment in the cargo compartment is securely stowed and lashed. • The floor is clean and free of lubricants; no obstructions are on the walkway or along the paratroop exit route (outboard area between the safety fence and fuselage). • Anchor line cables are installed and under the correct tension.

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• A seat and seat belt are available in the troop compartment for each parachutist. • The retrieval system is installed in the aircraft, and the winch cable is retained in clips and is free of the anchor line cable. • Windscreen systems are available and/or installed. • Jump platforms are available and/or installed. • Jump caution lights are operational. • Troop compartment lights are operational.

The primary jumpmaster (PJM) or assistant jumpmaster (AJM) inspects each parachutist, parachute, and parachutist’s equipment before loading the aircraft. Table 5-1. Aircraft Aerial Delivery Methods Aircraft

Airland

CDS

HE

HAARS

Personnel

C-27

9

9

2

9

9

C-130

9

9

9

9

9

C-141

9

9

9

9

9

C-5

9

1

1

9

9

C-17

9

9

9

9

9

NOTES: 1. The C-5 was designed with an airdrop capability for CDS, HE, and personnel. These aerial delivery methods have been tested in the aircraft but are NOT currently used during operations. 2. Capable within its limits but NOT currently trained.

TIME WARNINGS 5-4. The time warnings for use with all high-performance aircraft and actions taken are listed in Appendix F, Tables F-1 and F-2, pages F-1 through F-3. (Jump procedures consist of time warnings and jump commands.) The loadmaster relays time warnings from the pilot or navigator to the JM. During the pilot briefing, the JM should make it clear to the aircrew which time warnings they will use. The JM does not wait for the signal from the loadmaster if he believes the aircraft is at the checkpoints. STANDARD TIME WARNINGS 5-5. Unless specified otherwise, the time warnings apply to all airborne operations. Appendix F, Table F-1, pages F-1 and F-2, lists the standard time warnings. MODIFIED TIME WARNINGS 5-6. The time warnings are added or changed during airborne operations that include in-flight rigging or when using a C-141. At the discretion of the JM and airborne commander, these time warnings may be modified as long

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as the parachutists are briefed about the changes. Appendix F, Table F-2, pages F-2 and F-3, lists these modified time warnings. 5-7. The JM gives standard jump commands in sequence after the 20-, 10-, or 6-minute warning, depending on the aircraft and type of jump. Appendix F, Table F-3, pages F-3 and F-4, lists the standard jump commands. TOWED PARACHUTIST PROCEDURES NOTE: As of the writing of this manual, USAF was planning to replace the old static-line retrieval systems on all of their aircraft with the towed paratroop retrieval system (TPRS), or container retrieval system (CRS), that is already on the C-17. USAF is replacing the old systems because of problems encountered when using the new 20-foot static line with the old system. Once all the systems are replaced, towed parachutist procedures will be consistent among all USAF aircraft. 5-8. As soon as anyone notices a towed parachutist, that person notifies the JM so the stick can be stopped. The JM notifies the loadmaster who, in turn, notifies the pilot and requests the pilot maintain the drop altitude and speed. The JM then identifies how the parachutist is being towed. If the parachutist is being towed by anything other than his static line, the JM tries to free the parachutist. If the static line is towing the parachutist, then the loadmaster initiates recovery procedures. The PJM observes the parachutist and recommends whether to retrieve the parachutist or cut him free. The loadmaster relays the PJM’s recommendation to the pilot. The pilot makes the final decision. 5-9. If the towed parachutist is conscious, he must stay in a tight body position with both hands over the ends of the reserve parachute, ensuring the right hand is protecting the rip cord grip. The parachutist should be prepared to activate his reserve parachute only when cut free from the aircraft. 5-10. The first option taken when the static line from the door tows a parachutist is for the loadmaster to retrieve the parachutist by using the TPRS. The second option is for the loadmaster to cut the parachutist free. During combat, the only option will be to cut the parachutist free. The least preferred option is to land with the parachutist still outside the aircraft. In this method, if the loadmaster cannot completely retrieve the parachutist into the aircraft, he should retrieve the parachutist as close as possible to the jump door and secure the parachutist. The aircraft will land at the closest available runway. 5-11. If the loadmaster is going to retrieve the parachutist, the AJM and safeties move the remainder of the sticks toward the front of the aircraft. All personnel stay clear of the door and the line of travel of the static-line retriever cable. The TPRS consists of two components: • The retrieval sling is a 68-inch nylon strap with a concentric loop in one end, a steel-swaged ball fitting on the opposite end, and a free-floating choker hook. • The spool assembly consists of the spool and two 36-inch nylon straps with two safety clips. The safety clips attach to an attachment bracket located on the intermediate anchor line cable support arm.

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5-12. The loadmaster will do the following: • Secure the retrieval sling, and place it into operation. • Disconnect the anchor line cable spools by using the quick disconnect fitting and attach the steel-swaged ball fitting of the retrieval sling. • Route the connecting loop of the retrieval sling around the static lines just below the static-line snap hooks and secure it to the free-floating hook, forming a girth hitch. • Emplace the spool assembly by routing the nylon strap around the static lines below the retrieval sling and attaching both safety clips to the attachment bracket located on the intermediate anchor line cable support arm. As the loadmaster activates the static-line retrieval system, the static line will route through the spool assembly, allowing the loadmaster to pull the towed parachutist into the middle of the jump platform instead of the trail edge. Another positive point of the Canadian retrieval system is that it takes the pressure off the staticline snap hooks and allows them to slide on the anchor line cables without binding or bending.

5-13. When the loadmaster has retrieved the parachutist to the door, the JM and safety, without endangering the parachutist, gain physical control of the parachutist by grasping the reserve parachute. The retrieved parachutist moves all the way forward and does not jump. The JM instructs the parachutist not to touch any of his equipment and not to de-rig in any way. If the parachutist requires emergency medical treatment, the JM cancels the airborne operation.

C-27A SPARTAN 5-14. The C-27A (Figure 5-1, page 5-5) is a pressurized, medium-range transport aircraft developed from the Aeritalia G-222. The C-27A is a twinengine, high-wing-mount, tailgate-equipped aircraft that is similar to a downsized C-130. The United States Southern Command acquired these aircraft in the early 1990s for the purpose of transporting and supporting SOF throughout Central and South America. The C-27A can carry 34 fully equipped combat troops, 28 static-line parachutists, 34 MFF parachutists, or 16 MFF parachutists on oxygen. It can airdrop up to six CDS bundles. Typical internal loads are one high mobility multipurpose wheeled vehicle (HMMWV) or three full-sized 463L pallets that are turned sideways. Static-line parachutists may be dropped using either of the two jump doors, but may not use the ramp. MFF parachutists may use both jump doors or the ramp. Unless specified otherwise in this section, standard jump procedures for SF are used. SAFETY PRECAUTIONS 5-15. Safety precautions for the C-27A are as follows: • Equipment. At 36 by 75 inches, the jump doors are wide enough for standard door bundles (that is, A-7A and A-21). The 15-foot static line with drogue is used. Troops may follow. • Door bundles. When personnel follow door bundles, the door bundle static line will be outfitted with a drogue.

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• Platforms. The JMs must ensure jump platforms and windscreens are available. This equipment is mandatory for each aft personnel door that is to be used. The safeties help the loadmaster install the door platforms if they are to be installed in flight. They ensure personnel hook up consecutively and that Parachutists 13 and 26 are in the correct position. The safeties control the static lines as the parachutists approach the door to exit. They help the loadmaster retrieve the deployment bags. • JMs. The JMs inspect the door platforms after the loadmaster opens the doors. The JMs hook up to the cables on their side of the aircraft. They control and observe the personnel as they exit. JMs exit last. • Aircraft. The drop speed of the aircraft is 125 knots. Parachutists cannot exit both doors at the same time. Static-line parachutists cannot use the ramp for jumping. • Movement into the door. Parachutists cautiously move to the door, avoiding the static lines of preceding parachutists. This precautionary action may slow movement into and out of the door.

Figure 5-1. C-27A Spartan

SUPERVISORY PERSONNEL REQUIRED 5-16. For jumps out one jump door, one JM, one nonjumping safety, and an airdrop-certified USAF loadmaster are required to ensure command and control (C2). These personnel requirements double when using both jump doors.

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SEATING CONFIGURATION 5-17. Parachutists form two sticks. Parachutist 28 (the PJM) is seated on the port side of the aircraft forward of the jump door. Forward of him are Parachutists 1 through 13. Parachutist 27 (the AJM) is seated on the starboard side of the aircraft just forward of the jump door. Forward of him are Parachutists 14 through 26. The safeties sit on each side to the rear of the jump doors. ANCHOR LINE CABLES 5-18. There are two anchor line cable assemblies in the C-27A. The anchor line cables run from the attachment point on the forward bulkhead, through the anchor line support bracket just behind both doors, and to the side of the aircraft over the tailgate. Each parachutist is issued main and reserve parachutes. Each parachutist is responsible for inspecting his parachute for safety wires and for fitting of the parachute harness. LOADMASTER BRIEFING 5-19. The loadmaster briefs the parachutists once they are seated. The loadmaster briefs them on aircraft safety, emergency procedures, and comfort facilities. STATIC-LINE OVER-THE-RAMP OPERATIONS 5-20. The C-27A cannot be used for static line over-the-ramp operations. The erratic behavior of the deployment bags poses a serious safety hazard. EQUIPMENT DROP 5-21. Personnel can push door bundles off the ramp. Personnel can install rollers on the ramp to aid in handling larger bundles. MFF 5-22. When both doors are closed, MFF parachutists can exit over the ramp. The using unit must provide two console positions for the loadmasters to use during MFF jumps above 10,000 feet. During ramp exits, the JM has a very difficult time spotting the RP from the aircraft. Therefore, the JM should not wear an all-purpose, lightweight individual carrying equipment (ALICE) pack for this type operation, and the unit should use a nonjumping JM. JUMP PROCEDURES 5-23. The JM issues jump commands. See Appendix F, Table F-3, pages F-3 and F-4, for a list of the commands. JM CHECKLIST (C-27A) 5-24. The JM inspects the airplane. The JM follows the checklist in Appendix F, Table F-26, pages F-34 through F-36.

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C-130 HERCULES 5-25. The C-130 (Figure 5-2) is a medium-range, high-wing transport aircraft powered by four turboprop engines. The five versions of this aircraft are the A (1956 to 1992), B (1959 to 1997), E (1962 to present), H (1975 to present), and J (2000 to present) models. The A and B models are no longer used by USAF but may be encountered overseas. The E and H models currently comprise the USAF active, National Guard (NG), and Reserve fleets. Currently, USAF is testing six J models. This aircraft can carry 92 combat troops, 64 parachutists (80 in combat), 74 litter patients in the aeromedical role, or 6 463L pallets. Parachutists use either the two jump doors or the ramp. The USMC version of this aircraft is the KC-130, but the characteristics and parachute procedures are similar.

Figure 5-2. C-130 TAP Configurations

TAP CONFIGURATIONS 5-26. The TAP configurations for the C-130 are shown in Figure 5-2. Airborne operations not covered in the four TAPs listed should be coordinated with the aircrew before the load time. The TAP configurations for the C-130 Hercules are as follows: • TAP 1. This TAP (Figure 5-3, page 5-8) is used during peacetime training. A total of 64 parachutists can be seated in two sticks of 32.

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Parachutists 1, 2, and 3 are seated outboard aft of the wheel well; 4 through 23 are seated on the inboard seats; and 24 through 32 are seated outboard forward of the wheel well. Parachutists are normally loaded over the aft end-loading ramp. • TAP 2. This TAP (Figure 5-4, page 5-9) is used when in-flight rigging procedures are used. A maximum of 44 paratroopers, with equipment, including one PJM and four AJMs can be dropped. Three AJMs are designated from the parachutists onboard to assist in rigging. Two nonjumping safety personnel and the two loadmasters are also required. • TAP 3. This TAP is used for MFF, static-line ramp jumping, and wedge drops. MFF operations are conducted IAW FM 31-19. When using the over-the-ramp static-line jumps, only 42 parachutists total can jump. • TAP 4. This is used for arctic operations.

Figure 5-3. C-130 TAP 1 Mass Operations

5-27. During wartime contingency operations, 80 parachutists can be dropped. This number includes the PJM, AJM, and two safeties, all of whom will jump. SUPERVISORY PERSONNEL REQUIRED 5-28. Six supervisory personnel are required to ensure safety measures are followed. They are: • One PJM. • One AJM. • Two static safety personnel. • Two airdrop-certified loadmasters.

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Figure 5-4. C-130 Configuration for In-Flight Rigging (TAP 2)

IN-FLIGHT RIGGING PROCEDURES 5-29. These procedures provide in-flight rigging for the airdrop of 44 personnel, with equipment, including one PJM and four AJMs. Three AJMs are designated from the parachutists onboard to assist in rigging. Two nonjumping safety personnel are also required. 5-30. The PJM briefs all parachutists and rehearses them on their actions before executing this type mission. Buddy rigging is the preferred method for in-flight rigging. This method allows faster rigging and reduces parachutists’ movements in the aircraft. The other method, station rigging, is seldom used. 5-31. The aircraft is configured for TAP 2. TAP 2 provides seats for 48 personnel to include 2 loadmasters, 2 nonjumping safeties, and 44 parachutists (Figure 5-4). 5-32. Personnel store equipment as follows: • Forty-four parachutes and reserves, in kit bags, are palletized (covered with a cargo net or tie-down devices) on the ramp. • Door bundles are placed in the center aisle just forward of the ramp. • Container, weapon, individual equipment (CWIE) and Dragon missile jump packs (DMJPs) are placed in the center aisle just forward of the

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door bundles. Inform pilot of suspended personnel’s progress during landing to ensure clearance of obstacles and that the landing is at the intended touchdown area. • M1950 weapons cases should be placed behind individual seats. Weapons cases for personnel occupying wheel well seats are placed on the floor at Station 477. • Individual equipment should be placed under seats or, if too large, may be placed in the center aisle forward of the CWIEs and DMJPs. • All equipment placed in the center aisle must be secured.

Buddy Rigging 5-33. Buddy rigging begins 2 hours and 20 minutes before drop time. Parachutists must complete rigging by the 20-minute warning. Other JMqualified parachutists may be used to speed up the rigging process. • JM and safety personnel unload pallet by handing parachute to last man in stick who passes it on to the next parachutist, who passes it on, and so on until each man has a parachute. Once everyone has his parachute, JMs, designated JM-qualified parachutists, and safety personnel supervise buddy rigging. Each parachutist must know who will be his rigging partner. • Once a parachutist is rigged, he sits down and waits for a JM to inspect his rigging. The safety personnel serve as roving correction inspectors. The attachment of the static-line snap hook to the top carrying handle of the reserve signifies an inspected parachutist. • The PJM supervises the entire rigging operation and assists, as needed. • Once all the parachutists have been inspected, the JMs rig up and safety personnel inspect them.

Station Rigging 5-34. One rigging station is established forward of the jump doors; another station is established forward in the cargo compartment. A safety and the AJM man the forward station. The JM and safety personnel establish the forward rigging station. Safety personnel pass 22 parachutes (in kit bags) forward to the rigging station. One JM kit bag must be present at each station. • Starting in the center of the stick, two parachutists (one on each side of the aircraft) pick up their combat equipment. Each parachutist moves to the designated rigging station to don the parachute and equipment, assisted by the safety. • When completely rigged, the parachutist moves to the AJM (stationed nearby) for inspection. The AJM attaches the static-line snap hook to the top-carrying handle of the reserve parachute when he reaches that portion of the inspection sequence. Only the PJM or AJM removes the snap hook from the reserve before the command HOOK UP, since this indicates that the parachutist has received JMPI. • After JMPI, the parachutist returns to his proper seat (or stick position). To ensure minimum time loss, the next parachutist in the stick is waiting for safety personnel to do his rigging.

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OVER-THE-RAMP OPERATIONS 5-35. These procedures provide for over-the-ramp airdrop of 40 personnel including one PJM, one AJM, and two nonjumping safety personnel (Figure 5-5).

Figure 5-5. C-130 Configuration for Over-the-Ramp Operations (TAP 3)

NOTES: 1. IAW message Headquarters, USAF AMC, DTG 02143lZ MAY 1990, subject: C-130 Tailgating, over-the-ramp C-130 airdrop operations are restricted “…to combination airdrops, tests requiring over-the-ramp operations to satisfy a specific objective, parachutists required to jump with snow skis, support for SOF training, MC-130, Pathfinder, and SOLL II operations.” SOF was defined as “USA Special Forces, Ranger units and Ranger Training Brigade, Navy sea-air-land teams, USAF Combat Control Teams, Pararescue Teams, and those assigned to special tactics units.” Message further stated, “These forces will continue to train for over-the-ramp operations which is their normal method for deployment.” 2. IAW message Headquarters, USAF AMC, DTG 111345Z JUL 1991, subject: Authorization of Arctic-Equipped Parachutists to Tailgate, authorization was granted “…to allow arctic-equipped parachutists with large field pack and/or skis to tailgate from C-130 aircraft.” (The large field pack mentioned in this message is the field pack large with internal frame [FPLIF].) 3. IAW letter Commanding General (CG), Marine Corps Combat Development Command C42 over 5600, dated 22 August 1995, USMC Force Reconnaissance and Air Naval Gunfire Liaison Company (ANGLICO) personnel are authorized to conduct C-130 over-the-ramp parachute

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operations if required by their mission. These units train for over-the-ramp parachute operations as a normal method of employment. Equipment Drop 5-36. Over-the-ramp operations can include the combination of an equipment drop followed by parachutists. Equipment is defined as HE rigged for airdrop or equipment packaged and contained in the A-7A or A-21 containers. Parachutists may exit over the ramp without an equipment drop (maximum of 20 parachutists for each pass). Aircraft Operation 5-37. The anchor line cables (only two are used—one on each side) are rigged from the forward outboard anchor line cable attachments to the aft inboard anchor line cable attachments. The loadmaster installs the anchor line cable stop (a padded and taped clevis) on the anchor line cable (20 inches aft of the center anchor line cable support bracket). The loadmaster disconnects the center anchor line cable support brackets at the door and secures them at the top of the fuselage. The loadmaster ties or tapes staticline retriever cables to the sides of the fuselage aft of the doors to ensure they remain secured. Jump Procedures 5-38. If the PJM and AJM elect to jump, they become Parachutist 1 of their stick, and the safeties control the flow of the parachutists. The over-the-ramp jump procedures for the C-130 are provided in Appendix F, Table F-6, page F-8. COMBAT CONCENTRATED LOAD SEATING CONFIGURATION 5-39. In wartime contingency operations, the combat concentrated load seating configuration allows a maximum of 80 parachutists. Concentrated parachutist loading is used when not enough C-130 and C-141B aircraft are available. Combat procedures reduce individual space inside the aircraft. Unsupervised personnel in a maximum-capacity configuration create a potential hazard. Flight time beyond 1.5 hours may intensify adverse effects on parachutists. Data and seating schematics are included under appropriate aircraft titles. When the sticks are over 40 parachutists for each pass, additional safety personnel may help complete required safety inspections within the time warnings. SUPERVISORY PERSONNEL REQUIRED 5-40. Six personnel supervise parachutists and ensure they follow safety measures. These personnel are: • One PJM. • One AJM. • Two (jumping) safety personnel. • Two loadmasters.

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LOADING PROCEDURES AND SEATING ARRANGEMENT 5-41. The aircraft configuration (Figure 5-6) provides 19 outboard seats and 21 inboard seats. Seat belts are installed on 20-inch centers. • Parachutists are loaded through the aft end-loading ramp and seated in two sticks of 40 parachutists each. Before entering the aircraft, all parachutists release equipment leg safety straps so they can lift their equipment over the seats. They retie the safety straps when seated with the seat belt in place. • The AJM or safety personnel must help each parachutist be seated. They ensure that parachutists select the correct seat belt and fasten it properly.

NOTE: Parachutists sitting in outboard wheel well seats must place their knees forward or aft in the space of the raised seat. The area is not spacious enough to allow inboard or outboard parachutists to face each other.

Figure 5-6. C-130 Combat Concentrated Load

C-130 JUMP PROCEDURES 5-42. The jump procedures for the C-130 combat concentrated load remain the same as for other high-performance transport aircraft with the exceptions listed in Appendix F, Table F-7, page F-9.

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Safety Procedures 5-43. The standard safety procedures for the C-130 apply, with the following changes: • Concentrated parachutist loading allows the maximum number of combat troops to jump. This includes parachutists designated as safety personnel who conduct inspections before donning their equipment, which allows them to move freely about the aircraft. This inspection begins at the 30-minute warning to allow the safeties time to don their parachutes. • Parachutists jumping with equipment containers are seated aft of the wheel well in outboard seats; the equipment containers are stowed on the aircraft ramp. Jump rigging of containers begins at the 30-minute warning. • During movement in the aircraft and execution of jump commands, each parachutist protects the reserve parachute rip cord grip to prevent activation of the reserve inside the aircraft. • Execution of jump commands begins at the 15-minute warning. This allows more time to stow all seats and to ensure that no more than 20 parachutists are hooked on a single anchor line cable. • When preparing for airborne operations, JMs should provide latrine facilities. To minimize individual movement during flight, parachutists are encouraged to use the latrine before boarding the aircraft.

JM CHECKLIST (C-130) 5-44. The JM inspects the aircraft. The JM checks the items detailed in Appendix F, Table F-40, pages F-48 through F-50.

C-141B STARLIFTER 5-45. The C-141B (Figure 5-7, page 5-15) is a swept-wing, long-range transport powered by four turbofan jet engines and equipped for in-air refueling. This aircraft was introduced in the early 1960s and is currently being replaced by the C-17. By 2005, the few remaining C-141s will be in the hands of the National Guard and Reserve Component. The C-141B can carry over 152 troops (180 combat parachutists), 103 litter patients, or 13 463L pallets. The aircraft can be configured in different peacetime troop-carrying modes for airborne operations. Figure 5-7 shows the TAP configurations for the C-141B. Static-line parachutists jump from the two aft doors of the aircraft only. MFF parachutists can exit from either the doors or the ramp. SAFETY CONSIDERATIONS 5-46. The following safety considerations apply to all operations using the C-141: • Safety personnel are seated aft to aid the JMs in positioning door bundles and performing other duties. • Static safety personnel must complete their 20-minute checks and arrive at the forward end of the cargo compartment before the 10-minute warning.

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• No more than 45 parachutists are hooked to any one anchor cable. • Deployment bags may be trailed between passes on single DZs or when dropping on multiple DZs with less than 10 minutes flight time between DZs.

Figure 5-7. C-141B Starlifter

MODIFIED TIME WARNINGS AND JUMP COMMANDS 5-47. The size of the aircraft and the number of parachutists can change the time warning and sequence of jump commands. Appendix F, Table F-2, pages F-2 and F-3, and Table F-3, pages F-3 and F-4, list the jump procedures (time warnings and sequence of jump commands) for the C-141. SEATING CONFIGURATION WITHOUT COMFORT PALLET 5-48. During peacetime training, the TAP 1 configuration (Figure 5-8, page 5-16) seats 156 personnel—152 parachutists, 2 static safety personnel, and 2 airdrop-qualified loadmasters. The maximum number of personnel for each anchor cable is 45.

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Figure 5-8. C-141B Configuration Without Comfort Pallet (TAP 1)

5-49. Six personnel supervise parachutists and ensure safety measures are followed. They are as follows: • One PJM. • One AJM. • Two static safety personnel. • Two airdrop-qualified loadmasters.

IN-FLIGHT RIGGING SEATING CONFIGURATION WITH COMFORT PALLET 5-50. In this TAP 2 configuration, the C-141B seats 134 personnel—130 parachutists, 2 static safety personnel, and 2 loadmasters. Floor space is provided forward, midway, and aft for stowage of parachute assemblies. Seats are on a 24-inch center (Figure 5-9, page 5-17). 5-51. Fifteen personnel supervise parachutists and ensure personnel follow safety measures. They are as follows: • One PJM. • Six AJM.

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• Six safety personnel (two static). • Two loadmasters.

Figure 5-9. C-141B Configuration for In-Flight Rig With Comfort Pallet (TAP 2)

STORAGE OF EQUIPMENT 5-52. JM and safety personnel place parachute assemblies (133) in kit bags. They stow and secure them in three locations on the cargo floor. There are

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130 parachutists seated in two sticks of 65 each on the left and right. Personnel stow— • Door bundles on the cargo ramp. • Individual equipment, web gear, helmets, and ALICE packs under the troop seats. • Weapon containers behind the seats. • Individual equipment containers (CWIE and DMJP) in the aisles or with the parachutes. • One JM kit bag at each of the six rigging stations (two forward, two midway, and two aft).

BUDDY RIGGING 5-53. The PJM initiates in-flight buddy rigging 2 hours before the 20- or 30minute warning. Parachutists unzip the seats, place their equipment on the seats, and sit on top of the equipment. This clears the aisle for the parachutists to stand while buddy rigging. The buddy rigging operation includes the following: • JM and safety personnel pass out parachutes from each of the three locations until each parachutist has one. Then buddy rigging begins. • Each parachutist must know who will be his rigging partner. The JMs, safety personnel, and designated JM-qualified parachutists supervise. Once a parachutist is rigged, he sits down and waits for one of the JMs to inspect him. • Safety personnel serve as roving correction inspectors. Attaching the static-line snap hook to the top carrying handle of the reserve indicates an inspected parachutist. • The PJM supervises the operation. If there are other currently qualified JMs, they may be used. • Once all the parachutists have been inspected, the JMs rig up and safety personnel inspect them.

STATION RIGGING 5-54. Station rigging involves the following: • Six AJMs and six safety personnel (two static and four jumping safety personnel) are required to man the six rigging stations. • Parachutists are divided into three segments and assigned to rigging stations. • The PJM initiates in-flight rigging 2 hours before the 20- or 30-minute warning. • Before initiation of in-flight rigging, JMs instruct parachutists to unzip the troop seats, place their equipment on the seats, and sit on top of their equipment. Placing equipment on the seats clears the aisles for parachutists moving to and from the rigging stations. • AJMs and safety personnel at each rigging station stow their seats to provide more rigging space.

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• Starting with two parachutists from the end of the divided sticks, each parachutist moves to a designated rigging station. Safety personnel rig the parachutists. When completely rigged, the parachutist moves to the AJM (stationed nearby) for inspection. The AJM attaches the static-line snap hook to the top carrying handle of the reserve parachute when he reaches that portion of the inspection sequence. • Only the PJM or AJM removes the snap hook from the reserve (before the command HOOK UP), since this indicates the parachutist has received the JM’s inspection.

COMBAT CONCENTRATED LOAD SEATING CONFIGURATION 5-55. In this configuration, the C-141B seats 182 personnel—180 parachutists and 2 loadmasters (Figure 5-10). Personnel sit on side-facing seats on 20-inch centers. Parachutists sit in two sticks of 90 each on the left and right sides. If 45 parachutists cannot be seated on the outboard seats, the overflow may be seated inboard aft on available center seats. The JM must ensure that only 45 parachutists hook up to the outboard or inboard anchor cables.

Figure 5-10. C-141B Configured for Combat Load

NOTE: Concentrated parachutist loading is used in wartime contingency operations when not enough C-130 and C-141B aircraft are available. These procedures reduce individual space inside the aircraft. Unsupervised parachutists create a potential hazard because crowded conditions restrict freedom of movement. Flight time beyond 1.5 hours may intensify adverse

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effects on parachutists. Data and seating schematics are included under appropriate aircraft titles. Additional safety personnel may be used (if the sticks have over 40 personnel for each pass) to complete the required safety inspection within the time warnings. 5-56. The following six personnel supervise parachutists and ensure personnel follow safety measures: • One JM. • One AJM. • Two (jumping) safety personnel. • Two airdrop-qualified loadmasters.

JUMP PROCEDURES 5-57. Jump procedures for the C-141B are the same as for other highperformance transport aircraft. See Appendix F, Table F-3, pages F-3 and F-4, for the jump procedures for the C-141B. SAFETY CONSIDERATIONS 5-58. At the 30-minute warning, safety personnel are seated aft to aid the JMs in positioning door bundles and in performing other duties. The JMs ensure no more than 45 parachutists hook up to one anchor line cable. The standard safety procedures for the C-141B apply with the following changes: • Concentrated parachutist loading is used only for wartime contingency operations and allows the maximum number of combat troops to jump. This includes parachutists designated as safety personnel who conduct safety inspections before donning their equipment, which allows them to move freely about the aircraft. This inspection begins at the 30minute warning to allow adequate time to complete inspection and to provide time for safety personnel to don their parachutes. • During movement in the aircraft and execution of jump commands, each parachutist protects the reserve parachute rip cord grip to prevent activation of the reserve inside the aircraft. • There is no time between passes or DZs to retrieve, detach, and stow the deployment bags and again rig the retrieval system. Deployment bags are trailed between passes on single DZs or when airdropping on multiple DZs with less than 10 minutes flight time between DZs.

JM CHECKLIST (C-141B) 5-59. The JM inspects the aircraft. He uses the checklist in Appendix F, Table F-27, pages F-37 and F-38.

C-17A GLOBEMASTER 5-60. The C-17A (Figure 5-11, page 5-21) is a swept-wing, high-tail, longrange transport aircraft powered by four turbofan engines and capable of airlifting large payloads over intercontinental ranges without refueling. This aircraft can carry 102 troops, 48 litter patients, or 18 463L pallets. In-flight refueling increases the deployment range. The aircraft accommodates outsized and oversized cargo, combat and tactical vehicles, and containers.

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The C-17A can be configured for airland, airdrop, low-altitude parachute extraction, and medical evacuation (MEDEVAC) operations. A dedicated antenna system enables use of organic Army tactical satellite (TACSAT) secure communication systems en route. The onboard aircraft communication systems will interface with Army systems. The C-17A can be configured with or without a comfort pallet. The jump platforms and air deflectors are an integral part of the aircraft fuselage.

Figure 5-11. C-17A Globemaster

OUTBOARD SEATS 5-61. The outboard seats are permanently secured to the cargo compartment sidewall. There are 54 outboard seats, 27 on each side. The outboard seats are adjustable and can accommodate personnel with or without parachutes. To adjust the outboard seats, raise the seat to a 45-degree angle and push in or pull out the number of seats required. When the second jump command of OUTBOARD PERSONNEL, STAND UP is given, the parachutists will stand up, raise their seats as previously described, and place the seat belt behind the seat. Parachutists ensure no portion of the seat belt remains on the floorboard of the aircraft. INBOARD SEATS 5-62. The C-17A is configured for 48 inboard seats, 24 on each side. The inboard, or centerline seat, is temporary. Inboard seats are mainly used for troop transport and airborne operations and may be detached when not in use and stored in the cargo door. Although the inboard seats are not adjustable, the cloth seat backs can be reconfigured to accommodate

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parachutists. Using the center vertical zipper, the safeties will unzip the cloth seat backs to allow additional space for the parachute. The safeties should reconfigure the seat backs before parachutists board the aircraft. When the third jump command INBOARD PERSONNEL, STAND UP is given, the parachutists will stand up and place their seat belts on the seat once again, ensuring no portion of the seat belt remains on the floorboard of the aircraft. When a comfort pallet is not used, an additional six-seat pallet may be installed. NOTE: Parachutists during an airborne operation will not use the six seats on the additional pallet. SEAT CONFIGURATION 5-63. Parachutists 1 through 27 will be seated outboard and will hook up to the outboard anchor line cable. The JM will be seated in the Number 1 inboard seat followed by Parachutists 29 through 50. The inboard seats located at the forward portion of the aircraft numbered 51 are the positions for the safeties. Inboard personnel will hook up to the inboard anchor line cable. ANCHOR LINE CABLE 5-64. The C-17A has four anchor line cables. They are 81 inches above the floorboard and have a 12-inch separation. The maximum number of parachutists per anchor line cable is 27. The anchor line cable will be inspected in the same manner as the C-130 and the C-141, using enough 1/4inch cotton webbing to trace the entire length of the anchor line cable, inspecting for any burrs or frays. JUMP CAUTION LIGHTS 5-65. There are 12 sets of jump caution lights—six evenly spaced sets on each side of the aircraft. On the C-17, unlike any other aircraft, the jump caution lights consist of a red, amber, and green light. The red light illuminates at the 10-minute time warning, the amber light illuminates 10 seconds before the green light, and the green light illuminates at TOT. Once the aircraft reaches the trail edge of the DZ, the jump caution lights will change from green to red. INTERIOR LIGHTING 5-66. The C-17A has fluorescent lighting. The fluorescent lighting provides good general illumination flood lighting of the aft ramp area, emergency exits, and jump platform. The C-17A has a red light system for tactical night operations. EMERGENCY SYSTEMS 5-67. The C-17A is equipped with eight emergency exits—three on the flight deck and five in the cargo department. There are six first-aid kits with provisions for up to 26 first-aid kits. The seats are equipped with automatically deployed oxygen masks that connect to the aircraft passenger

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oxygen system. Each seat is also equipped with stowage provisions for individual life preservers. SAFETY LIMITATIONS 5-68. The following safety limitations must be considered when using the C-17A aircraft: • Parachutists may use only a parachute with a 20-foot, one-piece static line that is white in color.

NOTE: A 15-foot static line with a 5-foot extension is not authorized for use with the C-17A. • Parachutists exit from the jump doors only. • Static-line jumps from the cargo ramp are prohibited. The cargo ramp must be closed for all static-line jumps from the jump doors. • The aircraft deck angle will be at least 7 degrees during static-line personnel airdrops with an air speed of 130 knots. • The total aircraft gross weight will not exceed 360,000 pounds at the time static-line personnel airdrops are initiated. • Troop air deflector settings will be at 40 degrees, plus or minus 5 degrees. • All door bundles must be equipped with a 20-foot static line with one static-line drogue parachute. • Static safety personnel must complete their 20-minute checks and arrive at the forward end of the cargo compartment before the 10minute warning. • All parachutists must be trained to exit the aircraft with a strong effort in leaving the platform at a 90-degree angle straight out the door while staying as close to the lead edge as possible. • The JM or safety will, before the flight, inspect the exterior aft of the jump doors for any protrusions, sharp edges, or snag hazards. The cargo ramp should be closed during this inspection to allow examination of the actuator door bulb seal. • Static-line personnel airdrops are restricted to C-17A aircraft with an installed paratroop retrieval system (CSR). • During mass tactical operations, the JMs ensure that no more than 27 parachutists are hooked up to the outboard anchor line cable, and no more than 24 parachutists are hooked up to the inboard anchor line cable. • For personnel airdrop operations from separate aircraft, the formation separation time between aircraft will be 5.5 minutes or greater to avoid aircraft wake vortex interference with parachutists.

TIME WARNINGS AND JM PROCEDURES 5-69. The time warnings for the C-17A are the same as for all highperformance aircraft, but because of the three colored lights, there is a slight difference. The JM will still receive the 2-hour (if needed), 20-minute, and

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10-minute time warnings. The JM issues jump commands between the 10- and 6-minute warnings (Appendix F, Table F-5, page F-6). LOADMASTER 5-70. The C-17A requires only one loadmaster during airborne operations. The loadmaster will be located about center of the ramp to observe both doors. The JMs must maintain constant communications with the loadmaster, who will notify them in case of any changes to the flight plan or the airborne operation. When the C-17A begins its slowdown at 6 minutes, the loadmaster will deploy the wind deflectors and turn the jump doors over to the JMs. SUPERVISORY PERSONNEL REQUIRED 5-71. The following personnel are required for an airborne operation with a C-17A: • One JM. • One AJM. • Two static safeties. • One loadmaster.

AIRCRAFT CONFIGURATION 5-72. For a door jump, the C-17A aircraft configuration provides a maximum airdrop capability of 102 parachutists and 2 equipment bundles or up to 48 aeromedical litter patients. When configured for an airborne operation, C-17A can hold— • One hundred and two parachutists. • PJM and AJM. • Two static safeties. • One loadmaster (seated in forward loadmaster station). • Two door bundles (one per door) placed on the aircraft floor aft of the inboard seats.

JM DUTIES 5-73. After the JM receives “All okay, jumpmaster” from the parachutists, he regains control of his static line from the safety and takes the Parachutist 1 position. Once the aircrew has completed their slowdown checks (slowing the aircraft to jump speed, deploying the air deflectors, retracting the troop clearance fairing, and opening the jump doors), the loadmaster verbally transfers control of the jump door by saying, “Your door, Army.” Then the loadmaster moves to the center of the cargo floor area where he can observe both doors. The safeties must control the JMs’ static lines with two hands and keep an eye on the loadmaster. Door Check Procedures (CARP) 5-74. During door check procedures for a CARP jump, the JM will make eyeto-eye contact with the safety and will command SAFETY, CONTROL MY

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STATIC LINE. (At no time will the JM move his feet until the safety has control of the static line.) The JM will then secure the lead edge of the jump door with the hand closest to the skin of the aircraft, rotate into the jump door, place his feet a comfortable distance apart, and secure the trail edge of the jump door with his opposite hand. The JM performs the following tasks: • Jump door up lock. With the lead hand, the JM will grasp the jump door lifting bar, raise the door up, and then pull it back down to the jump door up lock. A visual inspection of the jump door up lock will verify the jump door is in the locked position. • Trail edge of the jump door. Continuing to use his lead hand, the JM traces the trail edge of the jump door, feeling for any sharp or protruding edges that may cut or fray the parachutists’ static lines upon exiting the aircraft. The JM will start the inspection at the top corner of the trail edge of the jump door and continue as follows:

ƒTraces down the trail edge of the jump door, continuing down the trail edge of the aft clearance fairing until he reaches the jump platform. ƒTraces back on the jump platform about 12 inches. At this time, places trail hand on the lead edge of the aft clearance fairing and traces up until trail hand meets the trail edge of the aft clearance fairing. ƒAt this time, slaps the aft clearance fairing to ensure it is fully retracted. ƒPlaces trail hand on the bottom trail edge of the jump door guide rails and traces back up to the top corner of the jump door. ƒPlaces lead hand into the handhold provided in the lead edge of the jump door. Outside Air Safety Check 5-75. The JM will stand with a comfortable stance with a lead foot and a trail foot. With the lead hand, the JM will grasp the provided handhold built into the lead edge of the jump door and stand out on the platform. The JM then executes a visual inspection of the wind deflector to ensure that it has been fully deployed. The JM will then execute the initial (first) outside air safety check. The JM clears to the rear of the aircraft as follows: • Checks down and away for any unsafe conditions outside the aircraft. • Conducts a parachutist safety check to ensure no unsafe conditions exist. • Searches the horizon for the 1-minute reference point.

5-76. Once the JM identifies the 1-minute reference point, he does the following: • Issues the 1-minute time warning signal with his lead hand. • Positions himself on the jump platform (using the same method as the initial outside air safety check). • Does his second outside check.

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Second and Third Outside Air Safety Check 5-77. The JM conducts his second clear-to-the-rear check. The JM performs the same steps in paragraph 5-75, except he looks for the 30-second reference point. Once the JM identifies the 30-second reference point, he conducts the third and final clear-to-the-rear check by looking down and away for any unsafe conditions outside the aircraft. STAND BY Command 5-78. After the third outside air safety check, the JM rotates back inside the aircraft and gives the thumbs-up signal to the JM in the opposite door. Once the JM in the opposite door receives the thumbs-up signal from the opposite door, he takes a step toward the forward portion of the aircraft. He positions himself so his body bisects the lead edge of the jump door and extends his trail arm to the elbow lock position to receive his static line from the safety. Once the aircrew activates the yellow light, the JMs issue the command STAND BY. The JMs ensure Parachutist 1 takes up a position in the door but not on the jump platform itself. Upon receiving the command STAND BY, the parachutist extends his arm to the elbow lock position, handing the static line to the safety and making eye-to-eye contact as the safety accepts the static line. GO Command 5-79. When the light turns green, and if all conditions are safe for the jump, the JM commands GO. The parachutist then performs the following: • Steps to the center of the jump door. • Rotates at a 90-degree angle in the jump door, staying as close to the lead edge of the jump door as possible. • Steps off the jump platform, ensuring his last step is as far out on the jump platform as possible. By jumping as far out as possible, the parachutist’s pack tray does not make contact with the jump platform and the parachutist has a good exit from the aircraft with minimal twists.

Door Check Procedures for GMRS Jump 5-80. The procedures are the same as those for a CARP jump except for the following changes: • The JM gives course corrections to the loadmaster by prearranged handand-arm signals. The loadmaster relays the commands to the pilot. • After getting the thumbs-up signal from the other JM and commanding STAND BY, the spotting JM returns to his door position and looks for the RP. Just before passing over the RP, the JM will rotate into the aircraft, ensure the light is green, step clear of the door, and command GO. • JMs control the parachutists’ static lines while the safety controls the JMs’ static lines.

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SAFETIES DUTIES AND POSITIONS DURING EXITING PROCEDURES 5-81. In a CARP jump, because of the distance between the anchor line cables and the size of the jump platform, positive control of every static line is a vital safety factor. To compensate for these differences, the safety will stand under the intermediate anchor line cable support and face the parachutists. When the safety begins accepting static lines, he must not turn toward the jump door. By not turning toward the jump door, the safety can maintain control of the static lines. 5-82. Using his inboard hand, the safety accepts static lines by grasping the parachutists’ static lines with his inboard hand just below the static-line snap hooks. The safety then switches the static line from his inboard hand to his outboard hand. Using the outboard hand, the safety controls the static-line by grasping 12 inches below the static-line snap hook and placing the static line against the trail edge of the jump door until the static line becomes taut. NOTE: The safety must control each static line properly because of the size of the jump platform. 5-83. As one parachutist exits the aircraft, the next parachutist enters the jump door, which increases the risk of injury caused the by static line. Once the last parachutist exits the aircraft, the safety conducts a towed parachutist check, rotates back inside the aircraft, and gives thumbs-up. JUMP COMMANDS 5-84. When jumps are made from the C-17A, the JM issues standard jump commands. Appendix F, Table F-5, pages F-6 and F-7, lists these jump commands.

DOOR BUNDLE PROCEDURES AND EJECTION 5-85. USAF personnel may drop bundles from the ramp or push them out the door. For bundles released from the ramp, USAF personnel do the following: • Load bundles on the ramp, hook up static lines to the inboard anchor line cable, and secure bundle in place. • At the 10-second warning (yellow caution light is turned on), lower the ramp to 5 degrees below the coplanar. • On the GREEN light, the aircrew releases the bundles.

5-86. For bundles pushed out the jump door, USAF personnel do the following: • At the 20-minute warning, unlash and move bundles near the jump door(s). During mass tactical operations with 102 parachutists, no more than one door bundle will be ejected from each door for a maximum of two bundles per aircraft. • The safety and Parachutist 1 for each door will eject the door bundles. To be able to eject door bundles, Parachutist 1 must be JM-qualified. • After the inspection of the bundle by the JM, he, assisted by the safety, will hook up the static line to the outboard anchor line cable. Once the static line is hooked up, the safety positions the bundle on its end with the parachute toward the center (inside) of the aircraft. The safety

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positions the bundle as close as possible while still allowing the JM to conduct his safety checks. • After the final safety check (30-second time warning), the JMs exchange a thumbs-up, indicating all is well outside the aircraft. The JM then secures his own and Parachutist 1’s static lines. • The safety and Parachutist 1 position the bundle on the edge of the jump platform as far out as possible without losing control of the bundle. Once the green light illuminates, the safety and Parachutist 1 will eject the bundle from the aircraft. • The safety and Parachutist 1, pushing on the lower portion of the bundle, push the bundle straight out the door. They do not push the bundle on an angle as it may become lodged in the door. If the bundle becomes lodged, the safety and Parachutist 1 try to dislodge the bundle and push it out. After 5 seconds of green light, the safety and Parachutist 1 pull the bundle back into the aircraft to allow the parachutists to exit. • Once the bundle leaves the aircraft, Parachutist 1 assumes the standby position and the AJM gives a thumbs-up to the PJM. The PJM and AJM hand Parachutist 1’s static line to the safety. The PJM issues the command GO to his Parachutist 1. The AJM taps out his Parachutist 1 1/2 second after the PJM’s Parachutist 1 exits.

IN-FLIGHT RIGGING 5-87. In-flight rigging is used for long flights and when there is space aboard the aircraft to allow it. When configured for in-flight rigging, the C-17A seats 102 troops, 2 static safeties, and 1 loadmaster. Ramp space is available for storing parachute assemblies on pallets and door bundles. 5-88. Eleven supervisory personnel are required for in-flight rigging. These personnel are as follows: • One PJM. • Seven AJMs. • Two safety personnel. • One loadmaster.

Equipment Stowage 5-89. One each main and reserve parachute assembly (106 each) are placed in aviator’s kit bags and stowed and secured in two pallets placed on the ramp. One hundred and two parachutists sit in two sticks each on the left and right sides of the aircraft. Parachutists place all ALICE packs and weapons containers in the aisles, and the loadmaster straps them down. The loadmaster straps down all DMJPs, Stinger missile jump packs (SMJPs), AT-4JPs, and door bundles to the cargo floor section aft of the inboard seats or on the ramp. The parachutists keep their ballistic helmets, protective masks, and load-bearing equipment in or under the seats.

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Parachute Issue 5-90. Personnel retrieve all ALICE packs and weapons from the center aisles and place them on the parachutists’ laps. Starting with the left outboard stick, parachutists— • Stand up and put their ALICE packs and weapons on their seats. • Walk to the pallets on the ramp. • Draw an aviator’s kit bag. • Continue in a counterclockwise motion between the two sticks of parachutists seated on the right side of the aircraft. • Return to their original seat.

The left inboard stick repeats the same procedure, following the outboard parachutists. 5-91. After the left side is complete, the right outboard stick parachutists stand up and place their ALICE packs and weapons on their seats. They draw an aviator’s kit bag in the same manner except they return in a clockwise motion, moving through the left door aisles. Right inboard parachutists repeat the same procedure, following the outboard parachutists. Buddy Rigging 5-92. The JM initiates in-flight rigging 2 hours before the 20-minute warning. Loadmaster and safety personnel pass parachutes to closest parachutist who passes it up the stick. This process continues until everyone has a parachute. Once the parachutes are issued, buddy rigging begins. Each parachutist must know who will be his rigging partner. The JM, safety personnel, and designated AJM supervise. Once a parachutist’s parachute is rigged, he sits down and waits for one of the JMs to inspect him. 5-93. JMs serve as roving inspectors. Once a parachutist has passed inspection, the JM attaches the static-line snap hook to the top carrying handle of the parachutist’s reserve parachute. 5-94. The PJM supervises the in-flight rigging and ensures all personnel are inspected. Parachutists who are current and qualified JMs, may help with the in-flight rigging inspections. Once all the parachutists have been inspected, the JMs rig their parachutes and the safety personnel inspect them. TOWED PARACHUTIST PROCEDURES 5-95. The C-17A is equipped with a primary and an alternate static-line retrieval system. The static-line retrieval system is used only for retrieval of a towed parachutist. If only deployment bags are being retrieved, the standard aircraft retriever cable rigging will be used. Up to 10 deployment bags may be retrieved manually. The two methods for retrieving a towed parachutist or deployment bag are the remote winch controller and the TPRS. The TPRS is the secondary method. One remote winch controller and one TPRS are located aft of each jump door on the sidewall.

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JM C-17A AIRCRAFT INSPECTION 5-96. The PJM inspects the aircraft before parachutists board the aircraft. Ultimately, the PJM is responsible for the aircraft inspection. However, because of time requirements, the PJM may delegate this authority to the AJM or safeties. The PJM inspects the exterior of the aircraft. After the JM inspects the exterior of the aircraft, he moves inside the aircraft for the interior inspection. The JM must inspect the aircraft to ensure it is configured properly (Appendix F, Table F-37, pages F-44 and F-45).

C-5A/B/C GALAXY 5-97. The C-5A/B/C Galaxy (Figure 5-12) is a swept-wing, long-range transport aircraft. The C-5A/B/C has four turbofan jet engines and is equipped for in-flight refueling. The C-5A/B/C’s normal use is for strategic airlift. The large size of the C-5A/B/C restricts it to major operating locations. It can carry 36 463L pallets and 73 troops at the same time. The C-5A/B/C has an airdrop capability for CDS, HE, and personnel. These aerial delivery methods have been tested in the aircraft but are not currently used during operations. When jumping from the C-5A/B/C, parachutists exit via the two aft doors of the aircraft.

Figure 5-12. C-5 Galaxy

SUPERVISORY PERSONNEL REQUIRED 5-98. C-5A/B/C airdrops require a JM, an AJM, and two safety personnel. The presence of these personnel ensures C2.

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SEATING CONFIGURATION WITHOUT COMFORT PALLET 5-99. The configuration for the C-5A/B/C for peacetime training is TAP 1. TAP 1 offers seats for 73 parachutists in the troop compartment and provisions for personnel airdrop as follows: 71 parachutists and 2 static safety personnel. The two safety personnel should be JM-qualified and may jump at the end of the stick. The maximum number of personnel for each anchor line cable is 40. IN-FLIGHT RIGGING SEATING CONFIGURATION WITH COMFORT PALLET 5-100. This configuration offers a partial palletized seat kit (eight seat pallets and one comfort pallet) for 78 parachutists in the cargo compartment and provisions for personnel airdrop. It does not provide ditching exits or enough ground emergency exits. Therefore, mission planners should carefully evaluate this configuration when considered for use. This configuration should be used only during overland missions. JOINT PREFLIGHT INSPECTION 5-101. The purpose of the joint inspection is to verify the readiness of the aircraft for the conduct of aircraft missions and to take actions necessary to achieve this readiness. The JM and loadmaster conduct the inspection. JM, Aircraft Commander, and Loadmaster Coordination 5-102. The JM is responsible for informing the aircraft commander and loadmaster of the exact time sequence of prejump procedures. Following preliminary orientation and before loading personnel onboard the aircraft, the JM and loadmaster make a joint inspection of the aircraft. Exterior Inspection 5-103. The JM and loadmaster inspect the aircraft exterior for hazards to the airdrop of personnel. They closely inspect the rear of the aft jump doors. They remove or pad and tape any protruding objects and sharp edges. Interior Inspection 5-104. The JM and loadmaster inspect the interior for safety hazards. They check for the following: • Any sharp edge or protrusion has been securely taped and padded, as required. • All equipment in the cargo compartment is securely stowed and lashed. • The floor is clean and free of lubricants; no obstructions are on the walkway or along the parachutist’s exit route (outboard area between the safety fence and fuselage). • Anchor line cables are installed and under correct tension. Maximum deflection of the cable at midpoint (Station 1465) must produce a minimum cable height of 73 inches above the cargo compartment floor. • A seat and seat belt are available in the troop compartment for each parachutist.

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• The retrieval system is installed in the aircraft with the winch cable retained in clips and free of the anchor line cable. The retriever spool is secured to the aft support frame with one turn of double 80-pound, 1/4inch cotton webbing. • A phenolic (plastic) block is installed on the leading edge of the jump doors at the retriever bar level. • Troop compartment lavatory units are installed and operational. • Air deflector systems are installed. • Jump platforms are installed. • Jump signal lights are operational. • Cargo compartment and troop compartment lights are operational. • The public address intercom system is operational.

NOTE: To reduce confusion in loading, the JM and safety personnel can number the safety fence. Jumpmaster Preload Inspection of Parachutists 5-105. The JM and AJM inspect each parachutist, parachute, and parachutist’s equipment before loading the aircraft. The JM and AJM inspect— • Parachutist’s helmet. • Parachutist’s identification (ID) tags and ID card. • Rigging of parachutist’s equipment.

ƒALICE pack with H-harness or CWIE containers. ƒDMJP, SMJP, or AT-4 jump pack. ƒM1950 weapons case. ƒLowering lines. 5-106. Personnel stow parachutes in kit bags, secure all equipment, and move to the aircraft. The USAF loadmaster determines the parachutists’ loading sequence. When loading through the forward ramp, parachutists enter in normal sequence (Parachutists 1 through 36 on the right side and Parachutists 1 through 37 on the left side). When loading through the aft doors, parachutists enter in reverse sequence (Parachutists 36 through 1 on the right side and Parachutists 37 through 1 on the left side). PERSONNEL AND EQUIPMENT CONFIGURATION (C-5B) 5-107. Parachutists form two sticks—37 parachutists for the left door and 36 parachutists for the right door. Each parachutist has a number in the stick. This number is the parachutist’s rigging station and seat number. Each parachutist has a main and reserve parachute. Each parachutist must inspect his own parachute for safety wires and for fitting of the parachute harness. 5-108. Personnel face the inboard cover on the nylon net assembly equipment stowage sections and place their equipment on the floor of the cargo compartment. Each parachutist stores his equipment on the safety fence under his assigned stick number. To facilitate equipment stowage on

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the safety fence, the loadmaster ensures the two top retaining straps of the nylon net assembly are fully extended. The individual parachutist’s equipment (load-bearing equipment, weapons, and main and reserve parachutes) is stowed under the retaining straps. Parachutists attach equipment rigged in H-harnesses to the safety fence by using the H-harness snap hooks. MOVEMENT TO THE TROOP COMPARTMENT 5-109. On order from the JM, parachutists begin movement to the troop compartment. The parachutists move in sticks. Left Stick 5-110. The left stick faces aft, moves in stick order, and ascends the aft stair or ladder to the troop compartment. Upon reaching the troop compartment, the stick leader faces the forward end of the aircraft and moves to the forward row of seats on the left side. The left stick is seated row by row. Parachutists occupy seats in the following forward-to-aft order: outboard, center, and aisle. Right Stick 5-111. As the left stick begins to ascend the aft stair or ladder, the right stick— • Faces aft. • Moves past the end section of the safety fence. • Crosses the airdrop system guide rails or rollers to the left side of the cargo compartment. • Moves to the base of the stair or ladder.

5-112. Parachutists must use caution to avoid tripping over the rails and rollers of the airdrop system. The right stick ascends the stair or ladder into the troop compartment. The parachutists in the right stick take their seats in the same manner as the left stick—on the right side, row by row, forward to aft, and outboard to inboard. NOTE: The troop compartment contains 75 seats—73 seats are for parachutists and the remaining two are reserved for USAF loadmasters.

LOADMASTER BRIEFING 5-113. As soon as all parachutists are seated, the loadmaster uses the public address or intercom system to brief the parachutists. The loadmaster briefs the parachutists on aircraft safety, emergency procedures, and comfort facilities. MOVEMENT TO THE CARGO COMPARTMENT FOR IN-FLIGHT RIGGING PROCEDURES 5-114. The parachutists must move into the cargo compartment for in-flight rigging. The loadmaster alerts the JM 1 hour and 20 minutes before drop time. At that time, the JM moves the two sticks to the cargo compartment. The left stick follows the right stick. Both sticks proceed in reverse stick

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order. Each stick descends the stair or ladder to the floor of the cargo compartment and moves to the equipment stowed on the safety fence. The parachutists use the same routes as those used in moving to the troop compartment. The right stick must exercise care in crossing the airdrop system rails and rollers. The parachutists perform the following:

CAUTION When descending to the cargo department, each parachutist must face the troop ladder, place both hands on the handrail, and use caution with each step. • Individuals face the inboard cover on their stowed equipment. • Using the buddy system, half of the parachutists in each stick don their parachutes and equipment. After the first group has completed donning their equipment, the second half dons their parachutes and equipment. • JMPI begins as soon as rigging is complete. The JM and AJM inspect each parachutist and correct any errors. As the JM or AJM completes inspection of a parachutist, the rigged parachutist sits on the walkway. Safeties assist the JM and AJM during JMPI.

CAUTION When on, lights located under the walkway can get hot enough to melt nylon.

NOTE: Mission planners can modify the 1-hour-and-20-minute warning to a shorter time, depending on the situation and number of parachutists. TIME WARNINGS AND JUMP PROCEDURES 5-115. The JM receives a 1-hour-and-20-minute, 20-minute, 6-minute, slowdown, 1-minute, 10-second, and green light, go warnings. Appendix F, Table F-8, pages F-10 and F-11, lists the jump procedures that occur at each time warning. SAFETY PRECAUTIONS 5-116. Safety precautions for the C-5A/B/C are as follows: • Platforms, air deflectors, aft cargo door. The JM ensures jump platforms are extended and locked and that the air deflectors are fully deployed. No parachutist can jump from the aircraft unless these conditions are met. These conditions are mandatory for each aft personnel door that is used. • Door bundles. When personnel are to follow door bundles, the door bundle static line has three drogues.

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• Movement into the door. Parachutists must use caution as they move to the door to avoid becoming entangled with the static lines of preceding parachutists. This precautionary action may slow movement into and out of the door. • MC1-1 type parachutes. When parachutists are using MC1-1B or -1C parachutes, they will only jump via a single door. • Ramp exits. Static-line parachutists are not authorized to make aft ramp exits of the C-5A/B/C aircraft.

JM CHECKLIST (C-5A/B/C) 5-117. The JM inspects the aircraft at the departure airfield. See Appendix F, Table F-38, pages F-45 through F-47, for the JM checklist.

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Chapter 6

Standard Rotary-Wing Aircraft Generally, rotary-wing aircraft do not have the same range, speed, and cargo capabilities as fixed-wing aircraft, but their characteristics allow for a wider range of missions and uses. This chapter discusses the characteristics and use of conventional Army (UH-1H, UH-60A, and CH-47), USMC (UH1-N, CH-53, and CH-46), and USAF (CH/HH-3) aircraft for static-line operations. Rotary-wing aircraft can be used for airdrop operations when special missions are conducted to deploy small-unit forces. The aviation unit supporting the airdrop is responsible for preparing the aircraft for equipment and personnel drops, to include seat and door removal (if required) and installation or rearrangement of safety belts. The installation of the field-expedient anchor line cable(s) is the JM’s responsibility. The crew chief and JM usually jointly prepare aircraft. Chapter 8 includes information on the use of SO rotary-wing aircraft.

SAFETY CONSIDERATIONS 6-1. Below are safety considerations for aircraft. The following requirements apply to all Army aircraft (unless otherwise indicated). GROUND TRAINING 6-2. Unit commanders require all personnel to participate in ground training immediately before the jump. The JM shows the parachutists the correct movement procedures inside the aircraft and the exit procedures. Parachutists are required to practice and demonstrate these procedures to the JM’s satisfaction before the jump. Different techniques are involved in jumping from Army aircraft. Failure to conduct ground training may result in a serious jump accident. MOVEMENT IN AIRCRAFT 6-3. The JM briefs the pilot to expect rapid shifts in the center of gravity of the aircraft. The movements of the parachutists during stand up, hook up, and exit cause the shift in gravity. RESERVE PARACHUTE 6-4. Crowded conditions inside the cargo compartment could cause accidental activation of a reserve parachute, creating an extremely hazardous situation. During movement, the parachutist places his right hand and forearm over the front of the reserve parachute rip cord grip. This method allows the parachutist to control the pilot chute and canopy in case of accidental activation. In case of accidental deployment of either the main or

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reserve parachute, parachutists follow the same guidance as for fixed-wing aircraft unless directed otherwise during the prejump briefing. SPACE LIMITATIONS 6-5. The total number of parachutists and air delivery containers must conform to the weight and space limitations of the specific aircraft involved. Parachutists equipped with the DMJP may not jump from aircraft that require parachutists to sit on the floor. 6-SECOND COUNT 6-6. Because of the slow forward speed of helicopters and the downward rotor wash, the time interval between exit and full deployment of T-10B or MC1-1B/C parachutes requires about 100 feet more altitude. Because of the longer opening time, the parachutist extends the normal 4,000 count to a 6,000 count. STATIC LINES AND DEPLOYMENT BAGS 6-7. The JM or crew chief retrieves static lines and deployment bags immediately after the last parachutist is clear. Once the JM or crew chief retrieves the static lines and deployment bags, he secures them inside the aircraft. If the door on the aircraft can be closed, the JM or crew chief removes the static lines from the anchor cable or attaching point. If the door cannot be closed, the JM or crew chief detaches the static lines once the aircraft is on the ground. CROWDED CONDITIONS 6-8. Rotary-wing aircraft are crowded inside. The crowded conditions require the JM or crew chief to use caution to prevent entanglement or misrouting of static lines during the parachutist’s exit. The JM or crew chief caution each parachutist to watch the static line of the preceding parachutist and to observe all the static lines trailing from the lower aft corner of the cargo or personnel door. This precaution ensures that succeeding parachutists do not jump until the parachute of the preceding parachutist has deployed and the deployment bag has trailed to the rear of the aircraft. CONTAINER LOADS 6-9. If the aircrew is to drop container loads from bomb shackles (wing load) or helicopter door, it must rig the container loads by using parachutes equipped with breakaway static lines. An aircrew may airdrop container loads using breakaway static lines from the ramp or rear end (tailgate) of cargo and transport-type aircraft. The aircrew does not rig container loads with breakaway static lines for airdrop from the jump door (side door) of cargo and transport-type aircraft. When parachutists follow door bundles out the door, the aircrew equips static line parachutes with a drogue device. Aircrews cannot drop parachutists at the same time as bundles that are rigged for release from bomb shackles.

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HOOKUP PROCEDURES 6-10. When using Army aircraft for airborne operations, parachutists might use different hookup procedures from the standard hookup procedures used in USAF troop carrier aircraft. The location of the anchor cables causes this difference. Also, the JM may hook up the individual jumper. Unless otherwise specified in the hookup procedures for specific aircraft, the rule is to hook the open portion of the snap hook to the front of the aircraft with all static-line snap hooks facing the same direction. This permits rapid visual inspection before the jump and easy removal of the static lines after the jump. TOWED PARACHUTIST PROCEDURES 6-11. The JM notifies the pilot that a parachutist is being towed. The JM recovers and stores all other deployed static lines and deployment bags. The pilot slowly descends to the DZ or other appropriate site and brings the aircraft to a hover. The JM unhooks the towed parachutist’s static line, deplanes, and frees the towed parachutist.

UH-1H HUEY AND UH-1N IROQUOIS 6-12. The Army’s UH-1H is powered by a single gas turbine engine. The USMC UH-1N has two gas turbine engines. Eight combat-equipped parachutists can jump from the UH-1H (Figure 6-1). Up to 10 parachutists can jump from the UH-1N consistent with weight limitations. The JM is a static JM.

Figure 6-1. UH-1H Huey

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PREPARATION 6-13. The aircrew and JM jointly prepare the UH-1H. They perform the following steps to prepare the UH-1H for a jump: • Lock both cargo compartment doors in the open position. If the doors cannot be locked, remove them. • Remove all troop seats except one seat on each side (located to the rear of the pilot and copilot seats). Install the two seats so they are facing to the rear of the aircraft. If the parachutists are equipped with combat equipment and eight parachutists are to jump, remove all seats in the cargo compartment. • Inspect the door and frame to ensure there are no sharp edges that could cut or fray static lines. If any hazards are found, return aircraft to maintenance for correction of the deficiency.

NOTE: Under field conditions, the aircrew can pad and tape the door and frame to preclude an aborted mission. • Attach safety belts to the tie-down rings on each side of the compartment for parachutists seated on the floor. • If necessary, unscrew by hand the door gunner or crew chief footoperated radio switch before jumping. Tape the exposed radio switch wires to prevent an electrical short. If the switch is not removed, pad and tape the switch. Pad the ground-handling, wheel-mount brackets on both landing skids with cellulose wadding and tape the wadding (Figure 6-2, page 6-5).

NOTE: Some aviation units have fabricated special covers that aircrews may use to cover the wheel-mount brackets. • Install anchor line system.

NOTE: Two anchor line systems are available with the UH-1H aircraft for airdrop of personnel. They are the standard overhead system and the expedient system (Figure 6-3, page 6-5). The expedient system (A-7A anchor line cable assembly) consists of a cotton A-7A strap, four D rings, and four connector snaps. Nylon A-7A straps may be used with cotton buffers on the D rings and connector snaps. • Install an anchor line assembly on each side of the aircraft. Use the four tie-down rings located on the floor on the right and left sides of the aircraft compartment, allowing quick installation. Thread the A-7A strap through the D rings, which are used for attachment of the staticline snap hooks (Figure 6-4, page 6-6).

ƒLeft door. Attach one connector snap on the A-7A strap to the tiedown ring number G2. Connect the A-7A strap to the tie-down ring number F4. (Four D rings are on the strap with the round part of the rings facing outboard of aircraft.) Connect the A-7A strap to tiedown ring number K3 and tie-down ring number J4. Secure the free end of the A-7A strap to the strap fastener, and tape any excess between tie-down rings number J4 and number G2. ƒRight door. Apply the same procedures to the right door as to the left except attach the A-7A strap to tie-down ring number G1 and

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then to F2. (Four D rings are on the strap with the round part of the rings facing outboard of aircraft.) Secure the free end of the A-7A strap to tie-down rings number K2 and number J3, and secure the strap fastener. Tape excess strap between tie-down rings number J3 and number G1.

Figure 6-2. UH-1 Exposed Fixtures

Figure 6-3. Anchor Line System

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Figure 6-4. UH-1 Seating Configuration Field-Expedient Anchor Line System

INSPECTION 6-14. Before enplaning, the JM and pilot, or pilot’s representative, jointly inspect the aircraft to determine the following: • All protruding objects near the cargo compartment doors have been removed or taped. • The lower right and left edges of both cargo compartment doors have been padded and taped. • The anchor line cable or field-expedient anchor line system is secure, serviceable, and properly installed. • A safety belt is available for each parachutist. • A headset is available for the JM to effect coordination among the JM, the pilot, and the ground.

LOADING TECHNIQUES AND SEATING CONFIGURATION 6-15. Parachutists 1 through 4 enter the cargo compartment through the right door, are hooked up by the JM in numerical order, and seat themselves. Parachutists 5 through 8 enter the cargo compartment through the left door,

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are hooked up by the JM in numerical order, and seat themselves. Figures 6-4 and 6-5, show seating configurations for the field-expedient anchor line cable and the overhead anchor. • The JM ensures excess static line is stowed as he hooks up each parachutist. The JM hooks up the parachutists with the open portion of the static-line snap hook facing the front of the aircraft. • For flights less than 25 minutes long, jumpers may sit in the door with their feet outside the cargo compartment. • The JM issues the jump commands, which are part of the jump procedures. (Jump procedures consist of time warnings and jump commands.) Appendix F, Table F-4, pages F-5 and F-6, lists the jump commands.

Figure 6-5. Seating Configuration Overhead Anchor

ARCTIC OPERATIONS 6-16. If the helicopter has skis, the ski-attaching bolts and the sharp edges of the skis are padded and taped on the outboard side of the landing skids aft of the leading edge of the cargo door. Because of the bulk and weight of arctic

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clothing, parachutists do not wear individual equipment. The parachutists’ individual equipment is dropped either as an internal or external load. During the flight, the doors will probably be closed. During the jump run, the doors are opened and pinned. SAFETY PRECAUTIONS 6-17. Safety precautions on the UH-1H are as follows: • Parachutists. During movement inside the aircraft, the parachutist protects the rip cord grip. Crowded conditions inside the cargo compartment and the open doors on both sides of the fuselage make accidental activation of the reserve parachute more likely. • JM. The JM ensures all parachutists remain secured by their safety belts until he gives the GET READY command. The JM prevents (or corrects) excessive static line from flopping about the aircraft. (The JM does not jump from this aircraft.) The JM wears a safety harness. • Equipment. Parachutists can wear equipment prescribed in Chapter 11 when jumping from this aircraft.

ƒStandard air delivery containers rigged with G-13 or G-14 cargo parachutes can be delivered from the cargo hook, using the breakaway static line. The aircrew hooks up the static-line snap hooks to the anchor line system before liftoff. Depending on the size and number of bundles, door bundles reduce the number of parachutists the aircraft can carry. ƒWhen a jump includes CWIEs (two per load maximum), they are attached to Parachutists 3 and 7 (one for each door). • Aircraft. The indicated airspeed of the aircraft during jumps is not less than 50 knots or more than 70 knots. The minimum drop altitude is 1,500 feet AGL. After the last parachutist has cleared the aircraft, the JM retrieves the static lines inside the aircraft and secures them in an aviator’s kit bag or by a safety belt to the aircraft floor. The JM does not remove the static-line snap hooks from the anchor line cable until the aircraft lands.

UH-60A BLACKHAWK 6-18. The UH-60A is a twin-turbine, medium-speed, single-main-rotor helicopter (Figure 6-6, page 6-9). Eight combat-equipped parachutists can jump from this aircraft. NOTE: On missions requiring a window gunner, the maximum number of parachutists is six. Static-line parachute operations require a static JM.

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Figure 6-6. UH-60A Blackhawk

PREPARATION 6-19. When preparing the UH-60A for a jump, the JM and crew chief adhere to the following procedure (Figure 6-7): • Lock both cargo doors in the open position.

NOTE: For arctic or other cold-weather operations, or during long flights, the aircraft doors may be closed and locked. Doors cannot be opened during flight. The aircraft must either land or hover near the ground to open the doors. This procedure requires coordination between the aviation unit supporting the jump and the airborne units.

Figure 6-7. UH-60A Compartment Prepared for Jumping

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• Remove seats in the cargo department (except as required for aircraft crew). • Tape cargo floor troop seat and tie-down fitting wells in front of cargo doors. • Tape sharp edges and tie-down fitting wells on the cargo floor and doorjambs that could cut or fray static lines or snag parachutists’ equipment. • Tape the weather stripping on cargo doors below the door catch (Figure 6-8).

Figure 6-8. UH-60A Door Edge Padded and Taped

NOTE: Tape must not interfere with closing, locking or unlocking, and opening of cargo doors in flight. If the weather stripping below the cargo door catch is missing, pad the door edge with felt and tape the stripping in place. Padding must not preclude closing the cargo doors. • Install modified anchor line system as follows:

ƒInstall a floor-mounted anchor line system (Figure 6-9, page 6-11), using a modified STABO extraction system anchoring strap assembly (National Stock Number [NSN] 1670-00-999-3544; TM 10-1670-262-12&P, Operator and Unit Maintenance Manual Including Repair Parts and Special Tools List Personnel Insertion/Extraction Systems for STABO…, Fast Rope Insertion/Extraction System…, and Anchoring Device. To modify the STABO, remove two of the connector snaps (leaving four) and add two D rings (NSN 1670-00-360-0466). Installers may locally manufacture the cotton buffers.

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Figure 6-9. UH-60A Modified Anchor Line

ƒInstall four snap hooks with safety wires and eight D rings with cotton buffers on the anchor web loop. Ensure the snap hooks and D rings face out in the following order—one snap hook, four D rings, two snap hooks, four D rings, and one snap hook (Figure 6-10).

Figure 6-10. UH-60A Modified Anchor Line Secured to Floor

ƒInsert about 30 inches of the running end of the web loop into the quick-fit adapter to secure the loop. ƒCenter the anchor line system on the cargo floor with the quick-fit adapter to the rear. Attach the snap hooks to tie-down fittings 3B, 3C, 4B, and 4C. Insert the safety wires, and tape the snap hooks. ƒCenter the quick-fit adapter between tie-down fittings 4B and 4C, and tighten the web loop by pulling on the loop running end. Secure the web loop running end with an overhand knot. Fold and tape excess webbing to the web loop.

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• Install three floor-mounted safety belts.

ƒAttach a standard safety belt to tie-down fittings 5A and 5C for the JM. (This is only necessary when a seat is not available for the JM.) NOTE: The UH-60A cargo compartment configuration and floor tie-down fitting pattern preclude use of standard (individual) safety belts. Therefore, parachutists are restrained in groups of two and three, using modified safety belts. ƒAttach an 86-inch-long (extended) safety belt to forward tie-down fittings 1A and 1D. ƒAttach a 112-inch-long (extended) safety belt to tie-down fittings 1A and 5A, left door. ƒAttach a 112-inch-long (extended) safety belt to tie-down fittings 1D and 5C, right door. ƒEnsure serviceable safety harness is available for the JM (and the crew chief, when required). Attach JM’s safety line to tie-down fitting 5B. Attach the crew chief’s safety line to tie-down fitting 1A or 1D, as required. If safety harnesses are not available, use a backpack-type parachute.

WARNING Movement in the cargo compartment must be minimized to preclude inadvertent parachute activation.

INSPECTION 6-20. Before enplaning, the JM and pilot, or pilot’s representative, jointly inspect the aircraft to determine the following: • All loose objects in the cargo compartment are removed or secured forward. • Sharp edges and tie-down fitting wells on the cargo floor and doorjambs (or anything that could cut or fray static lines or snag the parachutists’ equipment) are padded and taped.

NOTE: Door catches and handles are not taped. • Cargo doors are locked in the open position and cleared for closing, depending on mission requirements. • The anchor line system is complete, serviceable, and properly installed. • Three serviceable safety belts (modified) are installed on the cargo floor. • A headset or helmet with headset and intercommunications (intercom) jack for the JM is available and operational. • The intercom extension cord for the JM is secured overhead.

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• The JM’s intercom cord is extended to the rear, over the aft utility drain line and taped to the overhead troop seat support tube (Figure 6-11). • Safety harnesses and backpack-type emergency parachutes are available for the JM and the crew chief, as required

Figure 6-11. UH-60A JM’s Intercom Extension Cord Stowed Overhead

LOADING TECHNIQUES AND SEATING CONFIGURATION 6-21. Parachutists form a stick of eight. They approach the aircraft from the left front or right front side at a 45-degree angle in reverse order; that is, Numbers 8, 7, 6, 5, 4, 3, 2, and 1 (Figure 6-12, page 6-14).

WARNING Do not approach the aircraft directly from the front because the lowest arc of the turning rotor blades occurs at that point.

• Parachutist 8, followed by Parachutists 7, 6, and 5, enters the left door on command from the JM. Parachutists 4, 3, 2, and 1 enter the right door on command from the JM. The JM seats them in reverse

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numerical sequence, beginning with Parachutist 8, and hooks up the parachutists’ static-line snap hooks. The JM hooks up the static-line snap hooks so the open portion faces the front of the aircraft. • Parachutists 4 and 8 hold their static lines with a reverse bight—4 with the right hand and 8 with the left hand. The JM routes the static lines of the remaining parachutists, seated in the left and right doors, directly behind the parachutists and down to the anchor line.

Figure 6-12. UH-60A Seating and Static-Line Routing • JM ensures that any excessive static line is stowed in the pack tray retainer band and that Parachutists 4 and 8 have correctly routed their static lines with the proper reverse bight.

NOTE: To preclude binding during exit, Parachutists 1, 2, 3, 5, 6, and 7 stow excess static lines through the static-line slack retainer on their backpacks. • When the JM commands FASTEN SAFETY BELTS—

ƒParachutists 4 and 8 pass the running ends of their safety belts to the center, fasten the belts, and remove excess slack (Figure 6-13, page 6-15). ƒParachutists 5 and 7 pass the running end of their safety belt to Parachutist 6, who fastens the belt and removes excess slack (Figure 6-14, page 6-15). ƒParachutists 1 and 3 pass the running end of their safety belt to Parachutist 2, who fastens the belt and removes excess slack (Figure 6-15, page 6-15).

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Figure 6-13. Parachutists 4 and 8 With Static-Line Bight and Safety Belt Secured

Figure 6-14. Parachutists (Left Door) With Safety Belt Secured

Figure 6-15. Parachutists (Right Door) With Safety Belt Secured

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• The JM inspects all safety belts to ensure they are securely fastened and properly fitted. He is seated aft with his safety belt fastened for liftoff and landing. (One seat should be left in place for the JM.) • For airdrop operations requiring the crew chief and window gunner (seat installed), the number of combat-equipped parachutists is reduced to six. The seating configuration is modified—Positions 4 and 8 are deleted, and Positions 5, 6, and 7 are renumbered 4, 5, and 6 (Figure 6-16).

Figure 6-16. Exit Positions for Parachutists 1, 2, 3, 5, 6, and 7

JUMP PROCEDURES 6-22. If the cargo doors are closed en route to the DZ, the JM briefs Parachutists 3 and 7 on door opening procedures before loading. At 6 minutes before the drop, the pilot either lands or brings the aircraft to a hover (near the ground) and notifies the JM to open the cargo doors. The JM directs Parachutists 3 and 7 to open them. He ensures the cargo doors are opened and locked. Using the intercom system, the pilot relays a 4-minute, a 30-second, and an 8- to 10-second warning to the JM. JUMP COMMANDS 6-23. The JM issues the jump commands. Appendix F, Table F-16, page F-21, lists the commands. SAFETY PRECAUTIONS 6-24. Safety precautions on the UH-60A are as follows: • Parachutists. If the jump includes CWIEs, Parachutists 1, 5, or both jump with the CWIEs attached. A jump can have no more than two CWIEs—one for each door. Crowded conditions inside the cargo compartment make accidental activation of the reserve parachute more likely. During movement inside the aircraft, parachutists must protect the rip cord grip. • JM. The static JM wears a safety harness attached to the aft cargo floor tie-down fitting (5B). If a safety harness is not available, the static JM may use a backpack-type emergency parachute. The JM is

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equipped with a headset or flight helmet that allows direct communications with the aircraft crew. The static JM immediately notifies the pilot of a towed parachutist. • Equipment. Parachutists can wear combat equipment when jumping from this aircraft. Without detaching the static lines, the JM retrieves static lines and deployment bags, places them inside an aviator’s kit bag, and secures the kit bag until the aircraft has landed. Once the aircraft has landed, the JM removes the static-line snap hooks from the anchor line attaching points. The UH-60A is not used for static-line parachute operations with the cargo doors removed. The static-line anchor line cable is never rigged to the cargo door or overhead tie-down rappelling rings. In this situation, the deployment bags would trail high and might foul the main rotor system. • Aircraft. The indicated airdrop speed of the aircraft should not be less than 65 knots or more than 75 knots. The minimum jump altitude is 1,500 feet AGL.

NOTE: The pilot must maintain level flight and airdrop speed during deployment bag retrieval. By doing so, the pilot will prevent deployment bags from becoming entangled with the cargo doors. SAFETY BELT MODIFICATION 6-25. The UH-60A cargo compartment floor configuration does not provide a specific design of tie-down fittings for restraining personnel when personnel sit on the cargo floor. The safety belts used for restraining personnel are part of the troop seat assembly. Therefore, during preparation for parachute operations, the JM or crew chief removes the seat assembly and thus the safety belt. 6-26. The three modified C-3A troop-type safety belts use the cargo floor tiedown fittings to restrain parachutists. A single safety belt restrains groups of two and three parachutists (Figure 6-17).

Figure 6-17. Modified C-3A Troop Safety Belts

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6-27. Two safety belts, 112 inches long and adjustable to 86 inches, restrain Parachutists 1 through 3 and 5 through 7, who are seated in the left and right cargo doors. 6-28. One safety belt, 86 inches long and adjustable to 60 inches, restrains Parachutists 4 and 8, who are seated in the cargo compartment. Belt modifications are as follows: • Place three standard C-3A troop-type safety belts (NSN 1670-00-4479504) on a flat surface with hardware facing up. • Remove the 8-inch lengths of webbing located between the end snap hooks and the quick-fit adapters of each belt. • Cut two 32-inch and four 46-inch lengths of Number 3 nylon webbing, and heat-sear the ends. • Reassemble one belt by using the two 32-inch lengths of webbing. • Thread the running ends of the webbing up through the bar of the snap hooks and quick-fit adapters. Make a 5-inch fold back, and tack the fold back in place. • Sew a 4-inch, 4-point, WW stitch formation on each fold back, using Number 3 nylon thread and a medium-duty machine. • Reassemble the other two belts as indicated, using the 4-inch lengths of webbing.

CH-47 CHINOOK 6-29. The CH-47 is a tandem-rotor, medium-transport helicopter. Twentyeight combat-equipped parachutists can jump from this aircraft (Figure 6-18). The JM may be a jumping JM or a static JM.

Figure 6-18. CH-47 Chinook

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PREPARATION 6-30. The JM prepares the CH-47 for jump operations as follows: • Install safety belts for each parachutist. While seated, extend the safety belts all the way out to ensure positive hookup. • Secure the permanently installed anchor line cable to the attachment points on the starboard side of the aircraft (Figure 6-19). • Incline the ramp for personnel parachute drops during flight.

NOTE: The best incline is 3 degrees below the horizontal. Scribe marks may be placed on the ramp to show this degree of incline.

Figure 6-19. CH-47 Anchor Line Cable Attachment

INSPECTION 6-31. Before enplaning, the JM and the pilot, or pilot’s representative, jointly inspect the aircraft to determine the following: • Troop seats can be easily lifted and secured before jumping. • The ramp is clean and free of oil and water. • Seats are securely fastened in the down position. • Sufficient seat belts are available. • The anchor line cable is not frayed or worn and is secured to the attachment points. • The crew chief’s headphones are available and function properly.

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SEATING CONFIGURATION 6-32. The odd-numbered jumpers sit on the starboard side, and the evennumbered jumpers sit on the port side (Figure 6-20).

Figure 6-20. CH-47 Seating Configuration

JUMP PROCEDURES 6-33. The pilot gives the 6-minute and 1-minute warnings to the crew chief, who then relays them orally and by hand signals to the JM. If the JM jumps, he is Parachutist 1 and a nonjumping safety controls the flow of parachutists. JUMP COMMANDS 6-34. The JM issues jump commands. Appendix F, Table F-17, pages F-21 and F-22, lists the jump commands. SAFETY PRECAUTIONS 6-35. Safety precautions on the CH-47 are as follows: • Parachutists. Parachutists secure their seats in the up position with seat legs rotated inside the seats. When following internal drop loads, parachutists exit between the sections of the ramp roller conveyor, staying as close to the portside section as possible. The parachutists who are jumping after external load drops and who are forward of the open floor hatch remain clear of the opening until the load leaves the aircraft and the hatch is closed by the crew chief.

NOTE: The floor hatch is used to check a load drop. • Jumpmaster. The JM or safety personnel ensure parachutists are hooked up consecutively, 1 through 28 (Figure 6-21, page 6-21). If the

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JM does not jump, he wears a safety harness or back emergency parachute. After each parachutist hooks up, the JM checks each one. The JM controls the flow of parachutes. When an external load is delivered, the JM ensures the external load is clear and the aircraft has accelerated to a safe airdrop speed before dropping cargo bundles from inside the aircraft or before permitting parachutists to exit. • Safety personnel. If the JM jumps, one nonjumping safety is required. The safety wears an emergency parachute. • Equipment. When cargo bundles are delivered, JMs ensure the use of 15-foot breakaway static lines on the cargo parachutes. The ramp roller conveyor section is installed on the starboard side of the ramp and is used to help eject the bundles from the cargo ramp. Parachutists 1 and 2 push the bundles out. • Aircraft. Aircraft safety requires that the speed during jumps is not less than 80 knots or more than 110 knots, with 90 knots being optimum speed. No special preparation is required if the aircraft has skis. Minimum jump altitude is 1,500 feet AGL. After the last parachutist has cleared the aircraft, the static lines are retrieved (using the static-line retriever) inside the aircraft and secured in an aviator’s kit bag.

Figure 6-21. CH-47 Static-Line Routing

CH-53 SEA STALLION (USMC) 6-36. The CH-53 (Figure 6-22, page 6-22) is a twin-engine, single-rotor, medium-transport helicopter. Twenty combat-equipped parachutists, using the ramp, can jump from this aircraft.

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Figure 6-22. CH-53 Sea Stallion (USMC)

PREPARATION 6-37. The JM uses the following procedures to prepare the CH-53 for a jump: • Install the anchor line cable on the port side of the floor. Use the tiedown fittings at Station 182 as the forward attachment point and Station 522 as the rear attachment point (Figure 6-23, page 6-23). • Use one 1/4-inch or 3/8-inch steel cable, 30 feet 4 inches in length, with four clamps, lock washers, and bolts. • Place two 4-by-4 by 6-inch wooden blocks between the anchor line cable and floor. Attach a clevis assembly (G-13) to the tie-down ring at Station 502 for use as a static-line snap hook stop. • Remove excess slack from the anchor line. • Turn over and secure the conveyor rollers in the down position with the smooth surface up. • Ensure parachutes are equipped with a 5-foot static-line extension (NSN 1670-00-368-4225).

INSPECTION 6-38. Before enplaning, the JM and pilot, or pilot’s representative, jointly inspect the aircraft to determine the following: • Safety belts are installed for each parachutist. Safety belts are extended all the way out to ensure positive hookup while parachutists are seated. • Seats are fastened securely in the down position. • Seats are lifted and secured before jumping. • The anchor line cable is not worn or frayed and is secured to the attachment points in the prescribed manner. • The ramp and deck are clean and free of oil and water. • All protruding objects near the ramp are removed or taped. • The crew chief’s headphones are available and function properly.

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FM 3-05.210

Figure 6-23. CH-53 Anchor Line Installation

LOADING TECHNIQUES AND SEATING CONFIGURATION 6-39. Parachutists enter the aircraft over the ramp with the static line over the right shoulder. Odd-numbered parachutists sit on the port side, and evennumbered parachutists sit on the starboard side (Figure 6-24, page 6-24). JUMP PROCEDURES 6-40. The pilot gives the 6-minute and 1-minute warnings to the crew chief. The crew chief relays the warnings orally and by hand signals to the JM. The JM issues jump commands (Appendix F, Table F-18, pages F-23). SAFETY PRECAUTIONS 6-41. No more than two parachutists should jump with CWIE in one pass over the DZ. These parachutists should be Parachutists 1 and 2 in the stick. The static JM or safety personnel ensure parachutists are hooked up consecutively (1 through 20) and all seats are secured in the up position (Figure 6-25, page 6-24). The speed of the aircraft during jumps is 90 to 110 knots. The minimum drop altitude for aircraft with a 90- to 110-knot drop speed is 1,250 feet AGL. 6-42. No more than two parachutists should be on the ramp at a time. The JM or crew chief controls parachutists and their jump intervals at the ramp hinge.

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Figure 6-24. CH-53 Seating Configuration

Figure 6-25. CH-53 Static-Line Routing

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CH-46 SEA KNIGHT (USMC) 6-43. The CH-46 is a tandem-rotor, medium-transport helicopter. While similar to a CH-47, it is much smaller and has a reduced cargo capacity and speed. Twelve combat-equipped parachutists can jump from either the personnel door or the ramp (Figure 6-26).

Figure 6-26. CH-46 Sea Knight

PREPARATION 6-44. The JM and crew chief prepare the CH-46 for jumping as follows: • Install the anchor line cable on the floor of the aircraft on the starboard side. Use the tie-down fittings at Station 170 as the forward at Install one 1/4-inch or 3/8-inch steel cable, 260 inches in length, with four clamps, lock washers, and bolts. • Place two 2-by-4-by 6-inch wooden blocks between the anchor line cable and floor. Attach a clevis assembly (G-13, for use as a static-line snap hook stop) (Figure 6-27, page 6-26) to the tie-down ring at Station 190 (door jump). • Remove excess slack from the anchor line cable. • Remove personnel door, install a plywood cover over the aft side of the doorframe, and secure the plywood with a metal plate. Pad and tape the bottom and aft edges of the doorframe, if necessary (Figure 6-28, page 6-26). • For a ramp jump, the JM installs the anchor line cable on the port side and the G-13 clevis (for the static-line snap hook stop) is on the tiedown ring at Station 390. Otherwise, the procedure is the same as discussed previously (Figure 6-27, page 6-26). • Ensure parachutes are equipped with a 5-foot static-line extension (NSN 1670-00-368-4225).

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Figure 6-27. CH-46 Anchor Line Cable Installation

Figure 6-28. CH-46 Doorframe Preparation

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FM 3-05.210

INSPECTION 6-45. Before enplaning, the JM and pilot, or pilot’s representative, jointly inspect the aircraft to determine the following: • Seat belts are installed for all parachutists. Seat belts when extended completely ensure positive hookup for seated parachutists. • Seats are fastened securely in the down position. • Seats can be lifted and secured before jumping. • The anchor line cable is not worn or frayed and is secured to the attachment points in the prescribed manner. • For a door jump, the wooden cover is installed and secured to the aft edge of the doorframe. • The bottom edges of the doorframe are properly padded and taped. • The ramp and deck are clean and free of oil or water. • All protruding objects near the ramp and personnel door are removed or taped. • The crew chief’s headphones are available and function properly.

LOADING TECHNIQUES AND SEATING CONFIGURATION 6-46. The two ways in which parachutists can jump from the aircraft are as follows: • Door. Following the final briefing, the JM gives the command to enplane. The parachutists enter the aircraft with their static lines over their right shoulder and sit on the port side. • Ramp. Following the final briefing, the JM gives the command to enplane. The parachutists enter the aircraft with their static lines over their right shoulders and sit on the starboard side.

JUMP COMMANDS AND PROCEDURES 6-47. Whether the jump is from the door or ramp, the pilot gives the crew chief the 6- and 1-minute warnings. The crew chief, in turn, relays the warnings by voice and by hand signals to the static JM. The commands for a door jump are listed in Appendix F, Table F-19, page F-24. The commands for a ramp jump are listed in Appendix F, Table F-20, page F-26. SAFETY PRECAUTIONS 6-48. Parachutist 1 only jumps from either the ramp or the door with a CWIE on one pass over the DZ. The static JM or safety personnel ensure that parachutists are hooked up consecutively (1 through 12). The JM ensures that seats along the starboard side are secured in the up position when jumping from the personnel door, or that portside seats are secured in the up position when jumping from the ramp. The speed of the aircraft is 80 knots when parachutists are jumping. The minimum drop altitude is 1,500 feet AGL.

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CH/HH-3 JOLLY GREEN GIANT (USAF) 6-49. The CH/HH-3 is a twin-engine, single-rotor, medium-transport helicopter. Fifteen combat-equipped parachutists can jump from this aircraft (Figure 6-29).

Figure 6-29. CH/HH-3 Jolly Green Giant

PREPARATION 6-50. The crew chief prepares the CH/HH-3 for jumping as follows: • Install the oval-shaped anchor line cable on the starboard side of the aircraft’s floor. Use the tie-down fittings at the following locations:

ƒStation 193.5 (right of center) as the portside forward attachment point. ƒStation 212.5 as the starboard side forward attachment. ƒStation 256.5 as an intermediate starboard side attachment point. ƒStation 276.5 as the starboard side rear and portside, rear attachment points (Figure 6-30, page 6-29). • Thread the anchor line cable through four static-line snap hooks, where the static line is normally attached. (The anchor line cable is constructed of 1/4-inch diameter, 6,400-pound test steel cable.) These static-line snap hooks connect the anchor line cable to the tie-down fittings. Complete the oval by overlapping both ends of the steel cable, then by securing the overlap with four cable clamps spaced intermittently between the swaged cable ends. • Inspect cables each time the anchor line cable is installed for jumping. (Manufactured cables have the date of initial manufacture and weighttesting capacity (2,500 pounds) permanently marked on the starboard side forward static-line snap hook.) Remove from service cables showing excessive wear, corrosion, or more than three broken strands

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per inch. Weight-test cables to a 2,500-pound capacity within each 12-month calendar period. (For example, cables weight-tested on 1 January will be due weight testing by 31 January the following year.) Document annual weight testing on a Department of Defense (DD) Form 1574, Serviceable Tag—Materiel, which is attached to the cable.

Figure 6-30. CH/HH-3 Anchor Line Cables

INSPECTION 6-51. Before enplaning, the JM and pilot, or pilot’s representative, jointly inspect the aircraft. Appendix F, Table F-28, pages F-38 and F-39, lists the areas for inspection. LOADING TECHNIQUES AND SEATING CONFIGURATION 6-52. Parachutists enter the aircraft through the starboard side cabin door with their static lines over their right shoulder. They enter the aircraft in reverse stick order with Parachutists 1 through 8 seated on the port side and Parachutists 9 through 15 seated on the starboard side. JUMP COMMANDS AND PROCEDURES 6-53. The pilot gives the 6-minute and 1-minute warnings to the flight engineer, who in turn relays them orally and by hand signals to the JM. Because of the limited space available to hook up, only four parachutists are airdropped each pass. The JM issues jump commands. Jump commands for the CH/HH-3 are listed in Appendix F, Table F-21, pages F-27 and F-28.

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WARNING Parachutists walk out the door at a 90-degree angle to the aircraft and in a crouched position to avoid hitting their heads on the upper doorframe. They do not make a vigorous exit. Less than a 1-second interval may result in entanglement of parachutists and static lines.

SAFETY PRECAUTIONS 6-54. The pilot or flight engineer must give visual clearance before parachutists approach or load the aircraft. Before clearing any parachutists to jump, the JM confirms that the main gear is in the up position. The speed of the aircraft during all jump operations is between 70 knots and 90 knots indicated air speed.

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Chapter 7

Army Special Operations Aviation Units and Aircraft The 160th SOAR has a variety of unique or extensively modified aircraft for the purposes of supporting SOF. Because of the modifications of the aircraft and the type of training that the aircrews have undergone, these units may be able to exceed the limitations imposed on conventional units. When using SOA assets, it is best to coordinate directly with the aircrew to determine the limits and capabilities of the aircrew and aircraft.

160TH SOAR 7-1. SOAR is a Department of the Army aviation asset under the command of USASOC, which is a component of the United States Special Operations Command (USSOCOM). The 160th SOAR organizes, trains, equips, validates, and employs air assets for worldwide deployment and assignment to support theater unified commands. These specially trained and uniquely equipped units can support all of the core tasks and collateral missions of USSOCOM. For example, these units support DA, counterproliferation, PSYOP, foreign internal defense (FID), Civil Affairs operations (CAO), counterterrorism (CT), SR, and UW. UNIT ORGANIZATION 7-2. The 160th SOAR currently consists of three battalions and two forwarddeployed companies. The regimental headquarters is located at Fort Campbell, Kentucky, along with the 1/160th SOAR, which is equipped with AH-6, MH-6, MH-60K, and MH-60L direct action penetrator (DAP) helicopters and the 2/160th SOAR, which is equipped with the MH-47Es. The 3/160th SOAR, located at Hunter Army Airfield, Georgia, is equipped with MH-60L and MH-47D adverse weather cockpit (AWC). The 160th SOAR has two forward-deployed companies—Company D (A) and Company E. Company D (A) is located in Puerto Rico and is equipped with the MH-60L. Company E is located in Tague, Korea and is equipped with the MH-47E. UNIT CAPABILITIES 7-3. The primary mission of the 160th SOAR is to conduct medium- and long-range insertions, extraction, DA, CAS, and resupply in support of SOF through hostile or denied airspace to precise land or maritime locations with a TOT of +/-30 seconds using highly trained pilots with night vision devices and sophisticated aircraft, during adverse weather and low-light conditions. 7-4. Additional missions include the following: • Conduct SR and surveillance personnel recovery, emergency medical evacuation, and CSAR.

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• Support airborne command, control, and communications for SOF elements. • Provide forward control of CAS and indirect fire support to SOF. • Provide airborne terminal guidance for precision munitions. • Self-deploy limited assets from the continental United States (CONUS). • Conduct operations from maritime platforms. • Perform aviation unit maintenance (AVUM) and limited aviation intermediate maintenance (AVIM) on all assigned aircraft, armament, and avionics. • When directed, augment the Joint Special Operations Aviation Component Command (JSOACC).

LIMITATIONS 7-5. Army special operations aviation (ARSOA) assets operate most effectively in particular environments and under specific methods of employment. ARSOA helicopter assets may be less effective if employed outside of their intended operational environments. Some of the limitations of SOA are as follows: • Operations may be less optimal in conditions other than darkness. • SOA operates from a secure base and requires logistic support from the supported command, particularly petroleum, oil, and lubricants (POL); ammunition; billeting; transportation; food service; aviation parts; and operating facilities. • SOA expends large quantities of Class III-A and V-A supplies during sustained operations. Emplacement and operational planning is dependent on the availability of these resources. • SOA units may also require contractor logistic support at main operational bases (MOBs) for specialized system and overflow AVIM support. • SOA has limited EW capabilities and may require electronic warfare support measures (ESM)/ECM support from other services during clandestine penetration missions. SOA aircraft have limited defensive air-to-air capabilities. The primary defense against air-to-air threats is based on avoidance, flying tactics, and deception.

EMPLOYMENT 7-6. SOA may be employed in detachments, platoons, companies, or battalions. They are frequently task-organized internally or in a JSOACC along with Air Force Special Operations Command (AFSOC) assets to provide the most capable mix of resources for specific missions. They may operate from fixed bases, stage from remote field locations, or operate from maritime platforms. Their range is longer than conventional non-SOF Army aviation units, because they are capable of aerial refueling and carrying auxiliary internal and external fuel loads. MH-47D AWC, MH-47E, and MH-60K aircraft are authorized for in-flight aerial refueling. Currently, the 160th SOAR plans to modify some of the MH-60L aircraft for aerial refueling

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capabilities. Future 160th SOAR aircraft will be capable of air refueling. Tables 7-1 through 7-6, pages 7-3 through 7-5, list the unclassified capabilities of the SOA aircraft. Table 7-1. SOA Aircraft Capabilities MH-6J

AH-6J

MH-60L

MH-60L (DAP)

MH-60K

MH-47D

MH-47E

100

100

120

120

120

120

120

Flight Time (Cruise)

1 hour (hr) 40 min

1 hr 40 min

2 hr 20 min

2 hr 20 min

2 hr 20 min

5 hr

5 hr

Combat Radius (NM)

133

133

225

225

225

600

600

Air Refuelable

No

No

*Yes

*Yes

Yes

Yes

Yes

Passengers

8

0

14

6

14

33

44

50 x 50

50 x 50

100 x 100

100 x 100

100 x 100

100 x 150

100 x 150

Cruise Speed (Knots)

Landing Area (m)

*Additional equipment required for refueling.

Table 7-2. SO Rotary-Wing Communications Capabilities MH-6J

AH-6J

MH-60L

MH-60L (DAP)

MH-60K

MH-47D

MH-47E

Ultra High Frequency (UHF)

Yes

Yes

Yes

Yes

Yes

Yes

Yes

High Frequency (HF)

No

No

Yes

Yes

Yes

Yes

Yes

Very High Frequency (VHF) Frequency Modulation (FM)/Amplitude Modulation (AM)

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Satellite Communications (SATCOM)

Yes

Yes

Yes

Yes

Yes

Yes

Yes

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Table 7-2. SO Rotary-Wing Communications Capabilities (Continued) MH-6J

AH-6J

MH-60L

MH-60L (DAP)

MH-60K

MH-47D

MH-47E

Single-Channel Ground Airborne Radio System (SINCGARS)

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Sabre

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Automatic Target Handoff System (ATHS)

No

No

Yes

Yes

Yes

Yes

Yes

AN/ARC-182

Yes

Yes

NA

NA

Yes

NA

NA

Table 7-3. SO Rotary-Wing Aircraft Navigation Capabilities MH-6J

AH-6J

MH-60L

MH-60L (DAP)

MH-60K

MH-47D

MH-47E

IFR-Capable

No

No

Yes

Yes

Yes

Yes

Yes

GPS

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Automatic Direction Finder (ADF)

No

No

Yes

Yes

Yes

Yes

Yes

VHF Omnidirectional Range (VOR)/Instrument Landing System (ILS)

No

No

Yes

Yes

Yes

Yes

Yes

Doppler

No

No

Yes

Yes

Yes

Yes

Yes

Inertial Navigation Unit

No

No

No

No

No

Yes

Yes

Attitude Heading Reference

No

No

No

No

No

No

Yes

TACAN

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Air Data Computer

No

No

No

No

No

Yes

Yes

Personnel Locator System (PLS)

No

No

Yes

Yes

Yes

Yes

Yes

Mission Computer Unit

No

No

No

No

No

Yes

Yes

Long-Range Navigation (LORAN)

Yes

Yes

No

No

No

No

No

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Table 7-4. SO Rotary-Wing Armament Capabilities MH-6J

AH-6J

MH-60L

MH-60L (DAP)

MH-60K

MH-47D

MH-47E

M134 7.62-mm Minigun

No

Yes

Yes (2)

Yes

Yes (2)

Yes (2)

Yes (2)

M230 30-mm Chain Gun

No

No

No

Yes

No

No

No

M261 7-Shot Rocket

No

Yes

No

Yes

No

No

No

M260 19-Shot Rocket

No

Yes

No

Yes

No

No

No

AGM-114 Hellfire (Maximum)

No

Yes (2)

No

Yes (8)

No

No

No

Table 7-5. SO Rotary-Wing Standard Equipment MH-6J

AH-6J

MH-60L

MH-60L (DAP)

MH-60K

MH-47D

MH-47E

Ballistic Armor Subsystem

Yes

Yes

Yes

Yes

Yes

Yes

No

Guardian Auxiliary Fuel tank

No

No

2 hr

2 hr

2 hr

No

No

FRIES

Yes

No

Yes

Yes

Yes

Yes

Yes

Forward-Looking Infrared Radar (FLIR)

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Table 7-6. SO Rotary-Wing Special Equipment MH-6J

AH-6J

MH-60L

MH-60L (DAP)

MH-60K

MH-47D

MH-47E

External Cargo Hook

No

No

9,000 lb

Yes

8,000 lb

25,000 lb

25,000 lb

External Rescue Hoist

No

No

600 lb

600 lb

600 lb

600 lb

600 lb

Internal Rescue Hoist

No

No

No

No

No

600 lb

600 lb

Internal Auxiliary Fuel System

No

No

3 hr 20 min

3 hr 20 min

No

1 hr

1 hr

3 hr 10 min

3 hr 10 min

4 hr 30 min

No

2 hr 15 min

No

No

No

No

Yes

No

No

No

No

External Auxiliary Fuel C2 Console

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FM 3-05.210

MH-6J 7-7. The MH-6J (Figure 7-1) is a highly modified version of the McDonald Douglas 530-series commercial helicopter. It is a single-engine, light utility helicopter flown by one or two pilots. It has been modified to externally transport up to six combat troops and their equipment. The aircraft is not instrument-rated, and the MH-6J should not be used on missions during IFR conditions. Its small size allows for rapid deployment in C-130, C-141, and C-5 transport aircraft. Aircraft modifications and aircrew training allow for extremely rapid upload and download times.

Figure 7-1. MH-6J

7-8. The basic configuration of the MH-6J consists of the external personnel system (personnel outside delivery system [PODS]) mounted on each side of the aircraft, for a total of six external and two internal seating positions (Figure 7-2, page 7-7). The aircraft can be reconfigured rapidly for STABO. Motorcycle racks provide the capability to insert and extract up to two motorcycles. Table 7-7, pages 7-7 and 7-8, lists the characteristics of the MH-6. 7-9. Future MH-6J improvements available during the fiscal year (FY) 00 to 05 joint mission analysis cycle include the following: • Two external auxiliary fuel tanks that will provide 35 additional gallons per tank. • Increased gross weight to 4,700 pounds. • Enhanced four-blade tail rotor and six-blade main rotor system.

MISSION STATEMENT 7-10. The MH-6 is a light assault helicopter with the primary mission of conducting overt and covert infiltrations, exfiltrations, and combat assaults in

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high-threat environments over a variety of terrain and environmental conditions. The MH-6 can perform a variety of other missions that include shipboard operations, platform operations, overwater operations, and urban operations. The MH-6 is extremely well suited for urban operations. It is also used for command and control and reconnaissance missions.

Figure 7-2. MH-6J With PODS

Table 7-7. MH-6 Characteristics Dimensions Helicopter Length With Blades Folded Helicopter Length With Blades Unfolded Width of Blades Folded Height Rotor Diameter

22 1/2 ft 32 ft 6 1/2 ft 9 ft 27 1/2 ft Turn Radius

Aircraft Turn Radius

36 3/4 ft Airspeed

Airspeed

100 Knots Without External Passengers 80 Knots With External Passengers Weight

Basic

2,000 lb

Mission Weight

3,200 lb (Full Fuel, Dual Pilot)

Maximum Gross

3,950 lb

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Table 7-7. MH-6 Characteristics (Continued) Fuel Capacities and Endurance Main

402 lb

1 + 40 hr

Main + Goliath Auxiliary

804 lb

3 + 17 hr

Main + Goliath + “T” Auxiliary

979 lb

3 + 55 hr

1,206 lb

5 + 02 hr

Main + 2 Goliaths

TRANSPORTABILITY 7-11. A C-130 can carry up to three MH-6s, a C-141 can carry six, and a C-5 can carry 21. In each case, personnel can tactically upload and download the aircraft within 15 minutes (Figure 7-3).

Figure 7-3. MH-6J Ready for Uploading

AIRCRAFT LOAD CONFIGURATIONS 7-12. Loading configurations and capabilities will vary depending on environmental conditions and mission requirements. Table 7-8, page 7-9, provides a rough estimate of loading configurations under moderate environmental conditions. The charts that follow provide a more accurate planning guidance. Weight for passengers (pax) with equipment is computed at 250 pounds.

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Table 7-8. MH-6 Load Configurations At Sea Level Weight Fuel

1,900 lb

Crew

Pax

Endurance

Range (in NMs)

Main

400 lb

2

5

1 + 40

133

Main + Goliath Auxiliary

790 lb

2

3

3 + 17

262

1

5

3 + 17*

262

Main + Goliath + “T”

955 lb

2

2

3 + 55

313

Main + 2 Goliaths

1,180 lb

1

2

5 + 02*

402

*Amount includes a 20-minute reserve.

PLANNING CONSIDERATIONS 7-13. Successful mission accomplishment is largely a function of adequate premission planning time. Mission notification should be made in time to have an adequate mission planning session and briefing followed by a period of rest before execution. Unless mission planners coordinate or request otherwise, the following paragraphs provide the standard planning considerations for use of the MH-6J. Day and Night Weather Minimums 7-14. For day or night missions, the MH-6 requires a 500-foot ceiling and 2-mile visibility. There must be a visible horizon in two of the four horizon quadrants at all times. All MH-6 missions must be conducted in VMC. No IFR flight is authorized. Only the unit commander may reduce weather minimums on a mission-essential, case-by-case basis. Winds 7-15. The maximum winds allowed to start the aircraft are 40 knots, with a 20-knot gust spread. Flight Altitudes 7-16. For training missions, the minimum en route altitude along routes not reconnoitered is 300 feet AGL. The minimum overwater altitude is 50 feet en route and 30 feet in the target area. For operational missions, the minimum en route altitude is dependent on METT-TC. Landing Area 7-17. The recommended landing area for the MH-6 is 15 meters by 15 meters. However, the helicopter is capable of landing on any structure or confined area that will allow clearance for the rotor blades.

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Refueling 7-18. The MH-6 can be hot refueled (open port) by C-130, C-141, and C-5 aircraft (wet wing) or MH-60 and MH-47 helicopters. It can also be refueled by 5-gallon fuel cans or 9- and 18-gallon collapsible fuel bags carried internally or by other means.

AH-6J 7-19. The AH-6J (Figure 7-4) is the modified light attack helicopter version of the MH-6J. It is primarily employed in CAS of ground troops, target destruction, raids, and armed escort of other aircraft. Two pilots normally fly the AH-6J. Overwater operations require two pilots.

Figure 7-4. AH-6J

MISSION STATEMENT 7-20. The AH-6J mission statement is: Provide a rapidly deployable light attack helicopter, to meet the need for surgical point and small area target destruction and neutralization, with provisions for close air fire support for ground assault operations. The AH-6J operations include shipboard operations, platform operations, overwater operations, and urban operations in high-threat environments. The AH-6J is extremely well suited for urban operations. 7-21. Future AH-6J improvements available during the FY 00 to 05 joint mission analysis cycle include those listed for the MH-6 model and the improved “plank” system, which is 30 pounds lighter than the existing system. WEAPONS AND ARMAMENT 7-22. The AH-6J uses the plank system. The plank features detachable outboard stores stations. These stations are foldable, which permits simplified aircraft transportability. Provisions are available on the AH-6J plank system to mount and fire the following systems:

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• The M134 7.62-mm minigun fires at a rate of 2,000 and 4,000 rounds per minute. The ammunition can holds a maximum of 2,625 rounds of ball, tracer, low light tracer, or Sabot-launched armor-piercing (SLAP) ammu-nition. Each aircraft uses two ammunition cans. The normal load is 1,500 to 2,000 rounds per gun. Miniguns are normally mounted on inboard stores. • The M260 rocket launcher is a 7-shot 2.75 folding fin aerial rocket (FFAR) rocket pod. This system can fire mark 40 and mark 66 rocket motors. It fires the following warheads:

ƒFlare and IR flare. ƒCS (chlorobenzaimalononitrile [riot control agent]). ƒFlechette. ƒHigh-explosive dual-purpose (HEDP) (10- and 17-pound). ƒHigh-explosive proximity (HE-PROX) (17-pound). ƒWhite phosphorus. ƒSmoke. ƒInert. NOTE: Rocket pods normally are mounted on the outboard stores. • The M261 rocket launcher is a 19-shot 2.75 FFAR rocket pod. All other data is the same as above. • The Hellfire missile launchers attach to the plank in pairs and mount on the outboard stores. Each launcher can hold two missiles for a total of four missiles. AH-6Js at this time do not have a Hellfire missile laser designator mounted on the aircraft. Other assets (ground troops, other aircraft with a laser designator, and so on) must designate targets.

AIRCRAFT WEAPONS CONFIGURATIONS 7-23. Because of the flexibility of the plank system, numerous configurations of weapons systems are possible. The M-27 system is a single minigun mounted on the left side of the AH-6J. Maximum rounds loaded in the ammunition can are 1,500. The HGS-17 system is a single rocket pod (7 or 19 shot) mounted on the right side of the AH-6J. The standard plank configuration for an AH-6J aircraft is two miniguns and two 7-shot rocket pods. Some of the optional configurations are listed below: • Two 7-shot rocket pods. • One minigun and two 7-shot rocket pods. • Two 19-shot rocket pods. • One minigun and two Hellfire missiles. • Four Hellfire missiles. • Four Hellfire missiles and 1 minigun. • One minigun and one 7-shot rocket pod. • MK-19 .50 caliber or 40-mm may be substituted for optional 7.62-mm configurations.

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NOTE: Some configurations listed above will reduce the fuel by a considerable amount because of weight restrictions. 7-24. Weapons systems can be fired from either pilot station. • The minigun can be fired at 2,000 or 4,000 rounds per minute. • Rockets can be fired in singles (one at a time), pairs (two rockets, one from each rocket pod), or multiple rockets (fired with depression and holding down of the firing button). While in flight, the pilot can select which rocket he wishes to fire next on a 7-shot rocket pod or on a 19shot pod. The pilot can select a zone he wishes to fire next (2 to 3 rockets per zone; zones are loaded with same type warhead). This allows the pilot to select the type of warhead he will use on the target. • During a call for fire, the radiotelephone operator (RATELO) can request a type of round to be fired (that is, minigun only or flechettes) but normally the pilot selects the type of rounds fired during an engagement.

7-25. Normal engagement ranges are: • Minigun: 10 meters minimum to 750 meters maximum. • 2.75-mm rocket: 100 meters minimum to 600 meters maximum. • Hellfire missiles: 800 meters minimum to 8,000 meters maximum.

7-26. Minigun and 2.75-rockets can be employed against: • Ground troops. • Buildings. • Thin-skinned vehicles. (SLAP homogeneous rolled steel.)

rounds

can

penetrate

3/4-inch

• Small boats. • Aircraft.

7-27. Hellfire missiles can be employed against the following: • Tanks and other hard-skinned vehicles. • Bunkers to some degree. • Larger boats. • Buildings. (Shaped warhead causes localized damage.)

TRANSPORTABILITY 7-28. The AH-6J can be transported in C-130, C-141, and C-5 aircraft. The C-130 transport load can accommodate three AH-6s and with rapid offload, up to two AH-6Js. The C-141 normal administrative transport load can accommodate up to five AH-6Js and with a combat load, up to four AH-6Js. In a C-5, the normal transport load is 4 AH-6Js, the maximum load for an administrative movement is 20 AH-6Js, and in lieu of MH-6Js, transport load is 8 AH-6Js. Offload times vary based upon numerous factors; for example, ramp space, ramp condition, type ramps, offload area, aircraft configuration, and mission configuration.

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7-29. General planning times for offload from ramp down to takeoff (except C-5 deployment) are as follows: • MH-6J with plank system is about 10 minutes. • MH-6J with “T” tail is about 15 minutes.

7-30. Self-deployment is unlimited because of the refuel support at ground or surface vessel locations. The refuel support locations occur every 270 NMs, allowing the AH-6 to fly 2,160 NMs per day based on 8 hours of flight per day. PLANNING CONSIDERATIONS 7-31. Successful mission accomplishment is largely a function of adequate premission planning time. Mission notification should be made in time to have an adequate mission planning session and briefing followed by a period of rest before execution. Unless mission planners coordinate or request otherwise, the following are the standard planning considerations for use of the AH-6J. 7-32. For planning, weather minimums are 500-foot ceilings and 2-mile visibility. In flight, weather will be at the flight leader’s discretion. • Overwater: visible horizon (2 quadrants) at night.

ƒNo icing. ƒNo severe turbulence. • No moderate turbulence for aircraft with gross weights greater than 12,500 pounds.

7-33. With wind 40 knots in any direction, personnel place AH-6Js in hangars or moor them. When the pilot does not face the aircraft into the wind, wind greater than 20 knots will somewhat affect hover and low airspeed aircraft controllability, depending on the wind speed. 7-34. Aircraft and crews can operate in zero illumination. This capability is possible with NVGs and special aircraft equipment. 7-35. For training missions, the minimum en route altitude along routes not reconnoitered is 300 feet AGL. The minimum overwater altitude is 50 feet en route and 30 feet in the target area. For operational missions, the minimum en route altitude depends on METT-TC. Maximum aircraft altitude is 16,000 feet MSL. 7-36. AH-6J aircraft can refuel at forward arming and refuel point (FARP) from gas cans, from Zodiac bags, by MH-60, or by MH-47. USAF wet wing FARPs (C-130, C-141, and C-5A) can refuel the AH-6J. Fuel and ammunition can be brought in by MH-6, MH-60, or MH-47 aircraft; airdropped or airlanded by USAF assets; or driven in by ground assets. PLANNING FACTS 7-37. Mission planners consider endurance, range, and airspeed for the AH-6J. These planning considerations are listed in Table 7-9, page 7-14.

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Table 7-9. Planning Considerations for AH-6J Endurance Main and Auxiliary Tanks

Normal

3 hr and 17 min

Main, Auxiliary, and Auxiliary “T” Tanks

Option

3 hr and 58 min

Main, Auxiliary, and Second Auxiliary “T” Tanks

Option

4 hr and 57 min

NOTE: Options used above prevent the installation of minimum ammunition cans because of weight restrictions and require a reduced rocket load. Airspeed Normal (Cruise)

90 Knots Ground Speed (With No Adverse Winds)

Maximum (Cruise)

100 to 120 Knots Ground Speed (With No Adverse Winds)

NOTE: All speeds are dependent on mission configuration and load. Maximum Range Normal

265 NMs total. Range is based on a 20-min reserve and a fuel burn rate of 240 lb an hour.

Option

327 NMs total. Range is based on a 20-min reserve (auxiliary tank installed) and a fuel burn rate of 240 lb an hour.

Option

351 NMs total. Range is based on a 20-min reserve (second auxiliary tank installed) and a fuel burn rate of 280 lb an hour.

MH-60K 7-38. The MH-60K Blackhawk (Figure 7-5, page 7-15) is a highly modified twin-engine utility helicopter. The aircraft can be refueled by air and configured with a number of auxiliary fuel systems to allow for operational times of as much as 5.1 hours with a range of 634 NMs without refueling. The FRIES allows for rapid insertion and extraction of personnel in areas occluded from airland maneuvers. The aircraft is equipped with two M-134 7.62 guns, ballistic armor subsystem (BASS), and a suite of aircraft survivability equipment (ASE) to increase aircrew survivability in all threat environments. Mission-flexible systems include cargo hook for external load operations, external rescue hoist, and PLS for CSAR. 7-39. Future MH-60K improvements available during the FY 00 to 05 joint mission analysis cycle include the following: • Advanced threat infrared countermeasures (ATIRCM), which combines missile warning, IR jamming, and countermeasure into one integrated system. • Advance threat radar jammer (ATRJ), which integrates radio frequency jamming and radar warning receivers. • AN/ARC-210 VHF, UHF, AM, FM, SATCOM, and maritime radio capable of secure voice and data, Havequick I/II/IIA, and SINCGARS-V.

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FM 3-05.210

• Terrain-following multimode radar. • Digital map upgrade.

Figure 7-5. MH-60K

MISSION STATEMENT 7-40. The primary mission of the MH-60K is to conduct overt or covert infiltration, exfiltration, and resupply of SOF in a high-threat environment over a wide range of environmental conditions. The MH-60K is capable of operating from fixed base facilities, remote sites (Figure 7-6), or oceangoing vessels.

Figure 7-6. MH-60K Taking Off From A Remote Site

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FM 3-05.210

TRANSPORTABILITY 7-41. C-5A/B and C-141 aircraft can deploy the MH-60K. A maximum of six MH-60Ks can be loaded on a C-5A/B. About 1 hour is needed to prepare the helicopters for onload and again for rebuild on arrival at the destination. A maximum of two MH-60Ks can be loaded on a C-141, requiring considerable time for preparation and rebuild. External tank system “wings” are removed during tear-down and floor-loaded on the transport aircraft. Personnel place the ammunition for the weapon systems on pallets and load the pallets on the same aircraft for distribution at the destination. PLANNING CONSIDERATIONS 7-42. Successful mission accomplishment is largely a function of adequate premission planning time. Mission notification should be made in time to have an adequate mission planning session and briefing followed by a period of rest before execution. Planners should consider the following: • Weather minimums. Weather minimums for training missions require a forecast and actual weather of 500-foot ceiling and 2-mile visibility. Real-world missions, as directed by the commander, require a 500foot ceiling and 2 miles visibility for planning purposes. This type forecast allows for the standard en route cruise speed of 110 knots and enough forewarning to adjust mission execution in the event lower weather is encountered. • Altitudes. Training missions require a minimum altitude for routes not reconnoitered of 300 feet AGL and 150 feet AGL for reconnoitered routes. Altitudes for real-world missions are dependent on METT-TC. • Landing areas. Minimum size for airland landing areas is 100 feet by 100 feet.

AIRCREW COMPOSITION 7-43. An aircrew of four is required for most training flights and all NVG operations. They include a pilot-in-command, pilot, and two crew chiefgunners. One crew chief-gunner is stationed at the right gunner’s position. He scans outside for obstructions or other aircraft, operates the hoist, conducts FRIES operations, operates the minigun, and conducts external load operations. The other crew chief-gunner is stationed at the left gunner’s position. He scans outside for obstructions or other aircraft, conducts FRIES operations, operates the minigun, and assists in external load operations. AIRCREW QUALIFICATIONS 7-44. All aircrews are qualified to support flight operations for the missions stated in JP 3-05, Doctrine for Joint Special Operations. Aircrew qualifications include multiship NVG infiltration, exfiltration, and live-fire operations in urban, overwater, mountain, desert, jungle, and nuclear, biological, and chemical (NBC) environments to LZs, buildings, ships, and oil rigs. Aircrews are trained in NVG long-range overland and overwater navigation, with an arrival standard of +/- 30 seconds.

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MH-60L AND MH-60L DAP 7-45. The MH-60L is a highly modified twin-engine utility helicopter. The aircraft can be configured with a number of auxiliary fuel systems to allow for operational times of as much as 5.5 hours with a range of 640 NMs. The FRIES allows for rapid insertion and extraction of personnel in areas blocked from airland maneuvers. The aircraft is equipped with two M-134 7.62-mm miniguns, BASS, and a suite of ASE to increase aircrew survivability in all threat environments. Mission-flexible systems include cargo hook for external load operations, external rescue hoist, PLS for CSAR, and a four-place C2 console for airborne C2 operations. 7-46. The DAP, an armed version of the MH-60L, is capable of mounting two M-134 7.62-mm miniguns, two 30-mm chain guns, two 2.75 rocket pods, Hellfire missiles, or combinations of the systems for armed escort and fire support operations. The DAP is a multimission aircraft capable of deploying on short notice and conducting DA missions or has the capability to reconfigure for troop assault operations. The DAP is capable of conducting all missions during day, night, or adverse weather. Table 7-10 lists DAP capabilities. Table 7-10. MH-60L DAP Capabilities Maximum Gross Weight Ferry Configuration

23,500 lb

Assault Configuration

22,000 lb Maximum Airspeed 178 Knots Indicated Airspeed (KIAS) Cruise Airspeed 120 to 140 KIAS Range

Range (Main, 5, and 6 Tanks)

450 NMs

Range With Weapons and 4 Pax

450 NMs Endurance (Main, 5, and 6 Tanks) 4 + 20 hr

7-47. MH-60L and MH-60L DAP improvements during the FY 00 to 05 joint mission analysis cycle are as follows: • ATIRCM, which combines missile warning, countermeasures into one integrated system.

IR

jamming,

and

• ATRJ, which integrates radio frequency jamming and radar warning receivers. • AN/ARC-210 VHF, UHF, AM, FM, SATCOM, and maritime radio capable of secure voice and data, Havequick I/II/IIA, and SINCGARS-V.

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FM 3-05.210

• Digital map upgrade. • Probe A/B kits for aerial refuel.

MISSION 7-48. The primary mission of the MH-60L is to conduct overt or covert infiltration, exfiltration, and resupply of SOF in high-threat areas across a wide range of environmental conditions. Secondary missions of the MH-60L include external load, CSAR, and MEDEVAC operations. The MH-60L is capable of operating from fixed base facilities, remote sites, or oceangoing vessels. 7-49. The mission of the MH-60L DAP is to conduct armed escort and attack helicopter operations using area fire or precision-guided munitions and armed infiltration or exfiltration of small units in a high-threat environment. The DAP can provide armed escort for employment against threats to a vertical-lift formation. Using team tactics, the DAP is capable of providing suppression or CAS for formations and teams on the ground. In the DA role, the DAP would not be used as a primary transport for troops or supplies because of high gross weights. The DAP conducting deep attacks has a combat radius of 225 NMs without aerial refueling (takeoff, fly 225 NMs, no loiter, and return). WEAPON SYSTEMS AND EMPLOYMENT CONFIGURATIONS 7-50. The standard configuration of the DAP is one rocket pod, one 30-mm cannon, and two miniguns. This configuration changes according to METT-TC. Table 7-11 and Table 7-12, pages 7-18 and 7-19, list the possible weapons configurations of the MH-60L DAP. Table 7-11. MH-60L DAP Enhanced Flight Screener (EFS) Options Left Outboard Wing

Window

Window

Right Outboard Wing

Rockets

Minigun

Minigun

Rockets

30 mm

NA

NA

30 mm

Hellfire

NA

NA

Hellfire

Fuel Tank

NA

NA

Fuel Tank

Table 7-12. MH-60L DAP External Stores Support System (ESSS) Options Left Outboard Wing

7-18

Left Inboard Wing

Window

Window

Right Inboard Wing

Right Outboard Wing

Rockets

Rockets

Minigun

Minigun

Rockets

Rockets

Hellfire

30 mm

NA

NA

30 mm

Hellfire

FM 3-05.210

Table 7-12. MH-60L DAP External Stores Support System (ESSS) Options (Continued) Left Outboard Wing

Left Inboard Wing

Window

Window

Right Inboard Wing

Right Outboard Wing

Fuel Tank

Hellfire

NA

NA

Hellfire

Fuel Tank

NA

Fuel Tank

NA

NA

Fuel Tank

NA

NOTES: 1. To avoid exceeding maximum gross weight limitations, reconfiguration of the ammunition and fuel mix may be required to achieve the desired insertion ranges for personnel when the MH-60 is in the DAP configuration. 2. The use of the ESSS wing may reduce cruise airspeed to 110 knots.

M134 7.62-mm Minigun 7-51. This minigun is a six-barrel, air-cooled, link-fed, electrically driven Gattling gun with a 1,000-meter maximum effective range and a tracer burnout at 900 meters. The weapon has a rate of fire of 2,000 or 4,000 rounds per minute. The weapon is mounted in the fixed position on the left and right sides of the aircraft. The minigun fires a variety of 7.62-mm rounds. For daylight operations, a 7.62-mm ball with a special lowlight tracer is used. Low-light tracer prevents NVGs from shutting down. The weapon also fires 7.62 SLAP ammunition for light armor penetration. The DAP normally carries 6,000 rounds of 7.62 mm ammunition. M261 19 Tube Rocket Launcher 7-52. This system fires a 2.75-mm rocket with a variety of special-purpose warheads. There is a 10-pound and a 17-pound high-explosive warhead for light armor and bunker penetration. For a 10-pound warhead, the bursting radius is 8 to 10 meters. For a 17-pound warhead, the bursting radius is 12 to 15 meters. The antipersonnel flechette warhead contains 2,200 flechettes. Its minimum launch distance is 800 meters and its optimum range is 1,100 meters. Another warhead is the white phosphorous, which is used for smoke. The illumination warheads come in two types. One provides a bright light and the other provides a bright IR light. Both are fired within 3,000 meters of the target area. After both warheads are deployed, they provide 120 seconds of overt light or 180 seconds of IR light. The multipurpose submunitions (MPSM) warhead contains nine submunitions that are effective against light armor and personnel. The MPSM round has a fuze that can be preset with the desired distance for deployment of the submunitions. The 2.75-mm rocket can be used as a point target weapon at ranges from 100 to 750 meters and an area fire weapon at ranges up to 7,000 meters. The DAP can also fire CS, HE-PROX, and inert rockets. The aircraft can carry an additional load of rockets internally, allowing the crew to reload the rocket pod. The crew can reload in less than 15 minutes.

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FM 3-05.210

M230 30-mm Chain Gun 7-53. Each cannon has its own magazine capable of carrying 1,100 rounds. The M230 has a cyclic rate of fire of 625 +/- 25 rounds per minute. The M230 is capable of firing the HEDP, target practice, and target practice tracer. The HEDP is effective against light armor and personnel at ranges beyond 4,000 meters. The 30-mm cannon can be used as a point target weapon at a range of 1,500 meters and less with the use of the monocular head-up display (MONOHUD) as a sighting system. It also can be used as an area fire weapon at ranges up to 4,000 meters. AGM-114 Hellfire 7-54. The Hellfire is a 100-pound semi-active laser-guided missile capable of defeating any known armor. The M272 launchers are able to hold four Hellfire missiles each. The minimum engagement range is 0.5 kilometers to a maximum of 8 kilometers. The missile can be designated by any ground or air NATO standard laser designator. AN/AAQ-16D Airborne Electronic Special Operations Payload FLIR 7-55. The airborne electronic special operations payload (AESOP) is a FLIR with a laser range finder or designator (LRF/D). The AN/AAQ-16D allows the DAP to detect, acquire, identify, and engage targets at extended ranges with laser-guided munitions. The FLIR is a controllable, infrared surveillance system that provides a TV video-type IR image of terrain features and ground or airborne objects of interest. The FLIR is a passive system and detects long wavelength radiant IR energy emitted, naturally or artificially, by any object in daylight or darkness. RECONFIGURATION 7-56. The MH-60L DAP has the capability to perform both utility and armed mission. Time to reconfigure the aircraft is minimal, whether reconfiguring from the armed to the utility or vice versa. The 7.62 miniguns remain with the aircraft regardless of the mission. TRANSPORTABILITY 7-57. The MH-60L, to include the DAP configuration, can be deployed by C-5A/B, C-17, and C-141 aircraft. A maximum of six MH-60Ls can be loaded on a C-5A/B. A short time is needed to prepare the helicopters for onload and for rebuild on arrival at the destination. A maximum of two MH-60Ls can be loaded on a C-141, requiring considerable time for preparation and rebuild. Personnel remove the support wings for the external stores during tear-down and load them on the floor of the transport aircraft. Personnel place the ammunition for the weapon systems on pallets and load the pallets on the same aircraft for distribution at the destination. The DAP basic load is loaded on a separate trailer that is also loaded on the same aircraft. PLANNING CONSIDERATIONS 7-58. Successful mission accomplishment is largely a function of adequate premission planning time. Mission notification should be made in time to have an adequate mission planning session and briefing followed by a period

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FM 3-05.210

of rest before execution. Unless otherwise coordinated or requested, the following are the standard planning considerations for use of the MH-60L: • Weather minimums. For training missions, the minimum requirements for forecast and actual weather are a 500-foot ceiling and 2-mile visibility. For real-world missions, as directed by the commander, minimum requirements are a 500-foot ceiling and 2-mile visibility for planning purposes. This type forecast allows for an en route cruise speed of the standard 120 knots and enough forewarning to adjust mission execution if lower weather is encountered. • Winds. The MH-60L rotor can be started and stopped in actual winds no greater than 45 knots. • Altitudes. For training missions, minimum altitude for routes not reconnoitered is 300 feet AGL, and for routes reconnoitered, 150 feet AGL. Real-world missions depend on METT-TC. • Landing areas. Minimum size for airland landing areas is l00 feet by 100 feet. • Aircrew composition and aircrew qualifications. These are the same as for the MH-60K helicopter. • Aircraft configuration. Aircraft configuration includes the basic aircraft with all ASE, two M-134s with four boxes of ammunition (5,200 rounds), and pilot or crew chief BASS.

NOTE: All range and payload computations are based on a takeoff gross weight of 22,000 pounds. • Airspeed. Cruise airspeed is 120 knots true airspeed, with the exception of EFS configurations, at 4,000 feet and 40 degrees Celsius. True airspeed used for these conditions is 117 knots because of a continuous torque limit. • EFS configurations. EFS configurations are only suitable for operations in areas where enemy contact and the need for suppressive fire capability are unlikely. Use of the M-134 miniguns is restricted with EFS external tanks installed.

MH-47D/E 7-59. The MH-47D/E helicopters are twin-engine, tandem-rotor, heavy assault helicopters that have been specifically modified for long-range flights. Both types of helicopters have an aerial refueling probe for in-flight refueling; a FRIES for insertion of personnel and/or equipment and extraction of personnel; and capability to operate at night during marginal weather conditions. By using special mission equipment and night vision devices, the aircrew can operate— • In hostile mission environments. • Over all types of terrain. • At low altitudes. • During periods of low visibility and low ambient lighting conditions. • With pinpoint navigation accuracy +/-30 seconds on target.

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7-60. Figure 7-7 shows the MH-47E helicopter. Table 7-13, pages 7-22 and 7-23, lists the capabilities and characteristics of the MH-47 helicopters.

Figure 7-7. MH-47E

Table 7-13. MH-47 D/E Characteristics and Capabilities D Model Aircraft Weights

E Model

Maximum Gross Weight (GW) 50,000 lb (With Waiver, 54,000 lb)

Maximum GW 54,000 lb

33 Troops With Seats1

44 Troops With Seats1

Troop Capacity 65 Troops Floor Loading1 24 Litters Crew Duty Day

For Training or Exercises: Normal, 14 hr; Maximum, 18 hr For Operational/Contingency Operations: 18 hr

Cargo Area (Unobstructed)

Height: 78 in Width: 90 in Depth: 366 in

FARP Capacity

2,320 gal With Very Limited Aircraft Range 2

Maximum Altitude

20,000 ft 3

Airspeed

Normal: 120 KIAS 5 Maximum Dash: 170 KIAS

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FM 3-05.210

Table 7-13. MH-47 D/E Characteristics and Capabilities (Continued) D Model

E Model

Forward Hook: 17,000 lb 5 External Cargo Hook System 4

Center Hook: 26,000 lb 5 Aft Hook: 17,000 lb 5 Tandem Hook: 25,000 lb 5

NOTES: 1. Actual amounts are dependent upon infiltration and exfiltration distances flown and number of internal auxiliary fuel tanks installed or if aerial refueling is available. 2. When aircraft gross weight is expected to go above 50,000 lb, mission planners must be notified so they may request a waiver through Aviation Troop Command (ATCOM). Mission planners must request the waiver early in the planning process. 3. Actual figures are dependent upon temperatures, aircraft gross weight, and density altitude. 4. Each hook may be used separately or with each other. All loads should be planned as a tandem rigged load. This will facilitate greater load stability and ensure faster airspeeds during flight. 5. These are maximum rated loads for hook and may not accurately reflect the true capability of the aircraft because of external conditions; for example, pressure altitude and temperature.

7-61. The MH-47D AWC is equipped with the following: • Weather avoidance and search radar. • PLS used with the PRC-112 for finding downed aircrew. • Limited aircraft survivability equipment. • Defensive armament system consisting of two M-134 machine guns (left forward cabin window and right cabin door) and one M-60D machine gun located on the ramp. • Internal rescue hoist with a 600-pound capacity.

7-62. The MH-47E is specifically designed and built for the SOA mission. It has a totally integrated avionics subsystem, which combines redundant avionics architecture with dual mission processors, remote terminal units, multifunction displays, and display generators to improve combat survivability and mission reliability. Additionally, it contains a comprehensive ASE suite and a map display generator (MDG), which displays a digitized moving map for pilot navigation. Two L714 turbine engines with full authority digital electronic control (FADEC) provide more power during hot or high environmental conditions, and two integral aircraft fuel tanks provide 2,068 gallons of fuel. The MH-47E is equipped with Stormscope for thunderstorm avoidance and an external rescue hoist. MISSION STATEMENT 7-63. The primary mission of the MH-47D AWC and the MH-47E is to conduct overt and covert infiltrations, exfiltrations, air assault, resupply, and sling operations in medium- and high-threat environments over a wide range of environmental conditions. The aircraft can perform a variety of other

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FM 3-05.210

missions, including shipboard, platform, urban, water, parachute, FARP, mass casualty, and CSAR operations. 7-64. MH-47D/E improvements available during the FY 00 to 05 joint mission analysis cycle include the following: • ATIRCM, which combines missile warning, countermeasure into one integrated system. • ATRJ, which integrates warning receivers.

radio

frequency

IR

jamming,

jamming

and

and radar

• AN/ARC-210 VHF, UHF, AM, FM, SATCOM, and maritime radio capable of secure voice and data, Havequick I/II/IIA, and SINCGARS-V. • AN/ARC-220 HF nonline-of-sight radio. • Digital map upgrade. • Black ice IR signature reduction program. • Terrain-following and terrain-avoidance multimode radar. • ALE-47 countermeasures dispenser system (E model only).

PLANNING CONSIDERATIONS 7-65. Successful mission accomplishment is largely a function of adequate premission planning time. Mission notification should be made in time to have an adequate mission planning session and briefing followed by a period of rest before execution. Unless mission planners coordinate or request otherwise, the following are the standard planning considerations for use of the MH-47D/E: • Weather minimums. Minimums require are a 500-foot ceiling and 2mile visibility. • Winds. No minimums specified. However, 30 knots is the maximum wind for starting and stopping the rotor system of the D model, and 45 knots is the maximum wind for starting and stopping the rotor system in the E model. • En route altitudes. For training missions, minimum en route altitude for reconnoitered routes is 150 feet AGL or above the highest obstruction (AHO). On routes that have not been reconnoitered, the minimum en route altitude is 300 feet AGL or AHO. For operational missions, threat systems determine the minimum en route altitudes. • Landing areas. Landing area should be a minimum of 50 meters by 100 meters.

PLANNING FACTS 7-66. Mission planners know aircrew requirements for the MH-47D/E. Mission planners know the composition of the aircrew and its qualifications. Aircrew Composition 7-67. The five MH-47D/E crew members are required for most training, exercise, or operational/contingency missions. Crew members include pilot, copilot, flight engineer, and two crew chiefs. The flight engineer’s position is usually at the ramp station. He scans for other aircraft/targets/obstacles,

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FM 3-05.210

operates the hoist (when required), assists in forward refueling operations, operates the machine gun, and conducts sling load operations. One crew chief positions himself at the left forward gunner’s station, and the other crew chief positions himself at the right forward gunner’s station. They scan for other aircraft/targets/obstacles, operate the miniguns, and assist in sling load and forward refueling operations. Crew Qualifications 7-68. All crews are qualified to support flight operations for the missions stated in JP 3-05. Crew qualifications include infiltration using night vision devices and exfiltration operations to urban locations, ships, oil rigs, and mountainous, desert, and jungle objectives arriving at the target at a prearranged time +/- 30 seconds. Crews receive training in formation live fire and long-range night vision device operations over land and water. MH-47D/E crews are also qualified to perform aerial refueling operations.

7-25

Chapter 8

Air Force Special Operations Organization and Aircraft Air Force Special Operations Forces (AFSOF) are America’s SO air power. AFSOF are under the command of the AFSOC, which is a component of USSOCOM and a MACOM of the USAF. AFSOC organizes, trains, equips, validates, and employs air assets for worldwide deployment and assignment to theater unified commands. The highly trained AFSOF aircrews (active and reserve) and their uniquely equipped fixed- and rotary-wing aircraft provide precise multitarget firepower. AFSOF engage in a variety of missions, such as infiltration and exfiltration of SOF operational elements, armed escort, reconnaissance, interdiction, resupply and refueling, and CSAR. AFSOF performs PSYOP by using video and radio broadcasting and conducting literature drops. AFSOF can support all principal missions and collateral activities of USSOCOM.

UNIT ORGANIZATION 8-1. AFSOC is composed of one active wing (16th Special Operations Wing [SOW]), one Air Force Reserve (AFR) wing (919th SOW) and one Air National Guard (ANG) wing (193d SOW), two forward-deployed active special operations groups (SOGs) (352d and 353d), and one active special tactics group (STG) (720th). • The 16th SOW is located at Hurlburt Field, Florida. The 16th SOW is equipped with AC-130H (16th Special Operations Squadron [SOS]), AC-13OU (4th SOS), MC-130E (8th SOS), MC-130H (15th SOS), MH-53J (20th SOS), and the MC-130P (9th SOS) based at Eglin Air Force Base (AFB), Florida. The 16th SOW also includes a combat aviation advisory squadron capable of performing FID, combat support (CS), and UW (6th SOS). • The 193d SOW (ANG) is located at Harrisburg International Airport, Pennsylvania. The 193d SOW is equipped with the EC-130E COMMANDO SOLO aircraft (193d SOS). • The 919th SOW (AFR) is located at Duke Field, Florida. The 919th SOW is equipped with MC-130E (711th SOS) and MC-13OP (5th SOS) aircraft. • The 352d SOG is located at Mildenhall, England. The 352d SOG is equipped with MC-130H (7th SOS), MC-130P (67th SOS), and MH-53J (21st SOS) aircraft. • The 353d SOG is located at Kadena Air Base, Okinawa. The 353d SOG is equipped with MC-130H (1st SOS), MC-130P (17th SOS), and MH-53J (31st SOS) aircraft.

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• The 720th STG is located at Hurlburt Field, Florida, with liaison officers (LNOs) at HQ, AMC, Scott AFB, California. The 720th STG consists of combat controllers, pararescuemen, combat weathermen, and support personnel. Under the 720th STG are the following units:

ƒ21st Special Tactics Squadron (STS) at Pope AFB, North Carolina. ƒ22d STS at McChord AFB, Washington. ƒ23d STS at Hurlburt Field, Florida. ƒ24th STS at Fort Bragg, North Carolina. ƒ320th STS at Kadena, Japan (operational control [OPCON] to the 353d SOG). ƒ321st STS at Mildenhall, England (OPCON to 352d SOG) with elements located in Germany. ƒ10th Combat Weather Squadron (CWS) located at Hurlburt Field with detachments at Fort Lewis, Fort Campbell, Fort Carson, Fort Benning, and Fort Bragg. ƒ123d Special Tactics Flight (STF) located at Louisville, Kentucky (ANG).

CONCEPT OF OPERATIONS 8-2. SO missions normally require undetected operations in hostile or denied areas and may require precise fire support. Most missions involve deep penetration (100 NMs or more) of hostile airspace to reach the target area. When within rotary-wing aircraft range and load limits, vertical lift insertion is generally more desirable than fixed-wing airdrop. Vertical lift insertion minimizes paradrop injuries and postinfiltration reassembly problems. On those missions where vertical lift is used, USAF rotary-wing aircraft are currently employed, with en route refueling being the essential factor to extend range. In-flight refueling is a necessary design capability to extend range and avoid security and logistics problems associated with forward area ground refueling.

ENVIRONMENT 8-3. AFSOF aircraft tasked in an SO environment must be capable of operating in hostile airspace at low altitudes under conditions of minimum visibility (darkness or adverse weather) while navigating precisely within narrow time and course parameters to arrive at specifically defined air refueling points, DZs or LZs, infiltration points, or targets. 8-4. In addition to aircraft capabilities, minimum lighting or lights out, radio discipline, deceptive course changes, and preplanned avoidance of enemy radar and air defenses and populated areas can enhance mission success. The use of deceptive ECM and passive warning systems prevent detection by enemy air defenses. 8-5. Per the tactics manual accompanying each type of aircraft, AFSOF aircraft have been type-coded based on the maximum threat level and weather conditions within which the weapon system can be expected to

8-2

FM 3-05.210

successfully operate. Table 8-1 depicts the type classifications for specific aircraft, which are as follows: • Type I aircraft are capable of operating at night, in adverse weather, and at low levels (below 500 feet AGL) in a medium- to high-threat environment. They are in-flight refuelable. • Type II aircraft are capable of operating at night, in adverse weather, and at low levels (below 500 feet AGL) in a low- to medium-threat environment. They may be in-flight refuelable. • Type III aircraft are capable of night visua1 flight at low levels, 500 feet AGL (fixed wing) or below (vertical lift), in a low- to medium-threat environment. They may be in-flight refuelable. • Type IV aircraft are less capable than Types I, II, or III.

Table 8-1. Aircraft Type Classification Type I

Type II

MC-130E

None

Type III MC-130P

MC-130H

C-141 SOLL II

MH-53J

C-17 SOLL II

Type IV EC-130E (CS)

AC-130H AC-130U MH-60G

CAPABILITIES 8-6. SO aircraft (transport or cargo and vertical-lift airframes) provide clandestine or covert penetration of hostile, sensitive, or politically denied airspace to infiltrate, resupply, and exfiltrate ground and maritime forces in support of UW, DA, SR, CT, and counterproliferation operations. • Fixed- and rotary-wing aircraft can be equipped for adverse weather, all terrain, long-range infiltration and exfiltration, suppressive fire support, personnel recovery, medical evacuation, and PSYOP. • Highly specialized fixed- and rotary-wing aircraft are equipped for deep penetration of hostile areas through use of electronic defense systems and terrain following, terrain avoidance, and NVG tactics. They are capable of airlanding or airdropping personnel, equipment, and psychological warfare materials.

8-7. AFSOF units may be tasked to advise, train, or assist the air forces of other nations in support of their internal defense and development strategy. These activities require language skills and detailed area orientation. Involvement in such activities may include operations, maintenance, and logistics support to host nation counterinsurgency, counternarcotics operations, or nation-building activities.

8-3

FM 3-05.210

AERIAL TANKERS 8-8. SOF aerial tankers are equipped to refuel rotary-wing aircraft in flight, thereby significantly extending the range of the rotary-wing aircraft. Strategic fixed-wing tankers are capable of refueling certain SOF aerial tankers. GUNSHIPS 8-9. AC-130 gunships are equipped with a variety of sensors and weapons to acquire and engage static and moving surface targets in an interdiction and CAS role or to provide armed escort. Aircrew training and avionics capabilities permit operations at night and in adverse weather. PSYOP SUPPORT AIRCRAFT 8-10. Reserve component USAF PSYOP aircraft principally conduct a range of PSYOP activities in support of theater operational objectives or specific contingencies. In addition, select core SOF aircraft may be employed in PSYOP roles supporting either special or conventional operations.

AFSOF LIMITATIONS 8-11. AFSOF assets operate most effectively in particular environments and under specific methods of employment. Generally, AFSOF assets become less effective when employed outside of their intended operational environments. For instance, infiltration and exfiltration platforms may be less effective in conditions other than darkness and adverse weather. Planners must be familiar with the specific capabilities and limitations of each AFSOF platform as spelled out in appropriate technical manuals and orders. Broad-based limitations that apply generically to all AFSOF, because of their nature, include the following: • Limited self-deployment and sustainment capability. • Mission effectiveness degraded with increasing sophistication of enemy defenses. • Dependence on established support and logistics packages that must accompany employment aircraft. Operations may be sustained from a bare base, but the technological sophistication of most AFSOF resources limits their “bed down” flexibility. • High-technology avionics equipment requires extensive maintenance support. • Long-range deployment and employment require aerial tanker support. • Extremely limited defensive air-to-air capabilities.

AUGMENTING USAF FORCES 8-12. The Secretary of Defense has not designated AFSOF as core. However, certain general-purpose forces may receive enhanced training and may be specially equipped and organized to conduct missions in support of SO. These improvements enhance the primary combat capabilities of the conventional force and support SO on a nondedicated, mission-specific basis. These

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FM 3-05.210

general-purpose forces do not conduct unrestricted, unilateral activities across the full range of SO missions. SOLL 8-13. These are basic fixed-wing strategic and theater (tactical) airlift forces. Because of special aircrew training and/or aircraft modification, SOLL can quickly augment AFSOF for the conduct and support of selected SO. STRATEGIC TANKERS 8-14. USAF maintains a limited number of strategic tanker crews. These tanker crews are trained to support the often-unique refueling requirements of AFSOF fixed-wing aircraft. AIR COMBAT COMMAND 8-15. AFSOC is employing the A-10 in SOF operations. The A-10 provides AFSOC with a hard kill and antiaircraft artillery suppression capability. OTHER 8-16. Depending upon the mission and capabilities required, the Secretary of Defense or theater commander allocates any Department of Defense assets to support SO. This support is usually mission-specific and of short duration. Such capabilities may include strategic or tactical bombing or airlift, airborne warning and control, electronic warfare, reconnaissance, deception, or spacebased support. If the SOC commander requires these aircraft or support systems, the special operations liaison element (SOLE) or special operations command and control element (SOCCE) directly coordinates their use with the theater conventional joint force air component commander (JFACC) or theater service component commanders. If this support cannot be provided to the SOC because of other commitments and the SOC commander views his own requirements as critical, the theater commander may establish priorities for the requested conventional resources. Similarly, the theater JFACC, or other theater component commander, can coordinate with the SOC commander and the SOLE for the use of SO aircraft to support conventional operations.

AIRCRAFT CAPABILITIES 8-17. SO aircraft are distinctly modified for specific missions. Although each type of aircraft may be able to perform several missions, some are more suited for certain missions than others. Tables 8-2 through 8-5, pages 8-5 through 8-10, list the capabilities and equipment of each type of aircraft. Table 8-2. Aircraft Capabilities MC-130E

MC-130H

AC-130H

AC-130U

MC-130P*

EC-130E

Airdrop With Seats Rigged

Varies 1

Varies 1

NA

NA

26

NA

Airdrop Without Seats Rigged

Varies 1

Varies 1

NA

NA

NA

NA

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FM 3-05.210

Table 8-2. Aircraft Capabilities (Continued) MC-130E

MC-130H

AC-130H

AC-130U

MC-130P*

EC-130E

35,000 lb

35,000 lb

NA

NA

NA

NA

12 Bundles 34,000 lb Total Weight

16 Bundles 34,000 lb Total Weight

NA

NA

26 Bundles 5,000 lb Total Weight

NA

4 Bundles Total Weight of 6,667 lb Not to Exceed 2,200 lb Dropped Per Pass

4 Bundles Total Weight of 6,667 lb Not to Exceed 2,200 lb Dropped Per Pass

NA

NA

NA

NA

Airdrop With Seats Rigged

Varies 1

Varies 1

NA

NA

26

NA

Airdrop Without Seats Rigged

Varies 1

Varies 1

NA

NA

NA

NA

Airdrop Maximum HE Weight

35,000 lb

35,000 lb

NA

NA

NA

NA

12 Bundles 34,000 lb Total Weight

16 Bundles 34,000 lb Total Weight

NA

NA

2 Bundles 5,000 lb Total Weight

NA

4 Bundles Total Weight of 6,667 lb Not to Exceed 2,200 lb Dropped Per Pass

4 Bundles Total Weight of 6,667 lb Not to Exceed 2,200 lb Dropped Per Pass

NA

NA

NA

NA

59

77

NA

NA

34

NA

Varies

Varies

NA

NA

Varies

NA

Litters

30

57

NA

NA

16

NA

Pallets

5

6

NA

NA

1

NA

Airdrop Maximum HE Weight Airdrop Maximum CDS Bundles/ Weight

Airdrop Maximum HSLLADS/ CRS

Airdrop Maximum CDS Bundles/ Weight

Airdrop Maximum HSLLADS/ CRS

Airland With Seats Rigged Airland (Floor Loaded)

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FM 3-05.210

Table 8-2. Aircraft Capabilities (Continued) MC-130E

MC-130H

AC-130H

AC-130U

MC-130P*

EC-130E

CRRC

4 on 2 Platforms and 20 Parachutists 2

4 on 2 Platforms and 20 Parachutists 2

NA

NA

NA

NA

Door Bundles

2 Bundles Per Pass Not to Exceed 500 lb

2 Bundles Per Pass Not to Exceed 500 lb

NA

NA

2 Bundles Per Pass Not to Exceed 500 lb

NA

250 KIAS

271 KIAS

250 KIAS

271 KIAS

250 KIAS

250 KIAS

Planning Airspeed for Deployment (High Level)

270 Knots True Airspeed (KTAS)

290 KTAS

240 KTAS

245 KTAS

300 KTAS

270 KTAS

Planning Airspeed for Deployment (Low Level)

230 Ground Speed (GS)

230 GS

NA

NA

230 GS

NA

Maximum GW 3

155,000 lb

155,000 lb

155,000 lb

155,000 lb

155,000 lb

155,000 lb

Aircraft Weight Empty

100,000 lb

95,000 lb

115,000 lb

111,000 lb

87,000 lb

NA

Sea Level (SL), 15oC

Sea Level (SL), 35oC

154,000 Dry

140,000 Dry

150,000 Wet

137,000 Wet

4,000 ft, 15oC

4,000 ft, 35oC

133,000 Dry

120,000 Dry

129,000 Wet

117,000 Wet

SL, 15oC

SL, 15oC

SL, 15oC

SL, 15oC

4,950 Dry

4,950 Dry

5,150 Dry

5,150 Dry

4,950 Dry

5,150 Dry

5,200 Wet

5,200 Wet

5,400 Wet

5,400 Wet

5,200 Wet

5,400 Wet

SL, 15oC

SL, 35oC

SL, 35oC

SL, 35oC

SL, 35oC

SL, 35oC

6,150 Dry

6,150 Dry

6,450 Dry

6,450 Dry

6,150 Dry

6,450 Dry

6,500 Wet

6,500 Wet

6,800 Wet

6,800 Wet

6,500 Wet

6,800 Wet

Maximum Airspeed

Maximum Effort Takeoff GW (Using a 3,000-ft Runway) (Dry/Wet) 4

Normal Takeoff Runway Distance Required (Maximum Weight) (Dry/Wet) 4

SL, 15oC 154,000 Dry 150,000 Wet NA

NA

NA 4,000 ft, 35oC 120,000 Dry 117,000 Wet SL, 15oC

SL, 15oC

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FM 3-05.210

Table 8-2. Aircraft Capabilities (Continued)

Normal Landing Runway Distance Required (Maximum Weight) (Dry/Wet) 4, 5 Maximum Effort Landing Runway Distance Required (130,000 lb) (Dry/Wet) 4 Endurance (hr)/Range (NM) + 20-Min Reserve. Main tanks Only, Maximum GW Endurance (hr)/Range (NM) + 20-Min Reserve. Main and Internal Aux Tanks Maximum GW Endurance (hr)/Range (NM) + 20-Min Reserve. Maximum Onboard Fuel, Maximum GW

MC-130E

MC-130H

AC-130H

AC-130U

MC-130P*

EC-130E

SL, 15oC

SL, 15oC

SL, 15oC

SL, 15oC

SL, 15oC

SL, 15oC

6,700 Dry

6,700 Dry

6,450 Dry

6,450 Dry

6,700 Dry

6,450 Dry

7,850 Wet

7,850 Wet

7,400 Wet

7,400 Wet

7,850 Wet

7,400 Wet

SL, 35oC

SL, 35oC

SL, 35oC

SL, 35oC

SL, 35oC

SL, 35oC

7,450 Dry

7,450 Dry

7,200 Dry

7,200 Dry

7,450 Dry

7,200 Dry

8,600 Wet

8,600 Wet

8,350 Wet

8,350 Wet

8,600 Wet

8,350 Wet

SL, 15oC

SL, 15oC

1,900 Dry

1,900 Dry

2,550 Wet

2,550 Wet

SL, 35oC

SL, 35oC

2,050 Dry

2,050 Dry

2,250 Dry

2,700 Wet

2,700 Wet

2,900 Wet

SL, 15oC 1,900 Dry 2,550 Wet NA

4 hr 1,000 NM NA

NA

With 1 hr Reserve

NA

4,000, 35oC

NA

3 hr 790 NM

NA

NA

5 hr 1,224 NM

NA

NA

5 hr 45 min NA

NA

1,265 NM Average

8 hr 30 min NA

NA

1,705 NM With 1 hr Reserve

11 hr 2,607 NM

NA

5 hr 30 Min 1,485 NM Average

*Information is based on normal configuration of one Benson Tank. NOTES: 1 Personnel numbers will vary with size of troops and actual equipment carried. Floor loading may be used

when standard seating configuration cannot be used because of mission requirements. 2 Applies only if breakaway static lines are used, otherwise reduce number of parachutists by one for each

platform to be dropped.

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FM 3-05.210

Table 8-2. Aircraft Capabilities (Continued) 3 Mission planners use 155,000 ft for planning purposes. Emergency war planning (EWP) weight is 175,000

lb, but needs Commander, AFSOC or HQ, AFSOC waiver. 4 Distances will increase with less than optimum conditions (wet, ice, high crosswinds, and so on), and NVG

require an additional 1,000 ft above the distance required when not using NVG. 5 Distances are for aircraft using 0% flaps, which requires the longest landing distance.

Table 8-3. Aircraft Communication Capabilities MC-130E

MC-130H

AC-130H

AC-130U

MC-130P

EC-130E

UHF Voice/Data Secure Voice/Data

Yes/Yes

Yes/Yes

Yes/No

Yes/No

Yes/No

Yes/No

Yes/Yes

Yes/Yes

Yes/No

Yes/No

Yes/No

Yes/No

VHF-AM Voice/Data Secure Voice/Data

Yes/Yes

Yes/Yes

Yes/No

Yes/No

Yes/No

Yes/No

Yes/Yes

Yes/Yes

Yes/No

Yes/No

Yes/No

Yes/No

VHF-FM Voice/Data Secure Voice/Data

Yes/Yes

Yes/Yes

Yes/No

Yes/No

Yes/No

Yes/No

Yes/Yes

Yes/Yes

Yes/No

Yes/No

Yes/No

Yes/No

HF-AM Voice/Data Secure Voice/Data

Yes/Yes

Yes/Yes

Yes/No

Yes/No

Yes/No

Yes/No

Yes/No

Yes/No

Yes/No

Yes/No

Yes/No

Yes/No

SATCOM Voice/Data Secure Voice/Data

Yes/Yes

Yes/Yes

Yes/No

Yes/No

Yes/No

Yes/Yes

Yes/Yes

Yes/No

Secure Voice Only

Yes/No

Yes/No

Yes

Yes

Yes

Yes

Yes

Yes

Havequick

Yes

Yes

No

Yes

Yes

Yes

Saber

No

No

Yes

No

No

No

Emergency Locator Transmitter

Table 8-4. Aircraft Navigation Capabilities MC-130E

MC-130H

AC-130H

AC-130U

MC-130P

EC-130E

GPS

Yes

Yes

Yes

Yes

Yes

No

LORAN

No

No

No

No

No

No

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FM 3-05.210

Table 8-4. Aircraft Navigation Capabilities (Continued) MC-130E

MC-130H

AC-130H

AC-130U

MC-130P

EC-130E

VOR/ Distance Measuring Equipment (DME)

Yes (2)

Yes (2)

Yes

Yes

Yes

Yes

TACAN

Yes (2)

Yes (2)

Yes

Yes

Yes

Yes

ILS

Yes (2)

Yes (2)

Yes

Yes

Yes

Yes

Internal Navigational Units

Yes (2)

Yes (2)

Yes

Yes

No

NA

Mission Computers

Yes (2)

Yes (2)

No

No

No

NA

No

No

No

No

No

Yes

Self-Contained Navigation System (SCNS) and ADF

Table 8-5. Additional Capabilities MC-130E AN/APQ-112(V) 8 Multimode Radar System In-Flight Refueling

MC-130H

AC-130H

AC-130U

MC-130P

EC-130E

Yes

No

No

No

No

Yes

Yes

Yes

Yes

Yes

Yes

No

AC-130H SPECTRE GUNSHIPS 8-18. The AC-130H provides precision fire and other support for SOF and general-purpose forces, including CAS, armed reconnaissance, interdiction, escort convoy or helicopter, surveillance, and search and rescue. The AC-130H is equipped with the following: • Side-firing 105-mm howitzer. • 40-mm cannon. • Twin 20-mm Gattling guns. • Fire control computers. • ECM. • All-weather targeting. • Extensive navigation and sensor suites.

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FM 3-05.210

AC-130U SPOOKY GUNSHIPS 8-19. The AC-130U provides precision fire and other support for SOF and general-purpose forces, including CAS, armed reconnaissance, interdiction, escort convoy or helicopter, surveillance, and search and rescue. The AC-130U is equipped with the following: • Side-firing 105-mm howitzer. • 40-mm cannon. • 25-mm Gattling gun. • Fire control computers. • ECM. • All-weather targeting. • Extensive navigation and sensor suites.

MC-130E COMBAT TALON 8-20. The MC-130E provides low-level, long-range, night, single-ship, or formation refueling of SOF rotary-wing aircraft and infiltration, exfiltration, or resupply of SOF via airland or airdrop. The MC-130E is equipped with the following: • Aerial refueling system, which extends its range. • Terrain-following or terrain avoidance radar. • Precision navigation and defensive suite.

MC-130H COMBAT TALON II 8-21. The MC-130H provides low-level, long-range, night, single-ship or formation infiltration, exfiltration, or resupply of SOF via airland or airdrop. The MC-130 H is equipped with the following: • Aerial refueling system, which extends its range. • Terrain-following and terrain-avoidance radar. • Precision navigation and defensive suite.

MC-130P COMBAT SHADOW 8-22. The MC-130P provides low-level, long-range, night, single-ship or formation refueling of SOF rotary-wing aircraft and limited infiltration, exfiltration, or resupply of SOF via airland or airdrop. The MC-130P is equipped with the following: • An aerial refueling system, which extends its range. • Enhanced navigation. • Defensive avionics and threat warning systems.

EC-130E COMMANDO SOLO 8-23. The EC-130E (CS) provides broadcasting capabilities primarily for PSYOP missions, supports disaster relief operations, and performs communications jamming in military spectrum and intelligence gathering. The capabilities of the EC-130E include reception, analysis, and transmission of various electronic signals to exploit electronic spectrum for maximum

8-11

FM 3-05.210

battlefield advantage. Secondary capabilities include jamming, deception, and manipulation techniques. Broadcasts in frequency spectrums include AM/FM radio, shortwave, television, and military command, control and communications channels. CV-22 OSPREY 8-24. The CV-22 is a multi-engine, dual-piloted, self-deployable, medium-lift, advanced vertical and/or short takeoff and landing (V/STOL) aircraft. The CV-22 conducts SOF missions worldwide. The capabilities of the CV-22 include low-visibility, clandestine penetration of medium- to high-threat environments employing terrain-following and terrain-avoidance radar, robust self-defense avionics, and secure, antijam, redundant communications used by C2 and ground forces. The CV-22 will be fully capable of operations in adverse weather (day or night), in all climates worldwide, and in a variety of conventional and unconventional contingency or combat situations including NBC warfare conditions. The CV-22 will operate from main operating bases, austere forward operating locations, and aircraft-capable ships. It is air-refuelable from C-130s, KC-135s, and KC-10s. MH-53J PAVELOW III 8-25. The MH-53J provides medium- to long-range, low-level, day or night and adverse weather infiltration, exfiltration, or resupply of SOF and Pathfinder operations. Unique capabilities permit selected rescue and recovery missions. The capabilities of the MH-53J include the following: • Single-ship or formation infiltration, exfiltration, or resupply of SOF via airland. • Airdrop or alternate insertion and extraction procedures. • Extended range due to in-flight refueling. • Terrain-following and terrain-avoidance radar. • Precision navigation • Armor protective systems. • EW suite and complete shipboard compatibility.

MH-60G PAVEHAWK 8-26. The MH-60G provides medium-range, low-level, day or night infiltration, exfiltration, or resupply of SOF. Unique capabilities permit selected rescue and recovery missions. The capabilities of the MH-60G include the following: • Single-ship or formation infiltration, exfiltration, or resupply of SOF via airland, airdrop, or alternate insertion or extraction procedures. • Extended range due to in-flight refueling. • Precision navigation. • Armor protective systems. • Defensive avionics and threat warning systems. • Complete shipboard compatibility.

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FM 3-05.210

COMBAT AVIATION ADVISORY TEAMS 8-27. Combat aviation advisory teams provide the unique capabilities for training and advising host nation forces in every theater under FID, CS, and UW mission areas. Capabilities include light- to medium-airlift operations of low-level, day and night, single-ship or formation infiltration, exfiltration, or resupply of forces via airland or airdrop. Fighter capabilities include air intercept and CAS operations. Helicopter capabilities include low-level, day or night single-ship or formation infiltration, exfiltration, or resupply of forces via airland, airdrop, or alternate insertion and extraction procedures and land and water CSAR. In support of these air operations, the teams are capable of working the following: • All maintenance and logistics for the different airframe types. • Air base defense, intelligence, pararescue and combat control unique capabilities. Mission oversight capabilities include all joint air operations center (JAOC) activities.

SPECIAL TACTICS FORCES 8-28. Special tactics forces are ground combat forces assigned to AFSOC. Special tactics forces consist of combat control, pararescue, and combat weather personnel who are uniquely organized, trained, and equipped to establish and control the air-ground interface and provide airman skills in the objective area. Functions of the special tactics forces include the following: • Assault zone assessment, establishment, and control. • Trauma medical treatment and personnel recovery. • SO terminal attack control. • Tactical weather observation and forecasting. • Deploy with air and joint ground forces in the execution of DA, CT, FID, HA, SR, austere airfield operations missions, and CSAR. • Conduct tactical assault zone survey, and position and monitor terminal NAVAIDs. • Provide long-range, secure C2 communications. • Remove obstacles with demolitions. • Gather and report ground intelligence. • Conduct sensitive recovery operations and casualty transload and evacuation operations. • Generate mission-tailored forecasts. • Determine the impacts of meteorological and oceanographic conditions on current and planned operations. • Deploy into SO areas to collect weather intelligence, to train and equip host nation military and guerrilla forces to take weather observations, and to set up remote weather networks.

8-13

FM 3-05.210

MC-130E COMBAT TALON I AND MC-130H COMBAT TALON II 8-29. The MC-130E Combat Talon (Figure 8-1) aircraft is required to support the range of activities from crisis response to wartime commitment in the SO mission. The mission of the Combat Talon is to conduct day and night infiltration, exfiltration, resupply, PSYOP, and aerial reconnaissance into hostile territory using airland or airdrop. Combat Talons are capable of inflight refueling, giving it an extended range. The Combat Talon I is capable of aerial refueling specially modified helicopters for extended helicopter operations. The MC-130 missions may be accomplished either single-ship or in concert with other SO assets in varying multi-aircraft scenarios. The MC-130s are capable of airlanding and airdropping personnel and equipment on austere, marked, and unmarked LZs or DZs, day or night. MC-130 missions may require overt, clandestine, or low-visibility operations. The MC-13CE and MC-130H are Type I aircraft.

Figure 8-1. MC-130E

EQUIPMENT 8-30. The standard MC-130E has the equipment listed below. Aircraft configurations may vary. • Terrain-following and terrain-avoidance radar. • Precision ground mapping radar. • Precision navigation system (inertial navigation system [INS], Doppler, and GPS). • Automatic CARP. • ECM. • Infrared countermeasures (IRCM). • HSLLADS. • CRS. • Ground-to-air responder interrogator (GAR/I).

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FM 3-05.210

• In-flight refueling, receiver operations. • Secure voice HF, UHF, VHF-FM, and SATCOM radios. • FLIR. • Helicopter refueling, tanker operations. • Internal fuel tanks (Benson tanks).

GENERAL PLANNING FACTORS 8-31. Mission planners should consider the following factors: • Infiltration and exfiltration:

ƒFor static-line low-altitude airdrops, pilot flies aircraft at 130 knots and 500 feet (minimum) AGL. Combination drops are static-line drops along with CRSs. For combination drops, troops exit from the ramp immediately after ejection of equipment from the ramp. ƒWhen a free-fall is planned before parachute opening, HALO airdrops are made above an altitude of 5,000 AGL. The navigator will determine the HARP. HAHO airdrops normally occur at an altitude above 10,000 feet AGL, but with no free-fall, to travel large distances. Airspeed for HALO and HAHO is 130 KIAS. For drops above 18,000 feet, a physiological training technician must accompany the flight. ƒMinimum runway length is takeoff and landing roll, plus 152 meters (about 914 meters). Minimum runway width is 18 meters. NVG operations require a runway at least 1,158 meters long and 18 meters wide. ƒA CRRC can be airdropped using low-level procedures (800 feet AGL minimum). The CRRC weighs about 2,500 pounds and is 180 inches by 75 inches. Nineteen parachutists can be airdropped along with one CRRC or eighteen parachutists with two CRRCs. This combination is due to the number of static lines per pass. • Resupply:

ƒHSLLADS is the primary method of low-level (250 feet AGL minimum) resupply, since it minimizes risk to the aircraft and aircrew and avoids compromise of the DZ. The HSLLADS airdrop occurs at a maximum airspeed of 250 knots. Automatic CARP or special sight procedures (marked point of impact) are used to determine the RP. High-speed containers must weigh between 250 to 600 pounds each. Four containers may be dropped on one pass, providing the total weight does not exceed 2,200 pounds. ƒCRS is used for low-level (minimum 500 feet AGL), low-speed (130 knots) gravity drops. The CRS is employed to airdrop A-series containers. A total CRS weight not to exceed 6,667 pounds may be dropped on a single pass. A CRS combination drop allows parachutists and bundles to be dropped. Parachutists exit the aircraft from the ramp after the load exits. ƒA door bundle is a container weighing less than 500 pounds, and personnel release it from the jump door or off the ramp. Load

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dimensions must be 48 inches by 30 inches by 66 inches or less. When dropping a door bundle with parachutists, the door bundle will be the first object to exit the aircraft. When dropping a door bundle off the ramp, it must have a skid board on the bottom of the load and personnel use the intermediate roller conveyers. When dropping a bundle from the aircraft ramp, personnel rig a breakaway parachute to the bundle or rig a pilot chute in a T-10 bag. When dropping a bundle from the jump door, personnel rig a nonbreakaway parachute with a drogue parachute. • PSYOP conducted through leaflet drops. Psychological warfare units will supply necessary information, leaflets, and other materials, as required. • Aerial reconnaissance systems and training. Some aircrews have training to conduct visual reconnaissance (for example, sea surveillance). A portable camera system may be mounted on the Combat Talon aircraft. This system provides a limited daylight photo capability for use in a low-threat environment. A portable video tape recorder can also be used to tape video from the FLIR. This provides a limited night photo capability.

PERFORMANCE CONSIDERATIONS 8-32. Mission planners consider the following factors when planning the use of SO aircraft to support a mission: • Aircraft range depends upon several factors, including configuration, payload, length of time spent low level, en route winds, and weather. For planning purposes, range of aircraft (without refueling, 2 hours low level) is 2,300 NMs. Only crew duty day limitations and availability of tanker support limit the range of aircraft capable of in-flight refueling. • Mission duration will depend on aircraft basing location, aircraft configuration, crew composition, target location, availability of tanker support, and routing required for successful mission accomplishment. • For a basic crew, their duty day is 16 hours, providing no tactical events occur after 12 hours and no refueling occurs after 14 hours. • For an augmented crew, their duty day is 20 hours, providing no tactical events occur after 16 hours and no air refueling occurs after 18 hours. • Normal fuel load for takeoff will not exceed 55,000 pounds for JP8 or its equivalent. • Normal takeoff GW will not exceed 155,000 pounds. However, GWs up to 175,000 pounds can be employed with a waiver. Empty aircraft weight varies from 95,000 to 100,000 pounds, depending on aircraft configuration.

AC-130H SPECTRE GUNSHIP AND AC-130U SPOOKY GUNSHIP 8-33. The AC-130 (Figures 8-2 and 8-3, page 8-17) is a C-130 modified with gun systems, electronic and electro-optical sensors, fire control systems, enhanced navigation systems, sophisticated communications, defensive systems, and in-flight refueling capability. These systems give the gunship crew the capability to acquire and identify targets day or night, coordinate

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with ground forces and C2 agencies, and deliver surgical firepower in support of conventional and SO missions. The AC-130 is a Type III aircraft. Further information, in a classified format, is contained in the AC-130H and AC-130U tactics manuals.

Figure 8-2. AC-130H

Figure 8-3. AC-130U

SPECIFIC EMPLOYMENT 8-34. The gunship has many capabilities and uses but CAS is the primary mission of the AC-130. It is best suited for this mission and has the unique capability to deliver ordnance extremely close to friendly forces in a troops-incontact situation. Other missions that the gunship can be used for are as follows: • Interdiction. The gunship is best suited to strike small targets in a permissive environment. The accuracy of the gunship, low-yield

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munitions, and target ID capability reduce the risk of collateral damage. Because many high-value interdiction targets are well defended, the gunship may be unsuitable or unable to engage them. Also, the gunship lacks great hitting power and area coverage capability, which limits the potential for damage to hardened targets or large area targets. • Armed reconnaissance. The gunship is well suited to search lines of communication. Capabilities are similar to those for interdiction. The narrow field of view of the sensors limits the ability of the gunship to search large areas. The time required to perform armed reconnaissance must be considered with respect to the threat and terrain. The limitations associated with interdiction apply. • Specialized missions. Point defense, convoy, naval, and helicopter escort and vectoring are versions of CAS. The AC-130 can provide surveillance and limited protection of friendly forces from enemy ambush, but must maintain communications with escort commander. Mission planning should include a prebriefed route, en route checkpoints, and communications nets. Ground parties using electronic beacons greatly aid in force vectoring. • Forward air controller (FAC). The AC-130 can control fighter aircraft. The FAC and mission commander conduct a joint prebriefing of each mission. Communication between aircraft is essential. The AC-130 can mark a target with the laser target designator (code 1688 only with the AC-130H) or by “sparkling” the target with gunfire. Also, the gunship can provide offsets from visible terrain features, sound markers, or easily distinguished features in the area.

CREW QUALIFICATIONS 8-35. Mission crew size is 14 personnel (13 on the AC-130U). The augmented crew size is 18 personnel (17 on the AC-130U). The basic crew consists of the pilot, copilot, navigator, fire control officer (FCO), electronic warfare officer (EWO), engineer, loadmaster, television (TV) sensor operator, infrared sensor operator, and five gunners (four on the AC-130U). Selected crews are qualified in NVG low-level missions. EQUIPMENT 8-36. To perform the various gunship missions, the MC-130 has the equipment listed below. Aircraft configurations may vary. • Dual fire control computers. • Enhanced navigation system (dual INS, GPS, and Doppler). • Secure communications: two HF, two VHF AY-1FM, two UHF, and SATCOM data burst. • In-flight refueling. • Low-light-level television (LLLTV) with laser (AC-130H). • Illuminator. • All-light-level television (ALLTV) with laser illuminator (AC-130U).

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• Infrared detection set (IDS). • ASD-5 Black Crow (BC) direction-finding set (AC-130H). • APQ-150 beacon tracking radar (BTR) (AC-130H). • APQ-180 strike radar (AC-130U). • Two fixed 20-mm cannons (AC-130H). • 25-mm cannon, trainable (AC-130U). • 40-mm Bofors automatic cannon, trainable. • 105-mm cannon, trainable. • Battle damage assessment (BDA) record.

Fire Control Computers 8-37. Fire control computers resolve all variables to complete fire control solutions. They can store preselected targets and sensor sight line targets. Both aircraft have two computers to provide redundancy. Additionally, the AC-130U has two separate fire control channels. This allows independent targeting for dual target attack (DTA). The aircrew can use a DTA against two separate targets or deliver maximum ordnance on a single target by allocating an individual sensor and gun to each fire control channel. The aircrew can use DTA with one sensor and two guns on the same target. For dual target engagements where targets are more than about 800 meters apart, the aircrew may not be able to engage targets during all portions of the orbit. A live-fire boresight area is required before firing near friendly forces. Employment altitude depends on terrain, threat environment, and weather. Navigation 8-38. Navigation aids include two TACANs and VORs, the GPS, dual INS, and Doppler feed into a Kalman filter that produces excellent navigational accuracy. Additionally, the navigation computers can store targets and navigation points. Communications Radios 8-39. Two HF, three (two for the AC-130U) VHF AM/FM, two UHF, and one SATCOM. Secure voice is available for HF (KY-75), VHF, UHF, and SATCOM (KY-58). Both UHF radios have Havequick II. Sensors 8-40. Electro-optical and visual sensors require VMC. The TV and IR systems degrade during thermal crossover. All images in the aircraft are black and white. The ability to acquire and identify a given target depends on the size of the target, slant range, target contrast with the environment, weather conditions, and sensor or FCO proficiency. Normally, a crew can detect a vehicle-size target from 18,000 feet AGL. Sensors include: • LLLTV (AC-130H). The LLLTV can be used in extremely low light, below about 30 percent illumination, with gated laser illuminator (GLINT). The GLINT is normally used only in a permissive environment. The LLLTV has a wide and narrow field of view (FOV).

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The narrow FOV magnification is about 25 to 1. This gives an FOV of about 70 meters at 6,000 feet AGL, 8,000 feet slant range. • ALLTV (AC-130U). The ALLTV also uses a laser illuminator. The ALLTV has a wide, medium, and narrow FOV. The narrow FOV magnification is about 30 to 1. • IDS. Both aircraft use the AAQ-17 IDS, which requires no visible light. The AC-130H has an improved version designated the AAQ-17E. This system has a wide and narrow FOV. The narrow FOV of the AAQ-17E magnification is about 30 to 1.

8-41. Gunships have a limited capability to deliver firepower under conditions of low ceilings and/or poor visibility. The APQ-150 BTR and ASD-5 BC give the AC-130H a limited all-weather capability. The APQ-180 strike radar gives the AC-130U a good capability against radar-significant targets, including those marked by beacon. This enables the AC-130U to have the capability to shoot through clouds. For beacon offsets with either aircraft, a ground controller must be present to correct the ordnance of the gunship for target, range, and magnetic bearing from the location of the beacon. The systems tend to be more accurate with shorter offset distances. Defensive Equipment 8-42. The AC-130 is equipped with a variety of defensive equipment. Though some basic differences exist between the AC-130H and AC-130U, both aircraft are equipped with essentially the same capabilities. Table 8-6 shows the current equipment. All defensive equipment on the gunship is designed to defeat a single engagement, but not allow prolonged exposure to a threat. The primary means of survival is mission planning to avoid a threat envelope—by circumnavigation or by altitude separation. The AC-130H and AC-130U tactics manuals list the threat environments against which the gunship can be employed. The specific capability of defensive systems and tactics against a given threat is classified. Further, risk assessment decisions are a complex balance of mission priority, available options, threat system, proficiency of the threat system operators, and weather conditions. Therefore, a list of the probability of survival against a specific threat is inappropriate. The crew tasked to fly a mission, additional planners, and intelligence support provide the best vehicle to determine the probability of survival and mission success. Table 8-6. AC-130 Defensive Equipment Radar Warning

ALR-69/A1R-56M (AC-130U), QRC 84-05

ECM

ALQ-131 Pods/ALQ-172 (H Model After FY 01)

Chaff Dispensers (10)

ALE-40

Flare Dispensers (8)

ALE-40

IRCM

ALQ-84-02A, Engine Heat Shield

Missile Warning

AAR-44

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8-43. Gun selection depends on target type and damage desired. There are four basic target categories—soft area, soft point, hardened area, and hardened point (Table 8-7). Table 8-8 depicts the basic ammunition load for the gunships. Following are weapons and the target category for which they are used. • 20-mm. Used for soft area targets from altitudes of 3,000 to 7,500 feet AGL. The standard load is 3,000 rounds high-explosive incendiary (HEI). • 25-mm. Used for soft area and point targets from 3,000 to 15,000 feet AGL. The standard load is 3,000 rounds HEI. • 40-mm. Used against soft area and point targets from altitudes of 4,500 to 15,000 feet AGL. The standard load is 256 rounds HEI. • 105-mm. Used for soft and hardened area targets and soft point targets from altitudes of 4,500 to 18,000 feet AGL. The standard load is 100 rounds HE (fuzes include the FMU-153 hardened improved penetrator [HIP], M-732 proximity, and a standard M-557 point-detonating) and white phosphorus mix.

Table 8-7. AC-130 Target Categories Category

Area Target

Point Target

Soft Targets

Troops in the Open, Area Suppression

Unarmored Vehicles, Antiaircraft Artillery Pieces

Hardened Targets

Concrete Buildings

Armored Personnel Carrier, Light Armor

Table 8-8. AC-130 Ammunition Loads LOAD

AC-130H

Training Load

Maximum Ammunition Load

AC-130U

2,000 Rounds 20-mm

3,000 Rounds 25-mm

96 Rounds 40-mm

256 Rounds 40-mm

20 Rounds 105-mm

100 Rounds 105-mm

3,000 Rounds 20-mm

3,000 Rounds 25-mm

256 Rounds 40-mm

256 Rounds 40-mm

100 Rounds 105-mm

100 Rounds 105-mm

GROUND MARKING EQUIPMENT 8-44. Ground marking equipment used with the AC-130 gunships includes beacons and visual ground markings. Beacons 8-45. The two electronic sensors on the AC-130H, the APQ-150 BTR, and the ASD-5 BC and the APQ-180 strike radar on the AC-130U work with several types of beacons. Gunship crews are proficient in beacon use. Actual offset

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firing with friendly forces at the beacon location is not recommended in training situations. • Radar beacons used with the BTR (AC-130H) and strike radar (AC-130U):

ƒPPN-I9 (I-band, codes B and G only). ƒSST-181X (codes 1 through 10). • PRD-7880 selectable strike beacon single sideband/tactical electromagnetic ignition generator (TEMIG) used with the AC-130H BC only.

Visual Marking Methods 8-46. The following methods work to mark a position for either the IR or TV sensors. • Lights. A standard survival strobe light with an IR filter can be used with the LLLTV or ALLTV. Also, flashlights, vehicle lights, chemical lights, tracer fire, and so on work with the TV sensors. Positive identification can be made by turning one or more lights off and on in response to radio instructions from the aircrew. • Heat sources. Heat sources such as meals ready to eat (MREs), heaters, stoves, and so on can normally be identified by the IDS.

PERFORMANCE CONSIDERATIONS 8-47. Mission planners must consider the following factors when using AC-130 gunships to support operations: • AC-130 takeoff and high-altitude performance are marginal at highpressure attitudes and high GWs. • Ferry range is about 1,000 NMs, at 245 KIAS with ammunition and no in-flight refueling. Fuel burn is about 6,000 pounds per hour; 7,000 pounds per hour at low level. Fuel load is contingent on number of crew, ammunition load, and mission configuration. • Normal maximum GW is 155,000 pounds. Operations with GW of 155,000 to 175,000 pounds require a waiver. • Required crew rest is 12 hours. Basic crew day is 16 hours, 12 hours tactical. Augmented crew day is 18 hours, 16 hours tactical. Waivers are required to exceed these limits.

8-48. Normal mission profiles are as follows: • Takeoff or sensor alignment: 0.5 hour. • En route or TOT, including return to base: 4 hours. • Descent and landing: 0.5 hour.

MC-130P COMBAT SHADOW 8-49. The mission of the MC-130P, formerly known as the HC-130P/N, is clandestine formation or single-ship intrusion of hostile territory to provide aerial refueling of SO helicopters and the infiltration, exfiltration, and resupply of SOF by airdrop or airland operations. To perform these missions,

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the primary emphasis is on NVG operations. The MC-130P is a Type III aircraft (Figure 8-4). The following paragraphs are not meant to be allinclusive of the capabilities of the MC-130P. • The aircraft was originally modified for CSAR. It maintains most of its rescue capability. High-intensity parachute flares, various smokeproducing pyrotechnics, and sea dye are still carried aboard this aircraft for helicopter overwater escort and rescue. • Some aircraft have been modified with the universal air refueling receptacle slipway installation (UARRSI) system for in-flight refueling as a receiver and all have the SCNS. These modifications greatly increase the range and navigational accuracy of the MC-130P. The aircraft normally carries eight crew members. Depending on mission profile and duration, additional crew members are carried. The crew members are NVG-qualified. Although no continuation training is performed, all crew members are considered qualified in CSAR. The special qualifications are HARP airdrop, NVG landings, and in-flight refueling. • The aircraft has a radar-warning receiver, flares and chaff for diverting enemy missiles from the aircraft. No active jamming capability exists. • Depending upon the enemy threat, navigation is accomplished through visual and electronic means or visual means only. • Aircraft tactical missions require VMC. Weather minimums for lowlevel missions are a ceiling of 1,500 feet and a visibility of 3 miles.

Figure 8-4. MC-130P Refueling Two MH-53Js

8-50. Comprehensive mission employment information can be obtained in a classified format in the MC-130P tactics manuals.

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EQUIPMENT 8-51. The following equipment is installed on the MC-130P: • In-flight refueling system for helicopters. • Internal fuel tanks (Benson tanks). • Airborne radar (APN-59E). • SCNS. • Radar warning receiver (ALR-69). • Chaff and flare dispensers (ALE-40). • Missile warning system (AAR-44). • FLIR (AAQ-17). • Secure speech (KY 58/75) UHF, VHF, VHF-FM, HF, and SATCOM. • Havequick II radios. • NVG (ANVIS-VI and 4949). • Digital data burst. • NVG heads-up display.

SPECIFIC EMPLOYMENT 8-52. MC-130P is employed according to the considerations discussed in the following paragraphs. Low Level 8-53. The MC-130P employs night tactical operations (NTO) procedures. The aircrew flies NTO missions in VMC by using NVG. The aircrew flies the mission profile at 500 feet AGL by using terrain masking. If necessary, the aircrew can fly the mission with minimal visual and electronic emissions. The range of the mission depends on several factors—length of time on the lowlevel route, en route weather, winds, and the air refueling offload requirements. The aircrew may fly portions of the profile at high altitude to minimize fuel consumption. To avoid enemy detection in a nonpermissive environment and get the aircraft to the objective area, the aircrew will use NTO procedures. Formation 8-54. The MC-130P normally flies a formation of aircraft to provide multiple simultaneous refueling of large helicopter formations. An airborne spare tanker is also a part of the formation. Aircraft are flown with 200 to 500 feet separation. Air Refueling 8-55. Air refueling is the primary mission of the MC-130P. The Combat Shadow can simultaneously refuel two helicopters from a single aircraft, which significantly decreases the time required to refuel helicopters. The aircrew uses NVG for night refueling.

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Airdrops 8-56. The MC-130P can airdrop personnel, bundles, CRRC, and CDS. The DZ PI must be marked. The marking can be overt or covert. The location, size, and marking of DZs must follow the guidelines in AFI 11-202, Volume 3, General Flight Rules. Personnel Drops 8-57. The MC-130P can be used for static-line and free-fall jumps as follows: • For static-line low-altitude airdrops, the aircraft flies at 130 KIAS at a minimum of 800 feet AGL. The number of jumpers dropped per pass depends on the static-line configuration. When using the Combat Shadow as a drop platform, the user must coordinate the number of jumpers so that the aircrew can properly configure aircraft. • HALO airdrops occur above 5,000 feet AGL where a free-fall is planned before parachute opening. The navigator will determine the HARP. HAHO airdrops normally occur above 10,000 feet AGL and without a free-fall jump, which allows aircraft to travel large distances. Aircrews fly HALO and HAHO airdrops at 130 KIAS.

Equipment Drops 8-58. At very low altitudes, the aircrew directs parabundle and free-fall door bundle drops. The aircrew drops parabundles at 300 feet AGL with parachutes or 150 feet AGL without parachutes. Whether or not bundles have parachutes attached, the aircrew flies at 130 KIAS during the drops. Most MC-130Ps are configured for dropping CDS bundles. Good coordination is necessary so that the right crew qualifications and aircraft configurations are available. Airland 8-59. Infiltration and exfiltration may be conducted on overtly or covertly (IR) marked LZs. The SOF-modified aircraft are capable of blacked out (unmarked) NVG landings. LZs and lighting must conform to AFI 11-201, Flight Information. PLANNING CONSIDERATIONS 8-60. Three hours are required before takeoff for briefings, final planning, aircraft preflight checks, engine start, taxi, and takeoff. Most missions are 5 to 6 hours long, to include 3 to 4 hours of low-level flight. 8-61. Airland infiltration and exfiltration may be conducted on overt, covert, or unmarked (SOF aircraft) LZs. For airland operations, the LZ should be a hard surface. Runway length less than 1,158 meters for NVG landings will not be used. Minimum runway width is 18 meters. Minimum taxiway width is 9 meters. PLANNING FACTS 8-62. Basic crew duty day is 16 hours, providing no tactical events occur after 12 hours and no air refueling occurs after 14 hours. Crew duty day for an augmented crew is 20 hours, providing no tactical events occur after 16 hours and no air refueling occurs after 18 hours.

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EC-130E COMMANDO SOLO 8-63. The EC-130E (Figure 8-5) is an airborne electronic broadcasting system using four EC-130E Rivet Rider aircraft operated by the 193d SOW Pennsylvania Air National Guard. The 193d SOW is located at Harrisburg International Airport, Middletown, Pennsylvania. Its mission is to conduct PSYOP broadcasting in frequency spectrums including the standard AM/FM radio, television, shortwave, and military communications bands. The EC-130E is a Type IV aircraft. Comprehensive mission employment information of the EC-130E can be obtained in the tactics manual for this aircraft. This system may also be used to— • Support disaster assistance efforts by broadcasting public information and instruction for evacuation operations. • Provide temporary replacement for existing transmitters or expand their areas of coverage. • Support other requirements that involve radio and television broadcasting in its frequency range.

Figure 8-5. EC-130E

EQUIPMENT AND CAPABILITIES 8-64. The EC-130E has the following equipment: • Transmitters. Six transmitters cover the frequency range of 450 kilohertz (kHz) to 350 megahertz (MHz). These transmitters are capable of high output power and several modes of operation. Significant advantages of these transmitters are that users can adjust the parameters of the transmission to coincide with established telecommunication standards. Transmission frequencies can be discrete; transmissions will not interfere with adjacent frequencies or channels. • Transmitting antennas. The EC-130E uses nine fixed antennas for VHF transmissions and one length-adjustable trailing wire for the medium frequency (MF) and HF operations. The single trailing wire antenna limits the EC-130E to one transmission at a time in the MF or HF bands. Radiation patterns of all antennas show signal strength

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greatest at points broadside to the aircraft, and nulls in signal strength at points forward and aft of the aircraft. • Effective radiated power (ERP). The ERP of a specific transmission will depend on the combination of the power of the transmitter, line loss between the transmitter and antenna, and the efficiency and gain of the associated antenna. Commando Solo transmission line loss varies between 0 decibels (dB) and 1.5 dB. • Radio receivers. Eight radio receivers provide frequency coverage from 200 kHz to 1,000 MHz. In addition, four spectrum analyzers used to check transmission quality provide limited receiver capability. The associated antennas are omnidirectional in pattern; therefore, the receiver section does not have direction finding (DF) capabilities. Transmission near the receiver signal degrades reception. • Secure communications. Two KY-28 systems are installed. One system is for the flight crew ARC-164 radios and the second is for the mission crew ARC-164 and ARC-186 radios. The two ARC-164 radios assigned to the flight crew are equipped with the Havequick modification. • Secure teletype. One 100-word-per-minute, 75-band, kW-7 secure teletype is installed in the mission crew compartment. It is a simplex system.

PEACETIME OPERATIONS 8-65. The EC-130E is used in peacetime operations. The following paragraphs discuss peacetime operations using the EC-130E. Civil Action 8-66. EC-130E capabilities can support civil actions. The EC-130E broadcasts educational programs and telecasts, messages and speeches by government officials of friendly countries, and entertainment and cultural programs. Civi1 Disturbances 8-67. If rioters disrupt operations of local radio, or TV stations, either through destructive acts or by capture, the EC-130E can be employed to communicate to the affected community and appropriate authorities. Disaster Control 8-68. During disasters resulting from natural phenomena such as storms, floods, and earthquakes, Commando Solo can transmit on assigned civil defense frequencies and can provide vital communications links. Improvements 8-69. Four EC-130Es have undergone a modification program to increase survivability and capability in hostile environments, improve C2, and enhance navigational ability. The following modifications are now complete: • In-flight refueling (receiver). • New directional antennas and vertical trailing wire antenna. • New MF transmitter.

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• Worldwide color TV transmission capability. • Radar warning receiver (ALR-69). • IRCM. • SCNS. • Tactical secure voice (TSV) communications and ARC-190 HF radio. • Combined altitude radar altimeter (APN-232).

C-5/C-141/C-17 SOLL II 8-70. The C-5/C-141/C-17 SOLL II forces from the AMC are required to conduct clandestine formation or single-ship intrusion of hostile territory to provide highly reliable, self-contained, precision airdrop or airland drop of personnel and equipment. The assumed mission concept will be day or night, low-level, adverse weather, and without the use of external aids. Minimum lighting, minimum communications, deceptive course changes, and preplanned avoidance of enemy radar/air defenses and populated areas enhance mission success. The aircraft are well suited for many special operations applications because of their load-carrying capability, ability to operate into short runway operations (1,524 meters), and worldwide signature. These aircraft operate in a low-threat environment as defined by the tactics manual for these aircraft. SOLL CAPABILITIES 8-71. SOLL II crews consist of three pilots, two navigators, two loadmasters, and a flight engineer. The C-5 has four loadmasters. Aircrews use NVG for navigation, DZ acquisition, and airdrop. Night VMC routes may be flown at 500 feet above the highest obstruction within 3 NMs of route centerline. LZs will be appropriately marked with standard overt RCL markings. The C-5 and C-141 can accomplish blacked-out landings. Weather minimums are a ceiling of 1,500 feet and visibility of 3 miles for SOLL missions. EMPLOYMENT OPERATIONS 8-72. Because of OPSEC considerations, rapid-response requirements, and/or lack of suitable forward operating bases, many C-5, C-141, and C-17 SOLL II missions will require long-range employment flights. C2 communications are necessary and will be accomplished by secure SATCOM and line-of-sight radios. Mission planners select landfall points to minimize detection by hostile forces. Precise navigation positioning after extended overwater flights is required. On these long missions, it is imperative that aircrew and user fatigue are minimized. By minimizing aircrew and user fatigue, human errors are reduced during critical phases of the mission, such as the low-level portion and the objective area operations. Low-Level Infiltration or Exfiltration Operations 8-73. C-5/C-141/C-17 SOLL II forces are required to penetrate hostile or sensitive airspace under blacked out and/or adverse weather conditions without EW or ground control intercept (GCI) radar detection, either single-ship or in formation with other aircraft. The aircrew constructs low-level routes to

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minimize detection. Strict navigational tolerances and terrain avoidance capabilities are critical factors for mission success. C-5/C-141/C-17 SOLL II forces will fly the low-level route at as high an altitude as the threat and other detection factors will allow. Airdrop Operations 8-74. SOLL II forces will be used to conduct clandestine airdrops of personnel, supplies, and equipment into very small unmarked water and land DZs at night during blacked out and/or adverse weather conditions. These airdrops may be conducted either single-ship, in formation, or in concert with other aircraft. Aircrews may conduct drops at low altitudes (for example, 300 to 1,500 feet AGL) or from aircraft normal cruise altitude (for example, C-141 flight level of 350 feet). SOLL II airdrops are typically conducted in a nonpermissive ground threat environment and are required to navigate to a precision airborne RP without the assistance of external aids. Because of ground threats and various OPSEC considerations, multiple passes on a DZ are not acceptable and negatively affect mission success. Airdrops may be on unmarked DZs relying solely on visual ID of DZs with covert visual markings. Aircrews may conduct these airdrops with or without NVGs, depending on the ground tactical situation. During visual airdrops and while operating with NVGs, the pilots must be capable of independently determining aircraft attitude, airspeed, heading, and course deviations, and visual formation position. SOLL II crews are also required to conduct clandestine, single-pass, and low-altitude combination airdrops of small boats and personnel. Airland Operations 8-75. SOLL II forces are required to conduct self-contained precision approaches to minimum clandestinely prepared LZs under marginal weather conditions. While on final approach, SOLL II aircrews must be capable of independently determining if the LZ is clear of obstructions placed by hostile forces. Throughout the approach and especially during the critical final phase while using NVGs, both pilots must be capable independently of determining the following: • Aircraft barometric and radar altitude. • Indicated airspeed. • Ground speed. • Aircraft descent rate. • Heading. • Course deviations.

The pilots must perform the entire approach and landing without displaying any overt external lights. Ground Operations 8-76. SOLL II forces must be capable of safe, rapid, clandestine off-loading and onloading of personnel, equipment, vehicles, and other cargo without displaying any overt lights. Depending on the mission, SOLL II forces may conduct blacked out hot refueling operations with other aircraft.

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8-77. The nature of the missions listed above results in the SOLL II mission being highly dependent upon accurate, complete, all-source, real-time intelligence. The prudent use of complementary assets such as Airborne Warning and Control System (AWACS), Compass Call, or Wild Weasel may improve the chance of mission success.

CV-22 OSPREY 8-78. The proposed AFSOC CV-22 (Figure 8-6) is a variant of the USMC MV-22 tilt-rotor aircraft. It will provide USSOCOM with a long-range, vertical-lift penetration of politically or militarily denied areas to infiltrate, exfiltrate, and resupply SOF. The aircraft will support all USSOCOM core and collateral missions and the high-risk and high-payoff missions governed by Executive Order 12333, United States Intelligence Activities. 8-79. The CV-22 Osprey will replace the MH-53 Pavelow helicopter. The MH-53 Pavelow is no longer in production. Today, the MH-53 Pavelow cannot meet several SOF mission requirements, which restricts how SO mission planners can plan and execute missions. NOTE: Information on the characteristics and communications capabilities of the CV-22 Osprey will be provided later. AFSOC anticipates operational use of the CV-22 Osprey in 2006.

Figure 8-6. CV-22 Osprey

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MH-53J PAVELOW III 8-80. The primary mission of the MH-53J (Figure 8-7) is to conduct infiltrations, exfiltrations, resupply, airdrop, and heavy-lift sling operations over a wide range of environmental conditions. The aircraft can perform a variety of other missions, including shipboard operations, radar vectoring, and search and rescue. The MH-53J Pavelow helicopter is a night, adverseweather, SO weapon system. The MH-53J is modified with an enhanced navigation system and defensive systems. The aircraft is equipped with armor plating, dual flight controls, and redundant systems for increased survivability. With these modifications, crews can accomplish missions in a hostile environment at low altitude, during total darkness and/or adverse weather over all types of terrain with pinpoint navigational accuracy. The tactics manual for the Pavelow III indicates the Pavelow can be employed in medium- to high-threat environments. The tactics manual also provides guidance on comprehensive mission employment in formation.

Figure 8-7. MH-53J

EQUIPMENT 8-81. The electronic navigational system (ENS) provides a precise navigational capability that is essential for low-level, night, adverse weather operations. It consists of the following subsystems: • Control display unit (CDU). • Mission computer (MC). • Inertial navigation unit (INU). • GPS. • Video symbology display system (VSDS). • Bus interface unit (BIU). • Instrument data transmission system (IDTS).

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8-82. The ENS interfaces with other systems that enhance the navigational capabilities of the helicopter. They consist of the following: • The Doppler navigation system (AN/APN-221B) provides continuous Doppler-derived measurements of the velocity vector of the helicopter, continuous computation of present position, and worldwide navigational guidance. • The projected map display (PMD) (AN/ASN-99A) provides a moving map display showing a continuous, pictorial representation of the helicopter’s horizontal position and movement relative to the terrain. • The forward-looking terrain-following (TF) and terrain avoidance (TA) radar AN/APQ-158 is a multimode, J-band radar that provides the operators with radar video imagery of terrain features, other radarreflective targets, TF and TA, and air-to-ground range data. • The FLIR (AN/MQ-18) is a controllable IR surveillance system, which provides a TV video-type IR image of terrain features and ground or airborne objects of interest. The FLIR is a passive system and detects long wavelength, radiant IR energy emitted (naturally or artificially) by any object in daylight or darkness. • TACAN set (AN/ARN-118). • VOR/ILS. • Compass system.

8-83. Special equipment mounted on the MH-53J include the following: • Rescue hoist with a 600-pound capacity and about 240 feet of usable cable. • External cargo hook with a maximum capacity of 20,000 pounds. • Hover coupler. • Three IR illuminators.

8-84. The communication capabilities of the MH-53J consist of the following: • Secure UHF, VHF, FM, HF, and SATCOM radios. • Havequick II-capable UHF radio.

DEFENSIVE SYSTEMS 8-85. The MH-53J is equipped with the following defensive systems: • AN/ALR-69 radar warning receiver (RWR) system that provides audio and video alerts to the flight crew when the system detects threat radar systems. • AN/ALQ-157, an airborne IRCM system that protects the helicopter from specific types of heat-seeking missiles. • AN/ALQ-162, an ECM system, a continuous-wave radar receivertransmitter system that provides protection by means of ECM from unfriendly fire control radar. • AN/ALE-40 countermeasures dispenser system is a system that dispenses chaff and flare to deceive radar and IR guidance systems used with certain missile types.

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WEAPONS EMPLOYMENT 8-86. The MH-53J has three weapons stations: left window, right door, and ramp. Each station can mount either an XM-218 .50-caliber machine gun or 7.62-mm minigun. A crew member at each station manually operates the weapon. The aircrew uses the weapons for self-defense and enemy suppression. The helicopter was not designed for use as an attack gunship platform. However, the helicopter weapons can provide suppressive fire support for teams on the ground. The crew members are trained to fly L-attack, dog bone, and racetrack gun patterns for fire support missions. Weapons training during day and night missions is routine. GUN CONFIGURATION 8-87. The typical gun configuration is a minigun on the left and right station with a .50-caliber machine gun on the tail. The aircrew normally uses the minigun at a high rate of fire (2,000 to 4,000 rounds per minute) on soft targets and for troop suppression. The .50-caliber machine gun allows the aircrew to engage light armor and reinforced positions at greater ranges. The type of threat and mission requirements will determine the weapons configuration. 7.62-mm Minigun 8-88. The 7.62-mm minigun is air-cooled. It uses link-belt ammunition. It has a maximum effective range of 1,500 meters, with tracer burnout at 750 meters. It has an adjustable rate of fire of 2,000 or 4,000 rounds per minute. The crew members currently fire ball ammunition with a mix of four balls to one tracer (4:1), or a 9:1 mix to prevent NVGs shutdown on low-illumination nights. The ammunition complement without reloading is 3,000 rounds per weapon. .50-Caliber Machine Gun 8-89. The .50-caliber machine gun is air-cooled. It uses link-belt ammunition. It is mechanically operated and capable of firing 750 to 850 rounds per minute. The .50-caliber machine gun has a maximum effective range of 3,000 meters, with a tracer burnout of 1,500 meters. For actual employment, the mix changes to four armor-piercing incendiary and one armor-piercing incendiary tracer (APIT). Gunners feed ammunition into the gun from an 800-round capacity integrated ammunition handling system. The ammunition complement is 800 rounds for combat missions. PLANNING CONSIDERATIONS 8-90. Mission planners must consider the following factors when using MH-53Js: • Preparation time. Missions normally require 72 hours notice before execution. The crew needs about 3 hours for final planning, crew briefing, and run-up time before takeoff. • Transportation. A C-5 can transport two Pavelows. The preparation of the helicopter takes 12 hours and the buildup and functional flight test can take up to 72 hours. • Air refueling weather minimums. Minimum visibility for VMC rendezvous is 5 NMs. Minimum visibility for radar rendezvous is 1 NM.

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• Operational weather minimums. The MH-53J is capable of operating in total IMC and/or total darkness to and from remote sites. At the remote site, the chances of mission success increases greatly if operations are conducted in VMC conditions with a minimum 200-foot ceiling and 1/2mile visibility and 5 to 20 percent illumination. For air refueling operations, 500-foot ceilings (above air refueling altitude) and 1-mile visibility are preferred, for safety reasons. If the hover coupler is required for letdown from IMC, the maximum wind for this operation is 30 knots. The hover coupler is not required if weather is better than a 100-foot ceiling and 1/4-mile visibility. • Altitudes. Minimum refueling altitude is 1,000 feet AGL. For operational missions, refueling can be as low as 500 feet AGL. Minimum en route altitude is 50 feet. • Landing areas. Ground personnel survey landing areas. Landing areas should be a minimum of two rotor diameters (about 150 feet) large. • Aircrew composition. Six crew members are required for most training, exercise, or operational and contingency missions. Crew members include a pilot, a copilot, two flight engineers, and two aerial gunners. One of the flight engineers occupies the center cockpit seat. He runs the checklist and performs other cockpit duties. The other flight engineer is stationed at the right cargo door. He scans, operates the hoist, operates a minigun or .50-caliber machine gun, and performs cargo sling hookups. One aerial gunner is stationed at the left cargo window. He scans and operates a minigun or .50-caliber machine gun. The other aerial gunner is stationed on the ramp. He scans and operates a minigun or .50-caliber machine gun. When the MH-53J employs the Silent Shield System, a direct support operator (DSO) supplements the crew. • Crew qualifications. Not all crew members are qualified for all types of missions. Specialized crew qualifications include shipboard operations, formation live fire with a team on the ground, night water operations, and night water “low and slow” deployment operations. • Crew day. For operational and contingency missions, the basic crew duty day is 14 hours. The augmented crew (additional aircraft commander and flight engineer) duty day is 18 hours. • Aircraft. Aircraft characteristics are as follows:

ƒMaximum gross weight: 50,000 pounds. ƒCargo area: Height is 77 inches (unobstructed), width is 90 inches, and depth is 200 inches. ƒTroop capacity: 23 troop seats and 14 litters. Aircraft can carry additional troops and litters if they are loaded on the floor. • Performance. Normal factors are as follows:

ƒNormal planning: 110 knots (TF and TA). ƒNormal cruise: 130 knots when carrying 40,750 pounds or less; 120 knots when carrying more than 40,750 pounds. ƒNormal fuel burn rate: 2,400 pounds per hour.

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MH-60G PAVE HAWK 8-91. The MH-60G Pave Hawk (Figure 8-8) is a modern, medium-lift, SO helicopter for missions requiring medium- to long-range infiltration, exfiltration, and resupply of SOF on land or sea. In addition, the unique mission equipment of the SOF allows this aircraft to be used for recovery of injured SO personnel. The Pave Hawk can be employed in a low- to mediumthreat environment.

Figure 8-8. MH-60G Pave Hawk

8-92. Aircrews maintain qualification in NVG tactical operations, NVG aerial refueling, NVG shipboard operations, and NVG overwater operations, to include rubber boat deployment, low and slow fast-rope infiltration, and hoist or rope ladder exfiltration. Aircrews also maintain qualification in weapons employment, using 7.62-mm minigun and side-firing .50 caliber machine guns. EQUIPMENT 8-93. The MH-60G is a highly modified variant of the UH-60A Blackhawk. It offers increased capability in range (endurance), navigation, communications, and defensive systems. Refueling 8-94. An air-fueling probe for in-flight aerial refueling increases mission endurance. In addition, pressure or gravity feed systems at FARPs or onboard ships allows refueling on the ground. The MH-60G has a choice of internal auxiliary fuel tanks for extended range operations. Either the aircraft can be equipped with the single 117-gallon tank or the dual 185-gallon tanks. The single tank provides 3.3 hours of aircraft operations, and the double tank 4.5 hours of operations without refueling.

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Insertion and Extraction Systems 8-95. The MH-60G has standard insertion and extraction devices for hoist, fast rope, rappelling, and STABO or SPIES operations. The standard devices include the following: • Internal cargo tie-down rings. • Externally mounted rescue hoist. • FRIES.

Navigation 8-96. MH-60G navigation equipment includes the following: • A Doppler. • An INU with a laser gyro/global positioning system. • TACAN. • KG-IO map display unit (MDU). • Weather avoidance radar. • FLIR.

Communications 8-97. Communications systems include secure high frequency (HF), UHF, and FM radios with SATCOM and digital data burst capabilities. The Pave Hawk is equipped with PLS for rescue operations and secure communications with ground force C2. Altitude Hold and Hover Stabilization 8-98. The aircraft is equipped with the altitude hold and hover stabilization (AHHS). The AHHS allows the MH-60 to hover without outside visual references. DEFENSIVE SYSTEMS 8-99. Defensive equipment includes the following: • ALQ-144 IRCM system. • Hover infrared suppressor subsystem (HIRSS). • Improved flare and chaff dispensing systems.

WEAPONS EMPLOYMENT 8-100. Defensive armaments include a forward cabin-mounted 7.62-mm minigun firing either 2,000 or 4,000 rounds per minute and cabin-mounted .50-caliber machine guns. With the addition of the ESSS, the aircraft can carry fixed forward-firing armaments for use as a defensive and escort aircraft. Each ESSS wing carries two 7- or 19-shot 2.75-inch folding fin aerial rocket pods or dual 20-mm cannons and .50-caliber machine guns. PLANNING CONSIDERATIONS 8-101. The MH-60G can be successfully employed in the low- to mediumthreat environment. As the level of threat increases above this, the chance of detection will increase, decreasing the probability of success. The probability

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of success will also decrease as the total number of aircraft in the mission increases, because of an increased chance of detection. The requirement to operate from a FARP will also decrease the probability of success, because of the extended exposure time. 8-102. The MH-60G is capable of operating in a variety of weather conditions. Because of the aircrew’s use of night optical devices (NVGs and FLIR) and color weather radar, the aircraft can operate in very low visibility with low cloud ceilings. However, the MH-60G is a VMC platform with weather avoidance capability. 8-103. The time required to adequately plan for a mission varies with the complexity and length of the mission (that is, flight time, number of other aircraft, types of aircraft involved in the formation, threat, and location of the objective). Generally, comprehensive mission planning requires a minimum of 6 hours. Ideally, a tasking arrives while the crews are in crew rest, and mission planners accomplish primary mission planning. The crews arrive about 3 hours before their mission departure time and fine-tune the planning. SPECIFIC EMPLOYMENT 8-104. The MH-60G can support a full range of special air warfare activities, to include SO, PSYOP, and CAO. Mission effectiveness is highly dependent upon accurate, complete, all-source, real-time intelligence. The MH-60G has weather avoidance radar, but this equipment does not replace the use of detailed, highly accurate, timely weather forecasts for premission planning. DEPLOYMENT OPERATIONS 8-105. The MH-60G can be deployed by airlift and sea lift or can be selfdeployed, as discussed below. The preferred deployment option is airlift, using C-5, and is essential if rapid deployment is required. A C-5 can transport a maximum of five MH-60Gs. The aircraft can be loaded for shipment in less than 1 hour and downloaded, rebuilt, and in the air in less than 1 hour. • The optimum deployment package is four MH-60Gs via C-5. The rapid tear down and buildup times make air transportation a faster means of deployment. When distances exceed 1,500 NMs using aerial refueling or 1,000 NMs using ground refueling, transporting the aircraft by air is faster than self-deploying. • Deployments can be worldwide by using a main base or a limited or standby base with host support. • Deployments can be conducted in a deceptive or low-visibility mode. • Self-deployment aerial refueling requirements are as follows:

ƒOne tanker aircraft and one spare per four MH-60Gs. ƒTwo tanker aircraft plus one spare per six MH-60Gs. EMPLOYMENT OPTIONS 8-106. The MH-60G will operate at low altitudes over land and water. The aircraft will normally be employed as part of a larger vertical lift package, which may require dissimilar multiship formations. The MH-60G will operate

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into unprepared, unlighted, uncontrolled LZs 50 meters or larger in diameter. The aircraft is capable of transporting 12 combat-equipped troops in an alternate-loading configuration without internal auxiliary fuel tanks. With internal fuel tanks installed, maximum troop capacity is ten, with an optimum load of six. CHARACTERISTICS 8-107. The MH-60G has the following characteristics: • Range. The MH-60G has the following ranges:

ƒUnrefueled 117-gallon tanks with 400 pounds reserve fuel: 150-NM radius or 2.8 hours. ƒUnrefueled dual 185-gallon tanks with 400 pounds reserve fuel: 225-NM radius or 4.1 hours. ƒAerial refueling: Unlimited. • Speed. The MH-60G operates at the following speeds:

ƒCruise: 110 to 130 knots. ƒDash: 140 knots. • Gross weight. GW is a maximum of 20,250 pounds. • Ammunition load.

ƒMaximum: 4,500 rounds 7.62-mm per canister or 800 rounds. ƒStandard: 3,000 rounds 7.62-mm per canister and 800 .50-caliber rounds. • Duration of mission. Mission lasts for a maximum of 14 hours (limited by crew duty day regulation). • Typical profile. The MH-60G can be employed, with any combination of other vertical-lift assets and fixed-wing assets in support of unconventional, peacetime, and wartime objectives. A typical mission profile would include flying from the point of departure to a point at which the low-level environment would be at altitudes from 50 to 300 feet AGL. Once the low-level environment is entered, flight operations would be conducted 50 to 150 feet AGL (all altitudes are dictated by threat), arriving at the objective at a prearranged TOT (+/-30 seconds). After meeting the objective, the MH-60G would return to a preplanned recovery base at altitudes commensurate with the threat. The departure and recovery base can be on land or on a ship. Throughout the mission, the MH-60G flies in formation with the other aircraft required to complete the mission. The option to rendezvous with other aircraft at various points along the profile is available as required. The typical mission profile would exploit the ability of the MH-60G to operate at night, in blackout, over land or sea, in marginal weather conditions, and with minimum or no communications. • Fuel loads.

ƒSingle 117-gallon tank installed: 3,200 pounds maximum. ƒDual 185-gallon tanks installed: 4,500 pounds maximum. • Standard crew. Crew consists of two pilots, one flight engineer, and one aerial gunner.

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8-108. Tables 8-9 through 8-12, pages 8-39 through 8-40, list the aircraft characteristics, flight characteristics, endurance, range, communication, and navigation capabilities. Table 8-9. USAF Rotary-Wing Aircraft Capabilities MH-53J 1 Maximum Airspeed Velocity Never Exceed (VNE) in Knots

135 (42,000 GW) 125 (46,000 GW) 115 (50,000 GW)

MH-60G 1 163 (VNE) 137 (Velocity Horizontal)

Planning Cruise Speed in Knots

110

110

Maximum GW In-Ground Effect (IGE)/Out-of-Ground Effect (OGE)

50,000/47,000

22,000

Aircraft Weight Empty, Average

31,800

16,100

14,500/10,500

5,900

4,000

2,200

11,400

4,500

900

400

Total Payload in lb (Fuel, Cargo, and/or Passengers) Total Fuel Capacity, Main Only, in lb Total Fuel Capacity for Main Plus Two Auxiliary Tanks (If Applicable), in lb 20-Min Reserve Endurance (hr)/Range (NM) + 20-Min Reserve (Main Tanks Only)

1 + 20 2/1 + 30 3 150 NMs Radius

2.0/220 NMs

Endurance (hr)/Range (NM) + 20-Min Reserve (Main and Two Auxiliary Tanks, Maximum GW)

3 + 30/3 + 52 3 + 48 2/4 + 12 3 (With Reserve) 225 NMs Radius

4.5/500

Maximum Passengers at 290 lb Each, No Auxiliary Tanks (Seats/No Seats)

NA

12/14 With Guns Installed 10/12

Maximum Passengers at 290 lb Each, With Two Auxiliary Tanks (Seats/No Seats)

27/30/55 4

8/10 With Guns Installed 5/9

Standard Ammunition Load

7.62-mm x 9,000 .50-Caliber x 1,500

7.62-mm x 6,000 .50-Caliber x 800

NOTES: 1 Average CONUS day (2,000-ft pressure altitude, 20°C). 2 Contingency weight of 50,000 lb. 3 Training weight of 46,000 lb. 4 Not recommended for long flights because of extremely cramped floor space.

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Table 8-10. USAF Rotary-Wing Aircraft Communication Capabilities MH-53J

MH-60G

UHF Voice/Data Secure Voice/Data

Yes/No Yes/No

Yes/No Yes/No

VHF-AM Voice/Data Secure Voice/Data

Yes/No Yes/No

Yes/No Yes/No

VHF-AM Voice/Data Secure Voice/Data

Yes/No Yes/No

Yes/No Yes/No

HF Voice/Data Secure Voice/Data

Yes/No Yes/No

Yes/No Yes/No

SATCOM Voice/Data Secure Voice/Data

Yes/No Yes/No

Yes/No Yes/No

PLS

Yes/No No/No

Yes/No No/No

Emergency Locator Transmitter

No

No

Havequick/DF

Yes

Yes

MX Data Burst

KY-879 Digital Message Device

KY-879 Digital Message Device

Table 8-11. USAF Rotary-Wing Aircraft Navigation Capabilities MH-53J

MH-60G

GPS

RC-RPU-3A

AN/ASN-151

LORAN

No

No

VOR/DME

AN/ARN-147

AN/ARN-123V

TACAN

AN/ARN-118V

AN/ARN-118V

ILS

AN/ARN-147

AN/ARN-123V

INS

CN-4081 ASN

SNU-34-1

Doppler

APN-221B

AN/ASN-137

Table 8-12. USAF Rotary-Wing Aircraft Air Transportability MH-53J

MH-60G

C-130

0

0

C-141

0

2

C-17

1

2

C-5

2

5

8-40

Chapter 9

Nonstandard Aircraft Used During Airborne Operations This chapter contains aircraft descriptions, JM procedures, and aircraft preparation techniques for nonstandard rotary-wing and fixed-wing aircraft. Usually, the loadmaster or crew chief and JM jointly prepare the aircraft. The JM is responsible for installing a field-expedient anchor line cable. These nonstandard aircraft are service-tested and approved for personnel airdrop operations

C-7A CARIBOU 9-1. The C-7A (Figure 9-1) is a high-wing transport powered by two piston engines. It is capable of carrying 24 parachutists, who jump via the ramp or doors. The ramp is normally used for dropping parachutists.

Figure 9-1. C-7A

SEATING CONFIGURATION 9-2. Twenty-four parachutists sit in two sticks with twelve parachutists in each. The odd-numbered parachutists sit on the starboard side. The evennumbered personnel sit on the port side. Parachutists load through the loading ramp or the doors. ANCHOR LINE CABLE ASSEMBLIES 9-3. There are two anchor line cable assemblies in the C-7A. For ramp jumps, the anchor line cable runs from the reinforced anchor line attachment plate on the forward bulkhead to the anchor line connector near the right side of the aft starboard door (Figure 9-2, page 9-2). For door jumps, personnel use

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a C-7A with a permanent anchor line cable assembly that runs from the anchor line attachment plate down the center of the cargo compartment (Figure 9-3).

Figure 9-2. C-7A Configuration for Jumping From the Ramp

Figure 9-3. C-7A Configuration for Jumping From the Doors

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JUMP COMMANDS 9-4. C-7A jump commands are as follows: • GET READY. • PORTSIDE PERSONNEL, PERSONNEL, STAND UP.

STAND

UP

and

STARBOARD

• HOOK UP. • CHECK STATIC LINES. • CHECK EQUIPMENT. • SOUND OFF FOR EQUIPMENT CHECK. • STAND IN THE DOOR. • GO.

MODIFIED JUMP COMMANDS 9-5. The jump commands for the C-7A are modified from the standard jump commands. See Appendix F, Table F-9, page F-12, for a list of the modified commands. SAFETY CONSIDERATIONS 9-6. Safety precautions for the C-7A are discussed in the following paragraphs. These precautions affect personnel, equipment, and aircraft. Parachutists 9-7. Parachutists ensure their seats are in the up position when they stand to hook up. During extreme air turbulence, parachutists take a short bite on the static line and use the center anchor line to steady themselves. All parachutists remain off the ramp while the aircrew lowers it to a 15-degree incline for aft jumping. Parachutists walk down the ramp with feet spread wide to prevent striking the side of the aircraft. Upon exiting the aircraft, the parachutist forms a tight body position and begins his 4,000-count. When following heavy equipment loads, parachutists exit between the roller conveyers of the aerial unloading kit. Jumpmaster 9-8. The JM or safety ensures parachutists hook up in an alternating manner and to the correct anchor line cable. The JM or safety ensures parachutists form one continuous stick. 9-9. For door jumping, the JM or safety taps out the parachutists alternately to preclude a simultaneous exit from both sides of the aircraft. Normally, the JM jumps last. However, if he jumps first, the safety controls the flow of parachutists. NOTE: The aircrew may remove the left jump door before the operation to allow the JM to look for the DZ. If the JM is wearing the restraint harness, he attaches it to the centerline anchor cable as a safety measure.

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Equipment 9-10. When parachutists have adjustable individual weapon cases and jump from the doors, they must reduce the cases to 36 inches in length. When personnel drop accompanying supplies and equipment from the jump doors, the bundles must be standard air delivery containers no larger than 40 by 24 by 36 inches. With ramp bundles, personnel may use either the 15-foot static line with drogue or the breakaway static line. When personnel drop door bundles, they use cargo parachutes with the 15-foot static lines and drogues. They use the ramp roller conveyor section for the air unloading kit (installed on the port side of the ramp) to help eject the bundles from the ramp. Parachutists 1 and 2 push the bundles. Aircraft 9-11. The speed of the aircraft during the jump will not be less than 90 or more than 120 knots. When parachutists will jump from the doors, the crew chief must remove the jump doors and tape the rear portion of the doorframes before takeoff. The aircrew removes the rear tie-down ring, located beneath the tail section, before jumping. The ring can be unscrewed with a breaker bar or similar device. NOTE: The jump doors remain closed when the jump is from the ramp.

C-23B/B+ SHERPA 9-12. The C-23B/B+ Sherpa is a twin-engine, nonpressurized turboprop aircraft (Figure 9-4). The aircraft has a cruise speed of 180 knots with a range of 800 NMs. The aircraft can drop 12 combat-equipped parachutists or 16 parachutists without combat equipment in the airdrop configuration. This is a base planning figure. Actual troop capacity may vary because of aircraft limitations based on weight, density, altitude, and fuel loads. Troops may be loaded over the ramp or through the portside door.

Figure 9-4. C-23B/B+ Sherpa

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DROP PROCEDURES 9-13. The primary jump door for personnel and cargo is the rear ramp door. Parachutists using static lines are only authorized to use only over-the-ramp procedures. MFF operations are authorized only from the portside door. Only in emergencies may static-line personnel use the portside jump door. 9-14. For static-line operations, the primary method for determining the exit point for parachutists is using the wind drift indicator (WDI). GMRS and VIRS can also be used based on the situation and the mission. The aircraft is also capable of a GPS release if the pilot has the RP coordinates. A thorough briefing between the aircrew and all key personnel is mandatory before any operations involving the C-23B/B+. Standard drop altitude and speed is 1,500 feet AGL at 105 knots. MFF operations can be conducted up to 17,500 feet MSL. SEATING CONFIGURATION 9-15. Parachutists sit in two sticks along the port side and starboard side of the aircraft. Parachutists 1 through 8 sit on the port side, and Parachutists 9 through 16 sit on the starboard side. ANCHOR LINE CABLE ASSEMBLIES 9-16. There are two anchor line assemblies located overhead and running the length of the cabin down the center. The cables run from the reinforced anchor line attachment plate on the forward bulkhead to the anchor line connector at the center of the ramp hinge. For personnel parachute drop operations, parachutists use only the starboard side anchor line cable. Either cable can be used for cargo parachute drop operations. STATIC-LINE RETRIEVAL SYSTEM 9-17. The static-line retrieval system is a 5,000-pound winch located forward in the cabin on the floor and against the bulkhead (Figure 9-5, page 9-6). The retrieval cable runs up from the winch and along the portside anchor line cable and is attached to the starboard side anchor line cable forward of the anchor line stop. The flight engineer operates the retrieval system from the rear of the cabin. The flight engineer uses the retrieval system only in case of a towed parachutist. SUPERVISORY PERSONNEL REQUIRED 9-18. The C-23B/B+ aircraft require the following supervisory personnel: • JM. The JM will lead the stick out when jumping. The JM may be nonjumping or static. • Safety. The safety will be nonjumping. Either one or two safeties may be used. • Flight engineer. The flight engineer is responsible for all operations in the cabin.

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Figure 9-5. C-23B/B+ Static Line Retrieval System

PREPARATION AND INSPECTION 9-19. The JM and flight engineer jointly inspect the aircraft. JMs should follow basic aircraft inspection criteria as outlined in their JM handbooks. At a minimum, the inspection should include the following: • Seat configuration and seat belts (correct number and location). • Static-line retrieval cable and winch (attached correctly and secured). • Jump lights (may have to wait until aircraft is powered up).

LOADING PARACHUTISTS 9-20. Parachutists require a step or ladder when loading through the portside door. The flight engineer directs the parachutists as to when they may load the aircraft. Designated personnel escort the parachutists to the aircraft. When loading the aircraft through the portside door or the ramp door, parachutists may wear rucksacks.

CAUTION JM ensures parachutists immediately move forward in the aircraft cabin when loading to prevent aircraft tail from striking ground.

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Cold Loading 9-21. Cold loading occurs when the aircraft is shut down and engines are not turning. Parachutists may load the aircraft over the rear ramp or the portside door. The C-23B or B+ has a double-hinged ramp that operates differently from conventional ramps on other aircraft with which JMs may be familiar. During ground operations, the aircrew can lower the ramp door to its lowest position (resting on the ground). It is in this configuration that equipment and parachutists can easily load. The ramp can also be opened to the halflowered position. Parachutists may also use the portside door with steps during cold loading. Hot Loading 9-22. Hot loading occurs when the engines are turning. During multilift operations, the aircraft may be hot-loaded to expedite the airborne operation. Parachutists may load either by the ramp door or through the portside door. The ramp cannot be lowered to the ground during hot-load operations. After loading the aircraft, the parachutists must immediately take their seats and fasten their seat belts. The safety ensures the parachutists are secured. The safety signals the JM once the parachutists are secured. The JM then signals the flight engineer that he is ready for takeoff.

CAUTION Hot loading an aircraft is hazardous. Special control measures should be implemented to ensure parachutists and ground personnel remain clear of the propellers.

JUMP COMMANDS AND TIME WARNINGS 9-23. The JM issues the following jump commands: • GET READY. • PORTSIDE PERSONNEL, STAND UP. • STARBOARD SIDE PERSONNEL, STAND UP (if required). • HOOK UP (gates toward starboard skin). • CHECK STATIC LINES. • CHECK EQUIPMENT. • SOUND OFF FOR EQUIPMENT CHECK. • STAND BY (30 seconds). • FOLLOW ME (jumping JM). • GO (static JM).

9-24. The time warnings begin at 20 minutes from the DZ. The jump procedures (time warnings and jump commands) are given in Appendix F, Table F-10, pages F-12 and F-13.

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CARGO OPERATIONS 9-25. The C-23B/B+ is capable of low-level and high-altitude cargo delivery operations. Bundle weight on the ramp should not exceed 500 pounds. Cargo Airdrops Without Personnel 9-26. The pilot sets up approach, airspeed, and altitude. He commands the flight engineer to STAND BY. The flight engineer ensures bundle static line is hooked up and moves cargo to the edge of the ramp. The pilot gives the countdown to the flight engineer “Five. Four. Three. Two. One. Now.” The flight engineer releases cargo over the ramp and retrieves the static line and clevis (Figure 9-6).

Figure 9-6. C-23B/B+ Static-Line Exit Procedures

CAUTION Low head clearance may require parachutists to duck their heads while exiting the ramp door. Parachutists must walk STRAIGHT out the ramp and along the portside fuselage and NOT at a 45-degree angle toward the center of the ramp. The safety must remain clear of the ramp door and against the starboard side fuselage while parachutists exit.

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Cargo Airdrops With Personnel 9-27. The JM and safety coordinate and rehearse cargo release procedures with the flight engineer before the mission. Cargo may be released before or after parachutists. The safety retrieves static line and clevis after the drop. NOTE: Either breakaway or nonbreakaway 15-foot static lines may be used. Based on the mission, the JM will select the appropriate 15-foot static line to be used (breakaway verses nonbreakaway). MFF OPERATIONS 9-28. All MFF operations are conducted IAW FM 31-19.

CAUTION No more than four parachutists are authorized aft of the portside jump door before exit. Excessive weight load and cargo shift in the ramp door area before exit should be avoided.

C-46 COMMANDO 9-29. The C-46 (Figure 9-7) is a twin-engine, short-range transport aircraft. It is very similar in characteristics and procedures to the C-47 and DC-3, but it has two anchor line cables and two doors that can be used for jumping.

Figure 9-7. C-46

SEATING CONFIGURATIONS 9-30. Using one or both aft doors, 27 parachutists can jump from the C-46. The C-46 can accommodate two sticks. A 14-man stick sits on the starboard side, and a 13-man stick sits on the port side. Normally, only the portside

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door is used. Parachutists ensure all seats are in the down position when they stand to hook up. ANCHOR LINE CABLES 9-31. The C-46 has two anchor line cables. The aircrew detaches both anchor line cables from their floor fittings and anchors the cables to the floor in the rear section of the cargo compartment. A wooden block supports the cable at the anchor point. 9-32. To prevent fouling of the T-10 or MC1-1 parachute on the C-46, parachutists must use a 5-foot static-line extension. This extension has a snap hook at one end and a nondetachable connector link at the other end. The connector link on the extension is attached to the snap hook of the parachute static line. Parachutists make the snap hook on the parachute static line safe with a short piece of wire covered with a canvas duck sleeve and taped in place. The extension is stowed by using rubber retainer bands to stow the extension on the pack body. When the extension is stowed, the static line and extension should have four stows on the right and three stows on the left. NOTE: When jumping from the C-46 using the MC1-1, parachutists use only the left aft door. PERSONNEL REQUIREMENTS 9-33. The personnel requirements for this aircraft will vary depending on whether the JM is jumping and the type of safety equipment used as follows: • Only one JM is required, regardless of the number of doors being used. • Up to two safeties will be required, depending on the safety equipment used, when jumping from the C-46, regardless if one or both doors are used.

ƒIf the JM is jumping and the safety harnesses are used, then two safeties are required because of the movement of the safeties and length of the aircraft. Safety 1 is positioned forward to inspect parachutists. Safety 2 is positioned aft to help the JM. ƒIf the JM is not going to jump, only one safety is required and the JM wears a safety harness. ƒOnly one safety is required if using a USAF BA-18 emergency parachute, regardless of whether or not the JM is jumping. After the safety has checked each parachutist, the safety then moves aft of the door and physically controls the JM’s static line, if needed. MODIFIED JUMP COMMANDS 9-34. The jump commands for the C-46 are slightly different from the standard jump commands: • GET READY. • STAND UP. • HOOK UP. • CHECK STATIC LINES.

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• CHECK EQUIPMENT. • SOUND OFF FOR EQUIPMENT CHECK. • STAND IN THE DOOR. • GO.

9-35. All of the actions of the parachutists are the same as for the normal jump commands with the changes in Appendix F, Table F-11, pages F-13 and F-14.

C-47 SKY TRAIN, DC-3, AND DC-3T TURBOPROP 9-36. Because of the similarity in characteristics and procedures, these aircraft are discussed together in this section. The DC-3 (Figure 9-8) is a twin-engine, short-range transport aircraft. The DC-3 is the civilian version of the C-47. The DC-3T turboprop is a low-wing, medium STOL, twin turboengine, multipurpose aircraft capable of various missions, including personnel, bundle, and MFF deliveries (with oxygen and combat equipment).

Figure 9-8. DC-3

9-37. The C-47, DC-3, and DC-3T can carry 24 static-line parachutists without combat equipment, a static JM aft, and a static safety. The aircraft are configured with or without sidewall troop seats. The aircraft can also carry 20 static-line parachutists with combat equipment, a static JM, and a static safety. The aircraft are configured with or without sidewall troop seats. Parachutists sitting on the floor (no sidewall troop seats) should face the centerline of the aircraft, with 12 (without combat equipment) or 10 (combat equipment) on each side. One safety belt restrains the entire stick of parachutists. The using unit must supply USAF 10,000-pound tie-down straps or C-3A (NSN 1670-00-447-9504) modified safety belts. The DC-3T uses the standard red and green lights as jump signals and an emergency bailout bell. The lights and bell are located on the port side of the aircraft near the jump door. The JM will communicate with the pilot via internal communication system (ICS), if available. Physical characteristics of the C-47, DC-3, and DC-3T are: • Aisle length: 42 feet 2 inches. • Aisle width: 7 feet 8 inches. • Jump door width: 30 inches.

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• Jump door height: 68 inches. • Cargo door width: 85 inches. • Cargo door height: 68 inches (front) and 63 inches (rear). • Combined troop and cargo door opening width: 115 inches.

SAFETY PRECAUTIONS NOTE: Personnel will not use poised exits. MFF personnel will make a diving exit to prevent a tail strike in the event the aircraft is not in the proper flight attitude. 9-38. Safety precautions for the C-47, DC-3, and DC-3T are as follows: • The pilot initiates a slowdown from cruise airspeed, when applicable, in enough time to allow drop speed 2 minutes before drop time. • Personnel and cargo drops are normally made from 90 to 100 knots. Personnel and cargo drops will be made at not less than 90 KIAS and not more than 100 KIAS. • When possible, during personnel drops, the pilot should reduce propeller revolutions per minute to lessen the blast effect on the parachutists.

ANCHOR LINE CABLES 9-39. The C-47, DC-3, and DC-3T have one permanently installed anchor line cable that the aircrew must secure to the overhead attachment points provided in the center of the aircraft. The aft anchor point for the cable is located at the aft right side of Station 542. On some DC-3s, the anchor cable was moved to the aft left side to facilitate dropping bundles. If jumping from an aircraft with this unapproved modification, the 5-foot static-line extension is still required. JUMP DOOR 9-40. On the C-47, the aircrew lines the aft edge of the jump door with a smooth metal tubular stripping or pads and tapes the jump door. The flooring of the jump door becomes smooth when the aircrew inserts an additional plywood section to butt against the tubing and existing flooring. If aft troop exit doors are installed, the aircrew opens them at the 20-minute warning. 9-41. The aircrew must remove the aft jump door from the DC-3 and DC-3T before takeoff. For static-line operations, the aircrew does not remove the cargo door located directly aft of the jump door. The aircrew places a smooth, metal, tubular stripping on the aft edge of the cargo or jump door or pads and tapes the door. The aircrew pads or tapes the two aft cargo door hinges, door hasp, and doorknob. PERSONNEL REQUIREMENTS 9-42. Personnel requirements vary between aircraft. The personnel requirements for the C-47, DC-3, and DC-3T are discussed on page 9-13.

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C-47 9-43. When using the USAF BA-18 emergency parachute, only one safety is required. When using the safety harness, two safeties are required because of the limited length of the safety line. Safety 1 is positioned forward to inspect parachutists. Safety 2 is positioned aft to help the JM and physically control the JM’s static line, as needed. DC-3 and DC-3T 9-44. The JM and safety are static and secure themselves to the floor at an anchor point before takeoff. The safety ensures he anchors to a point so that he is able to reach all parachutists. The JM anchors to a point aft of the jump door and is able to reach the first few parachutists in the sticks. The JM may assign stick JMs to give jump commands to their assigned stick and lead their assigned sticks out the door. JM AND SAFETY RESPONSIBILITIES 9-45. The JM and safety are responsible for the following: • The JM or safety ensures personnel hook up consecutively. • JM controls the static lines and flow of parachutists out the door.

9-46. The duties of the safety are the same for both aircraft with the following exceptions: • When using the DC-3, the safety also performs duties as a loadmaster. Before takeoff, the safety ensures all parachutists are secured and prepared for takeoff. The safety maintains communications with the pilots through the ICS located in the aft of the aircraft, and relays all information to the JM. • When using the C-47, if the JM exits, the safety controls the static lines and the parachutists’ flow out of the aircraft.

AIRCRAFT INSPECTION 9-47. The JM is responsible for inspecting the aircraft before loading parachutists to ensure the aircraft is properly configured for the operation. The JM inspects the exterior and interior for the items listed in Appendix F, Table F-31, page F-40. LOADING PROCEDURES 9-48. The safety or safeties and JM, if applicable, secure themselves to the floor at an anchor point before takeoff. The forward safety should ensure he anchors to a point so he can reach all parachutists. The JM or aft safety anchors to a point aft of the jump door so he can control the JM’s static line and reach the first few parachutists in the sticks. 9-49. The aircraft is loaded one parachutist at a time in reverse stick order. Odd-numbered parachutists sit on the portside and even-numbered parachutists on the starboard side. Parachutists use the aircraft ladder to climb into the aircraft. Each parachutist enters the aircraft and sits down facing the center of the aircraft. All parachutists fasten their seat belts, if

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troop seats are installed, or secure themselves to the floor with a 10,000pound tie-down strap. Each parachutist covers his reserve parachute rip cord grip with his right hand to protect it from accidental activation. 9-50. The JM makes a final check of the parachutists and his safety harness. The JM then notifies the safety of the number of parachutists when all are ready for takeoff. The safety passes this information to the pilot. IN-FLIGHT PROCEDURES 9-51. The C-47, DC-3, and DC-3T use the same jump commands and procedures. The exact actions in the aircraft depend on whether the JM is static, leading, or following the stick and if there are one or two passes. The JM and safety ensure personnel hook up in an alternating and consecutive fashion. The commands and sequence in Appendix F, Table F-12, pages F-14 through F-16, are used for a static JM. EQUIPMENT 9-52. When an air delivery container is not used as part of the interior load, only Parachutist 1 can carry a CWIE. The bag must not exceed 36 inches in length. 9-53. Equipment and supplies in standard air delivery containers rigged with light cargo parachutes may be delivered from the door of the aircraft. The static-line snap hook of the cargo parachute is attached to the anchor line cable. Cargo parachutes with breakaway static lines are used. EMERGENCY PROCEDURES 9-54. Personnel must observe emergency procedures. These procedures are discussed in the following paragraphs. Crash or Emergency Bailout Procedures 9-55. The aircraft pilot will explain the crash or emergency bailout procedures to the JM. The JM relays the procedures to the parachutists. The normal alarm bell warnings are as follows: • Three short rings: Aircraft is having trouble. • Three short rings followed by one long ring: Prepare for impact. • Six short rings: Aircraft is having trouble but has enough altitude for a safe bailout. Exit on JM’s command.

Reserve Parachute Activation 9-56. If a reserve parachute accidentally activates inside the aircraft and the pilot chute and canopy catch air and exit the aircraft, the parachutist must immediately exit the aircraft, regardless of his position in the stick. If a reserve parachute accidentally activates inside the aircraft and the pilot chute and canopy do not catch air and exit the aircraft, all parachutists near the pilot chute and canopy immediately yell “Parachute!” and try to collapse and control the chute from catching air and exiting the aircraft. The JM controls the jump door while the safety and the parachutist with the deployed reserve parachute bundle and secure the exposed canopy. The parachutist moves to the front of the aircraft. The parachutist receives a new reserve, and

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the JM or safety inspects the parachutist again. If parachutist passes inspection, the JM places him back in the stick. Towed Parachutist 9-57. Towed parachutist procedures are the same as for high-performance aircraft as detailed in FM 3-21.220 and USASOC Reg 350-2. If the JM cannot retrieve or cut away the parachutist, the preferred method is to attempt a landing on a grass or foamed runway. There is no built-in retrieval system for the DC-3T, although a standard hand winch and a 10,000-pound nylon strap should be present to assist in retrieving a towed parachutist. Jump Refusal 9-58. Jump refusal procedures are the same as for high-performance aircraft as detailed in FM 3-21.220 and USASOC Reg 350-2. If the JM or safety cannot remove the jump refusal from the door, the JM or safety instructs the pilot to land immediately. The jump refusal’s static line remains hooked up, and he is not attached to the aircraft with any kind of restraining strap.

CASA-212 9-59. The Aviocar CASA-212 (Figure 9-9) is a twin-engine, high-wing, multipurpose light transport designed for operations involving short, rough airfields. The aircraft lift capability is dependant upon the environmental conditions and fuel requirements for the mission. The number of personnel and parachutists will not exceed— • 22 personnel in the troop lift mode (200 pounds per passenger). • 15 in the combat lift mode (300 pounds per passenger). • 14 static-line, nontactical parachutists (260 pounds per parachutist) with one static jumpmaster and one safety on board (total 16 passengers). • 12 static-line, combat-equipped parachutists (350 pounds per parachutist) with one static jumpmaster and one safety on board (total 14 passengers). • 14 combat-equipped MFF parachutists (350 pounds per parachutist).

Figure 9-9. CASA-212

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SEATING CONFIGURATION 9-60. Parachutists are seated in two sticks of parachutists (Figure 9-10). The odd-numbered personnel are seated on the starboard side and the evennumbered personnel are seated on the port side.

Figure 9-10. CASA-212 Seating Configuration for Combat-Equipped Parachutists

ANCHOR LINE CABLE ASSEMBLY 9-61. There is one anchor line cable assembly in the CASA-212. It runs from the reinforced anchor line attachment plate on the forward bulkhead to the anchor line connector near the right side of the aft starboard emergency door. SUPERVISORY PERSONNEL REQUIRED 9-62. The following personnel are required for airdrop operations from the CASA-212: • One JM. • One safety.

NOTE: If the JM is not static, two safeties must be aboard the CASA-212. JUMP COMMANDS 9-63. The following jump commands are used with the CASA-212 aircraft: • GET READY. • STARBOARD SIDE PERSONNEL, STAND UP.

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• PORTSIDE PERSONNEL, STAND UP. • HOOK UP. On this command, the odd-numbered personnel hook up between the even-numbered personnel to form a continuous stick of parachutists, hooking the open portion of the snap hook facing inboard over the left shoulder. All parachutists take up a reverse bight. • CHECK STATIC LINES, CHECK EQUIPMENT, and SOUND OFF FOR EQUIPMENT CHECK. These commands are executed in the same manner as with other fixed-wing aircraft. • STAND BY (Ramp). A proper exit position is taken by the parachutist. • GO. Personnel exit the aircraft at 1-second intervals at a 45-degree angle toward the port side.

SAFETY PRECAUTIONS 9-64. Safety precautions for the CASA 212 are as follows: • Parachutists—

ƒSecure all seats in the up position when they stand to hook up. During extreme air turbulence, parachutists take a short bight on the static line to steady themselves. ƒRemain off the ramp while it is being lowered. NOTE: To assist the JM in looking for the DZ, the troop door may be removed before the airborne operation begins. The safety restraint harness is attached to the 2,500/5,000-pound tie-down positions on the floor of the aircraft, out of the way of the parachutists. • JM, or safety, ensures all personnel properly hook up.

NOTE: On aircraft that do not have a positive communication system, the following safety measure is recommended: one ring on the alarm bell signals the JM to look at the jump light or communicate with the cockpit. • Equipment:

ƒWhen accompanying supplies and equipment are dropped from the door, the bundles must be standard air delivery containers no larger than 40 by 24 by 36 inches. ƒWhen ramp bundles are dropped, either the 15-foot static line with drogue or the breakaway static line may be used. ƒWhen door bundles are dropped, the 15-foot static line with drogue is used with cargo parachutes. • Aircraft:

ƒAircraft speed during the jump is 90 to 110 knots. ƒWhen parachutists are jumping over the ramp, the aft port troop door may be removed for spotting. NOTE: When aft port troop door is removed, a safety net must be installed.

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TOWED PARACHUTIST PROCEDURES 9-65. Towed parachutist procedures are the same as those for highperformance aircraft. (FM 3-21.220 provides more information.) If the JM or safety cannot retrieve or cut away the parachutist, the preferred method is to try a landing on a grass or foamed runway. There is a retrieval system for the CASA-212, and it must be present and operational for static-line personnel airborne operations. 9-66. When notified of a towed parachutist, the aircrew will climb to 500 feet above the drop altitude (weather permitting), maintain drop airspeed (90 to 110 KIAS), make only shallow bank angle turns (to prevent parachutist spin), and avoid flying over or upwind of water or built-up areas (should the parachutist fall free). 9-67. The towed parachutist will indicate consciousness and readiness to be cut free by maintaining a tight body position, and by placing both hands on the reserve parachute. If the towed parachutist is unconscious and requires retrieval, the JM and safety’s safety harness anchor strap must be preset to the proper length or they may fall out of the aircraft during the retrieval process. The duties of the safety may require him to release his safety harness anchor strap during the retrieval process. The safety must ensure he is secured before approaching the open ramp. 9-68. The towed parachutist procedures for the CASA-212 are as follows: • The JM stops the remaining parachutists, and the safety notifies the aircrew of the towed parachutist condition. • The aircrew turns the green light off and the red light on. • The JM and safety retrieve the deployment bag(s) and secure the remaining parachutists on the port side of the aircraft (opposite the anchor line cable). • The JM attaches the retrieval strap around the towed parachutist’s static line and then attaches the retrieval cable hook to the metal buckle of the retrieval strap. • The JM signals the safety to inform the aircrew to close the ramp (the upper rear cargo door remains open). • The JM removes the working end of the 1-inch tubular nylon strap, routs it around the static line, and attaches it to the nonworking end attaching point. (This procedure may require manhandling of the static line toward the starboard side of the aircraft.) • The JM places the retrieval bar under the static line and 1-inch tubular nylon strap and installs it into the starboard side attaching point. • The JM (with the assistance of the safety, if required) installs the retrieval bar into the portside attaching point. • The JM installs a security pin into each retrieval bar attaching point. • The JM removes the 1-inch tubular nylon strap from around the static line and reattaches it to the working end attaching point.

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• The JM signals the safety to inform the aircrew to open the ramp to jump attitude. • The JM signals the safety to winch-in the towed parachutist. • As the parachutist reaches the retrieval bar, the JM (with the assistance of the safety, if required) pulls the parachutist under the bar and onto the ramp. • As more of the parachutist’s weight is supported by the ramp, the JM signals the aircrew to raise the ramp in small increments to allow slack to form in the winch cable. During this process, the JM continues to pull the parachutist under the retrieval bar.

WARNING The ramp must be moved in small increments to prevent the parachutist’s body from being pinned between the ramp and the retrieval bar.

• The JM signals the safety to change the direction of the winch and let out slack. • The aircrew continues to incrementally raise the ramp as the parachutist is pulled in. This helps the JM transfer the parachutist’s weight to the ramp. • When the parachutist is safely inside the aircraft, the safety removes the parachutist’s static line from the anchor line cable. • The JM and safety render first aid, if required, and secure the parachutist in a seat with a seatbelt. • The JM removes and secures the retrieval bar, and reinstalls the port and starboard retrieval bar security pins. • The JM signals the aircrew to close the ramp and upper rear cargo door. If the retrieval bar cannot be removed the ramp and upper rear cargo door should be closed as much as possible.

CAUTION Severe damage to the ramp, aircraft frame and hydraulic system will occur if the ramp and rear cargo door are fully closed with the retrieval bar installed.

• The JM monitors the movement of the ramp and cargo door to ensure they are clear. • The aircraft will land IAW the prebriefed and preaccident plan.

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AIRCRAFT CONFIGURATION FOR RAMP STATIC-LINE PERSONNEL AIRDROP 9-69. The aircrew configures the aircraft. The JM verifies the configuration of the aircraft. Static-line ramp parachute operations are authorized only when the retrieval system is operational. 9-70. The aircraft is configured for a static-line personnel airdrop. One of each of the following items of equipment is needed: • Hand winch. • Static line deflector block. • Retrieval bar. • Retrieval strap. • Extended interphone cord. • Hook knife. • One 3-foot length of 1-inch tubular nylon. • One roll cloth-backed adhesive tape. • Anchor cable. • Two restraint harnesses.

9-71. The loadmaster configures the aircraft. However, the JM inspects the aircraft before loading parachutists. The JM ensures the proper aircraft configuration for the operation. The loadmaster— • Attaches a hand winch to the right tie-down row in Zone 1 and checks that it is secure. • Inspects cable for broken wires or kinks and checks its operation. • Ensures static-line deflector block is attached to the right side of the ramp and covers the bolt head with tape. • Inspects retrieval base onboard and attaching brackets. • Installs and checks extended interphone cord for operation. • Fits and adjusts restraint harnesses. • Ensures that the 3-foot length of 1-inch tubular nylon and the retrieval strap are secured and available for immediate use.

IN-FLIGHT PROCEDURES 9-72. The CASA-212 does not have standard in-flight procedures. Jump commands and time warnings for the CASA-212 are listed in Appendix F, Table F-13, pages F-16 through F-18. CASA-212 JM CHECKLIST 9-73. The JM performs a check of the CASA-212 to ensure proper configuration and readiness. A JM checklist is provided at Appendix F, Table F-32, page F-41. EMERGENCY PROCEDURES 9-74. The parachutists, pilot, and JM are involved in the CASA-212 emergency procedures. These procedures are discussed on page 9-21.

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Crash or Emergency Bailout Procedures 9-75. The aircraft pilot explains the crash or emergency bailout procedures to the JM. The JM relays the procedures to the parachutists. The normal alarm bell warnings are as follows: • Three short rings: aircraft is having trouble. • Three short rings followed by one long ring: prepare for impact. • Six short rings: aircraft is having trouble but has altitude enough for a safe bailout. Exit on JM command.

Reserve Parachute Activation 9-76. If a reserve parachute accidentally activates inside the aircraft and the pilot parachute and canopy catch air and exit the aircraft, the parachutist must immediately exit the aircraft, regardless of his position in the stick. If a reserve parachute accidentally activates inside the aircraft and the pilot parachute and canopy do not catch air and exit the aircraft, all parachutists near the pilot parachute and canopy yell “Parachute!” and immediately try to collapse and control the parachute. The JM or safety notifies the pilot to close the ramp (if open), and the JM will control the spotting door (if open) while the safety and the parachutist with the deployed reserve parachute bundle up and secure the exposed canopy. The JM or safety moves the parachutist to the front of the aircraft. The JM or safety issues the parachutist a new reserve parachute, reinspects the parachutist’s equipment, and places the parachutist back into the stick. Towed Parachutist 9-77. Towed parachutist procedures are the same as those for highperformance aircraft. (See FM 3-21.220.) If the JM or safety cannot retrieve or cut away the parachutist, the preferred method is to attempt a landing on a grass or foamed runway. There is a retrieval system for the CASA-212, and it must be present and operational for static-line personnel airborne operations. Jump Refusal 9-78. Jump refusal procedures are the same as for high-performance aircraft. (See FM 3-21.220.)

CH-54 SKYCRANE 9-79. The CH-54 is a twin-turbine powered, heavy-lift helicopter (Figure 9-11, page 9-22). It is employed in the air transport of heavy or outsized equipment and supplies. It can be configured to carry cargo and personnel in a module (pod) that is attached to the aircraft by a four-point hookup system. The CH-54B universal military pod is a monocoque structure with a rear-loading, split ramp that extends the full width and height of the pod. A small door, not used in jump operations, is forward on each side. In one pass over the DZ, the CH-54B can deliver 12 parachutists without combat equipment or 10 parachutists with combat equipment. On one mission, the CH-54B can carry 24 parachutists without combat equipment or 20 parachutists with combat equipment. However, the parachutists are in two or more sticks, which requires multiple passes over the DZ. One static JM is required. Parachutists use only the aft pod opening.

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Figure 9-11. CH-54 Skycrane

PREPARATION AND INSPECTION 9-80. The aircrew performs the following steps to prepare the CH-54 for jumping: • Remove both rear loading ramps. • Place seats in two rows (12 seats each) facing starboard with the outboard seats on the port side of the pod and the inboard seats on the centerline. The last three tie-down rings (14A-E through 16A-E) are not used. • Tape the ends of the top horizontal supports on the back of the center row of seats. Tape the ends between each seat section. Taping prevents items from becoming entangled in the seat back supports (Figure 9-12, page 9-23).

9-81. JM or safety personnel install an anchor line cable assembly (Figure 9-13, page 9-23) on the starboard side of the floor. The JM or safety personnel use the two top tie-down fittings at the forward end (1F and 2F) and the two tie-down fittings at the aft end (15F and 16F) as attachment points. They use one 1/4-inch steel cable (MIL-C-5424 or MIL-C-1511) or 3/8-inch steel cable (MIL-W-12567) 29 feet long with six cable clamps, lock washers, and bolts. Two bolts with clamps face outboard and one bolt with clamps faces inboard. Wooden blocks are placed between the anchor line cable and the floor. They— • Tape the free ends of the cable, cable clamps, and inboard sides of the wooden blocks. • Coat with nonskid paint a 3-foot-wide section across the aft portion of the pod floor (Figure 9-14, page 9-24). Place an arrow made of white tape (4 inches wide and 24 inches long) on the floor to indicate position and direction of exit.

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Figure 9-12. CH-54 Horizontal Supports Taped

Figure 9-13. CH-54 Anchor Line Cable Assembly

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Figure 9-14. CH-54 Pod Floor With Nonskid Paint Material

9-82. The JM or safety and the pilot or pilot’s representative jointly ensure the safety gate is installed at the aft end of the pod (Figure 9-15, page 9-25). Materials needed are as follows: • Nylon webbing, Type VIII, 87 1/2 inches long (two each). • Nylon webbing, Type VIII, 74 1/4 inches long (two each). • Nylon webbing, Type VIII, 36 inches long (two each). • Nylon webbing, Type VIII, 43 inches long (seven each). • Nylon webbing, Type VIII, 1 23/37 inches wide, Federal Stock Number (FSN) 8305-361-8585. • Snap, part number MS22044-1 (four each). • Quick-fit adapter, part number MS2207-1 (two each). • Thread, nylon, size FF, FSN 8310-227-1244. • Sewing machine, number 11W155.

NOTE: Use 28 four-point WW stitch formations that are 4 inches long to sew the safety gate. Ensure the safety gate is no less than 43 1/2 inches high and 75 1/4 inches wide. In addition, ensure the spaces between the horizontal and vertical webbing are about the same. 9-83. Before enplaning, the JM and the pilot, or pilot’s representative, jointly inspect the aircraft. They ensure the readiness of the aircraft by using the checklist in Appendix F, Table F-33, page F-42.

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Figure 9-15. CH-54 Safety Gate

LOADING TECHNIQUES AND SEATING CONFIGURATION 9-84. No more than 20 combat-equipped parachutists sit in two rows of seats, 10 inboard and 10 outboard (Figure 9-16, page 9-26). All parachutists load from the aft opening on the starboard side of the pod. Parachutists have their static lines over their left shoulders and load in reverse order. The second stick (Parachutists 11 through 20) loads on the starboard side of the pod and moves to the forward end of the pod and back down the aisle in front of the port seats. The first stick also loads on the starboard side. Parachutists equipped with the CWIE are in the first stick (Parachutists 1 through 10). When all parachutists are inside the pod, the second stick sits down and fastens seat belts, and the first stick hooks up (with the open gate of the snap hook down). The first stick then sits down and fastens seat belts. The static JM ensures that the parachutists have inserted their snap hook safety wires and properly routed their static lines. He then moves to the port aft corner of the pod, secures the gate, and secures the safety harness. 9-85. When air delivery containers are part of the internal load, the JM or safety personnel stow them in the aft center of the pod inside the safety gate. Air delivery containers reduce the number of parachutists in the CH-54B, depending on the size and number of containers.

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Figure 9-16. CH-54 Seating Configuration

JUMP PROCEDURES 9-86. The pilot gives the 4-minute warning to the static JM, who relays it by hand signals to the first stick. At the 4-minute warning, the safety gate is removed by the aft crew chief or static JM. The aft crew chief or static JM then checks that the tail skid is in the raised position (Figure 9-17).

Figure 9-17. CH-54 Tail Skid Raised

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SAFETY PRECAUTIONS 9-87. Safety precautions for the CH-54 are as follows: • Parachutists. Parachutists must watch the static line of the parachutist in front of them. They must watch the equipment lowering line and parachute static line to ensure lines do not snag seat corners. Parachutists do not exit the pod until the deployment bag of the preceding parachutist has trailed to the starboard side of the aircraft. The minimum time between parachutists is 2 seconds. The minimum time between the first and second stick of parachutists is 4 minutes during the day and 6 minutes at night. • JM. The static JM controls the interval between parachutists. When necessary, one individual may perform the duties of the static JM and the parachuting JM. In this instance, the JM is the last parachutist to exit the pod. • Equipment. When cargo bundles are delivered, 15-foot breakaway static lines are used with cargo parachutes. All personnel inside the CH-54B wear protective hearing equipment when the ramp doors are removed. When there are fewer than 10 parachutists to a stick, the JM retrieves the deployment bags before the CH-54 makes any turning maneuvers. • Aircraft. The optimum indicated airspeed of the CH-54 with the CH-54B during static-line parachute operations is 70 knots, but not less than 65 knots or more than 75 knots. The pilot must raise the tail skid no later than the 4-minute warning. When there are two crew chiefs in the CH-54B, one is at each end. The forward (side) doors remain closed when the ramp doors are removed. Doing so prevents carbon monoxide and exhaust fumes from entering the CH-54B and permits the deployment bags to trail properly. The minimum drop altitude is 1,500 feet AGL.

C-123 PROVIDER 9-88. The C-123 Provider (Figure 9-18, page 9-28) is an assault-type, combat troop and equipment carrier designed for operations involving short, rough airfields. The C-123 has two piston engines. It can carry 46 parachutists when they exit via the doors or 38 parachutists when they exit via the ramp. Parachutists can load over the ramp or through the doors. SEATING CONFIGURATION 9-89. Forty-six parachutists are seated in two sticks of twenty-three on the left and right respectively. Parachutists 1 through 15 of each stick sit inboard, forward of the ramp. Parachutists 16 through 23 of each stick sit outboard, forward of the wheel wells (Figure 9-19, page 9-28). SUPERVISORY PERSONNEL REQUIRED 9-90. Four personnel supervise safety procedures. They are one JM who performs standard aircraft check procedures, one AJM, and two safeties. Duties of supervisory personnel are the same as for a C-130.

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Figure 9-18. C-123 Provider

Figure 9-19. C-123 Seating Configuration

ANCHOR LINE CABLE ASSEMBLIES 9-91. There are four anchor line cables, two on each side. There are also two static-line retrievers, one on each side of the aircraft. Parachutists use only one anchor line cable of the anchor line assembly when conducting aft end or ramp jumps. JUMP PROCEDURES 9-92. The same jump commands and procedures are followed as for the C-130. The jump commands are: • GET READY. • OUTBOARD PERSONNEL, STAND UP.

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• INBOARD PERSONNEL, STAND UP. • HOOK UP. • CHECK STATIC LINES. • CHECK EQUIPMENT. • SOUND OFF FOR EQUIPMENT CHECK. • STAND BY (door or ramp). • GO.

A ramp jump is conducted in the same manner as for a C-130 with the changes listed in Appendix F, Table F-14, page F-18. EQUIPMENT PREPARATION 9-93. At the 2-minute warning, or as directed by the pilot, the aircrew removes the jump doors. The aircrew stows the jump doors on the cargo ramp. 9-94. Personnel use the 15-foot static line with drogue to drop equipment containers from the jump doors when parachutists follow. Personnel use the 15-foot static line with drogue or the breakaway static line to drop container loads from the ramp when the parachutists follow. NOTE: Personnel lash loose equipment and the removed jump doors to the cargo ramp or to the rear of the forward bulkhead (if flight time is less than 20 minutes). They ensure the equipment and jump doors do not obstruct parachutists. AIRCRAFT INSPECTION 9-95. The JM checks the C-123 to ensure proper configuration and readiness. A JM checklist is in Appendix F, Table F-39, pages F-47 and F-48.

UV-18B TWIN OTTER AND DE HAVILLAND DHC-6 TWIN OTTER 9-96. The UV-18B, also known as the Twin Otter (Figure 9-20, page 9-30), is a light STOL twin-turboprop, multipurpose aircraft. It can fly various missions to include personnel, bundle, and MFF deliveries (without oxygen), and message/materiel pickup operations. The civilian version of this aircraft is the De Havilland DHC-6 Twin Otter, series 300. These aircraft are very similar and most procedures are the same except the UV-18B and some old versions of the DHC-6 have floor-mounted anchor cables. Most versions of the DHC-6 Twin Otter are equipped with an overhead anchor line cable. Physical characteristics of the UV-18B and DHC-6 include the following: • Drop speed is 75 knots at 1,500 feet AGL. • Flaps are set at 15 to 20 degrees for parachute operations. • Aisle length is 18 feet 5 inches. • Aisle width is 6 feet 1 inch. • Door width is 56 inches. • Door height is 50 inches.

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Figure 9-20. UV-18B Twin Otter

SUPERVISORY PERSONNEL REQUIRED 9-97. Regardless of the number of parachutists, two personnel supervise safety procedures—one JM who performs standard aircraft check procedures and one safety. The safety is located front and center of the aircraft behind the pilot and copilot seats. The JM sits by the jump seat at the starboard rear bulkhead near the jump door. The JM and safety wear a safety harness. SEATING CONFIGURATION 9-98. The configuration of both Twin Otters is the same. The number of parachutists that can jump in one pass depends on whether or not the seats are in the plane, whether or not the parachutists are jumping with combat equipment, and the weight of the parachutists and equipment. The anchor line cable is limited to 3,500 pounds. The various seating configurations are as follows: • When there are sidewall folding seats, 16 static-line parachutists without combat equipment can be carried. The side-facing troop seats are set up with a 20-inch pitch for normal operations. Each parachutist has a seat belt attached to the wall-mounted Douglas track. The multiple attachment point feature of this track permits variation in the number and spacing of parachutists (Figure 9-21, page 9-31). • With sidewall folding troop seats, 17 MFF parachutists and a jumping JM can be carried. • When there are no side-facing seats, 12 parachutists without combat equipment can be carried. All parachutists sit on the floor facing aft, legs outstretched (Figure 9-22, page 9-31). Seven parachutists sit on the starboard side, and five parachutists sit on the port side of the aircraft. Each parachutist sits between the legs of the previous parachutist. • When there are no seats, 12 MFF parachutists with combat equipment can be carried.

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• When parachutists jump with combat equipment, eight static-line parachutists can be carried. All parachutists sit on the floor of the aircraft, facing aft (Figure 9-23, page 9-32). Five parachutists sit on the starboard side and three sit on the port side of the aircraft. Each parachutist sits between the previous parachutist’s legs. • For cargo missions, the side-facing troop seats can be quickly folded and stored against the sidewalls, permitting the full use of cabin volume.

Figure 9-21. Seating Configuration With Seats and Without Combat Equipment

Figure 9-22. Seating Configuration Without Seats or Combat Equipment

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Figure 9-23. Seating Configuration Without Seats and With Combat Equipment

ANCHOR LINE CABLE ASSEMBLIES 9-99. Depending on the type or version of aircraft, the aircrew will mount the anchor line cable on the ceiling or on the floor. Usually the ceilingmounted anchor line will be the one that is used. The aircrew mounts the anchor line cable according to the following: • The overhead static-line anchor cable runs the length of the cabin along the starboard top side, about 6 inches from the headboard. The anchor line cable runs from behind the copilot seat to the rear bulkhead. • The floor-mounted anchor line cable extends the length of the cabin, which permits each parachutist to connect his static line regardless of his position in the stick. • Static-line load and assemblies handle a maximum of 3,500 pounds. • The recommended length for the static line is 12 feet. These aircraft do not require static-line extensions.

WARNING This aircraft may not be equipped with an anchor line retriever cable. The number of parachutists on any one pass is limited to the number of static lines and deployment bags the JM or safety can safely retrieve. The number of parachutists is also limited by the maximum static-line load of 3,500 pounds.

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INWARD FOLDING JUMP DOOR 9-100. The jump door consists of two hinged segments designed to fold inward and upward against the ceiling (Figure 9-24). The aircrew straps the door to the ceiling and secures it for paradrop operations. The lower half of the door folds to allow jettison of small objects. The aircrew removes the bubble window used for search operations and stores it for maximum headroom before the drop. The Federal Aviation Administration (FAA) authorized this aircraft to land with the aircraft door open. However, the FAA did not authorize this aircraft to take off with the aircraft door open. The crew must coordinate beforehand with the appropriate authority.

Figure 9-24. Twin Otter Rigged for Static-Line Jump

JUMP LIGHTS 9-101. The UV-18B uses the standard red and green lights as jump signals and the emergency bailout bell. The lights and bells are located on the port side of the aft bulkhead near the jump door. The JM will have interplane communications with the pilot, if available. Pilot-controlled lights can be provided on the rear bulkhead adjacent to the jump door. When using some DHC-6s, warning lights may not be available. The pilot may modify the time warnings

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and signals. The JM must coordinate with the pilot and then brief the parachutists on any changes from the standard time warnings and signals. BAGGAGE COMPARTMENT 9-102. The JM has ready access to the aft baggage compartment. When time permits, the JM can use this compartment for the stowage of static lines retrieved between successive sticks of parachutists. LOADING PROCEDURES 9-103. The loading procedures for the UV-18B vary. Whether or not the parachutists use the seats and if the anchor line cable is floor- or ceilingmounted determine the loading procedures. 9-104. Loading procedures for aircraft with a ceiling-mounted anchor line and seats installed are as follows: • The safety should load first and ensure that his safety harness reaches all the way to the rear of the aircraft. The JM and the safety are static and secure themselves at an anchor point or to the anchor line cable before takeoff. They ensure the safety lines do not extend past the jump or cargo door. • The parachutists use the aircraft ladder or step platform to climb into the aircraft. The aircraft is loaded one parachutist at a time in reverse order. The aircraft is loaded from front to rear. The safety saves the first seat on the port side for himself. • Each parachutist hands his static-line snap hook to the JM as he enters the aircraft. The JM hooks up each parachutist to the anchor line cable with the opening gate of the snap hook facing the port side of the aircraft. • Each parachutist takes a normal bite on his static line under the supervision of the safety. Each parachutist covers his reserve parachute rip cord with his right hand to protect it from accidental activation. • As each parachutist hooks up, he moves toward the front of the aircraft and sits. The safety assists and positions each parachutist. • If two sticks are jumping, they sit in a staggered fashion with the second pass toward the front and the first pass toward the rear. • The JM makes a final safety check of the parachutists and his safety harness. The JM notifies the safety of the number of parachutists and that all is ready for takeoff. The safety will pass this on to the pilot.

9-105. For aircraft with a ceiling-mounted anchor line and without seats installed, the procedures for loading and hooking up are the same except for the following: • After hooking up and getting a normal bite on the static line, the parachutists sit down facing the rear of the aircraft. The parachutists slide toward the front of the aircraft and sit between the legs of the previous parachutist. The safety assists and positions each parachutist. • Each parachutist covers his reserve parachute rip cord with his right hand to protect it from accidental activation.

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• If the aircraft makes more than one pass, the parachutists in the rear will make up the first pass and the parachutists toward the front will make up the second pass.

9-106. For aircraft with a floor-mounted anchor line cable, the same procedures will be followed except that the parachutists will hook up their static lines to the cable on the floor and maintain a reverse bite. When sitting on the floor, parachutists avoid tangling their static lines. JUMP PROCEDURES 9-107. The jump command and procedures for the UV-18B and DHC-6 vary depending on the configuration of the aircraft. Appendix F, Table F-15, pages F-19 and F-20, lists the jump commands and time warnings for these aircraft. 9-108. The time warnings and communications between the pilot and JM are in Table F-11, pages F-13 and F-14. When using different versions of the UV18-B, the intercom and warning lights may not be available. The pilot may modify the time warnings and signals. The JM must coordinate with the pilot, then brief the parachutists on any changes to the time warnings and signals. ABORT PROCEDURES 9-109. The pilot announces, “No drop” over the intercom system and turns on the red light. Using his right hand, the copilot signals the JM with a throat-cut motion. AIRCRAFT INSPECTION 9-110. The JM checks the UV-18B or DHC-6 to ensure proper configuration and readiness. A JM checklist is provided in Appendix F, Table F-29, page F-39. EQUIPMENT 9-111. Personnel use a drogue or breakaway static line on cargo parachutes. Personnel may deliver equipment and supplies in standard air delivery containers rigged with light cargo parachutes from the door of the aircraft. Personnel attach the static-line snap hook of the cargo parachute to the anchor line cable. EMERGENCY PROCEDURES 9-112. Personnel must observe emergency procedures. The emergency procedures are discussed in the following paragraphs. Towed Parachutist 9-113. Towed parachutist procedures are the same as those for highperformance aircraft. (See FM 3-21.220.) There is no built-in retriever system; however, some DHC-6 aircraft have a standard hand winch and a 10,000-pound nylon strap on hand to assist in the retrieval. If the JM or safety cannot retrieve the parachutist inside the cabin or the parachutist is unconscious, the preferred method is to land on a grass runway or a foamed runway.

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Accidental Reserve Activation 9-114. If a reserve parachute deploys in the aircraft, any soldier who sees the deployed parachute yells “Parachute!” Soldiers closest to the parachutist with the deployed parachute make every effort to contain the reserve parachute. If the pilot parachute gets out of the aircraft, the parachutist will exit as quickly as possible. When the parachute can be contained, the JM will secure the aft door and inform the pilot to land as soon as possible. Emergency Signals 9-115. The emergency signals are as follows: • Three short rings: Aircraft is having trouble. • Three short rings followed by one long ring: Prepare for impact. • Six short rings: Aircraft is having trouble but has enough altitude for bailout. Exit on JM command only.

OV-10 BRONCO 9-116. The OV-10 Bronco (Figure 9-25) is a twin-turboprop, multipurpose aircraft capable of various missions. One mission is parachute delivery operations. The OV-10 has a maximum speed of 250 knots, a drop speed of 100 to 130 knots, and a range with external fuel tanks of 950 kilometers.

Figure 9-25. OV-10 Bronco

SEATING CONFIGURATION 9-117. The OV-10 can carry four to six parachutists with the observer seat installed. It can carry six parachutists with the observer seat removed.

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SUPERVISOR PERSONNEL REQUIRED 9-118. Two personnel supervise safety procedures. They are one JM and one safety. ANCHOR LINE CABLE 9-119. The OV-10 has one anchor line cable running along the left side of the aircraft. There is no static-line retriever on this aircraft. The static safety must retrieve them after the aircraft has gone through its wingover. The pilot informs the static safety to retrieve the static lines and deployment bags. LOADING THE AIRCRAFT 9-120. Parachutists load the aircraft in reverse stick order. Parachutists can load only from the rear of the aircraft. The static safety enters the aircraft first and dons his safety vest and belt. The parachutists follow with the JM being the last to board the aircraft. The JM gives the first four jump commands immediately after loading. The JM can give these commands while he is on the ground or after he seats himself and dons his seat belt. (The JM is the only parachutist with a seat belt.) The JM routes the seat belt under the reserve parachute. AIRCRAFT OPERATIONS 9-121. Jump operations from this aircraft are immensely different from other aircraft because of limited number of parachutists, its cramped quarters, and a limitation of equipment. Aircrew personnel will prepare the OV-10 for jumping IAW the OV-10 tactical manual. For training operations, normally the observer’s seat is in the aircraft. 9-122. The most desirable method of delivery with this aircraft is the pop-up delivery. Pop-up delivery allows the aircraft to— • Make a low-level, high-speed approach. • Climb directly over the DZ. • Deliver the parachutists while climbing. • Do a wingover. • Retire from the area.

The jump procedures for the OV-10 at night or from level flight are similar to the pop-up delivery. JUMP COMMANDS AND TIME WARNINGS 9-123. The JM issues jump commands, and the time warnings for the OV-10 are influenced by the length of the flight from takeoff to drop time. The JM commands and time warnings for the OV-10 are listed in Appendix F, Table F-22, pages F-28 through F-30. ABORT PROCEDURES 9-124. Before the pilot turns on the green light, he gives the command ABORT, ABORT, ABORT and leaves the green light off. The safety repeats this command to the parachutists. The JM does not remove his safety belt.

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9-125. If the green light is on, the pilot gives the command ABORT, ABORT, ABORT. The safety repeats the command to the parachutists. When the parachutists hear this command, they remain in the aircraft. If the green light goes out during the jump or the pilot gives the command ABORT, all remaining parachutists stay in the aircraft. SAFETY CONSIDERATIONS 9-126. Parachutists remain alert throughout the operation and repeat all jump commands. Parachutist 2 maintains the JM’s helmet until the JM needs it. 9-127. The safety rider must be equipped with either a BA-18/22 USAF emergency parachute, MCI-lB/C, or a T-10B/C with static-line snap hook hooked up to the anchor line cable. The safety rider will load the aircraft first, don the safety belt, and adjust it so he will not fall outside the aircraft. After the 2-minute warning, the safety rider dons the JM’s ICS and maintains communications with the pilot. The safety rider recovers static lines and deployment bags after the drop. 9-128. The JM will perform a check of the OV-10. A JM checklist is in Appendix F, Table F-30, page F-40. He also briefs parachutists on jump procedures and commands for this aircraft. Additionally, he ensures all parachutists know their exits will be fast and opening of the parachute will be slow. He briefs parachutists to count to 6,000 and they may see their parachutes opening below them. The JM briefs them not to panic, to wait for the opening shock, and to stay alert. 9-129. Personnel must keep equipment to a minimum. Equipment should be placed in door bundles. The same aircraft should not be used for personnel and door bundles. DZ OPERATIONS 9-130. This aircraft requires some modifications to normal DZ operations. These modifications include the code letter used and the communications used between the DZ and the aircraft. 9-131. The DZSO or DZSTL places a “T” on the desired impact point. The top of the “T” will be the desired pop-up point. The DZSO or DZSTL measures winds and recommends approach headings with a right or left offset. 9-132. The pilot will attempt to fly up the stem of the “T” unless given an offset by the JM. Once the aircraft reaches the desired pop-up point, the DZSO will send “Execute, execute, execute” if he has radio contact with the aircraft. If DZSO is not in radio contact, the pilot will execute his pop-up on the top of the “T.” Therefore, the DZSO must be very careful where he places the “T.” 9-133. The DZSO sends a “Clear to drop” signal by radio or by visual signal if radio fails. Clear-to-drop signals include the following: • Radio: send “Clear to drop.” • Visual: build a complete “T.”

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• Night: build a complete, lighted “T.” • Water: boats are circling.

The DZSO will relay to the pilot the number of parachutists out, the number of openings, and corrections for the RP for following passes. The DZSO sends a “Clear to drop” before every live drop. 9-134. The DZSO sends the following signals: • Abort pass.

ƒRadio: send “Abort, abort, abort” and explain why. ƒVisual: remove the top of the “T.” ƒNight: top of the “T” not lit. ƒWater: boats are stationary. • Abort parachute operations.

ƒRadio: cancel operations and explain why. ƒVisual: remove entire “T.” ƒNight: remove lights. ƒWater: there are no boats or boats are heading to shore. EMERGENCY PROCEDURES 9-135. Should a reserve parachute deploy in the aircraft, all parachutists sound off with “Emergency, emergency, emergency” and try to contain it. If it can be contained, the pilot tries to land as soon as possible. If the parachute exits the aircraft, the parachutist must exit with it as fast as possible.

U-1A OTTER 9-136. The U-1A (Figure 9-26) is a high-wing, single-engine airplane. Five parachutists can jump from it. Parachutists jump only via the portside cargo door.

Figure 9-26. U-1A Otter

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SEATING CONFIGURATION 9-137. Parachutists enter the aircraft through the portside door, hook up, and sit. When cargo includes an air delivery container, Parachutist 3 moves forward and personnel move the container forward to rest directly against Parachutist 3’s seat. This prevents tail-heavy loading of the aircraft. The JM pulls the container aft before commanding STAND UP. 9-138. When parachutists wear arctic clothing and equipment, three parachutists enter the aircraft in reverse order, hook up, and sit on the floor of the starboard side. The JM checks each parachutist’s static line as the parachutist hooks up. When the jump includes door bundles, personnel store the bundles on the portside forward of the door and hook them up between Parachutists 1 and 2. Once parachutists have hooked up and personnel have loaded the door bundles, the JM (Parachutist 5) hooks up and Parachutist 2 checks the JM’s static line. Figure 9-27 shows the seating arrangement for the Otter.

Figure 9-27. U-1A Otter Seating Arrangement

ANCHOR LINE CABLE ASSEMBLIES 9-139. The ground crew installs the anchor line cable assembly on the starboard side. The ground crew installs the anchor line cable as follows: • Thread one end of a 146-inch long and 1/4-inch thick steel cable (MIL-C-5424 or MIL-C-1511) through the tie-down ring, which is screwed into a seat-fastening bracket at Station 117. Then thread the steel cable through the tie-down ring, which is riveted to the airframe of the passenger compartment at Station 111. Loop the cable onto itself a distance of 8 inches and secure it with three cable clamps (Figure 9-28, page 9-41).

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Figure 9-28. Anchor Line Cable Installation

NOTE: When installation is complete, the usable portion of the anchor line cable is 108 inches. • Thread the other end of the cable through the tie-down rings, which are screwed into seat fastening brackets at Stations 207 and 220. Form a “V” with the cable, and secure the cable with clamps in this configuration (Figure 9-28).

SUPERVISORY PERSONNEL 9-140. Two personnel supervise safety procedures. They are one JM and one safety. PREPARATION AND INSPECTION OF AIRCRAFT 9-141. The JM and pilot’s representative jointly inspect the aircraft. Appendix F, Table F-34, page F-42, provides a checklist. JUMP COMMANDS AND TIME WARNINGS 9-142. The pilot gives the 4-minute and 1-minute warnings to the JM. The JM issues the jump commands in Appendix F, Table F-23, pages F-30 and F-31. The only aircrew on this aircraft is in the cockpit. SAFETY CONSIDERATIONS 9-143. The number of parachutists and air delivery containers must conform to the weight and space limitations of the aircraft. Parachutists must be careful to prevent entanglement of parachutists with respect to the routing of static lines. Parachutists ensure excess static line is tucked through the static-line slack retainer on their backpacks.

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EQUIPMENT 9-144. Personnel handle equipment as follows: • Use a drogue or breakaway static line on cargo parachutes. • Place rifles in adjustable individual weapon cases. The weapon case must not exceed 36 inches in length. • Ensure CWIE does not exceed 36 inches in length. Only Parachutist 1 can carry a CWIE when an air delivery container is not part of the interior load. • Rig equipment and supplies in standard air delivery containers with light cargo parachutes. (This rigging allows the equipment and supplies to be delivered from the door of the aircraft.) Ensure the containers are not more than 45 inches long, 30 inches wide, and 20 inches high. Attach the static-line snap hook of the cargo parachute to the anchor line cable. Use cargo parachutes with breakaway static lines.

AIRCRAFT 9-145. There are provisions for external transport of equipment. Speed of aircraft is not less than 60 knots or more than 70 knots.

U-21A UTE 9-146. The U-21A (Figure 9-29) is a twin-engine, low-wing, utility aircraft capable of transporting nine personnel in a troop configuration. This aircraft can carry six parachutists in the airdrop configuration, or six personnel in the staff transport configuration. In the air ambulance configuration, this aircraft can carry three ambulatory and three litter patients.

Figure 9-29. U-21A Ute

SEATING CONFIGURATION 9-147. Parachutists enter the aircraft in reverse order and with their static lines over their left shoulders. The parachutists sit facing the rear of the aircraft. The JM supervises the loading and hookup of the parachutists. The

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JM then hooks up and secures the safety belt across the rear of the cargo compartment (Figure 9-30).

WARNING As each parachutist hooks up, the JM ensures there is no entanglement of the parachutists’ equipment with the static line. After being hooked up and seated, the parachutist is handed his static line and then takes a reverse bite to control the static line.

Figure 9-30. In-Flight Seating Configuration

SUPERVISORY PERSONNEL REQUIRED 9-148. Two personnel supervise safety procedures. They are one JM and one safety. ANCHOR CABLE ASSEMBLIES 9-149. The ground crew assembles the anchor line by using an A-7A strap (Figure 9-31, page 9-44) attached through the first four cargo tie-down rings on the right side of the cargo compartment floor. Six (10,000-pound test) D rings are located between the second and third cargo tie-downs. The ground crew secures the A-7A strap to itself by using the friction adapter and tapes any excess strap.

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Figure 9-31. Example of Anchor Line Installation

AIRCRAFT PREPARATION AND INSPECTION 9-150. Before boarding the aircraft, the JM and pilot, or pilot’s representative, inspect the aircraft. A checklist is provided in Appendix F, Table F-35, page F-42. JUMP COMMANDS AND TIME WARNINGS 9-151. The JM issues the jump commands. The JM jump commands and time warnings are listed in Appendix F, Table F-24, page F-32. SAFETY CONSIDERATIONS 9-152. A maximum of six parachutists with combat equipment may safely jump from the aircraft and only one may carry a CWIE. In addition to six parachutists, one 500-pound or two 250-pound door bundles may be dropped on each sortie (within aircraft load constraints as determined by the aircraft commander). A safety is on board for static-line jumping to control and retrieve static lines. 9-153. The JM ensures these procedures are followed: • The aircraft is correctly configured. • Parachutists properly hook up static-line snap hooks to the anchor line cable. Parachutists do not use the overhead anchor line cable, as a

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component of the aircraft, because it allows deployment bags to interfere with the aircraft stabilizer. • Parachutists’ weapons do not exceed 39 inches. • Speed of the aircraft is not less than 100 knots or more than 115 knots, aircraft flap setting is 60 percent, and the position is straight and level, never a tail-low attitude.

C-208B CARAVAN 9-154. The C-208B is a light STOL, single-turboprop, multipurpose aircraft capable of various missions. Examples of these missions are personnel, bundle, and MFF deliveries (without oxygen or combat equipment) and message/materiel pickup operations. It can carry eight static-line parachutists without equipment, a static JM aft and a static safety forward or six combat-equipped static-line parachutists, a static JM aft, and a static safety forward. It can also carry 10 MFF parachutists, including a parachutist JM. Drop speed is 90 to 100 knots. 9-155. The C-208B uses the standard red and green lights as jump signals and the emergency bailout bell. The lights and the bell are located on the port side of the aft bulkhead near the jump door. The JM has interplane communications with the pilot (if available) or uses the directional button located on the leading edge of the jump door to let the pilot know to move left or right for proper lineup to the RP. 9-156. Physical characteristics of the C-208B are as follows: • Aisle length is 13 feet 8 inches. • Aisle width is 5 feet 2 inches. • Door width is 48 inches. • Door height is 50 inches.

SEATING CONFIGURATION 9-157. All parachutists sit on the floor of the aircraft, facing aft. Four parachutists sit on the port side and four sit on the starboard side. Parachutists will sit between the legs of other parachutists. 9-158. The safety uses a safety harness and is located center front of the aircraft behind the pilot and copilot seats. The JM also wears a safety harness and is located center rear of the aircraft by the jump doors. 9-159. Safety personnel attach a single safety strap across the center of the jump door and will remain attached to the trail edge of the door at all times. They use the leading edge attaching point to make the door secure or unsecure. ANCHOR LINE CABLE ASSEMBLIES 9-160. The static-line anchor line cable is located on the starboard side of the aircraft about 4 inches from the floor and runs behind the copilot’s seat to the leading edge of the jump door. This aircraft does not require staticline extensions.

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JM INSPECTION 9-161. The JM inspects the aircraft before loading parachutists to ensure the aircraft is properly configured for the operation. A JM checklist is in Appendix F, Table F-36, pages F-43 and F-44. LOADING PROCEDURES 9-162. The aircraft is loaded one parachutist at a time in reverse order. The parachutists use the aircraft ladder or step platform to climb into the aircraft. 9-163. The safety should load first and ensure that his safety harness reaches all the way to the rear of the aircraft. The JM and the safety are static and will secure themselves at an anchor point or to the anchor line cable before takeoff. The JM and safety ensure the safety lines do not extend past the troop and cargo doors. 9-164. Each parachutist hands his static-line snap hook to the JM as he enters the aircraft. The parachutists then sit down, facing the rear of the aircraft. The JM hooks up each parachutist to the anchor line cable with the opening gate of the snap hook facing up. Each parachutist covers his reserve parachute rip cord with his right hand to prevent it from accidental activation. 9-165. The portside parachutists load first, followed by the starboard side. As each parachutist hooks up and sits, he slides toward the front of the aircraft, assisted and positioned by the safety. The two sticks are offset. 9-166. Each parachutist takes a reverse bite on his static line under the supervision of the safety. The JM makes a final safety check of the parachutists and his safety harness. The JM then notifies the safety of the number of parachutists and that all is ready for takeoff. The safety passes on this information to the pilot. JUMP COMMANDS AND TIME WARNINGS 9-167. The JM issues the jump commands, which are slightly modified. The C-208B jump commands and time warnings are listed in Appendix F, Table F-25, pages F-33 and F-34. EQUIPMENT 9-168. Personnel may deliver equipment and supplies in standard air delivery containers rigged with light cargo parachutes from the door of the aircraft. Personnel attach the static-line snap hook of the cargo parachute to the anchor line cable. Personnel use cargo parachutes with breakaway static lines. Personnel place rifles in adjustable, individual weapon cases. The weapon case must not exceed 36 inches in length. Only Parachutist 1 can carry a CWIE when an air delivery container is not used as part of the interior load. The bag must not exceed 36 inches in length. Personnel use a drogue or breakaway static line on cargo parachutes. EMERGENCY PROCEDURES 9-169. Personnel must observe emergency procedures. The emergency procedures are discussed in the following paragraphs.

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Crash or Emergency Bailout Procedures 9-170. The aircraft pilot will explain the crash or emergency bailout procedures to the JM. The JM explains the procedures to the parachutists. The normal alarm bell warnings are as follows: • Three short rings: Aircraft is having trouble. • Three short rings followed by one long ring: Prepare for impact. • Six short rings: Aircraft is having trouble but has enough altitude for a safe bailout. Exit on the JM’s command.

Reserve Parachute Activation 9-171. If a reserve parachute accidentally activates inside the aircraft and the pilot chute and canopy catch air and exit the aircraft, the parachutist must immediately exit the aircraft, regardless of his position in the stick. If a reserve parachute accidentally activates inside the aircraft and the pilot chute and canopy do not catch air and exit the aircraft, all parachutists near the pilot chute and canopy immediately try to collapse and control the chute from catching air and exiting the aircraft. The JM controls the jump door while the safety and the parachutist with the deployed reserve bundle up and secure the exposed canopy. Any soldier who sees the deployed reserve parachute will tell the pilot to land the aircraft immediately. Because of the confined space aboard the aircraft, the JM does not move the parachutist or issue him a new reserve in flight. Towed Parachutist 9-172. Towed parachutist procedures are the same as for high-performance aircraft, as detailed in FM 3-21.220 and USASOC Reg 350-2. If the JM cannot retrieve or cut away the parachutist, the preferred method is to try landing on a grass or foamed runway. There is no built-in retrieval system for the C-208B, although a standard hand winch and a 10,000-pound nylon strap should be present to assist in towed parachutist retrieval. Jump Refusal 9-173. Jump refusal procedures are the same as for high-performance aircraft, as detailed in FM 3-21.220 and USASOC Reg 350-2. If the JM cannot remove the parachutist refusing to jump from the door, the JM will instruct the pilot to land immediately. The individual refusing to jump will remain hooked up. The individual will not be attached to the aircraft with any kind of restraining strap.

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Chapter 10

Cargo Slings, Airdrop Containers, and Poncho-Expedient Parachute This chapter discusses the use of the A-7A cargo sling, the A-series airdrop container, CTU-2/A high-speed aerial delivery container, the poncho-expedient parachute, steel strapping, and rigging knots. The containers 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. The number and types of parachutes required to stabilize and retard the descent of the load will depend on the type of container used, the weight of the load, and the method of airdrop. Chapter 3 of this manual contains additional information about delivery systems.

A-SERIES CONTAINERS 10-1. Personnel use the A-7A cargo sling and A-21 cargo bag when rigging door bundles. Personnel can use the A-22 cargo bag for rigging a bundle for a ramp drop. They can rig containers with a drogue or breakaway static line. For Army aircraft, personnel rig a container load to be airdropped from a shackle (wing load), helicopter door, or utility aircraft with a breakaway static line. For high-performance fixed-wing aircraft, personnel normally rig loads with parachutes having nonbreakaway static lines. Jump door loads that are to be followed immediately by parachutists must be rigged with parachutes having nonbreakaway static lines. Each static line must have a drogue attached to it as outlined in appropriate technical manuals (TMs). Personnel place loads in jump doors so the largest dimension is upright or vertical. Personnel position the parachute on top of the load or toward the inside of the aircraft. Personnel rig a ramp load to be followed immediately by parachutists with a T-10 parachute (converted for cargo) or a parachute having a breakaway static line.

RIGGING PROCEDURES 10-2. Personnel rig door bundles so that when they are placed on the balance point of the jump platform, the parachute is on top or facing the center of the aircraft, based on the largest dimension, and not on the side. The maximum weight of the bundle is 500 pounds (not including parachute weight). Exceptions to this rigging technique are allowed for the 90-mm recoilless rifle and the Stinger missile. In both cases, personnel place the bundle upright with the parachute facing the center of the aircraft. Personnel rig the 90-mm recoilless rifle and the Stinger missile by using the A-21

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container. The personnel place the skid board on the Stinger inside the canvas cover. 10-3. When rigging an item, personnel must pack all components needed for its assembly in the same airdrop bundle. (For example, a radio and battery are packed in the same bundle.) When personnel rig items such as radio equipment, they individually wrap each item. Personnel place padding or honeycomb under the item being prepared and between the items comprising the load to prevent contact. Personnel must use cellulose wadding, felt, or other suitable material to avoid metal-to-metal or metal-to-wood contact. 10-4. Personnel roll all excess lengths of webbing and tie them with 1/4-inch cotton webbing in a surgeon’s locking knot. Doing so reduces the danger of bundles becoming snagged when ejected or released from the aircraft. 10-5. If personnel place hazardous materials inside bundles, they must have a shipper’s certificate. Personnel complete the shipper’s certificate IAW TM 38-250, Preparing Hazardous Materials for Military Air Shipments. NOTE: Personnel attach the shipper’s certificate to the manifest, not the bundle.

A-7A CARGO SLING 10-6. The A-7A cargo sling is a 188-inch long strap that weighs 1.5 pounds. Each sling strap has a stationary parachute quick-fit adapter (commonly called a friction adapter) and a floating D ring. Personnel use the A-7A cargo slings to drop nonfragile supplies. They use two, three, or four A-7A cargo slings to make bundles for airdropping. Maximum weight capacity of the bundle is 500 pounds (not including the parachute). The minimum weight depends on the parachute used. The maximum dimensions of the bundle are 30 inches wide by 48 inches deep by 66 inches high (to include cargo parachute) or 69 inches high to accommodate the 90-mm recoilless rifle or Stinger missile. 10-7. Personnel use a combination of two, three, or four sling straps for rigging a load, depending upon the size, weight, and shape. Two A-7A sling straps have a maximum weight limit of 300 pounds; three straps, 400 pounds; and four straps, 500 pounds (Figure 10-1, page 10-3). TWO-STRAP BUNDLE 10-8. The JM or safety personnel lay out one strap perpendicular (lengthwise) to the bundle with the thick-lip portion of the friction bar on the strap fastener facing down. The JM or safety personnel lay out one strap parallel to the bundle with the thick-lip portion of the friction bar on the strap fastener facing down and over the top of the perpendicular strap. When the straps are in place, they are ready to receive the bundle. The JM or safety personnel— • Center the bundle on the perpendicular strap. • Route the perpendicular strap over the top of the bundle and through the single D ring (through the rectangular portion of the D ring), fold, and secure.

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• Route the parallel strap through the D ring (through the rectangular portion of the D ring), roll, and secure. • Tighten all straps. • Tie off the excess webbing above the strap fastener by using one turn of 1/4-inch cotton webbing tied in a surgeon’s locking knot. • Ensure the excess webbing is not above the top of the bundle. The bundle has one smooth side for ease in ejecting from the aircraft.

Figure 10-1. Rigging of the A-7A Cargo Slings

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THREE-STRAP BUNDLE 10-9. The JM or safety personnel lay out one strap parallel (lengthwise) to the bundle. The JM or safety personnel lay out two straps parallel to each other on top of the parallel strap, ensuring strap fasteners are on the same side, at least 16 inches from each other, and centered. The JM or safety personnel then— • Center the bundle on the parallel strap. • Route the parallel strap over the top of the bundle and through the two D rings, fold, and secure. • Route the parallel strap through the D rings from the inside toward the outside so that the D rings are pointing to each other, fold, and secure. • Tighten all straps. • Tie off the excess webbing above the strap fastener by using one turn of 1/4-inch cotton webbing tied in a surgeon’s locking knot. • Ensure the excess webbing is not above the top of the bundle. The bundle has one smooth side for ease in ejecting from the aircraft.

FOUR-STRAP BUNDLE 10-10. The JM lays out two straps parallel to the bundle and centered. He lays out two straps parallel to each other on top of the parallel straps and centered. He centers the bundle on the parallel straps. The JM— • Routes the parallel straps through the two D rings (one D ring per strap), folds, and secures. • Routes the parallel straps through the D rings, ensuring both D rings point in the same direction. He folds and secures the parallel straps (one D ring for each strap), ensuring the strap fasteners are on the same side. • Tightens all straps. • Ties off the excess webbing above the strap fastener by using one turn of 1/4-inch cotton webbing tied in a surgeon’s locking knot. • Ensures the excess webbing is not above the top of the bundle. The bundle has one smooth side for ease in ejecting from the aircraft.

A-21 CARGO BAG 10-11. The A-21 cargo bag consists of the following components: • Canvas cover: cotton duck material, 97 inches by 115 inches, with eight strap keepers. • Sling assembly with scuff pad: one 188-inch main strap, two 144-inch side straps, scuff pad (30 inches by 48 inches), and four lifting handles. • Quick-release assembly: quick-release device with safety clip, three quick-release straps, and one fixed quick-release strap. • Two ring straps: one 9-inch strap that has a friction adapter and one 7-inch strap with a D ring.

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CHARACTERISTICS 10-12. Container components weigh 18 pounds with a maximum weight of 500 pounds, not including the parachute. The minimum load capacity is dependent on the type parachute used and the method of airdrop. Use the A-21 cargo bag to drop fragile and nonfragile supplies. Dimensions are a maximum 30 inches wide by 48 inches deep by 66 inches high or 69 inches high for the Stinger missile. (See FM 10-550, Airdrop of Supplies and Equipment: Rigging Stinger Weapon Systems and Missiles.) Dimensions include the cargo parachute. NOTE: See FM 10-500-3 for further information on rigging containers. METHOD OF RIGGING 10-13. Figure 10-2, page 10-6, shows the rigging of the A-21 cargo bag. The JM or safety personnel— • Spread the canvas cover on a level surface with all strap keepers facing up. • Position the sling assembly webbing straps down on the canvas cover and threads the straps through the keepers. • Turn the sling and canvas cover over as a unit so the sling is beneath the cover. • Center the load on the canvas cover, using cushioning material, as needed. • Wrap the load in the canvas cover, side flap first, and fold all excess material under. • Attach the two ring straps to the 188-inch main strap, keeping both D rings touching and centered. • Attach the four quick-release straps to the 144-inch side straps. • Ensure the rotating disk is facing up when the quick-release assembly is placed on top of the load (thick-lip portion of the friction bar facing out). • Thread the fixed, quick-release strap with the quick-release assembly attached through the nearest steel rod ring. • Thread the remaining quick-release straps through the nearest steel rod rings. • Insert the lugs into the quick-release assembly. • Tighten the quick-release straps and the two-ring straps; roll all excess webbing. Ensure the webbing is tied off below the friction adapter with a surgeon’s locking knot and the quick-release device is centered on the bundle.

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Figure 10-2. Rigging of the A-21 Cargo Bag

A-22 CARGO BAG 10-14. The A-22 cargo bag (Figure 10-3, page 10-7) is an adjustable cotton duck cloth and webbing container. The A-22 cargo bag consists of a cotton or nylon webbing sling assembly, a cover, and four cotton or nylon suspension webs. The A-22 cargo bag has a maximum load capacity of 2,200 pounds. 10-15. The maximum allowable dimensions for a rigged load are 48 inches wide and 53.5 inches long. Maximum height is normally 83 inches, but with USAF approval may extend up to 100 inches. For a low-velocity airdrop, a standard cargo bag skid (48 by 53.5 inches) serves as a base for the container

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load. For a high-velocity airdrop, the standard cargo bag skid or an appropriate size piece of plywood serves as the base of the container load. The weight of the A-22 cargo bag and skid is about 58 pounds. NOTE: The low-velocity CDS with A-22 cargo bag is not organic to SF.

Figure 10-3. Rigging of the A-22 Cargo Bag

CARGO PARACHUTE RIGGING ON A-SERIES CONTAINERS 10-16. After the JM or safety personnel rig the A-series containers. Then the JM inspects the cargo parachutes and attaches them to the load. INSPECTION 10-17. The parachutist places the cargo parachute on the center of the bundle. The JM inspects the bundle for the following: • Four tie-down straps. • Two risers complete (clevis, clevis pin, and safety wire). • Static line, complete with drogue device (clevis, clevis pin, and safety wire). • Drogue device is attached to the break cord attaching loop, unless a breakaway static line is used.

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ATTACHMENT 10-18. The JM ensures— • Risers go directly to the attaching point (D ring). • Tie-downs are attached (tied to side straps). • Static line is free to deploy. • Risers are not routed around or under any part of the bundle.

NOTE: The cargo parachute should be attached with the side of the pack where the risers come out, collocated to the rough side of the bundle.

CTU-2/A HIGH-SPEED AERIAL DELIVERY CONTAINER 10-19. The CTU-2/A container is designed for fighter or attack aircraft to drop while flying at 425 knots and at minimum altitude of 91 meters (300 feet) AGL. It is a fin-stabilized, parachute-retarded, reusable pod capable of carrying up to 500 pounds of cargo (Figure 10-4 and Figure 10-5, page 10-9). (See FM 10-547, Airdrop of Supplies and Equipment: Rigging the High-Speed Aerial Delivery Container, CTU-2/A, for more information.)

Figure 10-4. CTU-2/A High-Speed Aerial Delivery Container

10-20. The container measures 21 inches in diameter by 106 inches long, weighs 213 pounds empty (with parachute), and is made of glass-wound resin acrylic that allows easy destruction by burning. The CTU-2/A container can be used to deliver— • Critical supplies, such as food, water, ammunition, and medicine. • Surface-to-air recovery (STAR) kits. • DZ marking equipment or radar transponders for airdrop or air strike direction.

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Figure 10-5. CTU-2/A Delivery and Deployment

PONCHO-EXPEDIENT PARACHUTE 10-21. The poncho-expedient parachute (Figure 10-6, page 10-10) can be used to drop up to 65 pounds of equipment. It lessens the need for expensive parachutes. The following illustrates and describes how the JM or safety personnel rig the poncho: • Pull the hood drawstring loop to close the hood opening, then wrap the excess drawstring tightly around the base of the hood and tie it off so no air will escape. • Fold the poncho in half (bottoms together) with the snaps down. • Cut eight 6-feet long suspension lines of 550 cord. • Tie one suspension line to each of the grommets on the poncho with a bowline knot. • Make sure there are no tangles in the suspension lines and that they are the same length. • Tie the free ends of the suspension lines to a snap link with one large overhand knot that is further secured by one or two half-hitch knots. • Fold the poncho. Lay the half-folded poncho flat. On both long sides of the poncho, make S folds 6 to 8 inches wide to meet in the center (there

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should be the same number of folds on both sides). Next, fold the narrow-folded poncho into an M fold. • Cut a piece of 15-foot 25-pound test cord (or a lightweight string that will break when the bundle is deployed from the aircraft) for use as a static line. • Tie the loop end of the static line to the drawstring (wrapped around the hole of the poncho), and tie with a square knot. • Attach the load to the snap link attached to the suspension lines. • Fold the suspension lines on top of the load. • Place the poncho-expedient parachute folded into an M on top of the folded suspension lines. • Affix the poncho-expedient 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 before breaking loose from the aircraft.

Figure 10-6. Poncho-Expedient Parachute

STEEL STRAPPING 10-22. The steel strapping commonly used for rigging airdrop loads is made of flat steel, 0.020 inch thick by 5/8 inch wide, with a breaking strength of 1,000 pounds. Personnel may use steel strapping to make a container or to

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bind equipment items together for packing in container loads. When using steel strapping to make a container, personnel use double thickness. The load limit for steel strapping is 250 pounds.

RIGGING KNOTS 10-23. A good knot must be easy to tie or untie and must hold without slipping. Personnel must use the proper knot during the rigging of loads for airdrop. The most frequently used knots are shown in Figure 10-7.

Figure 10-7. Rigging Knots

10-11

Chapter 11

Arctic Rigging When using arctic rigging, the number of personnel who can parachute from a single aircraft is reduced by the bulk of equipment and cold weather clothing. When computing weight factors, the cold weatherequipped parachutist is estimated to weigh 310 pounds.

ARCTIC EQUIPMENT SPACE CONSIDERATIONS 11-1. The exiting interval between each parachutist is increased to 2 seconds when using arctic rigging. Aircraft compartment space required for a parachutist is 1 1/2 times more in cold regions than in temperate climates. Commanders must be familiar with the airborne operations portion of FM 31-71, Northern Operations, for successful arctic rigging operations. Planeside parachute issue and rigging are impossible during winter months because of harsh temperatures. WEIGHT FACTORS 11-2. Aircraft must be within 200 meters of the parachute rigging facility to keep rigged parachutists from walking through deep snow or over ice during winter when temperatures are low and the individual parachutist’s equipment is the heaviest. The parachutist thoroughly checks serviceability of the activating lever on the ejector snap of the hook-pile tape lowering line, since there is an increased risk of the lever malfunctioning because of the heavy loads. MODIFICATIONS 11-3. Airborne operations under cold weather conditions require modifications of standard equipment. These modifications include the following pieces of equipment. Waistband 11-4. When parachuting with snowshoes or skis, parachutists use a modified waistband strap instead of the standard waistband. The strap consists of two pieces—a 6-foot A-7A strap and a 16-inch strap with a buckle at each end. The parachutists attach their skis or snowshoes to their side opposite the static line (to prevent fouling). The modified waistband allows the buckle for the quick-release fold to be located on the same (either) side with the snowshoes or skis (Figure 11-1, page 11-2). Parachutists use a single lowering line to drop tandem loads. Under arctic conditions, parachutists lower most individual equipment during descent because of its weight.

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Figure 11-1. Modified Waistband Routed on Parachute Harness

Reserve Parachute 11-5. The bulkiness of the parachutist’s gloves may hinder deployment of the reserve parachute under arctic or extremely cold weather conditions. To overcome this obstacle, riggers invert the rip cord as an optional requirement. Commanders requesting the modified T-10 reserve parachute for an arctic airborne operation must allow enough time for the riggers to modify the reserves.

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Mittens 11-6. During the jump, parachutists do not wear arctic mittens. The bulkiness of the mittens interferes with deployment of the reserve parachute and the lowering of equipment. Parachutists tuck the mittens inside the front of the jacket or under the parachute harness. Parachutists do not attach them to or pack them in a container. Parachutists store trigger-finger mittens inside the jacket for wear as soon as the jumper is on the ground. Arctic Canteen 11-7. The arctic canteen poses a hazard because of its long neck and metal body, which can injure a parachutist if the parachute-landing fall occurs on top of the canteen. Commanders should consider packing it in the ALICE pack to prevent personal injury or damage to the canteen.

SNOWSHOES AND INDIVIDUAL WEAPON 11-8. Parachutists rig their snowshoes. They rig the snowshoes to allow for immediate access. SNOWSHOES WITHOUT WEAPON 11-9. Parachutists place the prefitted snowshoes one on top of the other (Figure 11-2). They run the heel strap of the lower snowshoe underneath the lower snowshoe and up between the frame and webbing of both snowshoes. They similarly bring up the heel strap buckle on the other side of the snowshoes. They may fabricate a sling by using 550 cord (or other suitable material). They secure the snowshoes with an additional tie-down, using 550 cord at the toe.

Figure 11-2. Snowshoes Without Weapon

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SNOWSHOES WITH WEAPON EXPOSED 11-10. A parachutist rigs his snowshoes as previously described and secures the rifle sling. He places his M16 rifle so that the barrel rests on top of the snowshoe trails, with the bolt-assist up for left door exit (or down when rigged for right door exit). The parachutist secures his M16 rifle to his snowshoes (Figure 11-3) by buckling the heel strap around the slip ring and the toe strap around the small of the stock. The parachutist uses a bowknot of 550 cord to secure the barrel to the yoke of the snowshoes. NOTE: Using this method, the parachutist may exit either the right or left jump door.

Figure 11-3. Snowshoes With Weapon

JUMPING SNOWSHOES WITH M1950 WEAPONS CASE 11-11. The parachutist attaches his snowshoes to the outside of the M1950 (Figure 11-4, page 11-5). He attaches the snowshoes with the tails down and the tips of the snowshoes facing the parachutist. The parachutist uses 550 cord to secure the snowshoes to the M1950 through the upper and lower tiedown tape retaining bars. The parachutist routes the running ends of the upper tie-down tape through the toe window on the snowshoes and then around the M1950 to the left side of the main lift web. The parachutist then attaches the M1950 as the outermost item to the left D ring. NOTE: Using this method, the parachutist does not need the modified waistband. The parachutist routes the standard waistband through the waistband retainers of the reserve parachute to the waistband adjuster panel without going around the outside of the snowshoes and M1950. He then lowers the M1950 in the same manner as in a tandem load without snowshoes.

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Figure 11-4. Snowshoes With M1950

TANDEM LOAD ON SINGLE LOWERING LINE 11-12. Tandem loads rigged on a single lowering line allow the individual parachutist to lower two items of equipment. This procedure reduces the time required and tasks required to lower equipment. This procedure also provides more time for canopy control and landing preparations. RIGGED LOAD 11-13. Parachutists must wear the ALICE pack or weapons case in the prescribed manner. A parachutist uses the rifle sling to attach his snowshoes to the rifle. He suspends this load over the shoulder opposite the static line. The parachutist threads the running end of the modified waistband extension through the waistband retainers of the reserve parachute and around the snowshoes. He makes the end of the waistband extension into a quickrelease fold. Figure 11-5, page 11-6, shows a parachutist rigged to jump from the left door. NOTE: The parachutist adjusts the rifle sling to fit snugly against him. The sling adjustment is small enough so that it does not come off the load when released to slide down the lowering line.

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HOOK-PILE TAPE LOWERING LINE 11-14. The parachutist threads the lowering line through the rifle sling and attaches it to the main lift web of the parachutist (on the side to which the snowshoes are attached). A length of 80-pound test tape is attached around the sling and the main lift web with a bowknot (just below the canopy release assembly). The lowering line adapter web is attached (Figure 11-6) to the left or right side, corresponding to the side to which the snowshoes and rifle are to be attached.

Figure 11-5. Parachutist Rigged to Jump From Left Door

Figure 11-6. Lowering Line Assembly Attached for a Tandem Load

11-15. When jumping with the ALICE pack or weapons case, the parachutist routes the lower tie-down on the case through the metal frame and around the leg (Figure 11-7, page 11-7). A separate tie-down tape for each is not necessary. 11-16. The parachutist secures the lowering line with two retainer bands to the left side of the vertical bar of the combat pack. After the parachutist attaches his pack, snowshoes, and rifle, he passes the lowering line ejector snap through the rifle sling and attaches it to the accessory-attaching ring of the adapter web. If the adapter web is not used, the parachutist directly attaches the ejector snap to the D ring on the harness. If the weapons case is attached to the snowshoes (Figure 11-8, page 11-7), the parachutist passes the lowering line ejector snap between the case and the cotton chafe material, which is attached to the case V ring.

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Figure 11-7. Upper and Lower Tie-Downs

Figure 11-8. Left Side View With M1950 Weapons Case

11-17. The parachutist unties the upper bowknot (below canopy release assembly) and the lower tie-down tape around his leg. He then pulls the freerunning ends of the D ring attaching straps to drop the load. This ensures the pack load falls the length of the line. The parachutist pulls the modified waistband quick-release fold to release the snowshoes, which slide down the lowering line on top of the pack. Figure 11-9, page 11-8, shows the procedure for releasing and lowering arctic equipment.

SKIS JUMPED WITH RIFLE OR ALICE PACK 11-18. Parachutists can jump with skis and the rifle attached. Parachutists jump by using the procedures outlined in FM 3-21.220. SKIS AND RIFLE 11-19. When the parachutist jumps with skis, or with skis as part of the individual jump load, the jump must be from a rear platform or ramp. Figure 11-10, page 11-9, shows the skis and rifle rigged. SKIS AND ALICE PACK OR WEAPONS CASE 11-20. Figure 11-11, pages 11-10 and 11-11, illustrates the rigging of the skis and ALICE pack or weapons case. The parachutist threads the lowering line of the ALICE pack, or weapons case, between the skis. He attaches the lowering line to the main lift web on the side of the pack to which the skis are attached. The parachutist routes the lowering line the same way and fastens the ejector snap to the lowering line adapter web or to the D ring on the

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parachute harness. To secure and stabilize the skis, the parachutist attaches a length of 80-pound test tape to the top and bottom of the skis by using a bowknot. Pulling the free-running end on the D ring attaching straps at the same time lowers the skis and ALICE pack (or weapons case). This drops the load down the length of the lowering line. Pulling the quick-release fold of the A-7A strap and the locking-pin cord lanyard of the ski-carrying harness releases and lowers the skis.

Figure 11-9. Arctic Equipment Released and Lowered

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Figure 11-10. Skis and Rifle Rigged

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Figure 11-11. Skis and ALICE Pack Released

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Figure 11-11. Skis and ALICE Pack Released (Continued)

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Chapter 12

Helicopter Rappelling Helicopter rappelling can provide a means of quick insertion of an SFODA into an area where a helicopter cannot land. A team can rappel from a helicopter when the team does not have the special equipment required by FRIES and SPIES, or a specially equipped helicopter. The techniques a soldier uses when rappelling from different aircraft are similar. However, positioning, seating, and the tie-down anchor point are different. Before conducting a rappel, soldiers train on each aircraft. Rappelling operations are executed quickly and safely to ensure the success of the operation in a combat or training environment. The rappel master (RM) supervises rehearsals of rappelling operations before conducting the operation. Rappel operations and training are conducted IAW TC 21-24, Rappelling. USSOCOM Manual (M) 350-6, Special Operations Forces Infiltration/Exfiltration Operations, contains the specific requirements for USASOC units.

OBJECTIVES 12-1. The objectives of helicopter rappelling training are to safely conduct and maintain maximum proficiency in the execution of helicopter rappelling operations. The objectives of this chapter are to— • Prescribe safety and administrative procedures. • Outline the training requirements. • Prescribe the qualifications, duties, and responsibilities of commanders and key personnel. • Outline the operational requirements. • Prescribe safety requirements, rappelling methods, equipment, and rigging procedures in the conduct of rappelling operations.

SAFETY CONSIDERATIONS 12-2. As in all training, a safety briefing will precede rappelling operations. Before conducting rappel training, the RM gives a safety briefing to all personnel. There are different briefings for tower rappelling and helicopter rappelling. The safety briefing for soldiers rappelling from a helicopter includes the following: • Secure loose clothing and equipment. • During all rappelling operations, wear helmets and fasten chin straps. • Wear gloves, identification tags, and earplugs, and roll down sleeves.

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• Sling weapons diagonally across back with the muzzle pointing down and on the side opposite the brake hand. • Have an RM inspect rappelling equipment before rappelling. • Do not run within 50 feet of the aircraft. • When approaching or departing the helicopter, approach from a 45-degree angle to the front or as directed by the crew chief. Bend forward at the waist to ensure clearance of the rotor blades. Approach or depart the aircraft only when directed to do so by the crew chief. Never go near the rear of the aircraft. • Upon boarding the aircraft, sit or kneel down, hook up, and apply brake hand to the small of back. • While in the helicopter, maintain eye-to-eye contact with the RM and receive all commands from him. • When conducting training at a hover site, ensure a belay man is on rappelling rope at all times. The belay man does not wear gloves. At all times, he keeps both hands on the ropes and his eyes on the rappelling soldier. • During descent, maintain eye-to-ground contact. • If ropes are coming off the ground or the belay man has lost control of the ropes, immediately brake and execute a lock-in. Wait for commands from the RM. • During descent, brake once every 30 feet. • Conduct all rappelling with a double strand of rope.

SAFETY GUIDELINES 12-3. Personnel will follow the guidelines below when conducting rappelling operations. Rappelling training, like any training conducted at heights, is dangerous. To minimize the risks of injury, personnel must follow the safety rules discussed herein. These rules are as follows: • Gloves are required for all soldiers who are rappelling during rappel training and operations. • Instructors and assistant instructors must wear safety lines.

12-4. The rappel safety officer (RSO) ensures personnel perform all rappelling in a safe and controlled manner. The following rules apply to static (elevators) helicopter rappelling training: • A qualified RM is on each aircraft. • Only four rappel ropes are used. • A belay man is on each rope. He is responsible for walking the rope from beneath the helicopter during the descent. (Walking the rope is defined as removing the slack from underneath the helicopter by walking backward with the rope as the helicopter descends and lands.) The belay man ensures the ropes are not caught or tangled on the aircraft and does not allow them to be blown into the main or tail rotor system.

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• Soldiers who are rappelling hook up while the aircraft is on the ground. If multiple rappels from the ropes are being conducted in a single lift, the second group of soldiers who are rappelling must remain attached to the aircraft by a safety line until they have hooked up to the rappel rope. A safety line is a sling rope with a bowline knot on each end secured to the aircraft and the soldier rappelling by means of a snap link. • The RSO maintains radio contact at all times with the pilot and RM. He alerts the RM and pilot of any unsafe conditions.

12-5. The following rules apply to tactical helicopter rappelling: • A qualified RM is on each aircraft. • An RM or instructor will be responsible for regulating all movements on the ground around the aircraft. • Only four rappel ropes are used. The RM releases the rappel ropes once all soldiers who are rappelling are off the ropes. • Soldiers who are rappelling hook up while the aircraft is on the ground. If multiple rappels from the ropes are being conducted in a single lift, the second group of soldiers who are rappelling must remain attached to the aircraft by a safety line until they have hooked up to the rappel rope. A safety line is a sling rope with a bowline knot on each end secured to the aircraft and the soldier who is rappelling by means of a snap link. • The RM maintains communications with the pilot at all times via the ICS.

TRAINING 12-6. Training for helicopter rappelling includes initial tower, helicopter, sustainment, and refresher training. Soldiers must meet the requirements of tower training before moving on to helicopter rappelling training. INITIAL TOWER TRAINING 12-7. Participants must complete the following training requirements under the supervision of an RM. NOTE: The unit commander ensures personnel successfully complete these requirements before beginning helicopter rappelling training. • Identify all rappelling equipment. • Demonstrate the construction of the rappel seat and attachment of the rappel rope to the rappel seat. • Identify unsafe attachments, equipment, rope connection, and seat constructions. • Define terms used in rappelling operations. • Identify knots used in rappelling operations. • Know the rappel commands. • Demonstrate rappelling positions. • Demonstrate the ability to lock in.

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• Conduct four satisfactory rappels from the wall side of a 34-foot rappelling tower—two without equipment and weapon and two with equipment and weapon. • Conduct two rappels off the free side of the tower (no wall).

HELICOPTER TRAINING 12-8. In helicopter training, personnel must meet the following requirements before conducting a tactical helicopter rappelling operation: • Complete three rappels satisfactorily from a helicopter at a height of 60 feet. • Complete two rappels with combat equipment and weapon from a helicopter at a height of 60 feet. • Demonstrate confidence and proficiency in the techniques, procedures, and equipment used in rappelling from a helicopter. • Know the rappelling equipment used in helicopter operations and special equipment required for helicopter operations.

SUSTAINMENT TRAINING 12-9. Units routinely conduct sustainment training to maintain the acquired skills. Units will receive training on rappelling procedures within 24 hours before the rappelling operation. Before conducting rappel training, the unit or element conducts sustainment training, which consists of the following: • Rigging and inspection of individual equipment, construction of a rappel seat, and hookup procedures. • Rigging and inspection of the aircraft and accompanying equipment. • Hand-and-arm signals. • Safety requirements and emergency procedures. • Rehearsals, as needed. • Three satisfactory rappels from a tower (one with weapon and equipment) before executing a helicopter rappel.

REFRESHER TRAINING 12-10. Soldiers who have not performed a helicopter rappel during the past year will undergo refresher training consisting of the following: • Rigging and inspection of individual equipment, construction of a rappel seat, and hookup procedures. • Rigging and inspection of the aircraft and accompanying equipment. • Recognizing and using hand-and-arm signals. • Knowing and using safety requirements and emergency procedures. • Rehearsing, as needed. • Conducting two rappels on the 34-foot tower wall (the 20-foot tower is acceptable)—one without equipment and one with equipment. • Conducting two rappels off the free side of a 34-foot or higher rappel tower.

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PERSONNEL REQUIREMENTS 12-11. The rappelling personnel required for helicopter rappelling are the RM, RSO, belay man, and soldiers who are rappelling. The qualifications of these personnel are discussed in the following paragraphs. RM 12-12. Selection of personnel as RMs should be based on the individual’s demonstrated leadership capabilities, maturity, and knowledge of rappel operations. Personnel will be qualified to perform the duties of RM upon successful completion of the training prerequisites outlined in USSOCOM M 350-6: • Responsibilities and safety requirements. • Rappel capabilities of aircraft used. • Inspection and maintenance of equipment. • Ground training and hookups. • Selective knots (square knot, bowline, middle-of the-rope bowline, endof-rope Prusik, middle-of-the-rope Prusik). • Inspection of a rappel seat. • Instructional techniques. • Rigging of the helicopters. • Conduct of rappelling operations from helicopters. • Rappel rope construction and deployment bags.

12-13. To remain current, RMs will execute their duties in a tactical or training exercise once a year. If the RM does not execute his RM duties within the 1-year period, he will undergo a refresher class consisting of the subjects listed above. A current RM will teach the refresher class. RAPPEL SAFETY OFFICER 12-14. The RSO is a current RM who is the officer in charge or noncommissioned officer in charge. The RSO has overall responsibility for the safety of all soldiers who are rappelling and ensures personnel follow all safety precautions. BELAY MAN 12-15. The belay man is a rappel-qualified individual. The RM briefs the belay man on the duties and responsibilities of the belay man and emergency procedures. RAPPELLING SOLDIER 12-16. Before participating in static helicopter rappelling, the soldier who will be rappelling must successfully complete the tower qualification requirements outlined in USSOCOM M 350-6 and TC 21-24. To participate in tactical helicopter rappelling, the soldier who will be rappelling must successfully complete the helicopter training requirements outlined above and in USSOCOM M 350-6.

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DUTIES AND RESPONSIBILITIES 12-17. Rappelling training and operations require the designation of key personnel to perform assigned tasks. The positions are unit commander, RM, RSO, belay man, and pilot in command. UNIT COMMANDER 12-18. The unit commander, or designated representative, is responsible for ensuring personnel participating in the operation meet the criteria below: • Are assigned or attached to a USSOCOM unit. • Have passed the Service fitness test. • Have been screened by medical personnel to ensure they are physically able to participate in rappelling operations. • Have a current medical examination. • Are free of any injury or physical condition that would cause a potential safety hazard during rappel operations.

RM 12-19. The RM is responsible, along with the RSO, for ensuring the safety of all soldiers who are rappelling. He personally supervises the rappelling operation. A qualified RM is aboard each aircraft. The RM— • Is in charge of training on ground, tower, and aircraft rappelling safety procedures. • Ensures there is internal communications between the pilot and RM and external communications between the crew on the aircraft and on the ground. • Inspects all equipment (installation, unit, and personal) and uses only authorized serviceable equipment. • Inspects and tests all anchor points and knots before the mission starts. • Ensures all soldiers who are rappelling receive a safety briefing and the aircrew and pilots receive an air mission brief. • Ensures the soldiers who will be rappelling are rappel-qualified before conducting helicopter rappelling, to include tactical rappelling. • Maintains communications with the pilot at all times.

RSO 12-20. The RSO has overall responsibility for the safety of all soldiers who will be rappelling and ensures they follow all safety precautions. He maintains communications at all times with the pilot and RM via radio. He alerts the RM and pilot of any unsafe acts. PILOT IN COMMAND 12-21. The pilot in command of the aircraft ensures the following: • The aircrew and all nonaircrew personnel are briefed and understand their responsibilities during rappelling operations, including aircraft safety and actions in case of an emergency.

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• Ensures the RM inspects the donut ring anchoring device assembly (UH-1 only) and/or aircraft anchor points. The RM inspects for completeness and functionality and for the correct installation of the donut ring anchoring device assembly and/or aircraft anchor points. • Emphasizes procedural techniques for clearing, recovery, and jettison of the ropes. • Keeps the aircraft centered over the target with corrections from the crew chief, as required.

BELAY MAN 12-22. A belay man is assigned to each rope. He is responsible for walking the rope beneath the helicopter during the descent. The belay man ensures the ropes are not caught or tangled on the aircraft and does allow them to be blown into the main or tail rotor system.

OPERATIONAL REQUIREMENTS 12-23. Personnel follow operational requirements as closely as possible during training under usual conditions and unusual conditions (adverse weather or terrain conditions and night operations). Personnel must use sound judgment to determine what action to take depending on the nature and severity of the condition. MEDICAL COVERAGE 12-24. A qualified and equipped 18D, 91W, or 91B medic or Service-qualified emergency medical technician (EMT) will be present at all training sites. At a minimum, all medics will be equipped with the following: • An M5 aid bag, or equivalent, packed IAW unit standards. • A medical transportation vehicle that is covered and large enough to carry a stretcher, a litter, or backboard. • Any other items deemed necessary.

12-25. Medics must know casualty evacuation (CASEVAC) procedures and have coordinated requirements necessary to expedite evacuation and treatment of personnel on and off military installations. Absence of a medic, medical equipment, or transportation will cancel training. If the situation warrants and the installation cannot support a MEDEVAC mission, the training aircraft may be used as a last-resort CASEVAC vehicle. The medic must coordinate this contingency with the aircrew before the start of training. The medic will develop an evacuation plan that includes but is not limited to the following: • Medical facilities—location and capabilities. • Emergency telephone numbers. • Routes to medical facilities.

COMMUNICATION REQUIREMENTS 12-26. During helicopter rappel training, the RSO will have radio communications with the aircraft. Voice communications are required before

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starting aircraft rappelling. In addition, the RSO will inform the pilot in command to stop operations if an unsafe condition develops. ADVERSE WEATHER AND TERRAIN CONDITIONS 12-27. Rappel operations will not be conducted under the following conditions: • Ambient temperature is 30 degrees Fahrenheit or less. • Winds are more than 30 knots. • Lightning strikes within 1 NM of rappelling operations. • Wind chill factors caused by the rotor wash of the helicopter or extraction cruise air speeds that may cause cold weather injuries. • Water or ice on the rope inhibiting the ability of the rappelling soldiers to control their descent. • The rope is exposed to the elements long enough for it to freeze, thereby reducing its tensile strength. • Blowing particles produced by rotor wash cause the aircrew or the RM to lose visual contact with the ground.

NIGHT OPERATION REQUIREMENTS 12-28. The following requirements are necessary for night rappelling operations: • The RM attaches one chemical light to the end of the rope and one on each soldier who is rappelling. • The RM secures one chemical light to the attachment point of the rope. • Rappelling soldiers will not wear NVGs during the descent. • Aircrew members will wear NVGs as required during night operations. NVG lighting criteria will be IAW Army regulations, specific aircraft aircrew training manuals, unit SOPs, or the tactical environment.

TRAINING ALTITUDE MAXIMUMS 12-29. The maximum training altitude for rappelling during initial training on a tower is 60 feet. The maximum training altitude for helicopter rappels is 100 feet.

PREPARATION OF EQUIPMENT 12-30. The type and amount of equipment required for rappelling from a helicopter depends on the type of helicopter. The standard basic items required to conduct helicopter rappelling operations are as follows: • Items supplied by individual:

ƒGloves. ƒ12-foot sling rope for rappel seat. ƒOne snap link. ƒKevlar.

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• Items supplied by unit:

ƒ120-foot nylon ropes (four). ƒRope coiling log or standard deployment bag. ƒDonut ring and safety floating ring for UH-1H. ƒSnap link (16 for a UH-60). ƒMonkey harness for static RM. ƒRope log book and record system. ƒRadio communications and aircraft communications headset. ƒNVG, as required. NOTE: IAW USASOC Reg 350-12, Special Operations Forces Mountaineering Operations, all ropes, snap links, rappel rings and like mountaineering equipment used for rappelling must meet Union Internationale des Associations d’Alpinisme standards. PREPARATION OF RAPPELLING SOLDIER 12-31. Before rappelling, each soldier must prepare his clothing and equipment. He performs the following: • Secures shirttails, loose clothing, equipment straps, and long hair. • Dons a helmet. Properly fastens all straps and ensures the helmet is in serviceable condition. • Wears heavy, leather workman’s gloves. • Wears identification tags and earplugs when rappelling from a helicopter. • While rappelling from a helicopter, rolls down sleeves to prevent rope burns. • Loosely fastens the load-carrying equipment and rucksacks on the back. • Slings the weapon with the muzzle down diagonally across the back. Ensures the muzzle is away from the brake hand.

CONSTRUCTION OF RAPPEL SEAT 12-32. To tie a rappel seat, the rappelling soldier performs the following steps: • Finds the middle of a sling rope and places it on his hip opposite the hand used for braking. • Brings one end of the rope around his back to the front of his waist, while bringing the other end forward to the front of his waist. • Ties a double overhand wrap in front of his body. • Brings the ends of the rope between his legs (front to rear), under the cheeks of his buttock, and over the rope around his waist to form a half hitch on each side. • Brings the ends of the rope to his side opposite his brake hand, and ties a square knot secured with two half-hitch knots. • Stuffs the excess rope into a pocket.

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• Inserts the snap link with the gate down and the opening toward the body (inserts it through the single wrap around the waist and through the two ropes that form the double overhand wrap at the front of his waist). • Rotates the snap link one-half turn so the gate opens down and away from his body.

CONSTRUCTION OF DONUT RING 12-33. A donut ring (Figure 12-1, page 12-11) is required when using a UH-1H. The donut ring, which the RM may need to build, serves as the primary anchor assembly for the ropes. The RM makes it from a 1/2-inch steel cable with a steel wire core. The cable is 120 inches long, consists of six strands (18 wires per strand), and has a tensile strength of 21,000 pounds. The completed donut ring has a tensile strength of 3,000 pounds. The RM builds the donut ring as follows: • Threads six parachute static-line snap hooks onto the 120-inch steel cable as follows:

ƒEnsures snap hooks face out with the gates down and the center two snap hooks face in with the gates down. ƒDrills the end portion of each snap hook to make a 5/8-inch diameter hole. ƒThreads the cable through the holes in the snap hooks. • Overlaps the ends of the 120-inch cable by 20 inches to form a circle. • Secures the ends of the cable with four 1/2-inch U-bolts. • Places the U-bolts at 2- to 3-inch intervals. • Attaches two U-bolts to each dead end of the cable so the bolts engage the dead end. • Before torquing the U-bolts, positions a 12-inch length of chain or 1/8inch-diameter cable on the center of the overlapped 120-inch steel cable so that it remains in position between the two U-bolts in the center. • Tightens each nut of the U-bolts with a torque wrench (if possible) to 40-foot pounds (480-inch pounds). • After attaching and tightening the U-bolt clamps, fastens a steel plate (drilled to fit) over the open end of the U-bolt studs. • Spot-welds the steel plate in place to prevent loosening.

DEPLOYMENT OF ROPES 12-34. Deployment of ropes from a helicopter is a critical task because of the possibility of the ropes entangling. Rope entanglement can cause a wellplanned operation to fail, or it can increase the time required to conduct the operation. To prevent entanglement, soldiers who will be rappelling must deploy ropes by using a positive control technique. Two of the techniques that may be used are the deployment bag technique and the log coil technique.

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Figure 12-1. Donut Ring Attached to the Floor of the Helicopter

Deployment Bag Technique 12-35. The rappelling soldier places the deployment bag on a flat surface with the stow loop facing upward. If the deployment bag still has a static line, the rappelling soldier removes it by cutting the static line where it attaches to the deployment bag. During rappelling operations, soldiers use positive control techniques to prevent rope entanglement. The rappelling soldiers construct the deployment bag positive control as follows: • Use a sandbag (about one entrenching tool full of sand) as a weight in the deployment system. Roll the sandbag into a rectangular shape, tie it, and then place it in a small plastic bag, rolled and taped. Place a retaining band over the middle of the weight, and place the weight on top of the deployment bag. The weight should be about the same width as the deployment bag. • Lay out and inspect the two ropes. The working ends (closest to the deployment bag) should be even. Place a round turn with the two working ends of the ropes on the retaining band of the weight. Working on top of the deployment bag, start forming figure eights. The stack should consist of 8 to 10 figure eights, one on top of another. Do not exceed the width of the deployment bag. Then, starting from either side, center a retaining band over the stack. Ensure it is over all the figure eights in the stack. Repeat the process each time, placing one stack in front of the other. Continue until about 10 feet of rope remains. If one rope is shorter than the other, the end of the shorter rope should be about 10 feet from the last stack. • For a primary anchor point, measure down about 4 feet from the end of the shortest rope. Using both ropes, tie a bowline without a half hitch. This knot is the primary anchor point.

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• For a secondary anchor point, tie an end-of-line bowline with a half hitch toward the end of the ropes. The dressed knot should be 18 to 22 inches from the knot at the primary anchor point when using the UH-1H helicopter and 22 to 30 inches when using the UH-60 helicopter. If excess rope remains, fold it in an “S” shape and tape it between the two knots. Make sure 3 to 6 feet of rope remain from the last stack of figure eights. • To place the ropes in the deployment bag, remove the bag from under the stack of rope. Place the weight into the bottom of the deployment bag, and place all the stacks of figure eights, in the order created, one on top of the other into the bag. • There are loops in the opening of the deployment bag—two left, two right, and two rear. Do not use the two rear loops. Close the flap on the deployment bag, and push the loops through the aligning holes on the flap. Using an 8-inch piece of gutted 550 cord, tie the two loops together with a square knot and two half hitches. Make sure two 120-foot ropes are coming out of the center of the flap—not to one side. Repeat the process, and tie the right loops together. Wrap the excess rope lengthwise around the bag.

NOTE: The sizes of the loops of the bowline should be no longer than an average-size fist. Log Coil Technique 12-36. The soldier who is rappelling lays the running end of the double rope along the length of the coiling log (Figure 12-2). He then coils the double rope around the running end of the rope and the coiling log. He coils the rope evenly and tightly.

Figure 12-2. Coiling Log

RAPPELLING COMMANDS 12-37. Helicopter rappelling occurs in a noise-filled environment. Each soldier who is rappelling is trained to know the rappel commands and to understand the actions required of him during the execution of each command. Because of the noise created by the helicopter, the RM uses rappel commands and arm-and-hand signals. The RM issues all commands, and the

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soldiers who are rappelling orally confirm the commands. Each type of helicopter has slightly different versions of the following commands, so soldiers should refer to the respective section for each type of helicopter used. The arm-and-hand signals that are used with rappelling commands are as follows: • GET READY (Figure 12-3). The RM extends both hands to the front with fists clenched and thumbs pointing upward. • SIT IN THE DOOR (Figure 12-4). The RM extends both arms to the front with elbows locked, fingers extended, thumbs running along the index fingers, and palms facing downward. He bends slightly at the waist so that the arms are below the waist. Then, he moves both arms in a crisscross waving motion, alternating left over right and right over left. This command applies only to the UH-1H helicopter. • THROW ROPES (Figure 12-5). The RM extends both arms to the front with elbows locked, fists clenched, and index fingers extended. He points at soldiers who are rappelling, brings his forearms to an upright position, and then brings his forearms down to the elbow-locked position. • POSITION. The two arm-and-hand signals for POSITION are:

ƒPrimary signal (Figure 12-6, page 12-14). The RM extends both arms to the front, bends both elbows, points forearms upward, clinches fists, and points index fingers upward. He makes a circular motion with both forearms rotating in opposite directions.

Figure 12-3. Arm-and-Hand Signal for GET READY

Figure 12-4. Arm-and-Hand Signal for SIT IN THE DOOR

Figure 12-5. Arm-and-Hand Signal for THROW ROPES

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ƒAlternate signal (Figure 12-7). The RM extends both arms to the front with elbows locked, fists clenched, and index fingers extended. He bends at the waist so that his arms are below his waist and makes a circular motion with arms rotating in opposite directions. • GO (Figure 12-8). The RM extends an arm and hand with elbow locked, fingers extended, and thumb along the index finger. He points directly at the soldier who is rappelling.

Figure 12-6. Primary Arm-and-Hand Signal for POSITION

Figure 12-7. Alternate Arm-andHand Signal for POSITION

Figure 12-8. Arm-and-Hand Signal for GO

RAPPELLING OPERATIONS FOR UH-60 BLACKHAWK HELICOPTER 12-38. The UH-60 is a twin-engine, medium-speed, single main rotor helicopter that can transport 10 soldiers who will rappel, one RM, and a fourman crew. It is equipped with four 4,000-pound (load limit) cabin ceiling tiedown fittings or rings that are located in the ceiling of the troop and cargo compartment. The tie-down fittings are the primary rappelling rope anchoring points. When the UH-60 is equipped with the FRIES I-bar, the I-bar hook serves as the primary attaching point. The UH-60 is also equipped with eight 3,500-pound (load limit) cargo restraint net rings. Four of the eight rings are located in the ceiling of the troop and cargo compartment. The cargo restraint net rings are the anchoring points for the secondary rappelling rope.

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INSPECTION AND SAFETY CONSIDERATIONS 12-39. The RM and pilot, or the pilot’s representative, conduct a joint inspection of the aircraft. Their inspection ensures the safety of all personnel and serviceability of equipment. The RM and pilot ensure— • Cargo doors are locked in the open position or cleared for closing, depending on the mission. • All loose objects in the cargo compartment are removed or secured forward. • Sharp edges or protrusions on the cargo floor and door ledges that may contact the soldiers who are rappelling or their rappelling ropes are taped.

NOTE: Door latches or handles should not be taped—taping can interfere with door operations. • Primary and secondary rappelling anchor points are serviceable and securely attached to the aircraft structure. • A headset or helmet and intercom jack for the RM are available and operational, and the intercom extension cord is secured overhead. • Serviceable safety harnesses are available for the RM and crew chief. • The cabin ceiling tie-downs have safety wire installed to ensure they do not come undone or unraveled and the bolt head is stamped “H.”

RIGGING OF THE UH-60 12-40. The inside configuration of the UH-60 may or may not have four rear seats for rappelling operations. The RM rigs the UH-60 helicopter by performing the following: • Locks both cargo doors in the open position.

NOTE: For arctic or other cold weather operations or during flights of long duration, the RM closes and locks the cargo doors until the time specified for opening them. • Removes all the troop seats or just the center row, depending on the situation. • Tapes any sharp edges or protrusions on the cargo floor and door ledges that may contact the soldier or his rappelling rope. • Stows loose equipment forward in the cargo compartment. • Extends the RM’s intercom cord to the rear over the aft utility drain line and tapes the cord to the overhead troop seat support tube. • Installs the floor restraint provisions for soldiers 1 through 6 who are rappelling. • Rigs and connects rappelling ropes to the primary and secondary anchor points on the aircraft.

ƒPrimary anchor points. Ties a bowline with a half hitch about 4 feet from the standing end of the rope. Attaches the two primary snap links to the respective red cabin ceiling rappelling rings or the I-bar for MH-60s with gates facing in the opposite directions (Figures 12-9 through 12-11, page 12-16).

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ƒSecondary anchor points. Ties a bowline with a half hitch about 1 1/2 feet from the standing end of the rope. Attaches the secondary snap link to the adjacent overhead cargo restraint net ring (Figures 12-10 and 12-11). NOTE: There must be a minimum of 22 inches and a maximum of 30 inches between the anchor points. • Tapes the unused floor rings.

Figure 12-9. Primary Snap Link Attaching Point

Bushing

Clevis (Red)

Snap Ring Groove Tie-Down Ring (Red)

Figure 12-10. Secondary Snap Link Attaching Point

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Figure 12-11. Primary and Secondary Snap Link Attaching Points

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LOAD PLANS 12-41. The UH-60 can carry 10 soldiers who will be rappelling with or without combat equipment, one static or deploying RM, and a four-man crew. The helicopter can be configured in at least two ways. For all rappelling operations, the center troop seats are removed and in some cases, the rear four seats are removed. All soldiers who are rappelling must know the seating arrangements and procedures for loading before boarding the aircraft. 12-42. Rappelling soldiers are in two 5-man sticks. They approach the aircraft from the left or right side in reverse order. They approach the aircraft in two groups and enter the aircraft at the same time, depending on the situation. Rappelling Soldiers 9, 7, 5, 3, and 1 enter the aircraft through the left door. They are seated and restrained. Rappelling Soldiers 10, 8, 6, 4, and 2 enter the aircraft through the right door. They are seated and restrained. A C-3A troop-type safety belt or a safety harness restrains the static RM during takeoff and landing. 12-43. Load plan with all seats removed: • Rappelling Soldiers 9, 7, 5, 3, and 1 enter the aircraft through the left door. They sit on the floor on the left side of the aircraft. Rappelling Soldiers 10, 8, 6, 4, and 2 enter through the right door and sit on the right side of the floor. • Rappelling Soldiers 1 through 4 hook to their respective rope. The RM inspects them. • The RM connects cargo door straps across the doorways. • RM signals crew chief and pilot when everyone is ready.

12-44. Load plan with the four rear seats left onboard (Figure 12-12): • Rappelling Soldiers 1 through 6 and the RM sit on the cargo floor. A 3 1/2-foot-long and 1-inch-wide tubular-nylon webbing (or equivalent) runs through the cargo tie-down rings attached to the floor of the aircraft and restrains the soldiers who will be rappelling. A snap link hooked to a Swiss seat attaches the webbing to the soldiers who are rappelling. • Rappelling Soldiers 7 through 10 sit on the troop seats across the aft end of the cargo compartment. Seat belts secure them.

Figure 12-12. Rappelling Personnel Seating Arrangement

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DANGER Because the lowest arc of the rotor blade occurs at the direct front of the aircraft, approaching the aircraft at this point could result in personnel injury or death.

RAPPELLING PROCEDURES 12-45. The RM makes sure all personnel follow the rappelling procedures for the safe and efficient execution of the operation. The RM supervises the rehearsal of the rappelling procedures, which are as follows: • The RM hooks the primary anchor point snap link into the respective cabin tie-down fittings. • The RM hooks the secondary anchor point snap link into the respective cargo restraint net rings. • The RM is equipped with a headset and maintains communications with the pilot at all times. The RM wears a safety harness and stations himself in the center of the cargo floor to maintain control of the soldiers who are rappelling, the ropes of the soldiers rappelling, and all anchor-attaching points. • After all soldiers who are rappelling are in the aircraft, the first four rappelling soldiers hook onto their respective rappel rope. The RM checks the first four rappelling soldiers for the correct hookup.

NOTE: If all soldiers who are rappelling are rappelling into the same area, individual rappel ropes are not needed. Succeeding rappelling soldiers use the ropes of rappelling Soldiers 1 through 4. • The pilot relays 20-, 10-, 5-, and 1-minute time warnings to the RM. • The RM gives the following commands, and the rappelling soldiers perform the corresponding actions:

ƒGET READY. This alerts the soldiers who will rappel. The soldier who will rappel and RM perform final checks of the hookup, rappel seat, snap link, and equipment. ƒTHROW ROPES. The soldier who will rappel looks down below the aircraft to ensure no one is under the aircraft. Keeping his brake hand in the small of his back, he tosses the deployment bag with the ropes out and away from the helicopter with his guide hand. The soldier who will rappel observes the ropes are touching the ground and are not knotted or entangled. If there are no problems with the ropes, the soldier who will rappel looks at the RM. When the RM is looking, the soldier who will repel reports, “Rope okay.” The RM ensures that he receives a “Rope okay” report from each station. ƒPOSITION. From a kneeling position with the brake hand in the small of his back, the soldier who will rappel rotates 90 degrees so that he is facing the inside of the aircraft and the RM. The soldier who will rappel then places his heels on the edge of the floor of the

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helicopter doorway and leans out into an L-shaped position. His feet are shoulder-width apart, the balls of his feet are on the edge of the helicopter doorway, his knees are locked, and his body is bent at the waist toward the helicopter. ƒGO. The RM initiates the rappel with the GO command. The rappelling soldier flexes his knees and jumps backwards. At the same time the rappelling soldier jumps back, he throws his brake hand out at a 45-degree angle, letting the running ends of the ropes slide through the brake hand and guide hand. • Upon reaching the ground, the soldier who rappelled clears the rappel rope through the snap link (or rappel ring) until the rope is free. If other rappelling soldiers are to follow on the same rope, the soldier who rappelled and who is on the ground separates or untwists the ropes and becomes the belay man for each subsequent rappelling soldier. If the RM or crew chief releases the ropes from the aircraft following the last rappelling soldier, untwisting and separating the ropes is not necessary. • After the first four rappelling soldiers exit and clear their ropes, the RM hands rappel ropes to the next four soldiers who will rappel so they can hook up. Left-handed rappelling soldiers take extra precaution to ensure the correct hookup. RMs can avoid problems by placing lefthanded rappelling soldiers in the positions where they initially have the rope to their nonbrake side.

WARNING Extreme care must be taken in hooking up and positioning personnel that require repositioning of their rope to their brake-hand side. This repositioning could result in injury to the rappelling soldier or damage to the aircraft.

• After checking the soldiers who are rappelling for the correct hookup, the RM moves the next four soldiers who will rappel into position on the floor of the aircraft. After the four rappelling soldiers exit and clear their ropes, the RM hands rappel ropes to the last two soldiers who will rappel so they can hook up. • After checking the soldiers who will rappel for correct hookup, the RM moves them into position on the floor of the aircraft. After the last rappelling soldier is off the rope, the RM releases the ropes. • If the RM rappels, the crew chief releases or retrieves the ropes.

RAPPELLING OPERATIONS FOR UH-1H HELICOPTER 12-46. The UH-1H helicopter provides a safe, stable aerial platform from which to conduct rappelling operations when landing is not feasible. The UH-1H is a single-engine, medium-speed, single main rotor helicopter that can transport eight soldiers who will rappel, one RM, and a three-man crew. It has

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a lift capacity of 2,300 pounds and is equipped with several floor-mounted tiedown fittings, seven of which are used during rappelling operations. INSPECTION AND SAFETY CONSIDERATIONS 12-47. The RM and pilot or pilot’s representative conduct a joint inspection of the aircraft. Their inspection ensures the safety of all personnel and serviceability of equipment. The RM and pilot ensure— • Cargo doors are locked in the open position or cleared for closing, depending on the mission. • All loose objects in the cargo compartment are removed or secured forward. • Sharp edges or protrusions on the cargo floor and door ledges are taped. • The donut ring and floating safety ring are serviceable and properly attached to tie-down fittings. • A headset and intercom jack for the RM is available and operational. • Serviceable safety harnesses are available for the RM and crew chief. • Unused floor rings are taped down.

RIGGING OF UH-1H HELICOPTER FOR RAPPELLING 12-48. The RM is responsible for ensuring the helicopter is properly rigged for rappelling operations. He performs the following to rig the UH-1H helicopter: • Removes all seats. • Locks the doors in the open position. If no locks are present, he removes the doors. Also, he removes small cargo doors. • Pads and tapes all sharp edges on the floor, door ledge, and all protrusions on the skids. Ensures each door ledge has a scuff pad to protect the rope from contacting the metal door ledge. • Attaches the anchor points. Helicopter rappelling requires the use of two anchor points. The donut ring serves as the primary (or Number 1) anchor assembly and the secondary (or Number 2) anchor point is a floating safety ring. The free-floating safety ring attaches to the center tie-down ring on the floor with a seventh snap hook. Figure 12-13, page 12-21, shows the donut ring connected in a helicopter. • For the donut ring, secures the primary anchor to center of the floor of the helicopter. The donut ring has six snap hooks numbered clockwise, with 12 o’clock being toward the front of the helicopter.

ƒPositions the clamps of the donut ring toward the aft end of the helicopter. ƒEnsures the front two snap links and rear two snap links are facing outside of the donut ring and are hooked to the tie-down ring with the snap hook facing down. ƒEnsures the center two snap hooks face into the donut ring and are connected to the floor tie-down ring with the gate facing down (Figure 12-13, page 12-21).

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NOTE: Using this technique has caused equipment failure in many aircraft. The pilot or maintenance crew must inspect the clamp nuts and certify them as airworthy before flying the mission. • For the floating safety ring or the secondary (Number 2) anchor point for the rappelling ropes, hooks the snap link at the end of the rappelling rope to one of the aforementioned connectors. Uses either of the following two types of floating safety rings:

ƒThreads an elliptical rappelling ring through the free end of the keeper chain (cable). (Constructs the keeper chain of cold-rolled steel that is 1/4-inch in diameter, with inside dimensions of 2 1/4 inches [minor axis] and 4 inches [major axis].) Threads a seventh parachute static-line snap hook onto the ring before welding. Welds this ring together so that it withstands a force up to 3,000 pounds (Figure 12-14). ƒAttaches two snap links to the aircraft tie-down ring in the center of the donut ring. Inserts the first snap link through the free end of the keeper chain (cable) and the tie-down ring with the gate down. Inserts the second snap link through the free end of the keeper chain (cable) and the tie-down ring with the gate up. Tapes the snap link gates closed with masking tape. Then, tapes the snap links together to ensure the snap link gates are on opposite sides of each other. • For the rappel rope anchor points, connects the rappelling rope to the floating safety ring and the donut ring as follows:

ƒAt the Number 1 anchor point (donut ring), uses a bight about 5 feet from the end of the standing part of the rope and makes one turn through the snap link, forming a round turn. Secures the round turn to the snap link with two half hitches. Makes the connection to the donut ring by attaching the snap link gate upward. Ensures the gate faces upward with the opening away from the knot.

Figure 12-13. Donut Ring and Rappel Rope Connection in a Helicopter

Figure 12-14. Floating Safety Ring Formed With Two Snap Links

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NOTE: The bowline is the preferred method of attaching rappel ropes to snap links or anchor systems. The round turn with two half hitches is a reliable means of attaching ropes to anchor systems. ƒAt the Number 2 anchor point (floating ring), attaches the Number 2 snap link in the same way as the first with some exceptions. Using a bight about 2 feet from the end of the standing part of the rope, connects the snap link to the rope the same as the first connection. Tapes the end of the standing part of the rope and the knots with masking tape (or green engineer tape) to secure them in place. Makes the connection to the floating safety ring the same as the connection to the donut ring (Figure 12-15). NOTE: The RM can connect four ropes to the floating safety ring by using two snap links (Figure 12-16).

Figure 12-15. Rappel Rope Connection Using Two Snap Links for the Floating Safety Ring

Figure 12-16. Four Rappel Ropes Connected to the Floating Safety Ring (Two Snap Links)

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SEATING ARRANGEMENTS AND LOADING TECHNIQUES 12-49. Personnel execute rappelling operations quickly and safely to ensure the operation is successful in a combat or training environment. All soldiers who are rappelling must know the seating arrangements and the procedures for loading (Figure 12-17). The RM supervises the rehearsal of rappelling operations before conducting the operation. • Rappelling Soldiers 1 through 4 hook up to the donut ring and use safety belts while in flight. The remaining soldiers who will rappel use seat belts or safety straps. To emphasize safety during flight, each rappelling soldier positions his brake hand with no slack in the rope between the brake hand and the donut ring. The soldier who is rappelling ensures his rappelling rope is not tangled on any part of the interior of the helicopter or his equipment. He ensures the coiling log or deployment bag is located in such a position that he drops the rope with ease, using his guide hand. The rappelling soldier secures the coiling log or deployment bag half of it under his inside leg and the other half on top of his outside leg. • Soldiers who will rappel board the aircraft and sit along the leading edge of each door. They hook up with the rappel seat square knot on the inboard side of the aircraft and the brake hand on the outboard side. The RM sits in the center to aid visual inspection of personnel and equipment. • For a flight time of less than 5 minutes and for training and operations where speed is a factor, the RM directs the soldiers who will rappel to be seated in the door facing outward with their feet on the skid. In a tactical situation and before the helicopter comes to a hover, the soldiers who will rappel assume an upright position facing inside the helicopter. • Rappelling soldiers clear the aircraft as fast as possible. Doing so reduces to a minimum the time that the aircraft is in the high-hover altitude.

Figure 12-17. Seating Arrangement in UH-1H

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RAPPELLING PROCEDURES 12-50. The RM ensures all personnel follow the rappelling procedures for safe and efficient execution of the operation. The RM supervises rehearsals of rappelling procedures. The rappelling procedures for the RM, soldiers who will rappel, and the pilot are as follows: • RM identifies the soldiers who will rappel (eight maximum). The RM tells them which door of the aircraft to exit. • The RM boards the aircraft first and secures himself to the aircraft with a safety harness. He dons a headset to maintain communications with the pilot and positions himself behind the crew chief’s chair. The RM connects the rappel ropes to the anchor attaching points—one set of snap links to the floating safety ring (the alternate) and one set of snap links (the primary) to the donut ring. • Soldiers who will rappel approach the aircraft once it is firmly on the ground, and the crew chief signals when it is safe to approach. The approach to the aircraft should be about 45 degrees to the nose of the aircraft, allowing the pilot to see the soldiers who will rappel. • All soldiers who will rappel use safety belts. To emphasize safety during flight, each soldier who will rappel positions his brake hand with no slack in the rope between the brake hand and the donut ring. Rappelling soldiers ensure their rappelling ropes are not tangled on any part of the interior of the helicopter or their equipment. They ensure they can drop their deployment bag or log coil with the guide hand. They place the deployment bag or log coil so it does not fall out of the aircraft. • The pilot relays 20-, 10-, 5-, and 1-minute time warnings to the RM. • Once over the target area, the RM issues the rappel commands and ensures the rappel ropes are on the ground. The RM gives the following commands, and the soldiers who will rappel perform the corresponding actions:

ƒGET READY. The soldier who will rappel checks his combat equipment, looks toward the donut ring, and pulls the rope to check the anchor point connection. He then checks his snap link to ensure the rope is properly seated in the snap link on his rappel seat. ƒTHROW ROPE. The soldier who will rappel drops his deployment bag out and away from the helicopter with his guide hand. He makes sure the rope does not fall between the side of the helicopter and the skid. The RM ensures the rope is touching the ground and is free of tangles and knots. The soldier who will rappel then says, “Rope okay.” ƒSIT IN THE DOOR. The soldier who will rappel swings his legs to the outside of the helicopter and takes up a sitting position. ƒPOSITION. The soldier who will rappel pivots 180 degrees on the skid. His feet are shoulder-width apart, the balls of his feet are on the skid, his knees are locked, his body is bent forward in an Lshaped position, and his brake hand is on his buttock. The RM makes a visual inspection of the snap link and rappel ring.

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ƒGO. The RM points at the rappelling soldier to exit. One soldier from each side rappels at the same time. The RM gives the command GO to the rappelling soldiers who are diagonal to each other (for example, the front left rappelling soldier and the rear right rappelling soldier). The rappelling soldier flexes his knees and vigorously pushes away from the skid gear, letting the rope run through the brake hand and guide hand. The descent is accomplished smoothly at a rate of about 8 feet per second, avoiding jerky stops. The rappelling soldier initiates his braking action slowly when he is about halfway to the ground. The RSO or NCO maintains at least a 5-second delay between each rappelling soldier. In the early phase of performance, the rappelling soldier’s feet are together (particularly if over woods or jungle), and his guide hand is used (not the brake hand) to remove any entanglements. • Upon reaching the ground, the soldier who rappelled clears the rappel rope through the snap link (or rappel ring) until the rope is free. If other rappelling soldiers are to follow on the same rope, the soldier who rappelled and is on the ground separates or untwists the ropes and becomes the belay man for each subsequent rappelling soldier. If the RM releases the ropes from the aircraft following the last rappelling soldier, untwisting and separating the ropes is not necessary. The RM maintains a 2-second interval between exit groups (two men exiting at the same time). • The RM releases the rope from the donut ring after he confirms (by visual inspection) that the soldiers who rappelled are off the rappel rope. He then drops the rope away from the helicopter.

RAPPELLING OPERATIONS FOR MH-53J PAVELOW III HELICOPTER 12-51. The MH-53J is a two-engine, single-rotor, heavy-lift helicopter. It has a crew of six and can be refueled while in flight. It has a precision navigational and communications package, which makes it excellent for conducting deep infiltration and exfiltration missions. The MH-53J helicopter can fly at night in all weather and terrain conditions. It can follow down to 100 feet and operate from unprepared sites. It is fitted with three gun stations for a mix of 7.62-mm miniguns and .50-caliber machine guns. RIGGING OF THE MH-53J PAVELOW III 12-52. When rappelling from the crew entrance door, rappelling soldiers connect the ropes with locking snap links to the two 10,000-pound tie-down rings under the left scanner’s window. When rappelling from the ramp, rappelling soldiers connect the ropes with locking snap links to the two 10,000-pound tie-down fittings on the left and right sides of the aircraft at Station 522. Any sharp edges that could damage the ropes should be padded or taped. The RM may use a length of fire hose over the portion of the rope that contacts the door or ramp edge.

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INSPECTION AND SAFETY CONSIDERATIONS 12-53. The RM briefs all personnel participating in the operation. He conducts hands-on inspection to ensure the safety of all personnel and serviceability of equipment. He ensures— • Tie-down fittings are serviceable. • All sharp or protruding edges that may contact the rappelling ropes are padded or taped. • All ropes are retrieved or cut away before forward movement of the helicopter. • Only three rappelling soldiers are deployed at a time—two from the ramp and one from the jump door.

SEATING ARRANGEMENTS AND LOADING TECHNIQUES 12-54. The MH-53J is a large, versatile helicopter. The seating arrangements and loading techniques are numerous. The using unit develops an SOP for seating and loading. The SOP ensures the safety of all personnel and permits smooth, efficient execution of the mission. RAPPELLING PROCEDURES 12-55. The RM or his assistant is at whichever exit point (ramp and door) is used. The RM maintains communications with the helicopter commander and relays all commands and time warnings. The commander issues time warnings at 20-, 10-, 5-, and 1-minute intervals. During limited visibility, the RM may use NVG to observe the safety or belay man. The RM attaches the chemical lights to the top or bottom of the rappel rope. The RM uses arm-andhand signals IAW USSOCOM M 350-6 and TC 21-24. The rappelling procedures for the RM and rappelling soldiers are as follows: NOTE: While on the rope, no rappelling soldier will wear NVGs because of limited depth perception and tunnel vision effect. • A harness secures the RM. The RM ensures the proper hookup of each soldier who will rappel. Once hooked up, the soldiers who will rappel release their safety belts. At the command of the RM, the soldiers who will rappel position themselves to ease immediate deployment.

WARNING Before conducting deployments off the ramp, the RM briefs deploying team members on the importance of maintaining separation between members. About 24 to 27 inches are desired. This separation helps maintain aircraft center of gravity.

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• The RM deploys the ropes only after the helicopter is in a stable hover over the target area and he has given the command THROW ROPES. He ensures the ropes are on the ground before giving the command GO. After the last soldier who has rappelled is off the rope, the RM retrieves or cuts the ropes away.

12-56. The helicopter rappelling commands for the MH-53J are as follows: • GET READY. The RM issues this command as the helicopter approaches the rappel site. This command alerts the soldiers who will rappel of the approach to the site and signals them to perform a final equipment check. • POSITION. This command clears the first soldiers who will rappel into position for deployment. • THROW ROPE. The RM issues this command once the helicopter reaches a stable hover. • GO. The rappelling soldiers exit.

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Chapter 13

STABO Operations The personnel STABO system provides a means of rapid pickup of personnel by helicopter from areas that prohibit helicopter landings. STABO permits the recovery of up to four soldiers at one time with a UH-60 or UH-1H. On extraction, the helicopter will lift the individual(s) from the area with the personnel suspended beneath the aircraft and move to an area where the helicopter can land safely. The helicopter then lowers the personnel to the ground, lands, and allows the personnel to board the aircraft. STABO operations are performed under the guidelines set forth in USSOCOM M 350-6.

SAFETY CONSIDERATIONS 13-1. As in all training, a safety briefing must precede operations using the STABO system. The briefing should consist of, but not be limited to, a review of the following: • Area hazards. • General aircraft safety. • STABO equipment characteristics. • Equipment inspection and proper donning of the harness. • Extraction methods to be used. • Hand-and-arm signals and emergency signals. • Medical coverage. • Communications requirements. • Night operation requirements.

TRAINING OBJECTIVES 13-2. The objectives of STABO training are to safely conduct and maintain maximum proficiency in the execution of STABO operations. All personnel must complete either initial, sustainment, and/or refresher training before they are considered STABO-qualified. INITIAL TRAINING 13-3. Soldiers will be STABO-qualified when they— • Have been thoroughly briefed on the STABO system, its purpose, capabilities, limitations, and emergency procedures. • Have received a briefing on the duties and responsibilities of the pilot in command, STABO master, and ground safety officer (GSO) or NCO.

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• Have completed a minimum of three satisfactory STABO extractions, to include one with combat equipment and weapon. • Know the procedures, techniques, and equipment necessary to conduct STABO extractions by demonstrating confidence and proficiency.

SUSTAINMENT TRAINING 13-4. Units routinely conduct sustainment training to maintain acquired skills. Units will receive training in STABO procedures within 24 hours before the STABO operation. At a minimum, this training will include the following: • Rigging and inspecting of individual equipment. • Rigging and inspecting of the aircraft and accompanying equipment. • Hand-and-arm signals. • Safety requirements and emergency procedures. • Rehearsals, as needed.

REFRESHER TRAINING 13-5. Refresher training is mandatory for soldiers who have not participated in STABO operations during the previous 12 months. Soldiers must receive sustainment training and conduct at least one STABO operation under the observation of a current STABO master.

KEY PERSONNEL QUALIFICATIONS 13-6. Before personnel can become a STABO master and GSO or NCO, they must meet certain criteria. Before conducting STABO operations, the STABO master and GSO or NCO must meet the criteria discussed below. STABO MASTER 13-7. Selection of personnel to be qualified as STABO masters should be based on the individual’s demonstrated leadership capabilities, maturity, and knowledge of STABO operations. Individuals selected will be qualified to perform the duties of STABO master when candidates have— • Successfully completed initial STABO training. • Received instructions on and demonstrated proficiency in rigging the helicopter, inspecting and preparing the STABO system, and donning of the STABO harness. • Received instructions on and demonstrated proficiency in the performance of the following STABO master duties:

ƒCoordination responsibilities. ƒTroop and aircrew briefings. ƒOrganization of the personnel to be extracted. ƒInstruction to pilots in maintaining the aircraft in position over the target. ƒThrowing and retrieving the STABO system.

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ƒHand-and-arm signals. ƒEmergency procedures. GSO OR NCO 13-8. A GSO will be a current STABO master. The GSO is a member of the extracted team.

PERSONNEL DUTIES AND RESPONSIBILITIES 13-9. STABO training and operations require the designation of key personnel to perform assigned tasks. The positions are unit commander, STABO master, GSO, air mission commander, and pilot in command. UNIT COMMANDER 13-10. The unit commander, or his designated representative, will ensure supervisors have screened all soldiers before the soldiers participate in STABO training. The screening ensures soldiers are physically and professionally able to participate in the training. Minimum standards for each soldier will include the following: • Be assigned or attached to a USSOCOM unit. • Have a current medical examination. • Have passed the Service fitness test. • Have no injury or physical condition that would cause a potential safety hazard during STABO operations.

STABO MASTER 13-11. The STABO master is responsible for safe and efficient extraction missions. Each extraction helicopter will have at least one STABO master. His duties are as follows: • Ensures all personnel and equipment are at the proper place for rehearsals and operations. • Supervises rigging of the helicopter; thoroughly inspects the STABO system, anchor system, and aircraft tie-downs; and ensures the aircrew members are properly briefed. • Communicates with the pilot or crew through the aircraft intercom system and monitors communications between the pilot and the ground. • Directs pilot in command to maneuver the aircraft into the proper position for deployment of the STABO system. • Prepares and deploys the STABO system manually to ensure the system lands in the proper location. Recovers and deploys the system again if the desired area is missed or if the mission is aborted. • Receives hand-and-arm signals or radio instructions from personnel being extracted and relays them to the pilot in command. • Directs the pilot in command out of the extraction area until extracted personnel have cleared obstacles.

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• Observes extracted personnel from the extraction site to a safe letdown area, and monitors aircraft speed. • Directs emergency procedures in releasing soldiers at ground level on command from the pilot. • Directs the landing of soldiers. • Collects equipment after the aircraft lands and repacks equipment after completing the maintenance checks. • Aborts any portion of the operation because of the following conditions:

ƒAircraft behind or below the extraction aircraft. ƒUnsafe conditions within the aircraft that preclude a safe extraction. ƒDefective equipment. ƒAny other unsafe condition. GSO OR NCO 13-12. During training, a GSO or NCO will be located on the ground at the extraction point and the letdown area. Depending on the mission requirements, the GSO or NCO is a member of the extraction team. His duties are as follows: • Ensures each soldier has properly donned the harness. • Establishes radio or visual signals communication with the STABO master or aircrew. • Ensures each soldier has properly hooked up to the extraction ropes and verifies hookup of the personnel safety sling. • Ensures soldiers and ropes are clear from all obstacles. • Signals the STABO master that personnel are ready for extraction. • Assists personnel as they land at the letdown area.

AIR MISSION COMMANDER 13-13. The employing aviation unit designates the air mission commander when more than one helicopter is involved in the operation. His responsibilities include the following: • Ensures all aircraft and aircrews are at the appropriate locations for training, rehearsals, and the operation. • Ensures all aircraft are properly configured for STABO operations. • Ensures the aircrews and all nonaircrew personnel are briefed and understand their responsibilities during STABO operations, including aircraft safety and actions in case of an emergency. • Emphasizes procedural techniques for clearing, recovering, and jettisoning at ground level personnel to be extracted, and/or for the aircraft prematurely departing the pickup zone (PZ) or extraction zone (EZ). • Ensures all aircraft deploy the STABO system on the designated target.

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PILOT IN COMMAND 13-14. The pilot in command assumes the duties of the air mission commander on single-ship missions. He is also responsible for the following: • Ensures the crew chief has inspected the anchoring device assembly for completeness and functionality and the STABO system for proper installation. • Keeps the aircraft centered over the PZ or EZ with corrections from the STABO master or crew chief, as required.

OPERATIONAL REQUIREMENTS 13-15. Units must follow operational requirements as closely as possible during training under usual conditions and unusual conditions (adverse weather or terrain conditions and night operations). Personnel must use sound judgment to determine what action to take depending on the nature and severity of the condition. SITE SELECTION 13-16. The limitations and capabilities of the mission aircraft are the primary factors in site selection. Personnel must consider site altitude and temperatures when determining air density that affects the helicopter payload. There are no particular selection criteria for STABO extraction sites as any small clearing is ideal. Forested areas may be used but can be dangerous when extracting more than one person because the safety rope can become entangled in the foliage and branches. MEDICAL COVERAGE 13-17. A qualified and equipped 18D, 91W, or 91B medic or a Servicequalified EMT will be present at all training sites. All medics will be equipped with the following: • An M5 aid bag, or equivalent, packed IAW unit standards. • A medical transportation vehicle that is covered and large enough to carry a stretcher, a litter, or backboard, and any other items deemed necessary.

13-18. Medics must know CASEVAC procedures and have coordinated requirements necessary to expedite evacuation and treatment of personnel on and off military installations. Units cannot conduct STABO training without a medic, medical equipment, and transportation. If the situation warrants and the installation cannot support a MEDEVAC mission, the STABO aircraft may be used as a last-resort CASEVAC vehicle. The medic must coordinate this contingency with the aircrew before the start of training. The medic should develop an evacuation plan that includes but is not limited to the following: • Medical facilities—location and capabilities. • Emergency telephone numbers. • Routes to medical facilities.

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COMMUNICATIONS REQUIREMENTS 13-19. During STABO training, the GSO will have radio communications with the aircraft pilot in command. The GSO can pass on all communications to the STABO master through the aircraft intercom system. Additionally, the GSO will inform the aircraft to stop operations if an unsafe condition develops. The STABO master uses precise hand-and-arm signals in case of radio failure or poor communications caused by static or noise overriding the audio output of the radio. During night operations, if radio communications are hampered, the STABO master will use special procedures along with hand or light signals. ADVERSE WEATHER AND TERRAIN CONDITIONS 13-20. STABO training and operations will not be conducted under the following conditions: • Wind chill factors caused by the rotor wash of the helicopter or extraction cruise air speeds that may cause cold weather injuries. • Water or ice on the STABO system. • The STABO system is exposed to the elements long enough for it to freeze, thereby reducing its tensile strength. • Blowing particles produced by rotor downwash cause the aircrew or the STABO master to lose visual contact with the ground.

NIGHT OPERATION REQUIREMENTS 13-21. Night operations require precautions. They are as follows:

additional

safety

equipment

and

• The STABO master attaches one chemical light to the STABO deployment bag and one to the harness of each person being extracted. • The personnel being extracted will not wear night vision devices during extraction. • The STABO master and the aircrew members will wear NVG as required during night operations. NVG lighting criteria will be IAW Army regulations, specific aircraft aircrew TMs, unit SOPs, or the tactical environment.

STABO SUSPENSION EQUIPMENT 13-22. The STABO suspension equipment consists of the anchoring device, scuff pad, deployment bag, suspension rope, bridle, safety line, harness, and appropriate snap links. As in all air operations, a preflight inspection of the equipment is essential. ANCHORING DEVICES 13-23. The cargo- and personnel-lowering anchoring device is the primary anchoring device used for STABO when using UH-1H helicopters. The anchoring device may be used for the UH-60. The anchoring device consists of the following components assembled into a ring: • A 4-meter (13-foot) long nylon web strap (the anchoring device web loop). • Six sliding connector snap hooks.

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• Sliding D rings, minimum one for each person to be extracted. • An 87.75-inch nylon strap assembly, with a minimum one for each person being extracted.

13-24. The STABO master places six sliding connector snap hooks and up to four sliding D rings on the 4-meter web. The Numbers 2 and 5 connector snaps face toward the inside of the web loop. The STABO master closes the loop by inserting 12 inches of the loose end of the web loop into the quick-fit adapter secured to the opposite end of the web loop length. See Figure 13-1 for the placement of the D rings.

Figure 13-1. Cargo- and Personnel-Lowering Anchor Device for UH-1D and UH-60

13-25. The sliding connector snap links attach the loop to the floor of the aircraft. The sliding D rings connect to the connector snap hooks of the 87.75inch strap assemblies (Figure 13-2, page 13-8). The D rings of the strap assemblies provide an attachment point for the suspension ropes. NOTE: In an emergency, personnel may use the donut ring of wire used for rappelling (see Chapter 12) as an anchoring device. SCUFF PAD 13-26. The scuff pad is a padded canvas sleeve that has a snap hook. The STABO master passes the strap assembly through the sleeve to protect the

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strap. He connects the snap hook to the closest cargo ring on the floor of the aircraft. When needed, an expedient scuff pad can be fashioned from unserviceable M1950 weapon containers.

Figure 13-2. Typical Strap Assembly

DEPLOYMENT BAG 13-27. The deployment bag (Figure 13-3) is made of cotton duct and is of the roll-type closure design. The bag, when packed, contains the suspension rope, bridle, and safety rope. The lower end of the bag contains a 10-pound weight that aids the deployment of the suspension rope from the helicopter.

Figure 13-3. Deployment Bag

SUSPENSION ROPE 13-28. The nylon suspension rope (Figure 13-4, page 13-9) is 45 meters long. The STABO master loops and splices each end of the rope and attaches a snap hook with safety wire to each loop. The suspension rope is designed to connect onto the D ring at the end of the strap assembly of the anchoring device while the opposite end is attached to the D ring of the bridle.

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Figure 13-4. Suspension Rope

BRIDLE 13-29. The bridle (Figure 13-5) is a V-shaped device made of nylon webbing with a D ring on the single end and a snap hook with safety wire on each of the running ends. During use, soldiers connect the D ring to a suspension rope and attach the two bridle snap hooks to the two personnel harness lift V rings. In an emergency, the STABO master can fashion a bridle out of a 12foot sling rope and two snap links. A member of the team to be exfiltrated can carry the bridle, or the STABO master can leave the bridle in the deployment bag and drop it with the suspension line.

Figure 13-5. Bridle

SAFETY ROPE 13-30. The nylon safety rope (Figure 13-6, page 13-10) is 3.7 meters long. The STABO master loops and splices each end of the rope and attaches a snap hook to each loop. The STABO master uses the safety rope when extracting two or more soldiers. He will use only one safety rope per extraction team. The safety rope holds the individuals together and minimizes the effects of wind buffeting and oscillating during the extraction and subsequent flight. In case of an emergency, a 3.8-meter-long sling rope with a snap link tied to each end by a bowline with a half hitch will work. NOTE: Each deployment bag contains a safety rope. However, individuals should only use the safety rope during multiple-personnel extractions.

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Figure 13-6. Safety Rope

STABO HARNESS 13-31. The STABO harness (Figure 13-7) consists of nylon webbing stitched to a standard medium- or large-sized pistol belt. The harness comes in small, medium, and large sizes with adjustable leg straps. Each leg strap has an adjustable snap hook that connects to the related connector V ring. The harness has two web adjusters for adjusting the harness webbing to individual sizes. An equipment-attaching ring is above each web adjuster on the front of the harness sling. Additionally, the harness has two V rings installed on the top of each harness shoulder strap. The V rings connect to the snap hooks of the bridle and provide a lift point for the harness.

Figure 13-7. STABO Harness Components

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MAINTENANCE CHECK OF STABO EQUIPMENT 13-32. STABO equipment will be inspected and maintained IAW TM 10-1670-262-12&P, Operator and Unit Maintenance Manual Including Repair Parts and Special Tools List Personnel Insertion/Extraction Systems for STABO…Fast Rope Insertion/Extraction System…and Anchoring Device. At a minimum, the equipment will be inspected before and after every use for the following: • Harness: broken, loose, or missing stitching; frayed, worn, or cut webbing; bent, broken, rusted, or missing hardware; and foreign material. • Suspension rope: cuts, abrasions, melting, or fraying; bent, broken, rusted, or missing snap hooks; snap hooks operation; and foreign material. • Safety rope: cuts, abrasions, melting, or fraying; bent, broken, rusted, or missing snap hooks; burrs on snap hooks; snap hooks operation; and foreign material. • Bridle: broken, loose, or missing stitching; frayed, worn, or cut webbing; bent, broken, rusted, or missing hardware; burrs on hardware; snap hooks operation; and foreign material. • Deployment bag: broken, loose, or missing stitching; broken or missing rubber retaining bands; broken or damaged web loops; holes and tears; and dirt, grease, and foreign material. • Anchoring device, web: broken, loose, or missing stitching; frayed, worn, or cut webbing; bent, broken, rusted, or missing hardware; burrs on snap hooks; snap hook operation; and foreign material. • Anchoring device, wire donut ring: broken or frayed cable; loose bolts and clamps; bent, broken, rusted, or missing hardware; and dirt, grease, and foreign material. • Strap assembly: broken, loose, or missing stitching; frayed, worn, or cut webbing; bent, broken, rusted, or missing hardware; burrs on snap hooks; snap hook operation; missing locking pin; broken or missing locking pin retaining cord; and foreign material.

PACKING PROCEDURES 13-33. Packing of the STABO extraction system applies to the layout and stowing of the suspension ropes, bridle, and safety rope and the closing of the deployment bag. During packing, the STABO master secures the deployment bag to the suspension rope by at least two points to prevent loss of the bag when the system is used. Proper packing of the deployment bag reduces the chance of entanglement and eases handling of the suspension rope. The packing steps are as follows: • Place the deployment bag on a flat surface with the suspension rope stow loops facing up. • Remove all tangles from the suspension rope, if necessary, and coil the rope near the bag opposite the weighted end of the bag.

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• Beginning with the second stow loop from the bag bottom, attach a suspension line retainer band to each of the suspension rope stow loops located on both sides of the deployment bag. • Cut two 24-inch lengths of Type I, 1/4- inch wide cotton webbing or two 12-inch lengths of either Type II or Type III nylon cord, with core threads removed, for use as suspension rope retainer ties. The retainer ties provide a means for the deployment bag to remain connected to the suspension rope during system deployment. • Secure one retainer tie length to the suspension rope retainer web loop located at the bottom center of the bag with a square knot. Use one double-turn Type I, 1/4- inch wide cotton webbing or one single-turn Type II or Type III nylon cord, with core threads removed. • Attach the second retainer tie length to the retainer web loop, located at the top center of the bag, in the same way as before (Figure 13-8, page 13-13). • Extend one end of the suspension rope along the center of the bag toward the bottom end of the bag, and position the suspension rope bottom snap hook attaching loop over the bottom retaining web loop. • Using the first retainer tie installed, secure the snap hook attaching loop to the retainer web loop. Pass a loose end of the retainer tie through the attaching loop, and join both the loose tie ends with a square knot and two half hitches. Trim the tie running ends to 1/2 inch. • Center the length of the extended suspension rope over the top retainer web loop. Secure the rope length to the web loop the same as before (Figure 13-9, page 13-13). • Position the safety rope on the bottom end of the deployment bag. Connect each of the two safety rope snap hooks to the first suspension rope stow loops located on both sides of the bag (Figure 13-10, page 13-13). • Use an accordion-type fold to stow the safety over the first two suspension rope stow loops to a point 1/2 inch from each edge of the deployment bag. Make a square knot and two half hitches to secure both ends of the folded rope to the stow loops with one single turn, Type I, 1/4-inch wide cotton webbing (Figure 13-11, page 13-13). • Extend the suspension rope running end toward the second stow loop located at the bottom left of the bag. To form the rope stows, make three accordion-type folds in the rope across the width of the bag to a point 1/2 inch from each edge of the bag. Secure each formed stow with the retainer or rubber bands attached to the stow loops (Figure 13-12, page 13-14). • Continue stowing the suspension rope length to a point 12 inches from the top snap hook on the rope end. Connect the snap hook to the top retainer web loop. • At the bag bottom end, connect the suspension rope bottom snap hook to the D ring on the top of the bridle. Use an S-type fold to store the bridle on the bottom of the bag. Ensure the bridle does not extend beyond the sides of the bag (Figure 13-13, page 13-14).

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Figure 13-8. Suspension Rope Retainer Ties Attached to the Retainer Web Loops

Figure 13-9. Suspension Rope Retainer Ties Completed

Figure 13-10. Attaching the Safety Rope to the Deployment Bag

Figure 13-11. Stowing of the Safety Rope Completed

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Figure 13-12. First Stows of Suspension Rope Completed

Figure 13-13. Suspension Rope, Safety Rope, and Bridle Storage Complete

NOTE: The team members may carry the bridle with them on the mission. If the team members carry the bridle with them, do not attach another bridle to the suspension line. 13-34. Beginning at the bottom end of the bag, close the bag by rolling the bag toward the top. Using a square knot, secure each end of the closed bag with one single turn, Type I, 1/4-inch-wide cotton webbing (Figure 13-3, page 13-8). Trim the tie ends to 2 inches. Large retainer bands may also be used. PREPARATION OF EQUIPMENT 13-35. When using STABO— • Soldiers must wear the STABO harness. • Helicopters must be rigged with the proper equipment for STABO.

DONNING OF THE STABO HARNESS 13-36. Soldiers don their STABO harnesses and adjust them to fit properly. If the extraction is conducted in conjunction with a patrol, soldiers don their harnesses before departing on the mission since the harness partly replaces the standard load-bearing equipment (LBE). Soldiers don their harnesses as follows (Figures 13-14 and 13-15, page 13-15): • Determine the size of the assigned harness (small, medium, or large) to make sure it fits properly. • Loosen the two harness web adjusters located on the harness shoulder straps and the adjustable snap hook on each leg strap to allow maximum extension.

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Figure 13-14. Pistol Belt Passed Through Harness Loops and Connected

Figure 13-15. STABO Harness With Bridle

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• Insert the left end of the pistol belt through the left strap loop of the harness located at the end of the harness strap. • With the right end of the pistol belt, repeat the above procedure on the right side of the harness. • Position the two lift V rings toward the front of the harness, adjacent to the equipment attaching rings. • Place each arm into the respective shoulder strap, and don the harness. • Connect the pistol belt ends, and position the belt near the midsection of the body. • Tighten each side of the harness by pulling the harness strap end through the web adjuster. If the pistol belt is below the beltline, adjust it, if necessary. • Extend the leg straps between the legs, and connect each leg strap hook to the connector V ring (below the pistol belt). Adjust each strap by pulling the loose strap end until the strap fits snugly.

NOTE: When soldiers use the harness on patrol, they may disconnect, fold, and secure the leg straps to a suitable point on the harness. NOTE: Depending on unit SOP, team members may infiltrate with the bridles and safety ropes, or use the bridles and safety rope in the deployment bag. • Connect a bridle snap hook to each of the lift V rings on the personnel harness. • If there is more than one soldier to be extracted, attach a safety line between individuals. The soldiers to be extracted will line up shoulder to shoulder. • When located in the middle of the line, pass the safety rope through both harness strap loops (Figure 13-16), and hand the safety line to the soldiers located on the outside. • When located on the outside, pass the snap hook of the safety rope through each harness strap loop, going from inside to outside. Bring the snap hook back over the outer shoulder harness loop, and then snap it securely to itself (Figure 13-17, page 13-17).

Figure 13-16. Safety Line Connected to Soldier in the Middle of the Line

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Figure 13-17. Safety Line Connected to Soldier Located on the Outside

RIGGING HELICOPTERS WITH FLOOR-MOUNTED ANCHORING DEVICE 13-37. The installation of the anchoring device varies for the UH-60 or UH-1H. The STABO master does not have to rig the UH-60 with the anchoring device; he may rig it using the rappel technique. The anchoring device is assembled and installed by connecting the anchoring device web loop to the aircraft floor (Figure 13-18, page 13-18). The anchoring device assembly and installation procedures are as follows: • Connect the six attached connector snaps of the web loop to the applicable floor tie-down fittings of the aircraft. Ensure the quick-fit adapter is toward the front of the aircraft and the D rings are in their proper locations. • Connect to the respective tie-down fittings on the outside of the web loop the four connector snaps that form the corners of the loop, two face forward and two face aft of the aircraft. • Connect the two center connector snaps to the respective tie-down fittings on the inside of the web loop. • Ensure the locking clip on each connector snap is in the safe position after attachment to a tie-down fitting. • Pull the loose end of the web loop until there is no slack in the loop webbing and the loop is tight. Fold and tape the loose end of the web loop with heavy-duty tape (100-mph tape).

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Figure 13-18. Anchoring Device Installed on a UH-60 • Use one strap assembly for each individual to be picked up. Connect the adjustable quick-fit snap hook of the strap to a D ring on the web loop. With the web adjuster on the quick-fit snap hook, adjust the length of the strap to allow the attached strap D ring to extend 10 inches over the doorsill. Upon completion of strap adjustment, insert the snap locking pin into the top of the snap guard and bend the extended pin end enough to prevent inadvertent removal. • Apply pressure-sensitive tape to the doorsill(s) in use and any other edge of the aircraft where the strap assembly may pass. As an alternative to the tape, pass the anchoring device strap assembly through the scuff pad and connect the snap hook of the scuff pad to a cargo ring on the floor of the aircraft. Figures 13-19 and 13-20, page 13-19, illustrate the rigging of the scuff bag. • Depending on the situation and time of flight, attach the suspension rope to the assembly strap before takeoff or just before deploying the lines. Open the extraction deployment bag by untying the two bag closing ties and removes the suspension rope snap hook located just inside the top end of the deployment bag. Attach the snap hook to the D ring on the anchoring device strap assembly. Then insert the safety wire through the hook, and bend the extended pin end down. A separate STABO extraction deployment bag is used for each soldier extracted.

NOTE: If the suspension lines are attached before takeoff, extreme care must be taken to ensure the lines do not come loose from the deployment bags and become entangled. 13-38. If using the wire donut ring, the cable is installed the same as for rappelling. Attach locking snap links to the loop, gate facing up, at the same locations as for the web loop. Attach the anchoring device strap assembly quick-fit snap hook to the snap link.

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Figure 13-19. Deployment Bag Attached to Scuff Pad

Figure 13-20. Deployment Bag on Scuff Pad Inside a UH-60

RIGGING THE UH-60 USING THE RAPPEL TECHNIQUE 13-39. If the anchoring device is not used, the STABO master may rig the UH-60 in a manner similar to rappel operations. When using this technique, the STABO master connects the suspension ropes to the cargo rings attached to the ceiling of the aircraft in the following manner: • Primary anchor point. Tie a bowline with a half hitch about 4 feet from the standing end of the suspension rope. Attach the two primary snap links to the bowline and the respective red cabin ceiling rappelling rings, or I bar for MH-60s, with gates facing in the opposite directions. • Secondary anchor points. Tie a bowline with a half hitch about 1 1/2 feet from the standing end of the suspension rope. Attach the secondary snap links to the adjacent cargo restraint ring that is overhead.

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NOTE: The STABO master must ensure there is a minimum of 22 inches and a maximum of 30 inches between the anchor points. The STABO master must— • Ensure the primary anchor ring is used for only one suspension rope. The primary anchor may serve as the secondary anchor for the other suspension rope on that side. • Tape the edges of the helicopter where the ropes come into contact, or connect the scuff pad to the cargo rings on the floor and pass the suspension rope through the scuff pad.

CONCEPT OF THE OPERATION 13-40. The aircrew will fly the extraction mission on the DTG specified in the mission request unless specified otherwise in the mission confirmation message. Mission planners should designate alternate pickup points and times. As the helicopter approaches the extraction site, the STABO master or aircrew reinspects the anchoring system. Once the STABO master ensures the floor-mounted anchoring system is still correctly assembled, he then opens the required number of deployment bags and attaches the snap hook of each suspension rope to the D ring of each strap assembly. DEPLOYING THE EXTRACTION SYSTEM 13-41. Upon reaching the pickup area, the STABO master or crew chief attaches the suspension lines if they are not already attached. The pilot advises the STABO masters when the aircraft is in the hover position and stable. The STABO master ensures no one is directly beneath the helicopter, and then he manually drops the deployment bags. EXTRACTION 13-42. The GSO ensures soldiers complete personnel rigging before the helicopter arrives at the PZ. Before connecting the bridle snap links to the harness, the soldier makes sure the harness leg straps are in place, connected, and drawn tight. 13-43. If the soldiers are already wearing the bridle, they— • Extract the suspension rope snap hook after the bag has been deployed the length of the suspension rope. • Attach the suspension rope snap hook to the D ring on the bridle. • Pass safety wire through snap hook.

13-44. If soldiers are not already wearing the bridle, they— • Extract the bridle after the bag has been deployed the length of the suspension rope. • Connect a bridle snap hook to each of the lift V rings on the personnel harness. • Pass safety wire through snap hook. • Attach the suspension rope snap hook to the D ring on the bridle.

13-45. If a safety rope is not already attached, one soldier will remove the safety rope from his deployment bag and the team members will attach it.

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13-46. The GSO and/or the senior soldier on the ground ensure personnel have completed the hookup procedures and are ready for liftoff before they give the signal to the STABO master. Once extraction hookup is completed, the soldiers link arms with the soldiers next to them and the soldiers on the outside signal for liftoff by hand-and-arm signals or radio. Figure 13-21 shows the correct body position and rigging for four soldiers. The STABO master relays the signal to the pilot, if necessary.

Figure 13-21. Correct Body Position and Rigging for Four Soldiers

13-47. The helicopter pilot then lifts them from the area and, with the soldiers suspended beneath the aircraft, moves to a safe landing area. The pilot then lowers the soldiers to the ground, lands, and allows them to board the aircraft.

CAUTION If there is a significant difference in weight between the soldiers being extracted, the line stretch variation may be several feet. The GSO should try to group soldiers together by weight.

NOTE: When properly rigged, the safety rope allows the middle person(s) to move laterally between the two outboard persons. Each person suspends from the aircraft by his own suspension rope, but the safety rope connects them together.

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LIFTOFF PROCEDURES 13-48. To ensure a safe and successful liftoff, the pilot, STABO master, and STABO personnel must rehearse their activities on the ground. Every element must know the others’ actions during this procedure. • The soldiers perform the following:

ƒEnsure the rope does not become entangled on the ground. ƒMove directly under the aircraft, if possible. ƒUse hand-and-arm signals or communicate by radio (preferred method) to the STABO master when ready to be extracted. ƒIf two or more soldiers are being extracted, link arms and legs together to prevent twisting while in flight. ƒIf three or more soldiers are being extracted, spread and interlock legs. The soldiers on the ends extend arms. ƒWhen not riding at the same height, hold onto any object within reach to avoid oscillation and twisting. ƒSignal the STABO master if an emergency exists by placing both hands on top of the head. • The STABO master or crew chief will—

ƒKeep the pilot in command informed of personnel progress. ƒInform the pilot in command of the distance between the ropes and the ground, giving corrections as necessary. ƒInform the pilot in command when ropes are taut and the soldier is off the ground and clear of obstacles (before forward flight). ƒMonitor the soldiers during flight for stability, obstacle and terrain clearance, unanticipated problems, and aircraft location in relation to the ground. ƒInform pilot of suspended personnel’s progress during landing to ensure clearance of obstacles and that the landing is at the intended touchdown area. HAND-AND-ARM SIGNALS 13-49. In situations that preclude the use of a radio to signal the extracting helicopter, the soldiers being extracted will use hand-and-arm signals to communicate with the STABO master and crew chief. The hand-and-arm signals are as follows (Figure 13-22, pages 13-23 and 13-24): • Move up. Extend the arms horizontally with the palms of the hands turned up, beckoning upwards. • Move down. Extend the arms horizontally with the palms of the hands turned down, beckoning downwards. • Hover. Extend the arms horizontally with palms of the hands turned downward. • Slow down. Extend the arms down in front of the body with palms of the hands turned down and move the arms up to eye level. • Land. Cross the arms and extend the arms downward in front of the body. • Clear ground obstacles. Place hands on top of head with palms down.

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• Move left. Extend the right arm horizontally in the direction of desired movement and at the same time swing the left arm in front of the body toward the desired direction of movement. • Move right. Extend the left arm horizontally in the direction of desired movement and at the same time swing the right arm in front of the body toward the desired direction of movement.

Figure 13-22. Hand Signals for Directing Helicopter Movement

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Figure 13-22. Hand Signals for Directing Helicopter Movement (Continued)

AIRCRAFT FLIGHT SPEEDS AND BANKING MANEUVERS 13-50. Extended helicopter flights with soldiers suspended below the aircraft must not exceed airspeed of 60 KIAS or a banking turn of 40 degrees. Under emergency conditions, extended flights will not exceed 90 KIAS or a banking turn of 30 degrees. EMERGENCY JETTISON PROCEDURES 13-51. If during extraction an operational emergency occurs that may jeopardize the aircraft and the crew, the STABO master, on the pilot’s

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command, jettisons the STABO system and suspended soldiers. Procedures to jettison are as follows: • If the anchoring device assembly has enough slack, unsnap the suspension rope(s) of the extraction system and let it fall away from the aircraft to the ground. • Should the suspension rope(s) of the extraction system be under tension, cut the rope at the point where it passes over the aircraft doorsill.

13-52. When a suspended soldier is ensnared and liftoff is not possible, the pilot lowers the aircraft. The soldier can untangle or unhook himself from the rope at ground level. 13-53. If the aircraft has engine failure, the STABO master jettisons the suspended personnel free when the personnel are at ground level. Also, aircraft hydraulic and antitorque problems may require the pilot to have a suspended soldier jettisoned at ground level. The STABO master briefs the soldiers about emergency procedures before performing STABO training.

WARNING When jettisoning a suspended soldier at ground level, do not cut a taut suspension rope near or by the extracted personnel. A stretched rope that is cut could spring upward and entangle in the rotor blades of the helicopter.

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Chapter 14

SPIES The USMC designed SPIES for use in inserting and extracting patrol personnel where a helicopter landing is impracticable. The system provides a means of exfiltrating up to 14 soldiers over short distances. It is not recommended for infiltration, because team members are exposed the entire time. Because of the nature of SPIES operations, a thorough briefing is required for all participants before the operation. A thorough briefing is crucial when additional assets (gunships, aerial observers, or artillery support) are employed with the extraction helicopter. SO units under the command of USSOCOM may conduct SPIES operations.

TRAINING OBJECTIVES 14-1. Personnel being extracted must receive training in the SPIES extraction procedures before infiltration. The objectives of SPIES training are to safely conduct and maintain maximum proficiency in the execution of SPIES operations.

PREOPERATIONS BRIEFINGS AND PROCEDURES 14-2. Before conducting a SPIES training mission, the participants must have a basic understanding of the requirements. The SPIES master conducts briefings to ensure the soldier extracted and the pilot know the procedures. As SOPs are developed and units train together, the SPIES master simply refers to the SOP. He always gives a safety briefing and conducts an equipment inspection. SAFETY BRIEFING 14-3. As in all training, a safety briefing must precede operations using SPIES. The briefing should consist of, but not be limited to, a review of the following: • Area hazards. • General aircraft safety. • Characteristics of equipment associated with the SPIES. • Equipment inspection and proper donning of the harness. • Method of extraction and insertion to be used. • Hand-and-arm signals and emergency signals. • Medical coverage. • Communications requirements. • Night operation requirements.

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TRAINING REQUIREMENTS 14-4. All personnel must complete initial, sustainment, and/or refresher training. Personnel must complete the appropriate training to become SPIES-qualified. Initial Training 14-5. Soldiers will be SPIES-qualified when they— • Have been thoroughly briefed on SPIES, its purpose, capabilities, limitations, and emergency procedures. • Have been thoroughly briefed on the duties and responsibilities of the pilot in command, SPIES master, and GSO or NCO. • Have completed a minimum of three satisfactory SPIES extractions, to include one with combat equipment and weapon. • Know the procedures, techniques, and equipment necessary to conduct SPIES extractions by demonstrating confidence and proficiency.

Sustainment Training 14-6. Units routinely conduct sustainment training to maintain acquired skills. Units will receive training on SPIES procedures within 24 hours before the operation. At a minimum, this training will include the following: • Rigging and inspecting individual equipment. • Rigging and inspecting aircraft and accompanying equipment. • Hand-and-arm signals. • Safety requirements and emergency procedures. • Rehearsals, as needed.

Refresher Training 14-7. Refresher training is mandatory for soldiers who have not participated in SPIES operations during the previous 12 months. Soldiers must receive sustainment training and conduct at least one SPIES operation under the observation of a current SPIES master.

KEY PERSONNEL QUALIFICATIONS 14-8. Before conducting SPIES operations, the SPIES master and GSO or NCO must possess certain qualifications. They must meet the criteria discussed in the following paragraphs to be SPIES-qualified. SPIES MASTER 14-9. Selection of personnel to be qualified as SPIES master should be based on the individual’s demonstrated leadership capabilities, maturity, and knowledge of SPIES operations. Individuals selected must participate in at least three SPIES operations (observe twice and execute SPIES master duties once under supervision by a qualified SPIES master). For example, personnel configure the hookups in the helicopter, help prepare an operation, and conduct a successful operation under the supervision of a qualified SPIES master. Personnel know all aspects of a SPIES operation. They can give an effective pilot’s brief, use the aircraft communications equipment, and

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understand aviation terminology. Personnel will be qualified to perform the duties of SPIES master when they have— • Completed the initial SPIES training. • Received instructions on and demonstrated proficiency in rigging the helicopter, inspecting and preparing SPIES, and donning the SPIES harness. • Received instructions and demonstrated proficiency in the performance of the following SPIES master duties:

ƒCoordination responsibilities. ƒTroop or aircrew briefings. ƒOrganization of the personnel to be extracted. ƒInstruction to pilots in maintaining the aircraft in position over the target. ƒThrowing and retrieving SPIES. ƒHand-and-arm signals. ƒEmergency procedures. GSO OR NCO 14-10. A GSO or an NCO must be a current SPIES master. A GSO or NCO is required during a SPIES operation. The GSO or NCO may be a member of the extracted team.

PERSONNEL DUTIES AND RESPONSIBILITIES 14-11. SPIES training and operations require the designation of key personnel to perform assigned tasks. The positions are unit commander, SPIES master, GSO or NCO, air mission commander, and pilot in command. UNIT COMMANDER 14-12. The unit commander or designated representative will ensure the soldiers’ supervisors have screened all soldiers they before participate in SPIES training. The screening ensures the soldiers are physically and professionally able to participate in SPIES operations. Minimum standards for each soldier will include the following: • Be assigned or attached to a USSOCOM unit. • Have a current medical examination. • Have passed the Service fitness test. • Have no injury or physical condition that would cause a potential safety hazard during SPIES operations.

SPIES MASTER 14-13. The SPIES master is responsible for safe and efficient extraction missions. Each extraction helicopter will have at least one SPIES master at a minimum. His duties are as follows: • Ensures all personnel and equipment are at the proper place for rehearsals and operations.

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• Rigs the helicopter under the supervision of the aircraft crew chief. Conducts a thorough inspection of SPIES, anchor system, and aircraft tie-downs. • Conducts a briefing with the aircrew members. • Communicates with the pilot or crew through the aircraft intercom system and monitors communications between the pilot and the ground. • Directs pilot in command to maneuver the aircraft into the proper position for deployment of SPIES. • Prepares and deploys SPIES manually to ensure the system lands in the proper location. Recovers and redeploys the system if the desired area is missed or if the mission is aborted. • Receives hand-and-arm signals or radio instructions from personnel being extracted and relays them to the pilot in command. • Directs the pilot in command out of the extraction area until extracted personnel have cleared obstacles. • Observes extracted personnel from the extraction site to a safe letdown area, and monitors aircraft speed. • Directs emergency procedures in releasing soldiers at ground level on command from the pilot. • Directs the landing of soldiers. • Collects equipment after the aircraft lands and repacks the equipment after completing the maintenance checks. • Aborts any portion of the operation because of the following conditions:

ƒAircraft behind or below the extraction aircraft. ƒUnsafe conditions within the aircraft, precluding a safe extraction. ƒDefective equipment. ƒAny other unsafe condition. NOTE: Currently, the crew chief handles the duties of controlling the rope and communicating with the pilot. However, during a tactical operation, the crew chiefs will be serving as observers and gunners and the SPIES master will control the rope and serve as the link to the pilot. During training, the SPIES master should be performing as many of his duties as possible to remain proficient should a tactical situation arise. GSO OR NCO 14-14. During training, a GSO or NCO will be located on the ground at the extraction point and the letdown area. Depending on the mission requirements, the GSO or NCO may be a member of the extraction team. His duties are as follows: • Ensures each soldier has properly donned the harness. • Ensures radio or visual signals communication with the SPIES master or aircrew. • Ensures each soldier has properly hooked up to the extraction ropes, and verifies hookup of the personnel safety sling.

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• Ensures soldiers and ropes are clear from all obstacles. • Signals the SPIES master that personnel are ready for extraction. • Assists personnel as they land at the letdown area.

AIR MISSION COMMANDER 14-15. When more than one helicopter is involved in the operation, the employing aviation unit designates the air mission commander. His responsibilities include the following: • Ensures all aircraft and aircrews are at the appropriate locations for training, rehearsals, and the operation. • Ensures all aircraft are properly configured for SPIES operations. • Ensures the aircrews and all personnel not a member of the aircrew are briefed and understand their responsibilities during SPIES operations, including aircraft safety and actions in case of an emergency. • Emphasizes procedural techniques for clearing, recovering, and jettisoning SPIES personnel at ground level, and/or for the aircraft prematurely departing the PZ or EZ. • Ensures all aircraft deploy SPIES on the designated target.

PILOT IN COMMAND 14-16. The pilot in command assumes the duties of the air mission commander on single-ship missions. He is also responsible for the following: • Ensures the crew chief has inspected the anchoring device assembly for completeness and functionality and installed the SPIES properly. • Keeps the aircraft centered over the PZ or EZ with corrections from the SPIES master or crew chief, as required.

AIRCRAFT CREW CHIEF 14-17. The crew chief of the aircraft ensures the SPIES master has rigged the helicopter for the operation and the SPIES master is performing his duties correctly. The crew chief’s duties are as follows: • Conducts a thorough inspection of SPIES, anchor system, and aircraft tie-downs. • Rigs or supervises the rigging of the helicopter. • Communicates with the pilot or SPIES master through the aircraft intercom system and monitors communications between the pilot, SPIES master, and the ground. • Ensures the SPIES master knows and understands the aircraft SOPs. • Is capable of performing the duties of the SPIES master. • Supervises the SPIES master in the performance of his duties.

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SPIES EQUIPMENT 14-18. SPIES consists of a specially modified rope, a harness worn by the soldiers, snap links, and cargo slings. Figure 14-1 shows all the SPIES equipment.

Figure 14-1. SPIES Equipment

SPIES ROPE 14-19. The SPIES rope is a two-in-one type, braided, nylon extraction rope 1 inch in diameter and 120 feet long. There are 10 separable D rings inserted at the lower end of the rope to serve as individual attachment points. The SPIES

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master inserts in pairs through the core of the rope the 10 separable D rings. The SPIES master arranges the D rings 1 foot apart from each other on opposite sides of the rope (Figure 14-2). He spaces each pair of D rings 7 feet apart from the succeeding pair; the first pair is located 7 feet from the lowered end of the rope. If needed, the SPIES master can add four additional D rings to the rope.

Figure 14-2. D Rings Attached to the SPIES Rope

SPIES HARNESS 14-20. The SPIES individual harness is constructed of Type VII nylon webbing. Each harness is equipped with leg straps connected with parachute harness ejector snaps and parachute harness V rings. The chest strap requires a reversible quick-fit adapter. A 20-inch strap is connected to the crossover portion of the backstrap, which in turn, is attached to a D ring on the rope, using a mountain piton snap link.

INSPECTION OF SPIES 14-21. A certified SPIES master or rigger inspects SPIES at 6-month intervals and whenever the serviceability of the equipment is in doubt. The items for which the SPIES master or rigger inspects are discussed below. SERVICE LIFE 14-22. The SPIES master and riggers check ropes, harnesses, and suspension slings for expiration of service or total life. Expiration of service is 7 years (opening manufacturer’s package), and total life is 15 years from date of manufacture. SPIES HARNESS 14-23. The SPIES master inspects the harness and suspension sling webbing for the following signs: • Contamination from oil, grease, acid, or rust. • Cuts. • Twists. • Fading. • Excessive wear. • Fusing (indicated by unusual hardening or softening of webbing fibers).

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• Fraying. • Burns. • Abrasions. • Loose or broken stitching.

14-24. Riggers must repair loose or broken stitching when more than three stitches are loose or broken. The SPIES master removes the damaged harness or suspension sling from service and returns it to the riggers for repair or appropriate disposition. 14-25. The SPIES master inspects all hardware for signs of corrosion, pitting, ease of operation, security of attachment, bends, dents, nicks, burrs, and sharp edges. Riggers must replace hardware (except chest strap adapter) that requires them to remove the stitching from the webbing. 14-26. Riggers who are familiar with SPIES repair the SPIES harness. The riggers replace the V ring by cutting the strap above the stitching and then folding and stitching a new end section of the chest strap. SPIES ROPE 14-27. The SPIES master or riggers inspect the rope surface for splices, cuts, excessive abrasions, and snags. Cuts on the rope are excessive when there are four or more cut strands in any 5-inch length. The two-to-one braided rope has 12 pairs of strands (24 individual strands) around the circumference. Abrasion is extensive when torn yarns are equivalent to that of four strands of any 5-inch length. Rope subjected to heavy loads may display glazed areas where it has worked against hard surfaces. This condition may be caused by paint or fused fibers. After long use, the rope may become fuzzy on the surface (although this should be minimized with the surface coating). However, the effect on the strength of the rope is negligible. Inspect the eye loop at the end of the SPIES rope to ensure it is not broken, frayed, or loose. The SPIES master will determine when outdated, spliced, abraded, or cut ropes are removed from service. 14-28. The SPIES master or riggers check the rope for signs of contamination by acid, alkaline compounds, salt water, fire-extinguishing solutions, and petroleum-based solvents. Although used ropes gradually change color, such changes do not indicate a decrease in strength unless contact with strong chemicals has caused the change. Changes in color caused by chemicals are usually spotty; changes caused by use are uniform throughout the length of the rope.

CAUTION Acid contamination, cuts, or fraying of harness or sling webbing constitute damage that is not reparable.

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OPERATIONAL REQUIREMENTS 14-29. Units must follow operational requirements as closely as possible during training under usual conditions and during unusual conditions (adverse weather or terrain conditions and night operations). Personnel must use sound judgment to determine what action to take depending on the nature and severity of the condition. SITE SELECTION 14-30. The limitations and capabilities of the mission aircraft are the primary factors in site selection. Mission planners consider site altitude and temperatures as they determine air density that affects the helicopter payload. There are no particular selection criteria for SPIES extraction sites, as any small clearing is ideal. Forested areas may be used but can be dangerous when extracting more than one person because the safety rope can become entangled in the foliage and branches. MEDICAL COVERAGE 14-31. A qualified and equipped 18D, 91W, or 91B medic or Service-qualified EMT will be at all training sites. All medics will be equipped with the following: • An M-5 aid bag, or equivalent, packed IAW unit standards. • A medical transportation vehicle that is covered and large enough to carry a stretcher, a litter or backboard, and any other items deemed necessary.

14-32. Medics must know CASEVAC procedures and have coordinated requirements necessary to expedite evacuation and treatment of personnel on and off military installations. Units cannot conduct training without a medic, medical equipment, and transportation. If the situation warrants and the installation cannot support a MEDEVAC mission, the SPIES aircraft may be used as a last-resort CASEVAC vehicle. The medic must coordinate this contingency with the aircrew before the start of training. The medic will develop an evacuation plan that includes but is not limited to the following: • Medical facilities (location and capabilities). • Emergency telephone numbers. • Routes to medical facilities.

COMMUNICATIONS REQUIREMENTS 14-33. Radio communications are the primary means of communication between the helicopter and the soldiers on the ground, unless the situation dictates otherwise. If radio communications are hampered or contraindicated, personnel use special procedures along with hand or light signals. Personnel use the same hand-and-arm signals discussed in Chapter 13 in case of radio failure or poor communications caused by static or noise overriding the audio output of the radio. The flight crew can pass on all communications to the SPIES master through the aircraft intercom system from the GSO. Additionally, the GSO will inform the aircraft to stop operations if an unsafe condition develops. During night operations, if radio communications are hampered, personnel will use special procedures along with hand or light signals.

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ADVERSE WEATHER AND TERRAIN CONDITIONS 14-34. Units will not conduct SPIES training and operations under the following conditions: • Wind chill factors caused by the rotor wash of the helicopter or extraction cruise air speeds that may cause cold weather injuries. • Water or ice on the SPIES. • SPIES is exposed to the elements long enough to freeze, thereby reducing its tensile strength. • Blowing particles produced by rotor downwash cause the aircrew or the SPIES master to lose visual contact with the ground.

NIGHT OPERATION REQUIREMENTS 14-35. Night operations require precautions. They are as follows:

additional

safety

equipment

and

• The SPIES master attaches one chemical light to the SPIES deployment bag and one chemical light to the harness of each person being extracted. • The personnel being extracted will not wear night vision devices during the extraction. • The SPIES master and the aircrew members will wear NVGs as required during night operations. NVG lighting criteria will be IAW Army Regulations, specific aircraft aircrew TMs, unit SOPs, or the tactical environment.

HELICOPTER RIGGING 14-36. The SPIES master and crew chief rig the helicopter. Each one conducts an inspection to ensure the helicopter is properly rigged. Because each helicopter requires different material and rigging procedures, the SPIES master and crew chief should refer to the specific section for rigging each aircraft. RIGGING OF UH-60 14-37. The following equipment is required to rig a UH-60: • One 120-foot rope with deployment bag. • Two 11-foot, three- or four-loop cargo slings or two 9-foot, three- or four-loop cargo slings. If the aircraft does not have cargo hooks, use four cargo slings. • Two Type IV connector links. (If the aircraft does not have cargo hooks, use four cargo slings). • Heavy-duty tape (100-mph tape). • A 12-foot length of tubular nylon or one 12-foot sling rope. • Nine oval snap links. • A 4-inch by 4-inch block of wood that is 18 inches long. • A fire ax (for use during emergency cutaway procedures).

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14-38. The SPIES master or crew chief rigs the UH-60 for SPIES operations as follows: • Joins the two 9- or 11-foot cargo suspension slings to form one continuous sling using a Type IV link (Figure 14-3). Tapes the straps for the three- or four-loop cargo sling with 100-mph tape at about 12inch intervals. • Lowers the cargo hook of the helicopter and leaves the hatch cover off. • Uses the cargo hook as the primary attachment point for the SPIES rope. Attaches the end of the SPIES rope, which has a polyurethane encapsulated eye, to the cargo hook. • Uses padding around the edge of the cargo hatch to protect the sling from damage. • Runs the sling across the helicopter deck. Take one end under the helicopter and through the eye of the SPIES rope (Figure 14-4). Connects the other end of the sling using a Type IV link assembly.

Figure 14-3. Suspension Slings Connected by Type IV Link

Figure 14-4. SPIES Rope Connected to Cargo Hook and Sling

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• Tapes down the 4-inch by 4-inch block of wood along the right edge of the doorway (Figure 14-5) so the sling crosses the block perpendicularly at the middle. The wood block serves as a chopping pad in case of an emergency cutaway. • Positions the Type IV link just inside of but not on the wood block (Figure 14-6). • Once the SPIES rope and cargo straps are in place, secures the straps running across the deck of the helicopter in place by four pairs of snap links. Places all snap links to the left of the wood block (or right side if the wood block is on the left door). This placement allows the sling to release if cut during emergency procedures (Figure 14-7, page 14-13). • Connects the two snap links to the same cargo ring with the swing gates reversed (Figure 14-8, page 14-13).

Figure 14-5. Placement of Wood Block

Figure 14-6. Placement of Type IV Link

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• Evenly spaces the snap links across the deck. Alternates the snap links from one side of the strap to the other and from top to bottom. Thus, the first snap link can be to the rear of the strap, wrapping around the bottom two straps (Figure 14-9, page 14-14). Places the next snap link in the front of the cargo strap and around the top two sections of the strap. Continues this process until at least four points are established. • Gathers the excess cargo sling on the side of the aircraft opposite the wood block. Tapes the excess securely to the floor.

Figure 14-7. Placement of Four Pairs of Snap Links

Figure 14-8. Snap Links Connected to Sling and Ring, Gates Reversed

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• Uses a Prusik knot, tie the tubular nylon or sling rope to the SPIES rope about 2 to 3 feet below the cargo hook (Figure 14-10). With the other end, ties a bowline with a half hitch and connect a snap link. Connects the snap link to a cargo ring in the middle of the aircraft floor (Figure 14-11, page 14-15). This line serves as a recovery line for the rope so that the aircrew can retrieve the rope into the aircraft. Ensures the line is long enough so that the weight on the SPIES rope is hanging from the hook and not from the recovery rope. • Coils the SPIES rope (Figure 14-12, page 14-15) and places it on the opposite side of the aircraft from the wood block. Ensures the SPIES rope is not tangled or in the way.

Figure 14-9. Snap Links Alternating on Strap

Figure 14-10. Recovery Rope Tied to SPIES Rope

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Figure 14-11. Recovery Rope Connected to SPIES Rope and Helicopter

Figure 14-12. Rigging Complete

14-39. If the cargo hook is unavailable or it is not working properly, the SPIES can be used safely by doubling the cargo slings and Type IV links. Two cargo straps are side by side with a total of four slings and four Type IV links. RIGGING OF THE UH-1H 14-40. The following equipment is required to rig a UH-1H: • One 120-foot SPIES rope with deployment bag. • Two 11-foot, three- or four-loop cargo slings or two 9-foot, three- or four-loop cargo slings. If the aircraft does not have cargo hooks, use four 11-foot or four 9-foot, three- or four-loop cargo slings.

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• Two Type IV connector links (four if the aircraft does not have cargo hooks). • Heavy-duty tape (100-mph tape). • A 12-foot length of tubular nylon or one 12-foot sling rope. • Nine oval snap links. • A 4-inch by 4-inch block of wood that is 18 inches long. • A fire ax (for use during emergency cutaway procedures).

14-41. The SPIES master or crew chief rigs the UH-1H for SPIES operations in the same manner as the UH-60 with the following differences: • Pass the cargo sling between the helicopter skids and the fuselage. • Take care when using the UH-1H helicopter (Figure 14-13) because of the ways in which it can be outfitted. Some helicopters have a step attached at the doorway. This is an added obstruction during installation and operation. Others may have rocket pods or machine guns mounted. The configuration of the UH-1H helicopters is not the same for each operation.

Figure 14-13. SPIES Rigged on UH-1H

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RIGGING OF MH-47 HELICOPTERS 14-42. The SPIES master or crew chief may rig the MH-47 aircraft for SPIES using one of two ways. The SPIES master or crew chief attaches the SPIES rope to the aft fast rope bars in the same way as the fast rope or rigs the MH-47 using the cargo hook. (See CH-46/47 below.) The preferred method is to attach the rope to the fast rope bars. The SPIES master must not exceed the 2,300-pound limit of the bars when using this method. RIGGING CH-46/47 AND CH-53 HELICOPTERS 14-43. The SPIES rope can be attached to the CH-46/47 and CH-53 helicopters. Rigging the SPIES for these helicopters requires two 9- or 11-foot cargo suspension slings, four Type IV links, and eight snap links (Figure 14-14, page 14-18). 14-44. The following equipment is required to rig a CH-46/47: • One 120-foot SPIES rope with deployment bag. • Two 11-foot, three- or four-loop cargo slings or two 9-foot, three- or four-loop cargo slings. • Four Type IV links. • Eight oval snap links. • Heavy-duty tape (100-mph tape). • A 12-foot length of tubular nylon or one 12-foot sling rope.

14-45. The SPIES master or crew chief rigs the CH-46/47 for SPIES operations as follows: • Passes the cargo slings through the encapsulated eye of the SPIES rope. • Places the cargo slings in two U shapes. Places one sling forward of the cargo hole in the center of the aircraft floor and the other sling aft or toward the rear of the helicopter. • Connects each end of the sling to an outboard cargo tie-down ring on the aircraft floor by a Type IV connector. Uses two tie-down rings for each sling. • Installs the cargo straps so that they hold the SPIES rope in the center of and slightly below the opening of the cargo hatch.

NOTE: Not all of the tie-down rings will be in the exact same position on all helicopters. • Uses a pair of snap links for added security at each point of attachment, with the swing gates reversed. The snap links ensure a backup in case of a faulty tie-down ring and reduces the amount of movement in the cargo suspension straps. • Uses tape or padding around the edge of the cargo hatch to protect slings from damage.

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Figure 14-14. SPIES Rigged on CH-46/47 and CH-53 Helicopters

SPIES OPERATIONS 14-46. The SPIES is used when the team requires immediate extraction or is unable to move to a clear (open) position suitable for helicopter landing. If the situation, mission, or terrain suggests the possibility of a SPIES extraction, the team includes the SPIES harness on its individual equipment list. The

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team must coordinate with the extraction aircraft and SFOB before infiltration to ensure the aircraft and SFOB can support this extraction method with equipment and trained personnel. SPIES MASTER OR CREW CHIEF RESPONSIBILITIES 14-47. The SPIES master and the crew chief are responsible for the safe conduct of the SPIES operation. Because there is considerable overlap between the duties and responsibilities of these two personnel, they must coordinate closely before the operation to determine who is performing which duty. Units must ensure the SPIES master gains as much experience in the performance of his duties as possible, because during a tactical operation, the SPIES master will probably be performing all of the duties. Preflight Duties 14-48. The SPIES master performs the following: • Inventories and inspects all SPIES equipment. • Briefs the pilot and other concerned personnel about details of the operation, especially the extraction and dismounting procedures. • Ensures an ICS helmet and a gunner’s belt are available for the SPIES master’s use. Attaches a sling rope, if available, into the belt. Connects and checks the operation of the ICS to be used. (The SPIES master and the pilot must establish ICS communications between each other on all SPIES operations.) • Attaches the SPIES rope to the helicopter. • Ensures all items are secure in the aircraft. • Checks the location of the emergency ax. Places the ax where readily available, yet secure enough so as not to endanger the men on the SPIES rope. Inspects the ax to ensure it is sharp.

Extraction Duties 14-49. The SPIES master performs the following: • On arrival at the team’s estimated position, helps the pilot determine the exact location of the team members. • As the aircraft approaches the team’s location, aids the pilot (using the clock system) in placing the aircraft directly above the team. • Requests permission from the pilot to drop the SPIES rope when the aircraft is hovering above the team • Drops the rope, taking care to avoid striking team members on the ground. • Notifies the pilot when the rope is down, and reports all altitude corrections to ensure team members reach all SPIES attachment points. • Watches for the thumbs-up signal from all team members. • On receipt of the thumbs-up signal, advises the pilot the team is ready for extraction and requests a vertical liftoff. • Advises the pilot of the team’s position, the location of any potential obstacles, and the avoidance of horizontal movement.

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• If a team member becomes entangled with an obstacle during the extraction, notifies the pilot and requests the vertical lift be stopped. If the situation is critical, prepares to cut the SPIES rope (the anchor point or cargo straps) after the team members are secured to the obstacle or on the ground. • When positive that all obstructions are clear, advises the pilot to obtain a safe altitude (about 350 feet AGL for training purposes or as the situation dictates in combat) or to transition into forward flight. • At frequent intervals during the flight, advises the pilot on the safety status of all team members. Maintains a constant visual watch on the team and frequently checks security of the SPIES attachments.

Dismounting Duties 14-50. The SPIES master performs the following: • On arrival at the dismounting area, gives the pilot the approximate distance of the lower rope end from the ground. • Once the pilot starts the vertical descent, continually informs him as to the approximate distance of the lower rope end from the ground. • Informs the pilot of any horizontal drift that occurs and any obstructions near the SPIES rope. Also informs the pilot of any oscillation that may occur. • Informs the pilot when the rope is about 25 feet above the ground and 10 feet above the ground. Ensures the rate of descent is slow enough to enable the team members to land and safely get out from under team members. • Reports to the pilot when the first man initially touches down, when the last team member starts to move safely from underneath the helicopter, and when all team members are disconnected.

14-51. On order of the pilot, the SPIES master or crew chief retrieves the SPIES rope into the helicopter or disconnects the SPIES rope and drops it to the ground. When using the UH-60/UH-1H helicopter, the only way to retrieve the SPIES rope while in the air is by having an arranged recovery rope attached with a 16-foot sling rope. In some cases, the SPIES master joins two 12-foot long sling ropes to haul the SPIES rope aboard and attaches the rope about 5 or 6 feet below the cargo hook or cargo strap hookup point. The type of knot used to connect the sling (or recovery) rope to the SPIES rope is self-tightening (for example, the Prusik knot). The SPIES master fastens the standing end of the sling rope to the deck tie-down or uses a snap link. Although it is important to keep the line out of the way, the primary consideration is its length. The rope must be long enough to compensate for any oscillation in the SPIES during flight. PREPARING FOR EXTRACTION 14-52. If the mission or insertion precludes the wearing of the harness, team members will carry it as per unit SOP. Once the team requests the extraction helicopter, they retrieve the harness and don it. Team members wear the SPIES harness under their load-carrying equipment. However, if the

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situation does not allow for removal of the load-carrying equipment, team members may wear the harness over their load-carrying equipment. 14-53. The procedures for donning the harness are as follows: • Using a 12-foot safety line, the soldier ties one end around his chest with an end-of-the-line bowline. The soldier ties another bowline in the other end of the rope and connects a snap link to the loop. The soldier slides the knot around so the knot is between his shoulder blades and the end of the rope with the snap link over one shoulder (Figure 14-15). • The soldier dons the harness by placing his arms through the shoulder straps, by connecting and tightening the chest strap, and by connecting and tightening the leg straps. The soldier does not route the safety line under the harness (Figure 14-16). • The soldier securely ties or attaches weapons to himself or the harness.

Figure 14-15. SPIES Safety Line (Back and Front Views)

Figure 14-16. SPIES Harness With Safety Line (Front and Back Views)

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14-54. There are several techniques for extracting rucksacks. Unit SOP, size and weight of the rucksacks, number of personnel and rucksacks, and time to prepare affect the choice of technique used. • The soldier may wear small, lightweight rucksacks. When using this technique, the soldier must loosen the shoulder straps of his rucksack because of the routing of the backstrap and safety line. • The soldier may tie rucksacks to a line and hook them by snap links to the bottom loop of the SPIES rope. • The soldier can tie a loop in the safety line by using a cat’s paw or middle-of-the-line bowline and attach the rucksack to the loop with a snap link. When using this technique, soldiers must ensure the SPIES rope suspends the rucksack.

EXTRACTION PROCEDURES 14-55. The extraction helicopter proceeds to the area and establishes radio or visual contact with the team. If available, a backup helicopter equipped with the SPIES remains aloft and away from the area. The helicopter maintains visual contact with the PZ and monitors radio communications. 14-56. After the team has indicated readiness for pickup, and the tactical situation has stabilized, the extraction helicopter moves to the PZ by the safest route. When the helicopter is above the team’s location, the SPIES master drops the SPIES rope on order of the pilot after the aircraft has obtained a stable hover at slightly above treetop height. 14-57. The team’s GSO positions himself so he can move and approach the rope as the SPIES master drops it. Once the rope is clear of any obstacles, the GSO signals the team to their assigned positions along the hookup points. Team members sling individual weapons over their shoulders, barrel down and to the front, and secure equipment to withstand the wind. Using the primary or harness snap link, each team member hooks to the D ring on his side of the line. Then the soldier attaches the safety line to the D ring on the opposite side of the rope to form the secondary hookup point. The GSO physically inspects, if time and situation permit, or hooks himself in on the lowest point, along with the rear security, to ensure the running end is clear of all obstacles. He then faces forward along the line so he can observe his team and see the helicopter. 14-58. With one hand, the team members give thumbs-up signals to allow the GSO and the SPIES master to see they are ready to go and maintain the SPIES rope over the shoulder closest to the rope. With the other hand, the soldier maintains control of his weapon, with the barrel directed downward and outward at a 45-degree angle. This position allows the team members to fire their individual weapons by using the hip position. 14-59. The GSO gives the thumbs-up signal to the SPIES master. This thumbs-up signal (at night, an arranged light signal) continues until the helicopter lifts the team off the extraction surface. The GSO also signals (arms held straight to the sides) when the team is at safe altitude (about 10 feet above the tallest obstacle at the extraction site).

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14-60. During extraction, the team radio operator maintains communications with the extraction helicopter. He gives a verbal backup to the thumbs-up signal and relays all information during the flight. His location is near or at the bottom hookup point. He can then assist in giving accurate information about the extraction, clearing of obstacles, and descent. 14-61. Liftoff of the extraction helicopter is vertical until the SPIES rope has cleared all obstacles. Once the SPIES rope is clear of all obstacles, the extraction helicopter changes to horizontal flight and departs the area by the safest route. With team members attached to the SPIES rope, airspeed is limited to 70 knots in moderate climates and 50 knots in cold climates. DISMOUNTING PROCEDURES 14-62. When the extraction helicopter has reached a safe dismount area, the pilot transitions into hover flight at an altitude of 250 feet AGL. The pilot starts a vertical descent with the SPIES master continuously providing information to the pilot on the distance from the ground to the lower end of the SPIES rope. The vertical descent rate of the aircraft (at touchdown) is less than 5 feet per second. 14-63. When the team members reach the ground, they immediately move out toward the front of the helicopter. The team members ensure the SPIES rope does not interfere with the aircraft and that the aircraft does not land on the rope. All team members rapidly unhook themselves and their teammates who need assistance. Once unhooked, they move away from the area and set up security, or help clear the rope if the helicopter is going to land. EMERGENCY PROCEDURES 14-64. During the flight—from extraction until the team is safely and quickly detached from the SPIES rope—each team member should be aware of any problems originating from above or below. The man above checks the man below. At the first sign of danger or an emergency, the team leader or a team member places his free hand on his head. Upon observing anyone on the SPIES rope with his hand on his head, the SPIES master tells the pilot to make an emergency landing in the nearest and safest area. WATER EXTRACTION PROCEDURES 14-65. SPIES supports water extractions. For this procedure, the SPIES master ties on three inflatable life vests or any type of flotation device to the SPIES rope to provide buoyancy for the rope while in the water. One flotation device is tied at each end of the attachment points, and one flotation device is tied in the middle of the attachment point area just above the middle two sets of D rings. Each team member to be extracted wears his SPIES harness under his individual life vest. Each team member can also wear swimming fins, mask, and snorkel (amphibious operations) to ease hooking up to the SPIES rope within the spray area beneath the hovering helicopter. 14-66. After the extraction helicopter has attained a stable hover above the team member’s location, the SPIES master drops the SPIES rope (with floatation attached) on order from the pilot. When the team members complete the hookup to the SPIES rope, the team leader signals the SPIES

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master to start liftoff. Liftoff of the extraction helicopter is vertical until all team members and the bottom end of the rope have cleared the water. During the initial liftoff, the helicopter drags team members through the water. Therefore, team members should prepare to roll on their backs until clear of the water. 14-67. Flight speed and altitude are the same as over land. The dismounting procedures remain the same, except when landing on a ship. Once onboard, the team members take their orders from personnel in charge of the deck.

AFTER-OPERATIONS PROCEDURES 14-68. After-operations procedures include repairing, cleaning, and proper storing of the rappelling equipment. The SPIES master conducts an after action review of the operation. The SPIES master furnishes a copy to the S-3 for reference. REPAIRING AND CLEANING EQUIPMENT 14-69. After rappelling operations, the soldiers wash contaminated ropes with mild detergent, such as liquid dish soap, and cold water followed by a rinse in clean, fresh water. They dry the ropes at room temperature not to exceed 140 degrees Fahrenheit. Soldiers can remove stubborn oil, grease, hydraulic fluid, and other petroleum stains with the cleaning agent xylem (Grade A or B, TT-X 916). STORING EQUIPMENT 14-70. Soldiers should protect the nylon materials from direct sunlight, which can cause ultraviolet deterioration. When not in use, the SPIES rope should be stored in an aviator’s kit bag. Soldiers use bins or similar facilities for storage of SPIES equipment. Shelves used for storage should be at least 4 inches from the walls and 12 inches from the floor. Areas used for storage should be well ventilated and free of oil, acid, cleaning compounds, and other contaminants. Equipment must not be stowed above or near hot water pipes or heating apparatus.

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Chapter 15

FRIES Small units use FRIES for rapid infiltration and exfiltration using rotarywing aircraft in confined areas. Using this system, up to a platoon-size element can infiltrate directly onto the objective or into an area where a helicopter cannot land. This is the fastest method of deploying troops from a helicopter unable to land, but the troops have a limited amount of equipment and supplies with which they can deploy. When mission requirements include large amounts of equipment or heavy crew-served weapons, ground force SOPs will determine the technique of employment to ensure personnel safety and equipment required. When using the fast rope for infiltration, soldiers require very little special equipment. When using the fast rope for exfiltration, the troops require special harnesses, and, therefore, the helicopter can extract only a limited number at one time. HQ, Department of the Army, policy specifies FRIES is not approved for Armywide use, and names the Commanding General, USASOC, as the executive agent for FRIES doctrine. The use of FRIES is restricted to SOF, pathfinders, long-range surveillance units, and schools approved by HQ, Department of the Army, with a USASOC-approved FRIES program of instruction. Other units wishing to conduct FRIES must send a request to conduct FRIES operations to Commander, USASOC, ATTN: AOOP-TRS, Fort Bragg, NC 28310-5000.

OBJECTIVES 15-1. The objectives of FRIES training are to safely conduct and maintain maximum proficiency in the execution of FRIES operations. The objectives of this chapter are to— • Prescribe safety and administrative procedures. • Outline the training requirements. • Prescribe the qualifications, duties, and responsibilities of commanders and key personnel. • Outline the operational requirements. • Cover the inspection and use of the equipment required.

GUIDANCE FOR COMMANDERS 15-2. Units that have approval from HQ, Department of the Army, to perform FRIES operations are authorized to conduct initial FRIES qualification and fast-rope master (FRM) qualification training. This publication, USSOCOM M 350-6, and applicable SOAR policies establish training requirements. The United States Army Technology Applications Program Office specifies aircraft material requirements.

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15-3. FRIES training and operations possess inherent risks; therefore, safety is paramount. All training and operations require in-depth attention to detail from planning through preparation and execution. 15-4. The following basic guidance applies to FRIES training and operations: • Unit commanders must personally approve FRIES training sites. • The unit S-3 must complete a risk analysis or assessment before FRIES operations. • Night FRIES operations are medium risk or higher. • Units authorized to conduct FRIES operations may incorporate FRIES activities in field training exercises only after personnel have previously become FRIES-qualified. • Field exercises using FRIES activities are subject to the limitations imposed by applicable directives, including mandatory support requirements. • Units must submit to HQ, USASOC, a request in writing for waiver of procedures or restrictions prescribed herein. The request must be endorsed by the first general officer in the requesting unit’s chain of command.

SAFETY 15-5. Safety is everyone’s responsibility. All personnel involved in FRIES operations are responsible for identifying hazardous situations and preventing injuries of personnel. Anyone who observes an unsafe condition or act is authorized to halt the operation and inform the FRM or the pilot in command. Refer to USSOCOM M 350-6 for the most current safety requirements. BRIEFING 15-6. All units must present a safety briefing before conducting FRIES training or operations. The safety briefing must cover (as a minimum) the following: • The planned event (day or night, tower or helicopter, high or low hover, insertion or extraction). • Actions on the aircraft (or tower). • General tower or aircraft safety. • Operation (or training) location and any hazards within 500 meters. • Identification of key personnel, their location, and their duties and responsibilities. • FRIES equipment and its characteristics. • FRIES equipment rigging or inspection. • Personnel preparation (shirttails tucked in, chin strap fastened, loose straps taped, and gloves and goggles on). • Hand-and-arm signals. • Emergencies and emergency procedures.

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• Medical coverage (medic with aid bags, backboards, litters, and dedicated vehicle with driver on site). • Communications requirements (frequencies, call signs, required reports). • Any other information essential to safety.

PREFLIGHT AND IN-FLIGHT 15-7. Anyone who detects an in-flight emergency will immediately notify the pilot in command, crew chief, or safety and follow aircrew instructions. Following are preflight and in-flight procedures for FRIES. • Before a FRIES operation, the FRM will coordinate both routine and emergency procedures as well as any unique conditions or potential problems with the pilot in command. He also discusses the procedures used during flight, during roping, and before aircraft departure from the roping site. The FRM then discusses the information with all the assistant fast-rope masters (AFRMs), safeties, and crew chiefs. He reviews the time warnings (including hand-and-arm signals) and appropriate actions—such as who will deploy ropes, verify rope status, and perform rope-clearing procedures. • The FRM gives a mission prebrief discussing any aircraft equipment that, if disturbed, could cause an aircraft or fast-rope problem. The FRM should make all problem areas known to all personnel concerned and preventive measures taken to neutralize or eliminate them where possible. • The FRM gives the crew chief the final position adjustment over the target, using hand signals. • The crew chief securely stows all safety straps and communications cords that are not in use. All safety straps and communication cords in use should be positioned so they do not present a hazard to personnel movement in the aircraft. • After the pilot in command gives the command DEPLOY ROPES, the FRM deploys the rope and ensures it is in contact with the surface before ropers exit.

NOTE: The safety is responsible for observing rope and ropers and for making sure the pilot maintains aircraft position until all ropers are on the surface.

CAUTION IAW AR 95-1, Flight Regulations, anytime operations occur over water, all personnel will wear an approved personal flotation device as identified in FM 3-21.220 or USASOC Reg 350-2.

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DURING ROPING 15-8. The following safety precautions apply during roping: • During descent, ropers must watch for obstructions and for lower ropers, and must break as necessary. • Individual ropers will lock-in during emergencies by wrapping one leg around the rope once or twice and standing on the fast rope with the other foot. • Ropers must maintain sufficient intervals on the rope to prevent contact with lower ropers. Individual ropers exit when the head of the soldier in front of them disappears below the ramp. • Ropers execute descents at speeds commensurate with their experience and proficiency in FRIES infiltration operations. For example, lessexperienced ropers should descend slowly until they become more proficient. • The number of ropers on each rope at one time must not exceed the safe limit of the rope mount point in use, as follows:

ƒMH/UH-60: Do not exceed 1,500 pounds per rope. ƒMH-47: Do not exceed 1,500 pounds per rope for extractions, regardless of the mount used. The aft mounts may go up to 2,250 pounds for insertions. ƒMH/HH-53: Do not exceed 1,500 pounds per rope. ƒMH-60G: Do not exceed 1,300 pounds per rope. REMINDERS 15-9. Before conducting operations, all key personnel will review the safety guidelines. The safety procedures for key personnel are discussed below. 15-10. The safety procedures for ropers are as follows: • Ropers must wear a long-sleeved shirt or jacket, full-length pants, laced boots, a helmet, protective goggles, and heavy leather gloves. • Ropers must not wear harnesses for multiple integrated laser engagement system (MILES) harnesses during fast roping. • During the actual descent, fast-ropers will not use NVGs because they limit depth perception and create a tunnel vision effect. • Ropers cannot use a fast rope longer than 90 feet for FRIES descent training. • Ropers must not carry more than 60 pounds of equipment during FRIES descents. The maximum weight of rucksacks is limited to 35 pounds. When rucksacks exceed 35 pounds (or total load exceeds 60 pounds), gear must be lowered (belayed) on a separate system, preferably from the opposite door. • Ropers will not carry bulky equipment that could interfere with FRIES operations. During insertion, the FRM or AFRM lowers (belays) equipment that ropers cannot carry during FRIES operations (due to its weight or bulk). During extractions, the FRM or AFRM must attach rucksacks to the extraction loops of the FRIES rope by using snap links.

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15-11. The safety procedures for units, unit commanders, and mission planners are as follows: • Commanders must personally approve the FRIES site selected for night operations. The FRIES site must be large enough to permit all ropers, upon reaching the surface, to move clear of the rope and for units or elements to consolidate or re-form. • The mission commander, officer in charge, or noncommissioned officer in charge (NCOIC) conducts a detailed risk assessment before FRIES operations. All night FRIES operations will be regarded as medium risk, at a minimum. • Units must not conduct FRIES training in densely wooded areas or areas prone to blowing dust, sand, or snow, which can produce a hazard for ropers or the aircraft. • Units must not conduct FRIES training and operations during severe weather, such as rain, sleet, ice, or extreme cold. • Units must not conduct FRIES training if—

ƒThe aircraft is unstable. ƒThe fast rope is not fully deployed (5 feet of the rope must be on the surface). ƒAny obstacle is present that could interfere with the descent of the ropers. ƒThe rope is frozen or slippery. ƒAnyone identifies any unsafe condition. 15-12. The safety procedures for safety personnel are as follows: • Take a position so they can observe active FRIES points without obstructing ropers. • Conduct final rigging checks of the mount, equipment, and ropes at the 10-minute warning. • Make sure the aircraft is over the target area and the ropes reach the ground. • Constantly keep the pilot in command and FRM informed of the following:

ƒWhen the aircraft is in position for deployment. ƒWhen anything is being deployed from the helicopter (ropes, bundles, or personnel). ƒWhen 5 feet of rope is on the surface. ƒWhen the first roper exits on the fast rope. ƒWhen all ropers on the surface are clear. ƒWhen the ropes are recovered or jettisoned. ƒWhen the aircraft is cleared for flight. ƒWhen 15 feet of the extraction rope is on the surface. ƒWhen extraction personnel are attached to the rope and ready for liftoff. ƒWhen extracted personnel are safely lowered to the ground. ƒWhen extracted personnel are out from under the aircraft. ƒWhen any other unsafe conditions occur.

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WARNING FRMs and safeties use the word “clear” to tell pilots the aircraft is ready to fly. FRMs and safeties must ensure (during insertion) that all personnel are well away from the ropes, and that the ropes have been fully recovered or released. During extraction, FRMs and safeties ensure all personnel are securely attached to the ropes, before any use of the word “clear.”

FRIES EQUIPMENT 15-13. FRIES operations require common individual equipment, specialized equipment, and training areas for training. Each soldier involved in the training provides the individual equipment. The FRM procures the FRIES equipment. Training areas required include a tower equipped for FRIES training and an LZ or a training area suitable for helicopter FRIES operations. INDIVIDUAL EQUIPMENT REQUIRED 15-14. Each soldier participating in FRIES training or operations will have the following required minimum personal equipment: • Heavy leather gloves. • A helmet with a chin strap. • Protective goggles. • A long-sleeved shirt or jacket, long pants, and boots. • Hearing protection and identification tags for helicopter operations.

UNIT FRIES EQUIPMENT 15-15. The following equipment is required by the unit before conducting FRIES training: • Insertion fast rope. The fast rope is a polyester rope, consisting of three 1 3/4-inch strands, olive drab in color, that comes in 20-, 40-, 60-, 90-, and 120-foot lengths. The top of the main rope has an 8-inch eye splice to allow the rope to be attached to specially equipped helicopters. • Extraction fast rope (Figure 15-1, page 15-7). The extraction rope is the same as the insertion rope except that at the bottom of the main rope, a 9/16-inch diameter white nylon rope is spliced into the main rope to form three extraction loops. A 9/16-inch diameter black nylon rope is also spliced into the main rope to form three safety loops at the same position as the extraction loops. • Extraction harness (if conducting exfiltration). Only a service-approved harness and, if required, bridle will be used as the extraction harness for FRIES. Two commonly used harnesses are the SPIES harness (Figure 15-2, page 15-7) and the STABO harness (Figure 15-3, page 15-7). Both harnesses require a 12-foot sling rope for use as a safety line. If the STABO harness is used, the bridle is also required.

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• Snap links. • Approved belay device (Figure 15-4, page 15-8). • Tower equipped for FRIES training. • Helicopter equipped with FRIES mount bars.

MAINTENANCE AND INSPECTION 15-16. Before conducting a FRIES operation, the FRM must inspect all FRIES equipment (ropes, STABO and SPIES harnesses and mount bars) for serviceability and readiness for use. FRIES equipment is inspected and maintained IAW TM 10-1670-262-12&P.

WARNING FRIES ropes and harnesses are critical life-support equipment and must be stored, cared for, and maintained as life-support items.

Figure 15-1. Fast-Rope Extraction Loops

Figure 15-2. SPIES Harness

Figure 15-3. STABO Harness

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Figure 15-4. Belay Devices Used to Lower Equipment During FRIES Operations

15-17. The FRM must always store FRIES ropes and harnesses in a clean, cool, dry space, out of direct sunlight and free of chemicals or chemical vapors. Equipment that becomes wet with fresh water should be hung on hardwood pegs indoors and out of direct sunlight. Equipment that is exposed to salt water or becomes imbedded with dirt or mud should be washed and rinsed in fresh water within 72 hours and then dried as described above. FRIES equipment should be maintained in the same manner as a parachute. The unit rigger section can provide detailed guidance on appropriate inspection, care, and maintenance of FRIES equipment. Ropers complete DA Form 5752-R, Rope History and Usage. 15-18. Before conducting a fast-rope operation, the FRM— • Inspects the fast rope thoroughly and carefully. Checks the eyelets on the end for excessive wear. Checks the rope along its entire length for fraying. However, snags in the rope from normal use do not weaken the rope. Also, a rope with several frayed strands in one spot should not be used. • Checks the rope length to make sure it is the correct rope for the operation planned.

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• Checks the woven loop on the mount end for excessive wear or chemical contamination. Checks the rope along its entire length for fraying, cuts, and chemical contamination.

ƒDoes not use a severely frayed rope. Light fraying on the rope from normal use does not weaken the rope. ƒDoes not use a rope when any single strand is cut halfway through. ƒDoes not use a rope with two or more cuts that penetrate one-third or more through the thickness of any strand within 1 foot of the running length of the FRIES. • Inspects the rope for signs of contamination by acid, alkaline compounds, salt water, fire-extinguishing solutions, and petroleumbased solvents. Although used ropes gradually change color, such changes do not indicate a decrease in strength unless contact with strong chemicals has caused the change. Changes in color caused by chemicals are usually blotchy and have an unusual odor. Changes caused by use are usually uniform throughout the length of the rope. • Inspects the extraction loops to the same standard as the main rope. Makes sure the woven attachment loops are secure.

WARNING FRM must take out of service, mark for destruction, and turn in to the rigger section any rope known or suspected to be chemically contaminated, cut beyond allowable limits, excessively frayed, or sundamaged.

• Inspects the harness to make sure—

ƒRopers are wearing the harness under all load-carrying equipment. ƒRopers have properly fastened all connectors. ƒHarness material and stitching are not cut, torn, or contaminated, and all hardware is free of corrosion and is in operable condition. NOTE: Rigger-qualified personnel are responsible inspection, and maintenance of the extraction harness.

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15-19. The aviation unit is responsible for the installation, removal, storage, and maintenance of FRIES mount bars. The 160th SOAR, Fort Campbell, Kentucky, prepares and provides checklists for these procedures. Aviation units participating in FRIES operations must possess and comply with current 160th SOAR guidance. Aviation units— • Install and maintain the FRIES mount bar and check the torque and witness marks on the mount bolt. • Check the FRIES mount bar for security and operability.

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• Check the condition of the mount bar; that is, inspect for bends, dents, distortion, cracks, corrosion, and contaminants. • Make sure the fast rope quick-release pins are installed and operable (two on each side). • Check the security and condition of the rope-release system, as follows:

ƒThe mounting bolts are installed and properly torqued. ƒThe safety pins are installed, and lanyards are present. ƒThe system locks and unlocks as designed. • Make sure the release cables are attached at both ends and are not broken or kinked. • Check the release handles to make sure they are securely mounted and can move freely. • Ensure the spring ball is installed and operational in the latch. • Check the latch as follows:

ƒLatch or close the release mechanism, and apply a downward pressure on the release arm. Try to pull the release handles—the release should not open. ƒRelax pressure on the release mechanism, and pull the handles— the release should open. ƒWith no pressure on the release mechanism and with the safety pin installed, try to pull the release handles—the release should not open.

FRIES HARDWARE KITS 15-20. Each type of helicopter, and at times different versions of the same helicopter, has different FRIES hardware kits or mounting bars. The different FRIES hardware kits or mounting bars are discussed below. UH/MH-60 15-21. All MH-60 helicopters are equipped with the FRIES special mission hardware kit I bar. Originally, UH/MH-60 helicopters were equipped with the H bar. The H bar was limited to 750 pounds. The H bar was not designed for extractions. The I bar is lighter than the H bar, can support up to 1,500 pounds, and was designed for the mission of insertion and extraction. The FRIES I bar consists of three main parts (Figure 15-5, page 15-11)—the center beam, fast-rope attachment points, and two sliding bars. The center beam is fixed and supports two sliding bars. The two sliding bars are attached on opposite sides of the center beam and slide out in opposite directions. The fast-rope attachment points (Figure 15-6, page 15-11) are located at the ends of each sliding bar. The I bar is bolted through the helicopter cabin ceiling to the airframe. The sliding bars are retracted inside the helicopter during flight and normal operations. Once the doors are opened, the bars are extended out-side the aircraft to allow the fast ropes to be deployed.

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Figure 15-5. UH/MH-60 Mounting Bracket for FRIES (Inside Aircraft)

Figure 15-6. Fast-Rope Attachment Point Extended (Outside Aircraft)

MH-47 15-22. The FRIES hardware kit for the MH-47 is designed to support insertion and extraction missions. There are up to three FRIES bars or mounts that allow three fast ropes to be attached to the aircraft at the same time. The FRIES hardware kit for the MH-47 helicopter consists of two FRIES bars mounted over the ramp (Figure 15-7, page 15-12) and one fixed external mount (Figure 15-8, page 15-12) located outside and over the forward right door. If the aircraft is equipped with a hoist, the FRIES mount and hoist are connected. The forward FRIES mount and hoist cannot be used at the same time. The two aft bars attach to mounts in the ceiling of the helicopter over the cargo ramp and can be retracted inside the aircraft or extended beyond the edge of the ramp. Each bar has one fast-rope attachment point that supports one rope (Figure 15-9, page 15-13). Two fast ropes can be deployed off the ramp (Figure 15-10, page 15-13). The forward mount supports one fast rope (Figure 15-11, page 15-14). CH-47 aircraft are

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not normally equipped for FRIES operations, but some of them are equipped with the two aft FRIES bars.

Figure 15-7. MH-47 Aft-Mounted FRIES Bars (Inside Aircraft)

Figure 15-8. FRIES Mount Over the Forward Door (With and Without Hoist)

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Figure 15-9. Fast Rope Attached to Aft FRIES Bar (Bar Retracted)

Figure 15-10. MH-47 With Two Aft Fast Ropes

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Figure 15-11. Fast Rope Attached to Forward Mount

MH-6 EXTERNAL FAST-ROPE SYSTEM 15-23. The design of the external fast-rope system on the MH-6 allows up to four soldiers to insert by using two fast ropes. This system is designed only for insertion of personnel. The external fast-rope system consists of two externally mounted fast-rope mounts, mounted over each rear door opening. The fast-rope attachment points are controlled by cables that route from the attachment points, through the cargo compartment, and to the release handles mounted on the upper center console in the cockpit. The pilots pull down the handles to jettison the ropes. The MH-6 uses 20- to 40-foot insertion fast ropes. The FRM attaches the ropes to the fast-rope attachment point and coil and places the rope on the cargo compartment floor until ready for deployment. The soldiers ride on the external seats, and they are responsible for deploying the ropes. NOTE: The external fast-rope system is not authorized for use as an extraction system. MH-53J PAVELOW III 15-24. The MH-53J (Figure 15-12, page 15-15) is a twin-engine, single-rotor, medium-transport helicopter designed as a night all-weather SO weapon system used in FRIES operations.

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Figure 15-12. MH-53J Pavelow III

15-25. The MH-53J primary FRIES mount bar assembly is located overhead just aft of the rear ramp. The ramp mount bar assembly spans the cabin width and has a two-pin release mechanism on each end. The ramp mount assembly provides two points for attaching FRIES ropes or cargo-lowering ropes. The FRM or AFRM ensures the ropes are carried back-coiled on the ramp. 15-26. The alternate position for fast-rope descent from the MH-53J is the crew entrance in the right side of the fuselage immediately behind the pilot’s position. In this position, the FRM connects the fast-rope mount to the external hoist point. The FRM inspects the MH-53J mount system for its presence, security, and operability.

OPERATIONAL REQUIREMENTS AND LIMITATIONS 15-27. FRIES operations require medical and communications support, including during adverse weather conditions and night operations. Personnel must use sound judgment to determine what action to take depending on the nature and severity of the condition. MEDICAL COVERAGE 15-28. A qualified and equipped 18D, 91W, or 91B medic or a Servicequalified EMT will be at all training sites. Medics must know CASEVAC procedures and have coordinated requirements necessary to expedite evacuation and treatment of personnel on and off military installations. All medics will have as a minimum an M-5 aid bag or equivalent packed IAW unit standards. Medical transportation must also be available. The vehicle must be covered and large enough to carry an open stretcher. Units cannot conduct training without a medic, medical equipment, and transportation.

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If the situation warrants and the installation cannot support a MEDEVAC mission, the installation may use a FRIES aircraft as a last-resort CASEVAC. The medics will develop an evacuation plan. This plan should include but not be limited to the following: • Medical facilities—location and capabilities. • Emergency telephone numbers. • Routes to medical facilities.

COMMUNICATIONS REQUIREMENTS 15-29. During FRIES training, the FRM or training safety officer will have radio communications with the aircraft. Voice communications are required before commencing FRIES operations. Additionally, the FRM or training safety officer will inform the pilot in command to stop operations if an unsafe condition develops. During extractions, the FRM or training safety officer will inform the pilot in command that all personnel are ready for extraction. During tactical missions, mission and aircrew personnel will use prearranged signals to communicate; for example, flashing light or chemical light signals. ADVERSE WEATHER AND TERRAIN CONDITIONS 15-30. During the risk assessment for FRIES training, the S-3 considers the following conditions: • Wind chill factors caused by the rotor wash of the helicopter or extraction cruise air speeds that could cause cold weather injuries. • Water or ice on the fast rope, inhibiting the ability of the ropers to control their descent. • The rope is exposed to the elements long enough for it to freeze, thereby reducing its tensile strength. • Blowing particles produced by rotor downwash cause the aircrew or the AFRM to lose visual contact with the ground.

NIGHT OPERATION REQUIREMENTS 15-31. Night operations require the following additional procedures: • Four chemical lights will be attached to the rope—two at the bottom and two 5 feet higher to aid in determining the relationship of the fast rope to the ground. The FRM places the chemical lights on opposite sides of the rope. • The FRM secures one chemical light to the attachment point of the rope to aid in the exit. • Soldiers do not wear night vision devices during descent.

TRAINING ALTITUDE MAXIMUMS 15-32. Units should conduct FRIES training at the lowest altitude possible. The length of the rope should not dictate proficiency training from aircraft.

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There is no additional training value to higher altitudes, only increased chance of injury (40 feet is the recommended altitude). Training altitudes are: • Tower training: 15 to 60 feet. • Helicopter: Initial training—not to exceed 30 feet during first two descents; conduct additional descents from maximum altitudes allowed by length of FRIES (not to exceed 90 feet). Advanced training—90 feet (descents exceeding 90 feet will be made only in a closely supervised environment).

FRIES QUALIFICATION TRAINING 15-33. Each unit (commanded by a lieutenant colonel or higher) is responsible for conducting its own FRIES qualification and sustainment program. FRIES trainers will be current FRM-qualified. Units should tailor training to unit and situation needs. However, units cannot reduce proponent requisites without written approval of the Commanding General, USASOC.

CAUTION Trainers must ensure the FRM has tested all personnel preparing to participate in FRIES training. The testing determines if participating personnel with equipment possess enough upper body strength to safely perform the full scope of roping duties.

TRAINING PREREQUISITES 15-34. All personnel must successfully complete initial FRIES training before they are FRIES-qualified. Participants in FRIES training must— • Be authorized by the commander (lieutenant colonel) to participate in FRIES training. • Have passed the Service fitness test. • Have a current medical examination and be free of any injury or physical condition that could cause a potential safety hazard during FRIES training. • Have demonstrated a controlled descent from a height of 10 to 15 feet. • Have demonstrated the ability to execute a static position on a FRIES rope for 5 seconds, using hands and feet to lock-in.

15-35. Aircrews must be qualified and current to fly FRIES activities. They must be qualified IAW HQ, USASOC, the 160th SOAR Aircrew Training Program, and applicable policies. NOTE: In peacetime, the maximum soldier load will not exceed 60 pounds. This weight includes helmet, weapon, vest, web gear, and rucksack. Rucksack weight will not exceed 35 pounds.

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INITIAL FRIES QUALIFICATION TRAINING 15-36. Before participating in fast-rope operations, personnel are briefed on the FRIES and its purpose, capabilities, limitations, and emergency procedures. The briefing also covers the duties and responsibilities of the pilot in command, safety, FRM, the AFRM, and any of the ground assistants. Once the FRIES master has conducted his FRIES briefing, the remainder of the initial training is hands-on practice of the proper FRIES operational techniques. 15-37. FRIES infiltration training procedures are as follows: • Soldiers are shown the proper techniques for boarding the aircraft, moving to the door, grasping the fast rope, exiting the aircraft, and locking-in, descending, and clearing the rope. After the demonstration, all soldiers participate in a practice exercise. During this exercise, the soldiers properly perform the above tasks on a tower and, subsequently, from an aircraft. • Training should be progressive, starting from a tower without equipment and then with equipment. All soldiers must complete a successful lock-in at this level. Soldiers will not progress beyond the tower until they demonstrate the ability to stop descent, lock-in, and hold a stationary position for 20 seconds with equipment. • Soldiers must execute two successful FRIES descents from a tower 15 to 60 feet (one descent without and one with equipment). • Soldiers must conduct three insertions without equipment (two day and one night) and two with equipment (one day and one night) to be qualified for infiltration operations.

15-38. FRIES extraction training procedures are as follows: • FRM shows soldiers the proper wear of the SPIES and STABO extraction harnesses IAW the guidance in Chapters 13 and 14. The only modification is that soldiers wear the same safety line with the SPIES harness as they do with the STABO harness. • FRM shows soldiers how to hook up to the extraction rope so that each soldier is connected to the extraction rope by a primary and secondary attachment point. Soldiers connecting to the primary and secondary attachment points will not share the same loops. The FRM ensures the primary attachment point (Figure 15-13, page 15-19) supports the soldier’s weight. • FRM shows soldiers how to correctly hook up equipment to the extraction rope. 15-39. Once trainers have demonstrated the proper FRIES procedures, soldiers participate in practical exercises with each soldier performing the above tasks to the satisfaction of the FRM from a static FRIES. To qualify in extraction operations, soldiers must execute two successful FRIES extractions without equipment using a helicopter (one day and one night) and two with equipment (one day and one night).

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WARNING During initial qualification training, students will not perform rapid exits nor will there be more than three soldiers on a rope at any one time. During advanced training, there will be no more than five soldiers with equipment on any rope at any one time. In all cases (insertion or extraction), the load on the fast rope will not exceed the maximum rating for the rope and mount/frame being used.

CAUTION All soldiers should be limited to no more than 10 roping events in a 24-hour period. No more than 6 events should be with equipment.

Figure 15-13. Four Soldiers Without Equipment Hooked Up to the FRIES Extraction Rope

SUSTAINMENT TRAINING 15-40. Commanders must make sure soldiers participating in FRIES operations receive sustainment training on equipment and procedures within 24 hours before the FRIES operation. Soldiers who do not attend FRIES sustainment training will not participate in FRIES operations. Appendix G

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describes the fast-rope troop briefing in detail. As a minimum, training will include a review of the following: • Hand-and-arm signals. • Individual equipment riggings. • Aircraft familiarization. • Safety procedures and emergency procedures. • Any rehearsals the FRM or commander deems necessary.

REFRESHER TRAINING 15-41. Units provide refresher training for soldiers who have not participated in FRIES training or operations during the past year. These soldiers undergo refresher training before being included in an operation. FRIES refresher training consists of a complete review of FRIES and its purpose, capabilities, and limitations and FRIES emergency procedures. The refresher training also includes execution of one daylight and one night FRIES descent from a fast-rope tower and aircraft. FRM refresher training under the observation of a current FRM.

FRM SELECTION AND QUALIFICATION TRAINING 15-42. Selection and qualification of FRMs is a unit prerogative. USSOCOM M 350-6 determines the selection criteria and qualification training required. SELECTION 15-43. Selection criteria for soldiers to be qualified as FRM should be based on the individual’s demonstrated leadership capabilities, maturity, decisiveness, and knowledge of FRIES operations. Candidates for FRM must have completed the initial FRIES training. QUALIFICATION TRAINING 15-44. Soldiers will be qualified to perform the duties of FRM upon successful completion of the FRM training course, during which they will— • Receive instructions on and demonstrate proficiency in mounting the fast rope to the fast-rope bar and inspecting and preparing the aircraft for FRIES operations (for example, tape those items and areas that might be an obstacle or hazard to the fast ropers exiting the aircraft). • Receive instructions on and demonstrate performance of the following FRM duties:

ƒCoordination responsibilities. ƒTroop briefings (Appendix G). ƒOrganization of the stick. ƒTime warnings and commands. ƒThrowing and retrieving ropes. ƒReleasing and stopping the stick. ƒHand-and-arm signals.

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15-45. During FRM qualification training, each soldier will participate in seven operations (four daylight and three night) from a fast-rope tower (two daylight and one night) and aircraft (two daylight and two night). Specifically, personnel undergoing FRM qualification training will serve as FRM on at least two daylight operations and one night operation from an aircraft. NOTE: Soldiers performing the duties of AFRM must be current FRMs. FRM REFRESHER TRAINING 15-46. FRMs who have not participated in FRIES operations during the past 1 year will receive refresher training by a current FRM and serve as an AFRM before performing FRM duties. Refresher training consists of an FRM briefing and participation in FRIES training.

KEY PERSONNEL DUTIES AND RESPONSIBILITIES 15-47. The following personnel duties and responsibilities provide baseline requirements for the safe conduct of FRIES operations. Unit SOPs may increase (but will not reduce) training safety requirements. UNIT COMMANDER 15-48. The unit commander will ensure that medical personnel screen all soldiers. The medical screening ensures soldiers are physically and professionally able to participate in FRIES training and meet all personnel qualification requirements as previously listed. AIR MISSION COMMANDER OR OFFICER IN CHARGE 15-49. The employing aviation unit designates the air mission commander. He makes sure all operators, aircrew members, and support elements synchronize their actions during the conduct of the mission and the FRIES operation. An air mission commander usually is not needed during small-unit qualification or proficiency training events when only one helicopter is used. PILOT IN COMMAND 15-50. The aviation unit providing helicopter support for the FRIES training and operation appoints the pilot in command. The pilot in command is responsible for all aspects of the flight and ensures— • Aircrew members are current and qualified to conduct FRIES operations. • Aircrew members know and understand their responsibilities in fastrope operations. • Procedures for planning, preparation, and execution are adhered to IAW this manual, USSOCOM M 350-6, and applicable SOPs and policies. • All personnel are briefed on fire support to be provided by the aircraft, including:

ƒThe nature of fire support the aircraft can provide. ƒThe time the fire support starts, shifts, and stops.

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ƒThe primary and alternate commands and signals that start, stop, lift, or shift fires. • All personnel are briefed on in-flight emergencies and safety procedures. • The aircraft is properly configured to perform the mission. • The aircraft is at the proper altitude, airspeed, and location as briefed. • The command to deploy ropes is not given until the aircraft is at a stabilized hover. • The aircraft position is maintained to keep ropes in contact with the surface until all descending ropers are on the ground (or extracting ropers are securely attached for extraction). • Ropes are fully recovered inside the aircraft (or jettisoned) before the aircraft departs the stabilized hover position at the infiltration site. • Ropes are never deployed with anything other than night illumination attached to the free end.

FRM OR TRAINING SAFETY OFFICER 15-51. Units conducting FRIES operations will designate one overall FRM to organize, coordinate, and supervise the activities of the day and any additional FRMs and AFRMs, as needed. Each aircraft will have one designated FRM and a designated AFRM for each roping point. FRMs or AFRMs prepare, inspect, and control all roping activities on their points. FRMs must also— • Coordinate all aspects of troop and unit preparation, to include procurement of enough FRIES equipment for the operation. • Coordinate all support activities. • Ensure the FRIES equipment is properly rigged. • Adhere to the published time schedule and sequence of events of the operation. • Assign qualified personnel to the duties of FRM, AFRM, and other key positions as required by the operation. Ensure they understand the proper roping procedures for FRIES operations. • Strictly adhere to procedures for the planning, preparation, and execution of the operation as outlined in this manual, training circulars, unit SOPs, and local directives related to the specific training. • Ensure the mission commander is briefed on the training being conducted. • Ensure FRIES operations are conducted over terrain that permits the aircrews and FRM or AFRMs to have visual contact with the ground or vegetation. • Relay time warnings.

NOTE: Primary FRM will maintain positive communication with aircrew using aircraft communication when available or prearranged hand-and-arm signals.

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• Ensure all personnel understand the techniques and responsibilities for FRIES operations. • Ensure one AFRM for each rope being used is on board and at the designated time deploys the ropes. • Perform safety and serviceability checks on all FRIES and rigging equipment. • Check the rope to make sure it is the correct type and length for the operation—smooth rope for infiltration or looped for exfiltration. Inspect the rope to make sure it has no contamination, damage, or defects that could make it unsafe.

WARNING The FRM must make sure that nothing, other than rope illumination, is attached to the free end of the FRIES rope during deployment and that equipment is never attached and dropped.

• Ensure the rope chemical lights are correctly rigged and illuminated when needed (two at the mount, two at the end, and two 5 feet from the end). • Ensure the attachment bar or points are serviceable and free of any defects or contamination. Ensure the quick-release mechanisms and safety pins are present, serviceable, and operate correctly. Make sure the rope is properly attached with a safety pin in place and that the rope is back-coiled. • Ensure the proper seating arrangement for all fast ropers, to include personnel restraints, and procedures in case of an emergency landing. • Coordinate with the pilot in command, and brief the aircrew, safeties, and ropers on the correct method of deploying the fast ropes based on the following:

ƒThe aircraft flight and approach and the position of the flare over the target site. ƒThe height of the aircraft above the target. ƒA description of the FRIES site (rooftop or small clearing) and size and the actions of the ropers upon arrival at the site. ƒThe signal to deploy the rope, who will deploy it, and how it will be done. ƒTime warnings and actions at each time warning. ƒHand-and-arm signals. ƒThe use of radios and intercoms. • Brief the pilot in command and crew chief on verbal commands and final adjustments over the target.

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• Ensure safeties know the proper procedures to—

ƒKeep the aircraft on target. ƒClear the ropes. ƒRecover the ropes. ƒJettison the ropes. • Observe the target and pass to the pilot in command, through the crew chief, final aircraft position adjustments over the target to make sure conditions are safe. Verify the aircraft is at a stabilized hover and remains so. • Direct the aircrew or safety to inform the pilot when the aircraft is on target. (The pilot in command replies with the command DEPLOY ROPES.) • Deploy the ropes when the pilot in command gives the command DEPLOY ROPES. (FRM may delegate to the safety.) • Ensure the rope is clearly free and is touching the ground. • When conditions are safe, command GO to the ropers and point to the rope or lead the stick out.

WARNING FRM will not deploy ropes until the aircraft is at a stabilized hover directly over the designated target and must fully recover ropes inside the aircraft or jettison them before the aircraft departs.

CAUTION Personnel should lower equipment before the FRIES is deployed or personnel begin roping. When equipment and ropers are to be lowered simultaneously, personnel will lower the equipment from and ropers will exit from opposite doors of the aircraft. AFRM 15-52. The AFRM will be a current FRM and help the FRM conduct FRIES operations. He will become the FRM should the FRM be unable to perform his duties. The AFRM— • Is responsible for throwing the rope after the aircrew gives the signal for ropes. • Ensures the ropes are checked after deployment and before anyone descends, ensuring the FRIES attachment loops (chemical lights for night operations) are on the ground.

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NOTES: 1. If the FRM leads the stick out, the AFRM automatically assumes control and marshals the remaining ropers. The AFRM would then be the last man to exit. 2. During night operations, upon completing descent, the AFRM observes the other ropes of his aircraft. When he sees that all ropes are clear, he issues the prearranged all-clear hand signal to the aircrew safety. This hand signal tells the aircrew that they are free to jettison or to recover the ropes and fly away. FRIES AIRCREW MEMBER OR SAFETY 15-53. FRIES safeties are aircrew members who perform the additional duties of safety during helicopter roping operations. Safeties help FRMs and pilots, as needed. Safeties remain in the aircraft and operate the doors, extend and retract the rope mount bars, and wear NVGs, when appropriate. During roping operations, the safety’s four main areas of responsibility are as follows: • Observe all activities in the aircraft and help the pilot and FRM or AFRMs, as needed. • Serve as the communications link between the pilot in command and the FRM. The safety monitors aircraft communications and relays information between the pilot in control and the FRM, constantly keeping both informed. • Help the FRMs and AFRMs lower cargo and clear the aircraft of ropers. • Clear and jettison the ropes, when appropriate.

15-54. The safety’s other duties are to— • Conduct aircraft equipment rigging and serviceability inspections, making sure mounts, doors, and ropes are ready and safe for operations both preflight and en route. • Relay time warnings, aircraft positioning commands, and other information to help the FRM. • Signal the AFRM to deploy ropes after verifying the aircraft is at a stabilized hover. • Check the rope to make sure 15 feet of rope is on the target surface. • Tell the pilot in command ROPES DEPLOYED, when appropriate. • Help the AFRM in the control and spacing of each roper’s exit. • Monitor the rope and ropers to make sure they do not get hung up, dragged, or dropped off site. • Observe the exit of the last roper until the roper reaches the surface, moves clear of the rope, and gives the all-clear signal. • Tell the pilot in command ROPERS DOWN (AFT, FORWARD, LEFT, or RIGHT) when all ropers are on the surface and conditions are safe to jettison the ropes. • Pass the signals, as required, to position the aircraft, including hold and move left, right, forward, back, up, or down. • Act as belay man during cargo lowering, when needed.

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• Jettison ropes upon receiving the command JETTISON ROPES from the pilot in command. Jettison rope, and tell the pilot in command “Ropes are jettisoned.” • Deploy the rope for extraction upon receiving the command DEPLOY ROPES from the pilot in command. • Observe extracting rope and personnel, and inform or guide the pilot in command through aircraft positioning and throughout the recovery flight.

NOTE: MH-53 operations require only one crew member on the ramp per two ropes. FRIES ROPER 15-55. Ropers are responsible for notifying the FRM, AFRM, safety, or pilot if they observe any unsafe act or condition. Ropers may halt or call for a halt of roping for safety at any time. During FRIES insertion training, the number of ropers on the fast rope at one time is limited to six. During extraction training, the total weight per extraction bar and rope will not exceed a total of 1,500 pounds. Total roper equipment weight will not exceed 60 pounds. Ropers will— • Maintain hands at head level. • Maintain visual contact with lower ropers during their descent. • Maintain a minimum 1-second interval on exit to avoid collisions. • Keep at least two points of contact on the rope (both hands) at all times. • Use their feet for additional breaking anytime needed. • Execute descents at a safe speed. • Slow the rate of descent halfway down the rope to avoid landing on each other. • Move quickly away from the rope upon arrival on the surface. • Know correct wear of extraction (STABO or SPIES) harness and extraction procedures.

WARNING The FRM, AFRM, and safety must make sure all personnel are on the surface and have moved clear of the ropes before aircraft fly away or ropes are jettisoned.

RIGGING OF AIRCRAFT 15-56. The aviation unit is responsible for preattachment inspection and installation of FRIES anchor point mount bars and associated equipment. All aircraft used to conduct FRIES operations with U.S. Army personnel must be rigged and equipped IAW current parent service directives. For Army

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aircraft, USASOC, 160th SOAR, and U.S. Army Technology Application Program Office (TAPO) directives apply. The aviation aircrew or safety— • Inspects the FRIES mount bar assembly, attachment hardware, and associated equipment to make sure they are serviceable and ready to use. For example, the aviation aircrew or safety ensures—

ƒThe bar assembly is correctly mounted to the aircraft. ƒThe mount is complete, functional, and free of any defect. ƒThe mount and the aircraft floor are clean and free of any POL or other contaminants that could weaken the rope or cause personnel to slip or fall. ƒThe mount and aircraft are free of sharp edges or burrs that could cut the rope.

CAUTION Army aircraft that have the FRIES mounts installed must possess an airworthiness release for FRIES operations from TAPO.

• Makes sure no metal fatigue or structural weakness exists that could cause the system to fail. • Tapes and pads any sharp edges that can touch ropes or personnel. • Extends the locking and retracting mount bars, as needed. • Lowers and belays equipment, as needed. • Opens, locks, and closes cargo doors, if needed.

NOTE: For cold-weather operations or during flights of long duration, the aircrew will operate doors or directly supervise those who do. In good weather, doors should remain locked open. • Removes or reconfigures troop seats, if needed. • Provides seat belts or floor-mounted personnel restraints for ropers’ use during flight. • Attaches and detaches ropes, as needed.

NOTE: Clusters of rucksacks or small door bundles (weight limited to 250 pounds) may be lowered (belayed) on rappelling ropes. Cargo lowered this way must never be free-dropped (the belay must start at the time the bundle is pushed [tipped] out the door).

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RIGGING OF UH/MH-60 15-57. The aviation unit is responsible for rigging the aircraft. The FRM and selected personnel may rig or assist in the rigging under the supervision of the aircrew. Personnel— • Remove both of the storage pins, and allow the bars to rotate down. • Extend the fast-rope bars out to their desired length, fully extended for insertions and halfway out for extractions, and insert the storage pin into the correct hole. • Inspect the bar for cracks and for security of nuts and bolts. • Rig the fast rope to the fast-rope attachment point, as follows:

ƒRemove safety pin from the fast-rope release system and apply upward pressure to cabin wall-mounted release handle, releasing the gate. ƒInsert woven loop of the fast rope into the attachment point. ƒInsert the gate through the woven loop of the fast rope and into the receptacle. ƒApply a downward pressure to cabin wall-mounted release handle while pushing the gate out until the gate is fully seated in the receptacle (locking position). • Back-coil fast rope, and secure it to cabin floor, or insert the fast-rope retention strap through the coil and suspend the fast rope from the ceiling or fuel tank. Secure quick-release mechanism with the safety pin (Figure 15-14).

Figure 15-14. MH-60 Rigged for Fast Roping

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RIGGING OF CH/MH-47 15-58. The aviation unit is responsible for rigging the aircraft. The FRM and selected personnel may rig or assist in the rigging under the supervision of the aircrew. Personnel— • Inspect the FRIES hardware for cracks, rust, and security of nuts, bolts, and quick-release pins. • Ensure the aft FRIESs are extended for insertion (not required for extraction). • Remove the quick-release pin from the release bar assembly, then push up on the aft FRIES bar release handle (Figure 15-15), and/or pull out on the forward FRIES mount release handle. • Insert the woven end loop of the fast rope into the attachment point. • Support the rope, and insert the release bar through the woven loop and into the receptacle. Pull down on aft FRIES bar release handle and/or push in on the forward FRIES release handle to fully seat release bar assembly (Figure 15-16, page 15-30). • Install quick-release pin in release bar assembly (Figure 15-17, page 15-30).

Figure 15-15. Fast-Rope Attachment Point Opened

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Figure 15-16. Fast Rope Attached and Release Bar Seated

Figure 15-17. Quick-Release Pin Inserted

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RIGGING OF FRIES ON MH-6J 15-59. The MH-6J is a single-engine, light, utility helicopter flown by one or two pilots. There are no crew chiefs or safeties on this helicopter, so the FRM is responsible for rigging the fast rope to the fast-rope attachment point. The aircrew is still responsible for attaching the mount for the external fast-rope system to the aircraft. Because the MH-6 external fast-rope system is not authorized for extracting personnel, a caving ladder may be rigged on the helicopter to extract personnel who infiltrate by the fast rope. The FRM— • Inspects the FRIES hardware for cracks, corrosion, and security of nuts, bolts, release pins, and cables. • Removes the release pin from the release bar assembly. • Lifts the release handles, located in cockpit, to the full up position. • Inserts the woven end loop of the fast rope through the release bar. • Supports the rope and inserts the release pin through the woven loop and the receptacle. • Ensures the pin is snapped into the release bar assembly and is fully seated. • Coils the rope (Figure 15-18) and places it in the cargo compartment, ensuring the rope will not prematurely deploy during flight.

Figure 15-18. Fast Rope Rigged on an MH-6

RIGGING OF MH-53J PAVELOW III 15-60. The aviation unit has the primary responsibility for rigging the FRIES ropes on this helicopter. The FRM should inspect the system to ensure it is correctly rigged. The crew chief or safety— • Installs and maintains fast-rope mount assemblies at each position to be used. • Configures the aircraft to accommodate the number of soldiers and type of mission planned. • Makes sure seat belts or restraint straps are present to secure ropers during flight.

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NOTE: The MH-53 crew can improvise handrails to assist roper exits. When used, improvised handrails will be rigged IAW USAF SO SOPs. Each handrail consists of two pieces of plastic tubing connected in the center, forming a rail running down each side of the aircraft. An alternate method is to use standard tie-down straps for aircraft instead of plastic tubing. • Rigs handrails as follows:

ƒInstalls the railing from the top of the fast-rope bar halfway down the cabin wall, hooking it into the litter brackets in the center compartment wall. ƒSecures the aft end of the tubing by taping it 6 inches to the outside of the quick-release paddles or by attaching it to the U-bolts. ƒUses 550 cord to secure the midpoint of the tubing to the aircraft rib at the bottom of the last window, leaving 2 inches of slack. This attachment helps stabilize the rail between the two litter brackets. • To rig overhead support straps (tie-down straps), attaches the overhead support straps to the overhead litter mount rings to help balance deploying personnel. Rigs overhead support straps as follows:

ƒInstalls the overhead straps (one on each side) from the overhead litter rings just forward of the ramp to the tie-down ring forward of the transmission. Midway down the length of the strap, ties it with 550 cord to an overhead ring to reduce slack. ƒInstalls a third tie-down strap from the overhead litter mount near the crew entrance door to the same tie-down ring just forward of the transmission where the left overhead support strap ends. • Configures the MH-53J for fast roping when equipped with external 650-gallon fuel tanks. For example, the crew chief or safety—

ƒRemoves the ramp door to install the crossbar. ƒPlaces the bar in the brackets with the two quick-release paddles facing forward. • Configures aircraft armament (50-caliber machine gun and the GAU-2B ramp minigun) for FRIES operations as follows:

ƒWhen using the aft right roping position, points the 50-caliber machine gun to the 6 o’clock position and secures the gun with bungee cords. NOTE: Ideally, only the right aft rope is used when the GAU-2B ramp minigun is installed. Although not recommended, the left aft rope may be used, if required. ƒWhen the left aft rope is required, disconnects the minigun ammunition chute. Stows the minigun ammunition chute in the ammunition can, or disconnects it at the ammunition can and securely wraps it around the minigun. Uses bungee cords to secure the ramp minigun in the firing position facing the 6 o’clock position.

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COMMANDS AND SIGNALS 15-61. Ground-to-aircraft hand-and-arm signals are military standard as found in FM 57-38 and Chapter 13, Figure 13-22, pages 13-24 and 13-25. The following standardized hand-and-arm signals are provided for FRIES operations: • Time warnings (10-, 6-, and 1-minute). The FRM gives these time warnings by holding up the appropriate number of fingers and verbally sounding off. • Get ready. FRM extends arms horizontally, with fingers extended vertically and joined. • Stand by. FRM extends arms downward at a 45-degree angle from the body, with hands closed except for index fingers, which are extended, pointing to the floor. • Deploy ropes. FRM or safety form both hands into fists at mid-thigh level and sweeps arms horizontally outward. At full extension, he opens his hands as if dropping the ropes out of the helicopter, and sounds off with “Deploy ropes.” • Go. FRM raises arms to horizontal, hands closed with index fingers extended pointing to the ropes. • Stop or abort. FRM closes hands into fists, with arms raised across the forehead. • Sit down and don seat belts. FRM points to the floor, followed by moving both fists around waist, as if donning a belt. • Okay. FRM raises hands to eye level, with index finger and thumb forming a circle, and other fingers extended.

FRIES PROCEDURES 15-62. Detailed planning, thorough training, and strict adherence to safe procedures can reduce the risks of personal injury and equipment damage during FRIES operations. Conducting FRIES operations with heavy loads requires personnel to be proficient in these operations. The total weight of equipment carried on soldiers during training is limited to 60 pounds. The following paragraphs provide standardized procedures for FRMs, pilots in command, and ropers. These procedures are common to all units and aircraft, except as noted. Appendix G contains a fast-rope operations checklist. FRM OR AFRM 15-63. The FRM or AFRM performs the following series of actions: • Briefs members of his team and aircrew. • Inspects team members and equipment. • Installs the FRIES rope in the aircraft and conducts safety checks. • Relays time warnings (10-, 6-, and 1-minute) to team members. Time warnings are a tool to help keep aircrew and ropers’ actions synchronized and can be modified according to user needs; however, the 1-minute warning should always be used.

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• Breaks chemical lights, if required, at the 6-minute warning. During night operations, the rope is marked with six chemical lights—two at the mount, two on the end, and two 15 feet from the end.

WARNING Equipment must never be attached to the FRIES and dropped. As little as 10 pounds of weight can exceed the load limit of the FRIES mounts when the load stops at the end of a 60-foot drop. The only items to be attached to the fast rope during deployment are the position markers.

• Makes sure the rope is properly configured for deployment (back-coiled to prevent tangles). • Makes sure the team members are in order of exit no later than the 1minute warning. • Confirms target on final approach. • Deploys the rope and ensures it reaches the ground. During night operations, two horizontal chemical lights are seen and verified by the crew chief wearing NVGs. • Deploys personnel. • Accounts for personnel and signals aircrew.

PILOT IN COMMAND 15-64. The pilot in command briefs FRM, safety, and roping personnel on the

WARNING Because the FRIES mount in the CH-47 helicopter is narrow, ropers must take special care not to catch weapons or equipment on the frame during exit.

following before FRIES operations: • Approaching, loading, unloading, and departing the aircraft. • Actions in the aircraft. • Flight route and checkpoints en route. • Altitude or height for roping. • Time warnings for FRM, as needed (recommend 10-minute, 6-minute, and 1-minute). • Emergencies in the following situations:

ƒEn route (when ropers are inside the aircraft). ƒBefore deployment of ropes.

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ƒWhen fast-rope personnel are on the ropes. ƒAfter the ropers are on the surface. ROPERS 15-65. Ropers perform the following actions: • At the command STAND BY (given at 1-minute warning), ropers make final check of themselves and prepare to exit position. • At the command GO, the first roper exits the aircraft, rotates his body 90 to 180 degrees to make sure his equipment clears the aircraft, places the fast rope between the arches of his feet, and commences descent. The roper uses his hands and feet to slow his descent about two-thirds of the way down.

CAUTION Ropers will not place the rope between their groin or knees because this will cause severe burns and discomfort.

• Subsequent ropers exit at 1-second intervals using the same procedure but begin slow descent about halfway down to avoid landing on each other. • During descent, ropers keep a lookout and break as necessary to avoid landing on obstructions or on fellow ropers. • Ropers prepare to land just before reaching the ground by spreading their legs about shoulder-width apart with their knees slightly bent. • At landing, ropers quickly move clear of the ropes to avoid collisions with descending ropers.

WARNINGS AND COMMANDS 15-66. The following warnings and commands apply to all fast-rope operations except for some aircraft-specific procedures covered in more detail later. Fastrope warnings and expected aircrew coordination calls are as follows: • When the pilot in command is over the intended objective, he calls “Deploy ropes.” • The aircrew or FRM provides any final position adjustments of the aircraft with the commands of “Move left, right, forward, back, up, or down” as needed to place the ropes on target. Aircrew or FRM announces “On target” when ropes are on target. • The aircrew or FRM commands “Hold” when the pilot is to hold the position and provides an explanation as soon as practicable. • When the FRM deploys the ropes, the aircrew member calls “Ropes deployed.” • When the first roper exits the aircraft, the aircrew member calls “Ropers out.”

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• The safety watches the last roper until he is on the ground and gives the prearranged signal. The safety then tells the pilot in command “All ropers away” and identifies his station. This alerts the pilot in command that the safety is going to either jettison or recover the ropes. • The safety will then either recover or jettison the rope as planned, clear the aircraft all around for obstructions, and call “Ropes clear (station).” This informs the pilot in command that the aircraft is clear for flight.

PROCEDURES SPECIFIC TO EACH AIRCRAFT 15-67. Because of differences between the various types of helicopters, units,

CAUTION No more than six ropers will be on a rope at any one time.

CAUTION IAW AR 95-1 and as identified in FM 57-220 and USASOC Reg 350-2, anytime operations occur over water, all personnel will wear a Service-approved personal flotation device.

and services, each aircraft has slight variations of the procedures covered above. Units conducting fast-rope operations for the first time together will ensure that their preoperations briefings cover both unit’s SOPs so that any conflicts can be worked out in advance. UH/MH-60 15-68. The crew members will notify the FRM of each checkpoint the helicopter passes. The crew members will pass on the 10-, 6-, and 1-minute warnings to the fast-rope personnel. If the cargo doors are closed, fast-rope personnel open the doors. The helicopter will decelerate to 80 knots at the checkpoint before the target. The aircrew members will signal the fast-rope personnel to open the cargo doors. The fast-rope personnel must open the doors and ensure they are in the locked position under positive control at all times. With the doors open, the crew chief extends the fast-rope bar and inserts the pins in the bar. At the 1-minute call, the closest soldier to the door removes the cargo strap across each cargo door opening and passes the strap back to the AFRM. He will attach the strap to the D ring on the left aft portion of the cargo doorframe.

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WARNING If the fast-rope personnel open the cargo doors and allow them to slide back, the doors may shear the doorstops and leave the aircraft, with potentially catastrophic results. For example, the doors might strike the tail rotor, go through the rotor system, or hit the helicopter behind. Fast-rope personnel will take extreme care to remain securely anchored to the aircraft. With the door straps removed, personnel may be knocked out of the aircraft during end-phase maneuvering of the approach.

15-69. The crew members will confirm that the helicopter is at a stable hover over the target area and give the pilot commands needed to maneuver over the precise area briefed. When the crew member is satisfied that the helicopter is in position, he will signal to the AFRM ropes. AFRM will remove the safety pin from the fast-rope restraint strap, pull the quick-release tab, and throw the rope. The crew member will confirm that the required length of rope is on the ground (fast-rope attachment loops or two chemical lights in a horizontal position). The crew member will confirm the last man is free and clear of the ropes. He will then jettison the ropes or retrieve them back inside the helicopter. Crew member(s) will use hand-and-arm signals to advise pilots left or right ropes clear, and the helicopter will depart. MH-6 15-70. At the 1-minute warning, ropers will release their personnel restraints, break chemical lights as required, and position themselves for roping. When the aircraft is at a stabilized hover over the target area, the pilot will give the FRM the command ROPES. The FRM will relay the command and deploy the rope(s). Roper 1 must ensure the attachment loops or chemical lights are on the ground and horizontal before descending. The pilot(s) will verify the ropers are free and clear of the ropes before jettison of the ropes. The maximum number of personnel on a single rope is two. NOTE: The FRM can be positioned on either side of the aircraft. If the aircraft has one pilot, the FRM will be on the right side. MH-47 AND MH-53 15-71. At the 6-minute warning, team members move to the front of the aircraft if deploying from the crew entrance door and to the forward edge of the ramp if deploying from the rear of the aircraft. At this time, the FRMs (one at the crew entrance door and one on the ramp) disconnect the fast rope from its storage point and prepare it for deployment. This may entail handing it to the first man out of each stick or setting it up on the edge of the ramp, ensuring it is back-coiled. Before conducting deployments off the ramp, the FRM briefs the deploying team members on the importance of maintaining separation between

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members (about 24 to 27 inches). This separation helps to maintain the aircraft in the center of gravity limits. When using the MH-47, the aircrew member located at the forward door will relay all commands to the pilot.

CAUTION There is risk of hang-up on the ammunition can or weapon itself when deploying personnel from the ramp with weapons installed. If a hang-up on a weapon occurs, the aft crew member must be prepared to assist, to include pulling the tangled roper into the aircraft to untangle him from the weapon or ammunition can.

EQUIPMENT-LOWERING PROCEDURES 15-72. During FRIES insertions, equipment, and/or rucksacks may need to be lowered due to weight. The rucksacks can be lowered by one of several belay devices in the Army inventory. These devices (Figure 15-4, page 15-8) include the Sky Genie, figure eight, SMC ladder, and other approved devices as per FM 90-6, Mountain Operations. Personnel must ensure the weight limits are not exceeded for the particular belay device being used. The preferred method is for all ropers to exit the aircraft from one door or fast rope, and deploy the equipment from the other door or fast rope. If using the ramp of the MH-47 for both personnel and equipment, personnel will belay the equipment and then fast-rope. 15-73. The aircrew will attach the belay device to the FRIES bar, and the using unit will provide the lowering rope. The using unit will rig the rucksacks, and the crew chief will help position the equipment in the aircraft. Rigging equipment to be lowered requires rigging rucksacks in clusters. Clusters of up to five rucksacks may be lowered but smaller clusters work better. FRMs will ensure the total weight of any cluster does not exceed the weight limits of the belay device or the crew member who will belay the rucksacks. To rig the lowering rope to belay the rucksacks, the FRM— • Places the rucksacks on the cargo deck of the helicopter, sitting up (Figure 15-19, page 15-39). • Lays a sling rope across the frames between the shoulder strap attachment points. • Ties a bowline knot at each end of the sling and a figure-eight knot at each rucksack. • Attaches a snap link to the frame of each rucksack to the loops in the sling rope and the end to the lowering rope. • For Lowe rucksacks, installs the issue H harness on the rucksacks, and join them into clusters with a sling rope tied to the quick-release attachment buckles. • Back-coils a rappel rope on the helicopter floor at the gunner’s position.

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Figure 15-19. Rucksacks Upright on Cargo Deck

15-74. When using the SMC ladder, the FRM attaches it to the fast-rope attachment by snap links. He routes the belay rope from the back-coil, through the belay device (Figure 15-20, page 15-40), and down to the cluster snap link. He ties the end of the belay rope into a bowline with a half hitch and snaps the rope into the cluster snap link. The crew member will deploy the equipment and/or rucksacks and control the descent via the SMC ladder. The SMC ladder system can handle up to 500 pounds per rope.

WARNING The SMC ladder is not approved for use in lowering personnel.

15-75. When using the figure-eight devices, the FRM attaches them to the fast-rope attachment by snap links. He routes the belay rope from the back-coil, through the belay device (Figure 15-21, page 15-40), and down to the cluster snap link. He ties the end of the belay rope into a bowline with a half hitch and snaps the rope into the cluster snap link. The crew member will deploy the equipment and/or rucksacks and control the descent via the figure-eight.

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Figure 15-20. Belay Device SMC Ladder

Figure 15-21. Belay Device Figure Eight

15-76. If using other types of figure eights, the rucksacks and equipment are rigged the same way and the figure eight is attached to the fast-rope attachment point in the same way. However, the lowering rope is double and inserted through the lowering device as shown in Figure 15-22. 15-77. When using the Sky Genie, the FRM it to the fast-rope attachment by snap links or the rear ceiling-mounted rappel ring. He routes the belay rope from the back-coil, through the belay device (Figure 15-23, page 15-41), and down, to the cluster snap link. He ties the end of the belay rope into a bowline with half hitch and snaps the rope into the cluster snap link. The crew member will deploy the equipment and/or rucksacks and control the descent via the Sky Genie.

Figure 15-22. Double Lowering Line Routing Using Figure Eight

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Figure 15-23. Lowering Line Routing Using the Sky Genie

15-78. The crew chief or safety will lower the equipment during most operations while the deploying unit should delegate two soldiers to push each cluster out of the helicopter. However, in case both door guns are being used, the using unit should be prepared to provide one FRM-qualified individual to control the equipment during lowering. The crew chief or safety will use gloves in the lowering process. This equipment-lowering system can be used to resupply items such as ammunition, water, fuel, and so on to ground units where helicopters cannot land. Additionally, this method of resupply may be configured for deployment on each side of the helicopter. 15-79. In performing his belaying duties, the AFRM or safety must— • Provide enough slack to allow the pushers to eject the cluster from the aircraft. • Control the descent until the cluster reaches the surface. • Unsnap the upper and lower snap links, and drop the remainder of the rope from the aircraft when the cluster is on the surface.

15-80. If lowering equipment before personnel, the FRM performs the following: • After the crew chief or safety releases the snap hooks, immediately looks out to make sure conditions are safe to deploy the FRIES. • Informs the FRM and pilot when conditions are safe. • Deploys FRIES on command.

NOTE: Expect to reposition aircraft before ropers exit to avoid ropers landing on equipment.

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EMERGENCY ACTIONS 15-81. Procedures for correcting an emergency condition that personnel could reasonably encounter are as follows. Multiple emergencies, adverse weather, or other unusual conditions may require modification of these procedures. The nature and severity of the emergency dictate the response necessary; therefore, personnel must use sound judgment in determining the correct action to take. EMERGENCIES BEFORE ROPING STARTS 15-82. All personnel sit down, don their seat belts, and take further instructions from the pilot or crew chief. If a crash occurs, all personnel follow emergency procedures the FRM or pilot briefed before the operation. EMERGENCIES AFTER ROPING STARTS 15-83. In case of an emergency, personnel follow emergency procedures. These procedures are discussed in the following paragraphs. Unsafe Drift or Premature Liftoff 15-84. Anyone who detects the aircraft having drifted off the site must immediately stop training and inform the FRM, AFRM, safety, or pilot in command. The procedures for unsafe drift or premature liftoff are as follows: • FRM, AFRM, safety, or roper stops stick. • Ropers stop descent and lock in. • FRM or crewman informs the pilot in command and guides him in moving the aircraft back on target. • Unit continues operations. Rope Hung or Snagged

15-85. Anyone who detects the rope being snagged or hung up must immediately stop training and inform the FRM, AFRM, safety, crew chief, or pilot in command. The procedures for a snagged or hung rope are as follows: • Safety makes sure ropers are off the rope and are clear. • Aircraft descends or lands, as needed. • Ground personnel free the rope. • Unit resumes the operation.

Premature or Unintentional Deployment of the Fast Rope 15-86. If the fast rope is released prematurely or accidentally falls from the helicopter, the FRM— • Notifies the pilot in command. • Follows the aircrew’s instructions.

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Lost Communications 15-87. All training and operations must include the use of the intercom between the pilot in command or crewmen and the FRM. If the intercom fails, the following hand-and-arm signals can be used until the rope can be cleared and the intercom is restored: • Stop stick: A clenched fist touching the chest. • Ropes: Open palm toward the door in a horizontal motion. • Aircraft movement: An open palm moving and facing in the direction required. • Stop aircraft movement: A clenched fist.

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Chapter 16

Ladder Training Ladders can be used to pick up and deploy soldiers by helicopter from areas that prohibit helicopter landings. The 160th SOAR is currently the only U.S. Army aviation unit that conducts ladder operations. Ladders are an effective means of recovering several soldiers when the other extraction systems (FRIES, SPIES, or STABO) are unavailable or the soldiers are not equipped with the SPIES or STABO harness. Because of the nature of ladder operations, a thorough briefing is required for all participants before the operation. Soldiers using the ladders must receive training on the ladder before operations.

SAFETY CONSIDERATIONS 16-1. The NCO in charge (NCOIC) gives a safety briefing before ladder operations. The briefing will consist of, but not be limited to, a review of the following: • Area hazards. • General aircraft safety. • Characteristics of equipment associated with ladder operations. • Equipment inspection. • Ground operations and loading. • Safety warnings and commands. • Medical coverage. • Procedures for spreading and lowering ladders. • Movement within the aircraft. • Emergencies. • Ground-to-air communication requirements. • Night operation requirements.

16-2. The objectives of ladder training are to safely conduct and maintain proficiency in the execution of ladder operations. During ladder training and operations, soldiers will follow the safety rules and limitations as follows: • Before the aircraft departs into forward flight, all soldiers secure themselves to the ladder. • The maximum load varies depending on the type of ladder used and method of attachment. The caving ladder is limited to two personnel per ladder. The Jacobs and nylon ladders can carry up to three soldiers per ladder or 750 pounds. The CH-47 steel ladder can carry up to five soldiers, but should be limited to three soldiers during training.

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• Aircraft should maintain a minimum altitude of 100 feet, keeping well clear of ground obstacles, power lines, trees, and/or buildings. • When no equipment or soldiers are attached, the crew chief recovers and secures the ladders before forward flight greater than 20 knots. • With soldiers on the ladder, aircraft flight speeds and banking angles should not exceed 60 knots with banking turns of 40 degrees or less. During emergencies, flight speeds may exceed 60 knots but not more than 90 knots, with allowable banking turns of 30 degrees. • Aircraft wipers must be operational to perform water ladder operations.

16-3. The following safety guidance should always be considered by all soldiers involved in ladder training and operations: • Do not exceed the lateral center of gravity of the aircraft. • Properly ground metal ladders before coming in contact with soldiers, since the ladders may displace static electricity. • Soldiers on the ground should steady the ladder for ascending or descending soldiers. • Soldiers on the ground should wear eye protection.

NOTE: During water operations, safety boats will move parallel and a minimum of 50 meters left or right of the aircraft flight path. The water spray may restrict pilot visibility. The pilot not at the controls will turn on the wipers on command from the pilot at the controls.

TRAINING REQUIREMENTS 16-4. All soldiers must complete initial, sustainment, and/or refresher training before they are considered ladder-qualified. Before participation in ladder training, each training participant must meet the following minimum screening criteria: • Be assigned or attached to a USSOCOM unit. • Have a current physical examination. • Have no injury or physical condition that would cause a potential safety hazard during ladder operations.

INITIAL TRAINING 16-5. All soldiers must successfully complete initial ladder training to be ladder-qualified. Before participating in ladder training, the NCOIC thoroughly briefs soldiers on the purpose of, capabilities of, limitations of, and emergency procedures for ladder operations. This briefing will also include duties and responsibilities of the pilot in command, crew chief, and GSO or NCO. Soldiers are ladder-qualified when they have met the following requirements: • Defined all ladder equipment. • Demonstrated construction of the rappel seat (soldiers may use the rappel seat to hook into the ladder).

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• Defined or identified unsafe attachments or equipment related to ladder training. • Defined terms used in ladder operations. • Know ladder commands. • Conducted one ladder operation.

SUSTAINMENT TRAINING 16-6. Units routinely conduct sustainment training to maintain the acquired skills. Before conducting ladder operations, units will receive formalized training in ladder procedures within 24 hours of the operation. At a minimum, this training will include the following: • Rigging and inspection of individual equipment. • Rigging and inspection of aircraft and accompanying equipment (if applicable). • Hand-and-arm signals. • Safety requirements and emergency procedures. • Rehearsals.

REFRESHER TRAINING 16-7. Soldiers who have not participated in ladder operations during the past 12 months will undergo refresher training before being included in an operation. Refresher training for ladder operations consists of the following: • Briefing on the ladder operation, its purpose, capabilities, limitations, and emergency procedures. • Briefing on the duties and responsibilities of the pilot in command, crew chief, and GSO or NCO. • Conducting at least one ladder operation under the observation of a current and qualified GSO.

PERSONNEL DUTIES AND RESPONSIBILITIES 16-8. Ladder training and operations require the designation of key personnel to perform assigned tasks and the delegation of duties and responsibilities among the key personnel and other personnel involved in the operation. The designated positions are unit commander, GSO or NCO, pilot in command, and crew chief or ladder operators. The ladder personnel also have duties and responsibilities during the training or operation. UNIT COMMANDER 16-9. The unit commander, or designated representative, is responsible for providing any additional equipment personnel need to conduct ladder operations. Depending on the type of ladder and aircraft being used, the unit may have to furnish the 4-foot by 4-foot padding and tape required to rig the aircraft. The unit commander will ensure all personnel meet the criteria established in the training requirements above, and that medical personnel screen all soldiers to ensure they are physically able to participate in ladder operations.

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GROUND SAFETY OFFICER 16-10. Personnel performing duties as GSO or NCO will be experienced in ladder operations. They will also perform duties as the officer in charge or NCOIC for ladder training. The GSO is assigned to each team of personnel conducting ladder operations. He will be collocated on the ground at the extraction point and the letdown area. The GSO is responsible for the safe conduct of ladder operations and his duties are as follows: • Conforms to time schedule as close as practicable. • Ensures a complete safety and operations briefing is provided to all participating personnel. • Establishes radio communication with the aircrew. • Ensures that each soldier has properly hooked up to the ladders, and that soldiers and ladders are clear from all obstacles. • Ceases ladder operations if any unsafe condition is apparent. • Ensures all required safety equipment, to include a medic with backboard and emergency evacuation vehicle, is functional and on site for the ladder operation.

PILOT IN COMMAND 16-11. The supporting air unit designates the pilot in command. His duties and responsibilities include the following: • Provides the required ladders and equipment to connect the ladders to the helicopter. • Thoroughly briefs all participants on the conduct of the operation, aircraft safety, and emergency procedures. • Supervises or completes all aircraft preparation before the ladder operation. • Inspects the ladder system installation in the aircraft for correctness and safety. • Ensures air-to-ground communications commencing ladder training.

are

functional

before

• Aborts the training if any unsafe condition is apparent. • Issues the order to jettison the ladders during an actual aircraft emergency.

CREW CHIEF OR LADDER OPERATOR 16-12. The crew chief or ladder operator is responsible for rigging and inspecting the ladders and relaying communications between the ladder personnel and the pilots. During training, the below-listed tasks are usually the responsibility of the crew chief, but during an operation, the crew chief will be performing duties as gunner and may be unable to manage the ladder. During operations, the unit should supply one qualified person to man the ladders.

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Personnel performing duties as ladder operator will be experienced in ladder operations. Duties and responsibilities of the crew chief or ladder operator are as follows: • Inspects ladders for the following:

ƒFrayed cables and ropes. ƒSecure or cracked rungs. ƒSecure rigging. ƒRolled ladders are secured to prohibit premature deployment.

WARNING Do not deploy the ladder when personnel are directly below the aircraft. The ladder may strike and injure personnel.

• Ensures the aircraft is properly rigged with the ladder system. • Directs the aircraft out of the extraction zone, keeping the ladders clear of all obstacles. • Directs the pilot to maneuver the aircraft clear of all obstacles and into position for deploying, recovering, or jettisoning the ladders. • Informs the pilot when the hookup is complete. • Receives from or relays to personnel being extracted on the ladder hand-and-arm signals. • Continually observes the personnel on the ladders; monitors aircraft altitude above obstacles, giving corrections as required to ensure safety; and immediately informs the pilot in command of any unsafe conditions. • Disassembles the ladder system, when required.

LADDER PERSONNEL 16-13. Ladder personnel are responsible for the following: • Understanding all ladder operations procedures. • Being ready for ladder extraction when the helicopter arrives. Rigging rappel seat with snap link or suitable alternative, and establishing order of ascent. • Adhering to all commands from the aircrew or GSO. • Bringing to the attention of the aircrew or GSO any unsafe condition during the training.

OPERATIONAL REQUIREMENTS 16-14. Personnel must adhere to the operational requirements as closely as possible during training under usual conditions and during unusual conditions (adverse weather or terrain conditions and night operations).

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Personnel must use sound judgment to determine what action to take depending on the nature and severity of the condition. SITE SELECTION 16-15. The limitations and capabilities of the mission aircraft are the primary factors in site selection. Consider site altitude and temperatures as they determine air density that affects the helicopter payload. There are no particular selection criteria for ladder extraction sites as any small clearing is ideal. Forested areas may be used, but the ladder can become entangled in the foliage and branches. Attaching sandbags to the bottom of the ladder may assist the ladder in penetrating the trees. However, doing so makes the ladder more hazardous to the personnel on the ground, especially if the person dropping the ladder cannot see them. MEDICAL COVERAGE 16-16. A qualified and equipped 18D, 91W, or 91B medic or a Servicequalified EMT will be at all training sites. Medics must know CASEVAC procedures and have coordinated requirements necessary to expedite evacuation and treatment of personnel on and off military installations. All medics will have as a minimum an M-5 aid bag or equivalent packed IAW unit standards. Medical transportation must also be available. The vehicle must be covered and large enough to carry an open stretcher. Units cannot conduct training without a medic, medical equipment, or transportation. If the situation warrants and the installation cannot support a MEDEVAC mission, the installation may use a ladder aircraft as a last-resort CASEVAC vehicle. The medics will develop an evacuation plan. This plan should include but not be limited to the following: • Medical facilities—location and capabilities. • Emergency telephone numbers. • Routes to medical facilities.

COMMUNICATIONS REQUIREMENTS 16-17. During ladder training, the GSO or NCO will have radio communications with the aircrew in the aircraft. Communications are required before commencing ladder operations. Additionally, the GSO will inform the aircraft to stop operations if an unsafe condition develops. In case of radio failure or poor communications caused by static or noise overriding the audio output of the radio, personnel will use precise hand-and-arm signals. During night operations, if radio communications are hampered, personnel will use special procedures along with hand or light signals. ADVERSE WEATHER AND TERRAIN CONDITIONS 16-18. Ladder operations will not be conducted under the following conditions: • Wind chill factors caused by rotor wash from the helicopter or extraction cruise air speeds that may cause cold weather injuries. • Water or ice on the ladders, inhibiting the ability of the climbers to control their ascent or descent.

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• The ladders are exposed to the elements long enough to freeze, thereby reducing their tensile strength. • Blowing particles produced by rotor downwash cause the crew chief to lose visual contact with the ground.

NIGHT OPERATION REQUIREMENTS 16-19. Night operations require the following additional safety equipment and precautions: • NCOIC attaches chemical lights to the bottom rung of each ladder and 10 feet from the bottom of the ladder. • Each soldier attaches one chemical light to his upper body so that it is visible by the crew chief. • The personnel being extracted will not wear night vision devices during extraction. • The aircrew members will wear NVGs as required during night operations. NVG lighting criteria will be IAW Army regulations, specific aircraft aircrew TMs, unit SOPs, or the tactical environment.

WATER OPERATIONS 16-20. If personnel conduct the ladder operation from the water, additional safety personnel and equipment are required. Absence of any safety personnel or equipment will cause termination of ladder training. Personnel will not touch the ladder until it has entered the water and discharged the static electricity. The additional safety personnel, equipment, and requirements include the following: • Immediately before an air-water operation, a minimum of two safety swimmers will physically reconnoiter the cast area or DZ to verify water depth (no less than 10 feet deep) and the absence of obstacles and debris. Safety swimmers will mark the cast area or DZ by positioning the support craft or anchored floats to indicate the safe area. • Safety boats with motors running must be present and in the water before conducting helocasting operations. A minimum of one boat per 20 swimmers is recommended for air-water operations other than airborne operations. The boat operators must have the required training and licensing to operate the equipment they are using. All boat crew personnel must wear flotation devices. Each safety boat must contain the equipment listed below:

ƒMedical kit and backboard. ƒPrimary and back-up radios. ƒBuoys with weights and enough line to mark suspected areas of lost equipment. ƒAppropriate lights for night operations. • A minimum of one safety swimmer will be aboard each safety boat. The swimmer will be a graduate of the Combat Diver Qualification Course or a USSOCOM-approved waterborne infiltration course, scout swimmer course, or current Red Cross lifesaver or water safety

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instructor course. The safety swimmer must have swim fins, a face mask, Service-approved personal flotation device, and a visible light (night operations) to help personnel, as needed. The swimmer cannot be the boat driver. • During night operations, swimmers deploy in no less than two-man teams. • An emergency evacuation vehicle must be stationed at the nearest boat-landing site. • Service-approved personal flotation devices for all personnel. • Flotation devices attached to the ladder, as needed. • Markers for obstacles.

EQUIPMENT 16-21. The 160th SOAR aircraft are equipped with several standard ladders. The type of aircraft and the 160th SOAR battalion determines the type of ladder. The aviation unit is responsible for supplying their standard issue ladders and the means of attachment. However, the unit conducting the training is responsible for supplying the nonstandard ladder. There are also different methods of attaching the ladders to aircraft. The NCOIC and aircrew decide on the method of attachment before training. 16-22. Currently, 160th SOAR aircraft are equipped with three different types of ladders. The standard ladders for 160th SOAR aircraft are two caving ladders on the MH-6s, two Jacobs or caving ladders on the MH-60s, and one nylon or Jacobs ladder on the MH-47s. The specifications of these ladders are as follows: • Caving ladder. The caving ladder (Figure 16-1) is composed of steel vertical cables and aluminum rungs. It is about 8 inches wide and about 30 feet long. • Jacobs ladder. The Jacobs ladder (Figure 16-2, page 16-9) is composed of rope vertical sides and wooden rungs with permanently attached snap hooks for attaching the ladder. It is about 2 feet wide and about 25 feet long.

Figure 16-1. Caving Ladder Inside and Out of Carrying Case

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• Nylon ladder. The nylon ladder (Figure 16-3) was specifically designed for use with CH-47 aircraft. The long attachment straps allow personnel to position the ladder back on the ramp so that more of the ladder is trailing behind the aircraft. The wheels raise the rungs that are on the ramp up off the ramp to allow the soldiers climbing the ladder easy handholds. The quick-release mechanism allows personnel to release the ladder in case of an emergency or a need to jettison.

ƒThe ladder is composed of two parts—the ladder section and the attachment section. The ladder section consists of the ladder, which is made of nylon strap vertical sides and plastic rungs. The top two rungs have wheels mounted on the outer edges (Figure 16-4, page 16-10). The attachment section consists of a mounting board, a quick-release mechanism, two nylon attaching straps with attached locking snap links, and a support pad. This ladder is about 2 feet wide and about 24 feet from top rung to bottom rung. ƒTo operate the quick-release mechanism, locate the quick-release handle (Figure 16-5, page 16-10) in the center of the quick-release mechanism. Push the detent button on the safety pin, and withdraw the pin from the bracket. Drop the safety pin (if retaining wire is secure) or otherwise secure it. Grasp the quick-release handle, and raise it up (Figure 16-6, page 16-11). Raising the handle causes the bar to rotate, which withdraws the two retaining pins from the ladder tabs. The weight of the ladder causes the ladder section to separate from the attachment mechanism (Figure 16-7, page 16-11).

Figure 16-2. Jacobs Ladder

Figure 16-3. Nylon Ladder

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Figure 16-4. Close-Up of the Nylon Ladder

Figure 16-5. Quick-Release Handle

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Figure 16-6. Removing Safety Pin and Releasing the Locking Pins

Figure 16-7. Ladder and Quick-Release Mechanism Separated

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16-23. The aviation unit is responsible for supplying the following items for ladder training: • Standard ladder for the aircraft. If the training unit requests specific ladders, aviation units may be able to supply them. • Means for attaching the ladders to the helicopter. • Equipment for emergency release, unless the ladder is to be attached to the FRIES I bar; for example, bolt cutters for steel cable ladders and a heavy-duty knife, a hatchet, or an ax for rope ladders. • Heavy-duty tape (100-mph tape).

16-24. The training unit is responsible for supplying the following items for ladder training: • Nonstandard ladders. • A 4-inch by 4-inch by 4-foot block of wood (one for each side of the aircraft) if the ladder is floor-mounted. • One 12-foot sling rope and snap link for each person using the ladder. • Life preserver for all personnel if conducting operations over water. • Optionally, two 12-foot sling ropes per ladder when the ladders are attached to the aircraft floor, and two snap links per safety line.

LADDER OPERATIONS 16-25. Units conduct ladder operations as a preplanned means of infiltration or exfiltration or as an emergency exfiltration means. If ladder operations are a preplanned means, units conduct the mission based on the DTG specified in the mission request unless specified otherwise in the mission confirmation message. Mission planners should designate alternate pickup points and times. There are several advantages and disadvantages to using ladders. Mission planners must consider the advantages and disadvantages during the planning phase of the operation. 16-26. Advantages of using ladders include the following: • No special equipment, other than the ladder, is required for the aircraft and personnel on the ground. • The number of personnel who can be infiltrated or exfiltrated is limited by the troop-carrying capacity of the aircraft, not the infiltration and exfiltration system. • Personnel can climb into the aircraft so the pilot can fly the aircraft without the limitation of personnel suspended under it.

16-27. Disadvantages of using ladders include the following: • Ladders are slower than rappelling, STABO, SPIES, and FRIES. Ladders greatly increase the signature at the LZ or recovery zone (RZ). • The longest ladder is only 60 feet long. • Personnel have a limited amount of equipment they can carry up or down the ladder.

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• With personnel suspended from the ladder, the helicopter is severely limited in its speed and maneuverability. • Injured soldiers will probably not be able to climb the ladder into the helicopter.

AIRCRAFT PREPARATION 16-28. Aircraft preparation is the responsibility of the aircrew, but the SF unit conducting the training may rig the ladders under the aircrew’s supervision. There are several techniques for rigging the ladders, depending on the type of aircraft and the type of ladder. Additionally, SF soldiers may encounter other types of ladders and helicopters not in the U.S. Army’s inventory during deployments outside the continental United States (OCONUS). Safety Lines 16-29. Currently, there is no requirement to have additional safety lines attached to the ladders. If the ladder is attached to the FRIES I bar, no additional safety lines are required or recommended. However, if the ladder is attached to the cargo tie-down rings on the floor of the aircraft, additional safety lines can be rigged, especially if the ladder is to be used continuously or repetitively. Use of additional safety lines is the responsibility of the using unit and must be coordinated with the aircrew before training. The exact method of safety line construction can vary. The following construction is only an example. • Take a 12-strand section of rope and double it. Repeat this action with a second rope. • Tie an end-of-the-line bowline at both ends of the two ropes, which should yield two 3- to 4-foot ropes. • Attach a snap link to each loop of the bowline. • Once the ladder has been rigged on the aircraft floor, attach one of the snap links to the ring or snap link on the ladder. Attach the other snap link to a cargo tie-down that is located near the primary attachment point but farther inboard of the aircraft. • Attach the second safety line to the other side of the ladder in the same manner.

16-30. The construction result should be that the primary attachment point supports the ladder. However, in case of cargo tie-down ring failure, the safety line will support the ladder with minimal distortion of the ladder. Rigging of Ladders on the MH-6 16-31. When using the MH-6, the caving ladder is the only ladder authorized for use. The ladder is attached to the forward cargo ring (Figure 16-8, page 16-14) on the floor of the aircraft. This is the only authorized way for rigging ladders on this aircraft. The fast-rope bar on the MH-6 is limited to insertions only, and use of the forward cargo ring allows the pilot to reach back and deploy the ladder. Only one person per side may be extracted when using the MH-6.

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Figure 16-8. Caving Ladder Attached to the MH-6

General Preparation of Light and Medium Aircraft 16-32. When units use light and medium aircraft (MH/UH-60, UH-1H, and similar aircraft) for ladder operations, they may conduct ladder operations from the right door or from both doors at the same time. The aircrew— • Locks aircraft doors in the open position. During cold weather operations, the doors may remain closed until time for ladder deployment. • Removes nonessential seats and equipment, securing them in the forward cabin area. • Extends intercom cords to desired locations and tapes the cords to prevent entanglements.

Rigging Light and Medium FRIES-Equipped Helicopters 16-33. The aircrew rigs aircraft equipped with the FRIES I bar by attaching the ladder to the I bar. The aircrew uses this technique with the caving and Jacobs ladders. It is the preferred method of attaching ladders. The nylon ladder cannot be attached to the I bar. The ladders are attached to the I bar so the aircrew can release them after recovering the soldiers or in an emergency that threatens the aircraft. The aircrew— • Opens the FRIES hook and inserts a detached rappel ring. • Closes the FRIES hook and reinserts the safety pin into the FRIES hook. NOTE: The aircrew normally does not reinsert the safety pin during fast roping. • Attaches by snap link the ladder to the rappel ring.

Rigging Light and Medium Helicopters Without the FRIES I bar 16-34. If the aircraft is not equipped with the I bar or it is not possible to use the I bar, the aircrew may rig the ladder on the floor of the aircraft. The aircrew— • Tapes the forward edge of the cargo floor at the doors to cushion the ladders as they hang from the aircraft. Tapes any sharp edges or protrusions that may touch the ladders or personnel.

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• Secure a 4-inch by 4-inch by 4-foot block of wood to the floor of the aircraft along the edge of each doorway that is being used (Figure 16-9). The block of wood is not required if using the nylon ladder because of the wheels located on the ladder. These wheels serve to protect the sides of the aircraft and hold the rungs off the aircraft floor to allow the soldiers to grasp the rungs. If a suitable block of wood is unavailable, the aircrew may use the aircraft chocks. • Attaches each side of the ladder to a different cargo tie-down ring so the ladder hangs evenly. Places ladder over the wood block or suitable substitute (Figure 16-10, page 16-16). If using the nylon ladder, ensures the wheels are in contact with the floor and sides of the aircraft. • Rigs additional safety lines if needed or required as per unit SOP.

Figure 16-9. Placement of the Block of Wood

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Figure 16-10. Ladder Attached to the Floor of MH-60

Rigging Light and Medium Helicopters With the CH-47 Steel Ladder 16-35. This ladder was not designed for use with light and medium aircraft, but it can be rigged for use. The CH-47 steel ladder is no longer in the U.S. Army inventory, but it may be encountered OCONUS when working with allied militaries. The procedures and graphics refer to the installation of this ladder in the UH-1H, but the ladder can easily be adapted to the UH-60 and similar aircraft. The aircrew— • Secures the ladder to the cargo tie-down fitting by rappel snap links connected to the ladder cable, which will provide for even weight distribution to each cargo tie-down fitting. Connects ladder to the aircraft floor anchoring points by placing two snap links facing opposite directions on each side of the ladder (Figures 16-11 and 16-12, page 16-17). • Rigs a 12-foot sling rope as an additional safety (Figures 16-13 and Figure 16-14, page 16-17).

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16-36. Once assembled, the crew chief or ladder operator and pilot inspect the ladder to ensure that it is properly installed and functional.

Figure 16-11. Installation of the Ladder in UH-1H

Figure 16-12. Proper Positioning of Snap Links

Figure 16-13. Additional Safety Rope

Figure 16-14. Close-Up of Ladder Installation Attachment Point

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Rigging the Ladders on CH-47 Aircraft 16-37. When using CH-47s, there are a couple of different options. MH-47s are equipped with either the old or the new Jacobs ladders, but allied CH-47s may be equipped with the original steel ladder or even the caving ladder. 16-38. When using the CH/MH-47s and the Jacobs ladder, the aircrew rigs the aircraft using the following procedures: • Secures the ladder to the last row of cargo tie-down rings on the floor of the aircraft, which are located just in front of the ramp hinge. Runs a safety line between the ladder rings and the center cargo tie-down in the next row (Figure 16-15).

CAUTION Ladders are never secured to the ramp of the CH/MH-47 or similar aircraft or to both the floor and the ramp. The ramps of these aircraft have been knocked off during operations.

• Extends the ladder down the ramp and lays it over two chocks so that the chocks are parallel to and under the sides of the ladder (Figure 16-16, page 16-19). Positions the chocks so the last rung of the ladder is on the ramp and elevated off the ramp to allow soldiers climbing the ladder to obtain a good handhold. Securely tapes the ladder to the chock.

Figure 16-15. Jacobs Ladder Attached to Floor of MH-47

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Figure 16-16. Jacobs Ladder Rigged on MH-47

16-39. When using the CH/MH-47s and the nylon ladder, the aircrew rigs the aircraft using the following procedures: • Inspects the ladder to ensure it is complete and correctly assembled, and the quick-release safety pin is installed. • Lays the ladder on the rear center of the ramp so the mounting board is flat on the ramp and forward of the wheels. Attaches the support pad to the quick-release bar and secures it with Velcro. Places the support pad under the rungs and extends the pad beyond the edge of the ramp (Figure 16-17, page 16-20). • Extends the attachment straps forward. • Connects the left snap link to the 10,000-pound cargo tie-down ring located just in front of the ramp hinge on the left side of the aircraft. Connects the right snap link to the 10,000-pound cargo tie-down ring located just in front of the ramp hinge on the opposite side of the aircraft (Figure 16-18, page 16-20). • Ensures the opening gates of the snap links face toward the outside of the aircraft. • Rolls the ladder and stows it IAW aircraft SOP. 16-40. When using CH/MH-47 aircraft equipped with the FRIES I bar and a caving ladder, the caving ladders are attached to the aft I bars.

NOTE: The caving ladder is no longer standard issue with U.S. Army CH/MH-47 aircraft.

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Figure 16-17. Nylon Ladder Placed on Ramp MH-47

Figure 16-18. Nylon Ladder Connected to 10,000-Pound Cargo Tie-Downs

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16-41. When using CH-47 aircraft not equipped with the FRIES I bar and a caving ladder, the aircrew rigs the ladder on the floor of the aircraft almost the same as with the Jacobs ladder. The aircrew— • Secures the ladder to the floor cargo tie-down rings in the last row just in front of the ramp hinge (Figure 16-19). May run safety lines between the snap links and the cargo tie-downs in the next row forward. • Extends the ramp and lays the ladder perpendicularly over a chock (Figure 16-20). Positions the chock so that the last rung of the ladder on the ramp is elevated off the ramp to allow soldiers climbing the ladder to obtain a good handhold. Securely tapes the ladder to the chock.

Figure 16-19. Caving Ladder Attached to Floor of CH-47

Figure 16-20. Caving Ladder Rigged on CH-47

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16-42. When using a CH-47 and the steel ladder, the aircrew rigs the ladder the same way as the Jacobs ladder with one exception. The aircrew uses snap links to attach the ladder to the cargo tie-down rings. CONDUCTING LADDER OPERATIONS 16-43. Once the helicopter has been properly rigged and inspected, the aircrew is ready to conduct the ladder operation. If the operation is for personnel deployment, the personnel board the aircraft after the inspection. Once the helicopter arrives in the location for inserting or picking up personnel, the crew chief guides the pilot to the best spot to drop the ladder. If recognition or authentication signals are required, the crew chief and supported unit will prearrange the signals or use signals as per unit SOP. Once the helicopter is in a stable hover, the crew chief or ladder operator deploys the ladder, ensuring he is not directly over personnel on the ground. Infiltration 16-44. If deploying troops, the ladder operator ensures the ladder is in contact with the ground before personnel start down the ladder. Troops will conduct the procedure IAW their SOPs and rehearsals. Extraction 16-45. There are two methods of extracting personnel using ladders. The technique used depends on the number of soldiers to be extracted and METT-TC. 16-46. The preferred method is for the soldiers to climb the ladder into the helicopter. This technique is used when there are too many soldiers to carry on the ladder and there is enough time for the helicopter to hover. When using this technique, the soldiers being extracted secure the ladder. One soldier holds the ladder to help stabilize it while the others climb into the helicopter (Figure 16-21, page 16-23). Each soldier must carry his rucksack up the ladder. Once soldiers have secured themselves inside the helicopter and the pilot in command commands him to do so, the ladder operator recovers or jettisons the ladders. 16-47. The least preferred method is used when there are few soldiers to be extracted and the helicopter cannot hover for a long time. When using this technique, after the soldiers secure the ladder, they use a snap link to attach their rucksacks to the sides of the ladder (not the rungs) near the bottom. Then personnel climb up one or two rungs, stand on a rung, and hook into the side of the ladder using a Swiss seat and snap link. Only one individual attaches to the forward strand of cable on each side of the aircraft. 16-48. The ladder operator must ensure that the limitations of the ladder or the points of attachment are not exceeded. The caving ladder is limited to two soldiers or 500 pounds on it at any time. The Jacobs ladder has a limit of three soldiers or 750 pounds on it at any time. The CH-47 steel ladder can carry up to five personnel, but it is limited to three personnel during training. The FRIES I bars are generally not a problem as they are designed to hold 1,500 pounds, except the MH-60G which is limited to 1,300 pounds.

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The NCOIC considers these factors when determining how to conduct the ladder operation.

Figure 16-21. Ladder Operation Using an MH-53J

EMERGENCY ACTIONS 16-49. In case of an actual aircraft emergency, the pilot in command will be the final authority as to the solution of the emergency and the action taken. The pilot will brief soldiers about emergency procedures before performing ladder training. The emergency procedures are as follows: • When a suspended soldier or ladder is entangled and an ascent is not possible, the pilot in command will immediately lower the aircraft until the personnel can unhook or clear the entanglement. • Soldiers on the ladder should try to climb into the helicopter if a problem arises. Doing so gives the pilot more control of the aircraft, and it is safer for the soldiers inside the aircraft in case of a crash. • If an operational emergency occurs during extraction or infiltration that jeopardizes the aircraft and the crew, the crew chief may jettison the suspended soldiers above ground level on the pilot’s command. The aircrew should try to get the soldiers as close to ground level as possible before releasing them.

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Chapter 17

Personnel, Message, and Equipment Recovery SF soldiers must be familiar with a variety of techniques and equipment used to recover personnel, messages, and equipment from a denied area. These techniques include the use of improvised means for extraction when the team members do not have the equipment for other extraction methods.

PERSONNEL RECOVERY DEVICES 17-1. The presence of SF elements operating within the JSOA enhances the requirement for the implementation of PR operations. PR operations must be coordinated between the Commander, Special Operations Command (COMSOC); rescue coordination center (RCC); and the joint search rescue center (JSRC). Uncoordinated recovery efforts within the JSOAs could compromise the SF mission. SF operational missions may include recovery and extraction of— • Seriously ill or injured U.S. personnel. • Guides or assets who can brief operational elements and reinfiltrate with them. • Priority and valuable cargo and equipment that normally might require days or weeks of hazardous travel to bring out from remote areas. • Downed aircrews. • Remains. • Personnel engaged in underwater operations against selected targets following mission accomplishment. • Prisoners who possess useful information.

17-2. PR operations may be conducted using a variety of basic recovery devices and field-expedient devices. If the soldier has a FRIES, SPIES, or STABO harness, he may be extracted with that system. If the soldier does not possess one of the extraction harnesses, he must be recovered in one of two ways. Recovery personnel must use a recovery device that contains everything needed to extract the soldier, or the soldier must be able to fashion one of three field-expedient harnesses. The success of any rescue operation depends on thorough knowledge of the various recovery devices and techniques used. The systems covered in this chapter that are used for extracting personnel and equipment are: • Jungle, or forest, penetrator with and without the collar (TM 55-4240284-12&P, Operating and Maintenance Manual for Rescue Seat, Forest Penetrating…Including Repair Parts and Special Tools List). • Horse collar.

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• Hansen rig. • Palmer rig. • McGuire rig. • Fulton STAR system.

NOTE: The Hansen, Palmer, and McGuire rigs are field expedients for emergency only. Units must obtain permission from the first colonel (O5) in the chain of command before conducting training with these devices.

STANDARD JUNGLE, OR FOREST, PENETRATOR 17-3. Rescue and recovery units use the jungle, or forest, penetrator to retrieve personnel from areas in which helicopters cannot land (Figure 17-1). The jungle, or forest, penetrator attaches to the hook of the helicopter hoist cable used for rescue. The jungle, or forest, penetrator can retrieve one to three persons at a time. It is a rescue seat assembly with folding blade seats and a weighted “nose” designed to pass freely through interlacing tree branches and dense forest growth. The seat blades are spring-loaded to keep them flush against the sides of the rescue seat body when in the folded position. There is a safety strap for each seat blade, and a fabric cover protects the stowed safety straps and maintains the ballistic profile of the rescue seat during its descent.

Figure 17-1. Jungle, or Forest, Penetrator

SELECTION OF SITE 17-4. The capabilities and limitations of the mission aircraft are the primary factors in site selection. Consider site altitude and temperatures as they determine air density that affects the helicopter payload. As extremely dense overhead foliage prevents lowering the penetrator, select a spot that allows safe retrieval. OPERATION OF THE JUNGLE, OR FOREST, PENETRATOR 17-5. Allow the jungle, or forest, penetrator to touch the ground to discharge static electricity. Do not touch the hoist cable or rescue seat until after ground

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contact. Static electricity may cause severe electrical shock. Use the procedures below. One-Man Rescue 17-6. The soldier being extracted performs the following steps: • Assumes a kneeling position for ease in holding and mounting the jungle, or forest, penetrator. • Holds the jungle, or forest, penetrator upright in front of him. Pulls the seat blade down (Figure 17-2, page 17-4) until the retaining hook engages and locks the seat blade in the extended position. Mounts and straddles the seat while facing the shank. • Opens the cover of the safety strap, and removes one of the safety straps. • Positions the safety strap around his body and under his armpits, pulling it tight. Attaches the snap fastener to the bar located at the top of the safety strap (Figure 17-2). • When ready for retrieval, signals the helicopter by one of the following means:

ƒThumbs-up signal. ƒRadio. ƒVigorously shaking hoist cable from side to side. • Holds on with both arms around the shank. Keeps his crotch close to the jungle, or forest, penetrator and his head and shoulders close to the cable (Figure 17-3, page 17-4). • Does not hold the hoist hook swivel. The hoist hook swivel (Figure 17-3) will spin rapidly as the crewman exerts tension on the cable. Upon reaching a position level with the helicopter door, the crewman will turn him to face away from the door and pull him inside. The soldier does not try to help him or dismount the rescue seat until instructed to do so. The crewman disconnects the soldier from the jungle, or forest, penetrator once the soldier is safely inside.

NOTE: While in flight, personnel being recovered must not cross their legs because of possible injury upon entering the aircraft.

WARNING Make certain the hoist cable does not become entangled with the safety strap(s) or with any part of the body.

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Figure 17-2. Preparing Jungle, or Forest, Penetrator for One-Man Rescue

Figure 17-3. Retrieval

Two-Man Rescue 17-7. Each soldier follows the same mounting and hookup procedures as for a one-man rescue with two exceptions. They are: • Number 1 man pulls the nearest seat blades into the extended position, straddles both, and secures the nearest safety strap. • Number 2 man then locks and straddles the remaining seat, placing his legs over the legs of the Number 1 man.

Three-Man Rescue 17-8. Each man follows the same mounting and hookup procedures as for a one-man rescue. See paragraph 17-6 for those procedures. Injured or Wounded Rescue 17-9. For wounded or injured personnel (Figure 17-4, page 17-5), soldiers perform the following: • Place least injured individual (Number 1 man) on one seat, and secure the safety strap. • Place most injured individual (Number 2 man) on the two remaining seats with his legs over the Number 1 man’s legs. Secure the safety strap. Instruct the men to hold on to each other. Signal the helicopter for retrieval. The hoist operator will bring the Number 2 man into aircraft first, followed by the Number 1 man.

NOTE: For rescue of wounded or injured personnel or rescue under emergency conditions, the rescuer always dons and tightens the safety strap. In emergencies, personnel can be safely retrieved without being mounted on the seat.

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Figure 17-4. Rescue of Wounded Team Member

WATER RESCUES USING THE JUNGLE, OR FOREST, PENETRATOR 17-10. The jungle, or forest, penetrator is used for water rescues with a modification. The modification is a flotation collar (Figure 17-5). The crewman lowers the penetrator into the water with one seat pulled down and one safety strap pulled out. Because of static electricity buildup, soldiers should not touch the device until it touches the water. If the soldiers in need of rescuing are on a raft, they should partially deflate the raft to prevent the helicopter rotors from overturning the raft. The soldiers in need of rescuing should swim away from the raft to the device. Soldiers position the strap under their arm and behind their backs. Soldiers then slide onto the seat, turn their heads, give a thumbs-up signal (all clear), and cross their arms around and in front of the device. While in flight, soldiers do not cross their legs because of possible injury when they enter the aircraft.

Figure 17-5. Jungle, or Forest, Penetrator Equipped With Flotation Collar

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SOAR PENETRATOR 17-11. Some 160th SOAR aircraft are equipped with a lightweight penetrator (Figure 17-6). This penetrator is similar to the standard jungle, or forest, penetrator except that it is made of aluminum, it only contains two seats, and the flotation device is permanent. The crewman and the soldiers in need of rescuing operate it in the same manner as the standard jungle, or forest, penetrator.

Figure 17-6. SOAR Penetrator

HORSE COLLAR 17-12. The horse collar rescue device (Figure 17-7, page 17-7) is a padded strap the crewman lowers on the end of the hoist to extract one soldier at a time. When the crewman lowers the collar, the two ends should already be connected to the hook. Soldiers don the horse collar by extending one arm through the loop, slipping it over their heads and shoulders, putting their other arm through the loop, placing the collar behind their back, and connecting the chest strap. Soldiers then give the thumbs-up signal, cross their arms, and lock their arms in front of their chests (Figure 17-8, page 17-7). When using the horse collar over water, the crewman connects only one end to the ring. A soldier in need of rescue reaches across his body, rolls into the collar, and then connects the other end. The soldier then performs the other steps listed above.

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Figure 17-7. Horse Collar Rescue Device

Figure 17-8. Horse Collar Donned, Ready for Extraction

HANSEN RIG 17-13. Soldiers construct the Hansen rig from an A-7A strap with a D ring and snap link. To construct the Hansen rig, they thread the strap through the D ring, holding the D ring so it points in the opposite direction of the thick-lip floating bar of the friction adapter. They then remove any twists in the strap and thread the end through the friction adapter. The device is now ready for soldiers to don. Soldiers perform the following to don the device: • The soldier in need of rescue places the D ring and the friction adapter on left shoulder with the running end strap to his front. He stands on the strap with his left foot and pulls the running end tight (Figure 17-9, step 1, page 17-8). This gives the soldier a general sizing. • The soldier ties two half hitches in the running end and stows the excess strap in his pants pocket (Figure 17-9, step 2, page 17-8). • The soldier holds the hardware on top of his left shoulder with his left hand. He reaches behind with his right hand and pulls the strap around to the front (Figure 17-9, step 3, page 17-8). • With one hand, the soldier grasps and holds both left and right straps. Next, he reaches between his legs and pulls up the third section. This forms a diaper (Figure 17-9, step 4, page 17-8). • The soldier connects all three sections with a snap link and retightens the strap (Figure 17-9, step 5, page 17-8). • The soldier hooks up to the extraction rope (the STABO suspension rope) by connecting the snap link at the end of the extraction rope to the D ring on the A-7A strap (Figure 17-9, step 6, page 17-8). He gives thumbs-up signal (all clear) for extraction.

NOTE: If time permits, the soldier can pass the suspension rope hook through the D ring and run the rope down to the snap link holding the A-7A strap together.

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Figure 17-9. Donning the Hansen Rig

PALMER RIG 17-14. The field-expedient Palmer rig can be constructed with a 10- to 13foot length of rope or similar material. The soldier in need of rescuing assembles the Palmer rig in the same way as a rappel seat. The soldier— • Finds the center of the rope and places it on his left hip with his left hand. • Reaches behind with his right hand and pulls one strand of the rope around to the front. • With his left hand, brings the left strand to the front and constructs an overhand knot.

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• Passes both running ends between legs to form leg straps. • Brings both leg straps behind the buttocks and passes each one from bottom to top under the section of rope that forms the waist strap. • After passing both leg straps under the waist strap, brings the left strap around to his left side and the right leg strap around to his right side. • Ties a square knot with two half hitches, keeping the knot on the left hip.

17-15. The recovery personnel make an extraction rope by using a standard 120-foot rappel rope and connecting a snap link to the end or using a STABO suspension rope. With either rope, they use a Prusik knot to attach a 6- to 8foot long rope, in a loop, near the end of the suspension rope so the loop can be slid up or down. 17-16. When the crewman lowers the extraction line, the soldier in need of rescue connects the snap link through the ropes at his waist. The soldier slides the Prusik knot down to chest level, passes the loop over his shoulder, and gives the thumbs-up signal. As the soldier is lifted, he adjusts the Prusik knot up or down so that he is in the seated position. He should not have the Prusik knot so high that it causes his weight to be supported primarily by the loop. Doing so will cut off the blood supply to the arms.

MCGUIRE RIG 17-17. There are two very similar versions of the McGuire rig. The original McGuire rig is a loop-shaped strap into which the soldier sits and a small wrist strap into which he inserts one hand (Figure 17-10, page 17-10). The newer version has two small wrist straps (Figure 17-11, page 17-10). The McGuire rig should not be used to extract injured or unconscious personnel (Figure 17-12, page 17-10).

FULTON STAR SYSTEM 17-18. The Fulton STAR system uses special equipment and a specially equipped MC-130E to conduct day or night recoveries from land or water surfaces. The system is capable of two-man pickups and recovery of sensitive equipment items. The operational element transmits a recovery request for personnel or equipment to the SFOB or FOB who, in turn, passes it on to COMSOC for approval. The COMSOC determines the method of recovery. If the COMSOC decides on the STAR system, personnel perform the recovery as described below and as amplified by applicable service operational directives. NOTE: The Fulton STAR system is no longer approved for training, but the information is retained in this publication in case the system is brought back.

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Figure 17-10. Old McGuire Rig

Figure 17-11. New McGuire Rig

Figure 17-12. Proper Use of McGuire Rig

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RZ 17-19. The RZ should be no less than 30 meters in diameter and contain no obstacles exceeding 2 meters in height. Obstacle height outside the perimeter of this circle must not be greater than 15 meters. Smaller areas can be used for emergencies. RZ guidelines are as follows: • The balloon in the recovery kit marks the RZ. • The SOI prescribes the display and authentication procedures.

NOTE: Surface-to-air recovery can be made under varying conditions; however, the capabilities and limitations of the system must be understood. • Aircrews make a recovery only when the balloon layover angle caused by surface wind is 30 degrees or less in relation to the vertical plane (Figure 17-13). • Aircrews normally make a recovery when the wind velocity is no more than 20 knots at balloon altitude. Under emergency conditions and with extreme caution, aircrews may attempt recovery with a maximum wind velocity of 30 knots. Under these conditions, the balloon layover angle is about 45 degrees relative to the vertical plane, reducing the chances for success. • The balloon is limited to use at temperatures between -65 and +120 degrees Fahrenheit. • The maximum extraction weight is 250 pounds for a one-man line from sea level to 3,048 meters MSL and 500 pounds for a two-man line from sea level to 1,829 meters MSL.

Figure 17-13. RZ and Wind Limitations

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STAR KIT AIRDROP PROCEDURES 17-20. The STAR kits can be configured for airdrop from fighter-type aircraft using the CTU-2/A container or for a parachute drop from other aircraft. Kits can also be packaged and rigged in waterproof containers and equipped with a rubber raft for water drops. The recovery kit (Figure 17-14) consists of three air-droppable containers of heavy duck material and nylon webbing. The kit includes three containers. Two containers hold one fiberglass bottle filled with 650 cubic feet of helium. The third container holds the following: • One polyethylene, dirigible-shaped balloon 2.4 meters in diameter by 7 meters in length, with a valve that seals automatically when inflation is completed. Breakaway extension cords attach the balloon to the lift line. • One 500-foot, tubular, nylon lift line (4,000- or 6,000-pound test depending on load to be picked up). Extraction personnel attach four cerise-colored flags to the lift line. The first flag is 15 meters below the balloon and serves as the aircraft contact point. The remaining flags are spaced at 7.7-meter intervals. For night operations, the lift line is equipped with strobe lights positioned in the same way as the flags.

Figure 17-14. STAR Recovery Kit (Fulton Extraction)

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• An all-weather, nylon coverall suit with zippered front, one chest strap with integral self-adjusting harness to fit any size, and a sheepskin protective hood. • A remote control unit for use by the aircrew to activate the strobe lights at night. (The aircraft also is equipped with a remote control unit on the instrument panel that permits the pilot to activate the lights until intercept is made with the lift line.) • An animated cartoon instruction board. • An A-7A cargo sling, which can be included in the kit for recovering equipment or material.

CAUTION The STAR system recovery procedure seldom, if ever, works properly.

17-21. If a recovery kit has not been pre-positioned, one may be airdropped following these procedures: • For land drops, aircrew normally drops the recovery kit from an altitude of 76 meters AGL using a mechanical sighting device. Normally, the aircraft approach is not into the wind. • For water drops, the aircrew should not drop the kit from above 76 meters. The aircraft approach is crosswind. • As an alternate method, aircrews may make land drops using the CARP drop procedure or by inserting an operational element along with the kit, if necessary, from the standard personnel drop altitude. • There are no wind limitations for recovery kit drops. However, aircrews should consider the wind restrictions that apply for STAR. If winds are too high to complete the recovery, the aircrew should not drop the kit. • When an aircrew airdrops the recovery kit onto an RZ or another DZ, the ground personnel use standard DZ markings, provided the area is large enough and enough assets are available to set it up. If the DZ is small or only one person is available, ground personnel mark the DZ by a single, flashing light source or panel located in the center of the DZ. A DZ used for this purpose must be 185 meters in diameter. Ground personnel should use a DZ completely encircled by trees or obstacles only as a last resort. The rules for a normal reception site with open quadrants apply, if possible. • The aircrew will drop the kit on the first pass and at the time specified in the mission request. The person or package will be recovered 20 minutes after the aircrew drops the kit unless specified otherwise in the mission confirmation message. Should the aircraft fail to intercept the lift line and/or the package, or personnel are not ready for pickup when the aircraft is on station, the SFOB or FOB will reschedule the recovery operation.

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RECOVERY PREPARATION 17-22. After the aircrew drops the recovery kit, the aircraft flies a 20-minute circular course. During this time— • The SF element or reception committee readies the person or package for recovery. • The SF element or reception committee connects the lift line to the harness and makes a final equipment check. • The SF element or reception committee plugs the balloon into the helium bottles, activates the bottles, and inflates the balloon. • The soldier to be recovered sits down, faces the approaching aircraft, and releases the balloon. During night operations, he activates the strobe lights.

17-23. In emergencies, the soldier to be recovered may have to perform these operations alone. If so, he should select an area that is remote and inaccessible to ground interference. He caches the remaining equipment for future pickup by the reception committee. RECOVERY 17-24. On the return pass over the RZ or DZ, the pilot tries to make the intercept directly into the wind while approaching the balloon at an altitude of about 122 meters. Figure 17-15 shows a recovery.

Figure 17-15. Recovery of Person or Package

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MESSAGE/MATERIEL PICKUP 17-25. Message/materiel pickup operations are conducted to extract small items, sensitive documents, and other intelligence that cannot be sent to the SFOB or FOB any other way or that must be extracted quickly. Light and medium STOL aircraft usually conduct these operations, because the type of operation does not require the aircraft to land. The light and medium STOL aircraft have been used successfully for message/materiel pickups. When light and medium STOL aircraft are used, personnel should apply the considerations and procedures discussed below for message/materiel pickup operations. SITE SELECTION 17-26. The selection of a PZ must satisfy both ground and aircraft safety requirements. The PZ must be accessible and secure to ensure a safe pickup. The pilot must be able to locate, identify, and authenticate the PZ. Ground and air selection considerations are identical to those used for DZs and LZs; however, when selecting a PZ, the following is applicable: • Flat or rolling terrain is best. In mountainous areas, flat ridges or level plateaus are used. Small valleys or pockets that are surrounded by hills are avoided. • Straight sections of road are acceptable, provided there are no obstacles and security permits their use. • The PZ surface must be reasonably level and vegetation should not exceed 0.3 meter. • An area extending 24 meters from both edges of the PZ should be clear of obstacles that exceed 1 meter in height. • The surrounding area must be relatively free of obstacles to allow a safe flight during the approach and departure and to prevent entanglement of the aircraft pickup line or hook. • Message/materiel pickup operations at night are conducted during the full moon phase to allow the pilot enough light to distinguish terrain features. The supporting air unit’s ability, training, and equipment would determine message/materiel pickups during limited visibility.

SHAPE AND SIZE 17-27. Rectangular or circular-shaped PZs are preferred. The minimum PZ size is 23 meters wide by 92 meters long. APPROACH AND DEPARTURE CLEARANCE 17-28. To ensure adequate mask clearance, approach and departure clearances are identical to those used by light and medium STOL fixed-wing aircraft on land LZs. For further information, refer to Chapter 4. MARKING 17-29. Visual ground markings for PZs provide wind direction, location of the message container, and visual terminal guidance for the pilot. The PZ

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markers are the same as those used for DZs (Figure 17-16). The PZ markers are placed as follows: • The marking pattern uses five markers arranged in the shape of a “Y” (similar to the helicopter “Y” LZ marking pattern). The stem of the “Y” points into the wind. • Markers A, B, and C form the stem. The distance between markers is 20 meters. • Markers D and E form the open end of the “Y.” Markers D and E are 26 meters apart on a line perpendicular to the stem—26 meters from Marker C. The open end of the "Y" indicates the downwind or approach end. • Station C is the location of the message container. The message/materiel pickup poles are placed about 2 to 3 meters forward (downwind) from this station. • Station B aids directional alignment. • Station A marks the upwind extreme and is the location of the RCL, who flashes the authentication code signal from this station.

Figure 17-16. Rectangular PZ

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DISPLAY AND AUTHENTICATION 17-30. Display and authentication procedures are similar to those used for LZs and are prescribed by the SOI. For pickup to occur, authentication procedures between aircraft and soldiers to be extracted must match those in the SOI. MESSAGE/MATERIEL PICKUP COMPONENTS 17-31. The message/materiel pickup operation requires the construction of a message/materiel pickup apparatus by the deployed element and the construction of an aircraft pickup line by the SFOB or FOB or the aircrew that is performing the pickup. 17-32. The message/materiel pickup apparatus (Figure 17-17) consists of— • Two poles 5 meters long. • Visual markers. • A message container. • A message/materiel pickup line.

Figure 17-17. Message/Materiel Pickup Apparatus

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17-33. To set up the message/materiel pickup apparatus, ground personnel— • Select two poles 5 meters long that are flexible enough to allow collapsing in case of aircraft near-misses, but strong enough to support the message/materiel pickup line and visual markers. (Ground personnel report length deviations to the SFOB or FOB.) • Choose visual markers to be used (this should be prearranged with aircrew). At night, this is a visible or IR light source. In daylight, the visual marker is a bright-colored tape, cloth, or paper of sharp contrast to the background colors. • Position the message container; it will not weigh more than 5 pounds. At night, place the container about 2 to 3 meters forward [downwind]) from the light source. In daylight, place it on Marker Station C panel.

NOTE: Ensure the message container is securely taped, tied, or fastened together. • Take the message/materiel pickup line (Number 550 cotton cord or nylon equivalent; for example, parachute suspension line) that measures about 25 meters and tie both ends to the message container. • Place the two poles 8 meters apart and centered on each side of the positioned message container. The base of the poles should be about 3 meters downwind from the message container. • Attach visual markers as close as possible to the top of the poles. • Play out and route the message/materiel pickup line to the base of each pole and along the inside of the pole to about 0.3 meter from the top. • Use rubber bands, thread, tape, light cord, nails, or projections on the poles to lightly fasten the message/materiel pickup line near the top and bottom of each pole. This action prevents the message/materiel pickup line from being blown or shaken off and allows quick breakaway upon pickup. • Raise the poles, and emplace them in the ground or hold them by hand for pickup. Make sure the message container is positioned as stated above and that the poles are perpendicular (broadside) to the wind. The pilot flies the aircraft into the wind above and between the poles.

17-34. The aircraft pickup line consists of— • A pickup line. • A rappel hook. • A 5-pound weight. • Visual markers.

17-35. To assemble the aircraft pickup line (Figure 17-18, page 17-19), ground personnel— • Select a pickup line slightly smaller than a rappelling rope that is about 21 meters long. • Secure a 5-pound weight to one end of the line. This procedure prevents the line and hook from getting into the slipstream and hitting the

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fuselage of the aircraft. Secure a grapnel hook 30 to 45 centimeters from the end of the line. • Mark the aircraft pickup line midway between the weight and the hook for identification by the ground party. Use a visible light source for night operations or bright-colored tape for daylight operations.

Figure 17-18. Assembly of Aircraft Pickup Line

CONCEPT OF OPERATIONS 17-36. Before departure, the aircrew safely stores all equipment, including a complete spare pickup line assembly, aboard the aircraft and removes the rear door. The hook operator must wear a safety belt and gloves. The operator holds the pickup line in his hands; it is not attached to the aircraft. The operator forms a bight in the pickup line to allow the line to be pulled out of his hand should the hook engage an obstacle. 17-37. The pilot flies low into the open end of the “Y” pattern (into the wind). The hook operator feeds the pickup line out of the aircraft until he reaches the 8-meter mark and manipulates the line to clear obstacles, maintaining a 1- to 2-meter terrain clearance. The fastening tape or thread breaks away, and the message container is borne aloft when the hook engages the message/materiel pickup line suspended between the two poles. The operator then reels in the container by hand. The pilot then makes his climb out. If the pickup does not succeed on the first pass, the pilot will repeat the pickup attempt unless the RCL signals to abort by removing the marking pattern. 17-38. These same procedures and techniques for message/materiel pickup are applied to a PZ on water. However, the message container must be floatable and watertight.

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Chapter 18

Air-Water Operations Air-water operations encompass several operations. A team uses an aircraft to travel the majority of the distance to their objective or BLS and travels by boat, surface swimming, or subsurface operations the remainder of the distance. Air-water operations include water landing, water jumps, helocasting, ERDS, rolled or tethered duck, hard duck, and recovery operations. Although aircraft provide the most practical and rapid means of transporting infiltration swimmers to the vicinity of the BLS, air operations can be more complicated than other means, such as surface craft or submarine infiltrations. There is a variety of assault-type aircraft, as well as tactical and utility types, that a team can use to infiltrate with or without a CRRC or Zodiac. Air-water exfiltrations can be conducted using airland, FRIES, SPIES, STABO, or ladder operations. Because USASOC Reg 350-2 covers water jumps in detail, this chapter will concentrate on the other air-water operations.

SAFETY 18-1. The objectives of air-water operations training are to safely conduct and to maintain maximum proficiency in the execution of air-water operations. Safety is everyone’s responsibility. All personnel involved in airwater operations are responsible for identifying hazardous situations and preventing injuries. Anyone who observes an unsafe condition or act is authorized to halt the operation and inform the castmaster (CM), JM, NCOIC, officer in command, or pilot in command. Refer to USASOC Reg 350-2 and 350-6 for the most current safety requirements. SAFETY BRIEFING 18-2. A safety briefing must precede any air-water operation. The briefing should consist of, but is not limited to, a review of the following: • Area hazards. • General aircraft safety. • Characteristics of equipment associated with air and water operations. • Equipment inspection. • Method of infiltration and/or recovery operation to be used. • Hand-and-arm signals and emergency signals. • Location of safety boats and marking procedures. • Medical coverage. • Primary and alternate communications requirements. • Night operation requirements.

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SAFETY CONSIDERATIONS 18-3. Because of the hazards involved with air-water operations, all aspects of planning and execution will emphasize safety. USASOC Reg 350-2 contains the safety requirements for conducting a water jump. Personnel planning a water jump must review USASOC Reg 350-2 before conducting the water jump. The water LZ requirements and procedures for fixed-wing aircraft appear in Chapter 5 of this manual. USSOCOM M 350-6 and this manual contain the safety considerations for water landing, helocasting, ERDS, rolled or tethered duck, hard duck, and recovery operations. The following safety rules and limitations will be followed: • Immediately before an air-water operation, the cast area or DZ will be physically reconnoitered by a minimum of two safety swimmers to verify water depth (no less than 10 feet deep) and the absence of obstacles and debris. Marking the cast area or DZ will be accomplished by positioning the support craft or anchored floats to indicate the safe area. • Safety boats with motors running must be present and in the water before conducting helocasting operations. A minimum of one boat per 20 swimmers is recommended for air-water operations other than airborne operations. The boat operators must have the required training and licensing to operate the equipment they are using. All boat crew personnel must wear Service-approved personal flotation devices. Each safety boat must contain the equipment listed below:

ƒMedical kit and backboard. ƒPrimary and back-up radios. ƒBuoys with weights and enough line to mark suspected areas of lost equipment. ƒAppropriate lights for night operations. • A minimum of one safety swimmer will be aboard each safety boat. The swimmer will be a graduate of the Combat Diver Qualification Course or a USSOCOM-approved waterborne infiltration course, scout swimmer course, or current Red Cross lifesaver or water safety instructor course. The safety swimmer must have swim fins, a face mask, and a Service-approved personal flotation device to help personnel, as needed. The swimmer cannot be the boat driver. • During night operations, swimmers deploy in no less than two-man teams. • An emergency evacuation vehicle must be stationed at the nearest boat-landing site.

NOTE: Absence of any safety equipment or personnel requires a cancellation of the helocasting operation. • Personnel in the safety boats and aircraft establish radio communications with one another. If personnel cannot communicate by radio, the casting area safety officer (CASO) must use prearranged visual signals (for example, the safety boats circling in the water at the infiltration site) to convey conditions are safe to continue the operation.

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Lack of air-to-ground radio communications and/or prearranged visual signals requires a no drop. • The CM must have voice communications with the pilots. • A qualified medic must be in one of the safety boats. • Helocasting drop altitude will not exceed 10 feet above the surface of the water (5 feet when launching CRRC). • Helocasting drop speed will not exceed 10 knots ground speed. • Casting operations are done into the wind. In rivers or strong currents, casting is into the current regardless of the wind conditions. • The pilot ensures the recovery speed does not exceed 10 knots ground speed. • If a swimmer is injured, the operation will cease until the cause and extent of the injury are determined.

AIR-WATER OPERATIONS QUALIFICATION TRAINING 18-4. Before participating in helocasting, rolled, tethered, ERDS, or recovery operations, all personnel must meet the following prerequisites: • Be assigned or attached to a USSOCOM unit. • Have passed the Service fitness test. • Have a current medical examination and be free of any injury or physical condition that could cause a potential safety hazard during training. • Have conducted drownproofing and swim test IAW USASOC Reg 350-1, Training ASOF Active Component and Reserve Component, within the last 6 months. • Successfully completed initial, sustainment, or refresher training for the specified operation. • Have been thoroughly briefed IAW the CM briefing listed in Appendix H. • If applicable, identified themselves as weak swimmers and swimmers with no confidence to the CM before the training.

INITIAL TRAINING 18-5. Soldiers will be considered qualified when they— • Know the procedures, techniques, and equipment needed to conduct the type of operation by demonstrating confidence and proficiency. • Complete a minimum of one daylight and one night operation with combat equipment and weapon.

SUSTAINMENT TRAINING 18-6. Units routinely conduct sustainment training to maintain the acquired skills. Within 24 hours of conducting air-water operations, units will receive formalized training in the procedures to be used during the operation. At a minimum, this training will include the following: • Rigging and inspecting individual equipment. • Rigging and inspecting accompanying equipment in the CRRC (if applicable).

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• Hand-and-arm signals and emergency signals. • Water entries. • A dry-land rehearsal.

REFRESHER TRAINING 18-7. Soldiers who have not participated in the air-water operation during the past year will undergo refresher training before being included in an operation. Refresher training consists of sustainment training and conducting at least one operation under the observation of a current CM.

PERSONNEL QUALIFICATION REQUIREMENTS 18-8. Before conducting helocasting, ERDS, rolled or tethered duck operations, the CM and CASO or NCO must meet the criteria discussed below. The CM and CASO must be qualified for each type of operation. Just because a person meets the qualifications for being a helocast CM does not mean they can conduct rolled duck operations. CM 18-9. Units should select personnel to become qualified as CM based on the individual’s demonstrated leadership capabilities and knowledge of air-water operations. The individuals selected will be qualified officers or NCOs who will be assigned to each mission. The individuals selected must have previously participated in that specific operation within the past year. Individuals selected will be qualified to perform the duties of CM when they have— • Completed the initial training for that operation (candidates). • Received instructions on and demonstrated proficiency in equipment rigging, inspecting and preparing equipment to be used in the operation, and conducting the operation. • Received instructions and demonstrated proficiency in the performance of the following CM duties:

ƒCoordination responsibilities. ƒTroop and aircrew briefings. ƒOrganization of the personnel involved in the operation. ƒEmergency procedures. ƒInstruction to pilots for maintaining the aircraft in position over the target. ƒHand-and-arm signals. CASO OR NCO 18-10. The CASO or NCO must— • Be designated by the unit commander (or designated representative). • Be qualified in helocast. • Have previously participated in the type of operation being planned.

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PERSONNEL DUTIES AND RESPONSIBILITIES 18-11. Air-water training and operations require the designation of key personnel to perform assigned tasks. Depending on the exact operation being planned, there may be some differences in the duties and responsibilities of the various positions. The positions are unit commander, air mission commander, pilot in command, CM, safety boat NCO, and safety swimmers. UNIT COMMANDER 18-12. Before a unit participates in training, the unit commander or designated representative is responsible for the following: • Screening of soldiers to ensure they meet the prerequisites for conducting air-water operations. • Ensuring required safety personnel are tasked and qualified to perform their duties. • Ensuring all equipment and support personnel required for the operation are available, including the training area. • Ensuring unit personnel follow all provisions of USASOC Reg 350-2 or USSOCOM M 350-6. • Terminating the operation at any time because of any unsafe condition, safety requirement, weather, or lack of training requirement.

AIR MISSION COMMANDER 18-13. The employing aviation unit designates the air mission commander when more than one aircraft is involved in the operation. The air mission commander is responsible for the following: • Ensuring all aircraft and aircrews are at the appropriate locations for training, rehearsals, and the operation. • Ensuring all aircraft are properly configured for the appropriate operations. • Ensuring the aircrews and all personnel who are not part of the aircrews are briefed and understand their responsibilities during the operation, including aircraft safety and emergency procedures. • Ensuring all aircraft deploy the personnel and boats at the designated target.

PILOT IN COMMAND 18-14. The pilot in command assumes the duties of the air mission commander on single ship missions and is also responsible for the following: • Ensuring all crew members are current and qualified to perform the appropriate operation. • Ensuring all participants onboard his aircraft are thoroughly briefed on aircraft safety and the appropriate operation and understand their responsibilities concerning the conduct of the operation. • Ensuring the CM and/or crew chief has inspected and safely prepared personnel and equipment.

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• Ensuring all aircraft requirements have been met; for example, weight and balance, flight planning, fuel requirements, and so on. • Terminating the operation at any time because of any unsafe condition, unmet safety or training requirement, or weather. • Ordering the emergency release of the CRRC.

CM 18-15. The CM is directly responsible for the conduct of the operation. He must have previously participated in an operation within the past year. He is responsible for the following: • Assisting the CASO, when possible, in conducting a reconnaissance of the proposed drop area to ensure all safety and obstruction criteria have been adhered to. • Conducting the CM briefing IAW Appendix H. • Conducting a visual safety check of the aircraft to ensure the proper rigging of all equipment. • Conducting a safety inspection and equipment check of all swimmers verifying their equipment is properly positioned and functional. Inflatable flotation devices will be inspected IAW FM 20-11, U.S. Navy Dive Manual, Volumes I and II. During helocasting operations, inflatable flotation devices will be inflated to at least 1/4 of their total capacity (this requirement does not apply to diving operations). • Briefing the aircrew on all aspects of the operation, including handand-arm signals used for directing the aircraft into the exact position for the operation, and on no-drop conditions and situations. • Ensuring radio voice communications are functional between all elements of the operation. • Assigning swimmer buddy teams and ensuring all swimmers sit in stick order. Verifying all swimmers understand their assigned duties and the commands to be followed. Giving command for swimmers to exit the aircraft.

NOTE: Swimmers exit only on the command of the CM. • Ensuring swimmers exit the aircraft as a buddy team. Casting the swimmers only if the aircraft is correctly aligned and safely within the limits of speed and altitude and the safety boats are operational and at least 50 meters left or right of the line of flight. When the swimmers surface, they will signal to their buddy and the safety boat that all is okay or that they need assistance.

CAUTION When launching the CRRC, no swimmers will exit the aircraft until the CRRC is in the water. The CM aborts the helocasting operation if any unsafe condition exists.

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CASO OR NCO 18-16. The CASO or NCO— • Conforms to the time schedule as closely as practicable in compliance with safety standards and conditions existing at the time of the operation. • Gives a complete briefing to all participating personnel. • Ensures all safety and equipment requirements are met before initiating the operation. • Ceases operations if any unsafe condition arises. • Conducts a reconnaissance of the cast site or DZ, verifying water depth and an obstacle-free environment.

SAFETY BOAT NCO 18-17. The safety boat NCO ensures the required numbers of safety boats are on site for training. He ensures there is a minimum of one boat per 20 swimmers IAW risk assessment and swimmer proficiency. The safety boat NCO is responsible for the following: • Attending the operations briefing and thoroughly understanding the intent of the operation. • Maintaining the effective control of all support in the area of operation. • Briefing all safety boat personnel in the conduct of their assigned duties. Ensuring all personnel know the day and night emergency signals for “Pick me up now. I need help.” • Supervising the boat crews and the safety swimmers. • Establishing and maintaining boat-to-air radio voice communications. • Inspecting the casting area or DZ for safe water depth, obstacles, and any potentially hazardous debris. The casting area or DZ and obstacles will be marked as required by the unit SOP. • Obtaining and reporting accurate weather, wind, surf, and sea state conditions. • Ensuring the following items are present in the safety boats:

ƒMedical kit and backboard. ƒPrimary and back-up radios. ƒBuoys with weights and enough line to mark suspected areas of lost equipment. ƒAppropriate lights for night operations. • Ensuring cast area or DZ is kept clear of debris, unnecessary personnel, equipment, and boats. • Ensuring the safety boats move parallel and at least 50 meters left or right of the line of flight of the aircraft. • Accounting for and ensuring each swimmer is not injured after water entry. Until all swimmers are accounted for, the aircraft maintains radio contact with the safety boat. • Aborting the operation if any unsafe condition exists or arises.

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SAFETY SWIMMERS 18-18. The safety swimmers perform duties and follow commands as directed by the CASO, and follow prescribed safety procedures. Safety swimmers— • Assist in recovering equipment. • Aid injured or weak individuals in the water. • Remain with the individual until the safety boat or help arrives.

OPERATIONAL REQUIREMENTS 18-19. The operational requirements must be followed as closely as possible during training under usual conditions and unusual conditions (adverse weather or terrain conditions and night operations). Personnel must use sound judgment to determine what action to take depending on the nature and severity of the condition. MEDICAL REQUIREMENTS 18-20. A qualified and equipped 18D, 91W, or 91B medic or Service-qualified EMT will be at all training sites. Medics must know CASEVAC procedures and have coordinated requirements necessary to expedite evacuation and treatment of personnel on and off military installations. All medics will have as a minimum an oxygen bottle and M5 aid bag or equivalent packed IAW unit standards. Medical transportation must also be available. The vehicle must be covered and large enough to carry an open stretcher. Absence of a medic, medical equipment, or transportation is cause for terminating training. If the situation warrants and the installation cannot support a MEDEVAC mission, the installation may use the helocast aircraft as a lastresort CASEVAC vehicle. The medics will develop an evacuation plan. This plan should include, but not be limited to, the following: • Medical facilities—location and capabilities. • Emergency telephone numbers. • Route(s) to medical facilities.

COMMUNICATIONS REQUIREMENTS 18-21. During training, the CASO communicates by radio with the aircraft. The CM has voice communications with the pilot. Voice communications are required between the pilot in command, CM, and the CASO before commencing air-water operations. In addition, the CM or CASO informs the pilot in command to stop operations if an unsafe condition develops. During extractions, the CM informs the pilot in command that all personnel are ready for extraction. During tactical missions, mission and aircrew personnel use prearranged signals to communicate between the mission and aircrew personnel (for example, flashing light or chemical light signals).

PREMISSION PLANNING 18-22. The type of aircraft and delivery method selected determine the planning and preparations required during premission planning. A successful waterborne operation needs detailed intelligence, planning, preparations, and

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precise execution. First, planners should consider personnel proficiency and ability to conduct the desired infiltration technique. The personnel may need additional training and rehearsals for specific missions. Second, planners select, issue, and prepare the equipment needed for the mission. Combat loads should be light, small, and include only equipment, weapons, and ammunition needed for the mission. Planners should develop a detailed equipment-loading plan with appropriate waterproofing and bundle rigging. Third, planners should consider the method used to transport the swimmers or divers to the debarkation point. The method may be by aircraft, surface craft, or submarine. The method depends upon the mission, time, and distance. 18-23. In all infiltrations by aircraft, the pilot and flight crew must coordinate with the operational element. The pilot briefs on in-flight communications, NAVAIDs, abort plans, and other related general flight procedures. The operational element informs the pilot and flight crew of the number of personnel to be infiltrated, the type and quantity of accompanying supplies, the DZ or LZ markings, and other mission-related information. Required rehearsals for each phase of the infiltration should include the actual pilot and flight crew for the mission. 18-24. Air-water operations require careful planning, preparation, and rehearsals. Each unit may have different SOPs for exactly how they conduct the various operations. However, they should all follow the guidelines established in this chapter. EQUIPMENT 18-25. Operational units will determine equipment requirements necessary to accomplish their mission IAW the unit SOP. However, all personnel involved in water operations will wear an approved flotation device. AIRBORNE OPERATIONS 18-26. Airborne water infiltrations can be conducted either with or without a boat. USASOC Reg 350-2 covers the setup and operation of water DZs. A variety of inflatable boats can be airdropped from C-130 and C-141 aircraft. Details on platform dimensions are contained in FM 10-542, Airdrop of Supplies and Equipment: Rigging Loads for Special Operations, with Changes 1 and 2. BOAT PLATFORM 18-27. Rigging of the drop platform is the ultimate responsibility of the rigger section. The rigger section rigs the drop platform IAW FM 10-542. The section mounts the boat on a combat expendable platform designed to mate with the contour of the boat. The platform is constructed of 3/4-inch marine or exterior plywood and other wooden support members. The rigging section fills the area between the boat and the bottom of the platform with sandbags weighted to raise the total airdrop weight of the package to the specified weight. 18-28. Personnel secure the motor, fuel, equipment, and weapons (depending on unit SOP) to the inside of the boat. Knowledgeable personnel supervise the loading and securing of individual and team equipment in the

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rubber boat. This equipment should be secure enough that no equipment will fall out during the free-fall period. 18-29. A sling provides the attachment point for a G-12D 64-foot cargo parachute. The parachute is equipped with a quick-release device that detaches the parachute from the sling upon contact. When rigging personnel deliver the fully prepared boat to the departure airfield, ground support equipment consisting of either a K-loader or a special long-tine forklift is required to load the platform onto the aircraft. 18-30. Waterborne operations include combinations. They are as follows:

several

boat

and

loading

• One CRRC loaded with all the teams’ equipment (minus load-carrying equipment and weapons). The obvious disadvantage is that, should the parachute not deploy, the team will have no backup with which to accomplish the mission. A fully loaded second platform on the infiltration aircraft is optional. Should the first platform sink, the aircraft may make a second pass and drop the remaining platform. If this option is used, the team must coordinate with the aircrew before the drop to establish a signaling device. • Two CRRCs loaded on one platform—called a double duck operation. Two separately rigged inflatable boats, small (IBSs), military amphibious reconnaissance system (MARS), or Zodiacs are loaded on the aircraft. The primary disadvantage of this method is that current USAF regulations require two separate passes (boat and personnel on one pass and the same on the next). In addition to disclosing the location of the drop, multiple passes make it extremely difficult for the two boat teams to link up in the water at night.

INDIVIDUAL PARACHUTISTS 18-31. The rigging of individual parachutists should be done IAW FM 3-05.212 (TC 31-25), Special Forces Waterborne Operations. Because ruck-sacks are secured inside the boat during the airdrop, parachutists may water-proof and place in a kit bag load-carrying equipment, two or three rations, one pair of boots, one set of fatigues and socks, and any other equipment deemed necessary for minimal mission accomplishment. Parachutists then rig the kit bag with a single-point release harness without a lowering line. Parachutists then rig as for a combat swim operation, to include exposure suits where required, except the kit bag replaces the rucksack. 18-32. The rationale for the use of the kit bag described above is that the cue for parachutist exit is pilot parachute inflation only; the possibility still exists that the G-12D may not open or may malfunction. If the parachutists wait for the G-12D to open fully, because of its slow opening characteristics, they will be so far from the boat that assembly on it will be extremely difficult. If this happens and the boat sinks or becomes inoperable, the team still has the option to try to swim and or drift with tides and currents to the nearest land mass and try mission accomplishment or escape and evade. 18-33. If the team jumps with the special operations waterproof bag (SOWB), a lowering line should be used. Should a parachutist fail to linkup

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with the boat, he can inflate the SOWB and use it as a flotation device, which will aid the swimmer stranded in the water. PROCEDURES 18-34. Whatever boat and loading combination is used, the JM or safety hooks the boat to the left side anchor line cable while the parachutists use the right one. The first parachutist (JM) positions himself at the tailgate hinge, even with the leading edge of the platform. The other parachutists line up behind him. When the platform starts moving, the parachutists follow it. However, the first parachutist stops at the edge of the tailgate and does not exit until he sees the pilot parachute of the G-12D deploy. The team then tries to assemble on the boat in the air and water. 18-35. Individual parachutists should release both canopy release assemblies as soon as they feel their feet touch the water. They should immediately swim away from the canopy to preclude entanglement with the sinking parachute. Doing so is particularly critical because the exposed weapon is prone to entanglement with suspension lines. (Parachutists may place weapons in the boat to preclude entanglement.) 18-36. The parachutist should then remove the harness assembly and let it sink. During training, parachutists should attach the harness to the canopy with half of a B-7 life preserver to prevent loss of the parachute. The parachutists then swim to and assemble on the boat. 18-37. The first man to the boat moves around to the rear and smells for gas (in case the gas cans have burst or leaked). If there is no gas smell, he then feels in the area around the motor and gas cans, again looking for spilled gas. Once he has determined that there is no spilled gas, he enters the boat. If there is evidence of spilled gas, he makes a decision on the extent of the damage and makes an estimate as to the relative danger of trying to start the motor. He then disconnects the risers by taking the pins out of the clevises. He cuts the center ring, allowing the platform to separate it from the boat and sink under the weight of the sandbags. He then starts the motor and picks up the remaining personnel before heading for the BLS. 18-38. Marking of the boat and personnel with chemical lights facilitates assembly and pickup of personnel. The chemical lights have minimal tactical significance due to the “over the horizon” nature of the operation. However, personnel must be cautious as to the disposition of the chemical lights because they float and are easily seen from the air. 18-39. Trash bags with weights should be stored in the boat when rigging. Parachutists place all trash from the platform (for example, 80-pound test line, tape, and so on) in the trash bag. The parachutists secure the opening of the trash bag with the weights inside. They then allow the trash bag to sink to the bottom.

HELOCASTING 18-40. Helocasting is a very effective means of inserting combat swimmers, combat divers, and CRRCs. The speed, range, and lift capability of today’s

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rotary-wing aircraft make them excellent waterborne delivery and recovery vehicles (Figure 18-1).

Figure 18-1. Helocasting

HELOCASTING PREPARATION 18-41. Mission planners should consider the following guidelines when planning all helocasting operations: • When planning for the number of personnel per type of aircraft, use the standard troop loading planning figures. Adjust these figures depending on aircraft configuration, type of equipment, and casting or recovery procedures. Coordinate these items in advance with the pilot in command. • Rehearse the operation with all the swimmers, the actual aircrew, the accompanying equipment, and support personnel. Emphasize proper body exit position, exit timing, commands, and water entry positions during live casting rehearsals. • For effective communications, ensure all personnel use the same frequency (CM, pilots, and safety boats). • Ensure the casting area is clear of all surface and subsurface obstacles.

18-42. The CM ensures helocasting personnel preparations include the following: • Attaching all surface swim equipment to the swimmers by using 1/4inch 80-pound test cotton web. This normally includes masks, fins, web belts with knives, and flares. • Ensuring all swimmers wear life jackets or vests.

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• If using side doors for casting, securing the doors in the open position and taping all edges. • Ensuring preparations for CRRC helocasting operations include the following:

ƒTying down or securing all equipment inside the boat. ƒSecuring the motor in the up position with the travel lock engaged. For engines without a travel lock, tying up the engine and reinforcing it with honeycomb. ƒSecurely attaching and isolating the gas can, if possible. ƒSecuring the paddles under the gunwales, out of the way of the rest of the gear. ƒSecuring the rucksacks and twin-80s at the four corners of the boat. Fastening them as securely as possible. ƒWaterproofing all equipment in the CRRC as if soldiers would take it subsurface. ƒRegardless of the type of aircraft used, tying down or securing all loose equipment. HELOCAST OPERATIONS 18-43. While in flight, the loadmaster passes on whatever time warnings the CM coordinated with the aircrew. Actions of the swimmers and CM will vary depending on the type of aircraft being used, number of swimmers, and presence or absence of a CRRC. The following commands are given by the CM: • GET READY. Swimmers or divers remove their seat belts only on this command. • STAND UP. Swimmers stand up and face the CM. • CHECK EQUIPMENT. Swimmers check the equipment of the person ahead of them in the stick. CM and/or safety personnel inspect equipment of swimmers. • SOUND OFF WITH EQUIPMENT CHECK. The swimmer at the back of the stick gives the thumbs-up signal and passes a verbal okay up the stick. The first swimmer gives the thumbs-up signal and tells the CM “All okay, castmaster.” • GO. The preferred method is: The CM commands GO and follows the last swimmer out of the aircraft. The CM’s exit position is based on the tactical situation.

18-44. The CM and swimmers should follow the procedures and safety considerations below: • The CM ensures the aircraft does not exceed 10 feet of altitude at 10 knots when dropping personnel only. The CM starts the initial training drops at 5 feet at 5 knots. • When casting from a ramp, swimmers assume a normal “prepare to land” attitude.

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• When casting from a side door, cast from a seated door position or from a skid. On the CM’s command, swimmers push off and face opposite the direction of flight, assuming a normal “prepare to land” attitude. • If casting from two side doors, swimmers (in the same position) may exit simultaneously from both doors on the CM’s command. • With a CH-46/47, the CM ensures the ramp is secured in the open or casting position. The ramp should be 10 degrees below horizontal. • If using bundles or rucksacks, throw them before the swimmer’s exit. • Upon entering the water, give an okay signal to the CM and safety boats. • If using a CH/MH-47 and a CRRC, just before giving the commands, the CM and crew chief move the CRRC to the end of the ramp.

ƒEnsure the helicopter has slowed to 10 knots and descended to 5 feet (or as low as possible). ƒThe CRRC is cast on the CM’s command. Swimmers follow the CRRC on the CM’s command. • Upon entering the water, swimmers give an okay signal to the CM and any safety boats.

ERDS OR K-DUCK 18-45. The ERDS or K-duck provides the capability to deliver a fully inflated CRRC and team into the water using an UH/MH-60 helicopter. The maximum allowable weight for external helicopter transport is 1,500 pounds. PERSONNEL QUALIFICATION REQUIREMENTS 18-46. Within 24 hours of the conduct of ERDS operations, units must receive formalized training in the procedures for the operation. At a minimum, this training will include all requirements as previously discussed and the following: • Rigging and inspection of individual equipment. • Rigging and inspection of accompanying equipment in the CRRC. • Rigging of the CRRC to the aircraft.

PERSONNEL DUTIES AND RESPONSIBILITIES 18-47. In addition to the duties and responsibilities already covered, ERDS operations require the following: a ground hookup crew consisting of adequate personnel to attach the CRRC to the aircraft and at least one crew chief aboard each aircraft. 18-48. The crew chief and CM must ensure the following: • Before the operation, ensure the aircraft is properly rigged, conduct a visual inspection of the ERDS system and I bar (if used), and confirm the removal of aircraft belly antennas. • Brief all personnel on the operation. • Conduct an inspection of personnel and equipment before boarding the aircraft.

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• Oversee the attaching of the raft to the aircraft, and ensure compliance with the airworthiness release. • Observe the security of the CRRC from pickup through release, keeping the pilot in command advised of the stability. • Direct the pilot to maneuver the aircraft into the proper position for deployment. • Deploy the CRRC when in the drop area and cleared by the aircraft pilot in command. • Abort any part of the operation if any unsafe condition exists.

CAUTION If the load becomes unstable during flight, a smooth reduction of airspeed may be required. If the load is unmanageable, it may be necessary to land or for the pilot in command to order an emergency release of the CRRC.

RIGGING PROCEDURES FOR ERDS/K-DUCK 18-49. There are three methods for rigging the CRRC: the K-duck fixture, the cradle method, and the harness method. Between the cradle and harness methods, the cradle method is preferred because it more firmly secures the CRRC to the bottom of the helicopter. K-Duck Fixture Method 18-50. The K-duck fixture (Figure 18-2) is an aluminum framework that fits into the CRRC. The fixture provides an attachment or suspension point in the boat to support the boat and a full mission equipment load (up to 1,000 pounds) on a helicopter cargo hook. When using the fixture, the CRRC is carried fully loaded and inflated and requires only the attachment of the motor in preparation for getting underway.

Figure 18-2. K-Duck Fixture

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18-51. The following equipment is required for rigging the CRRC using the K-duck fixture: • CRRC. • K-duck fixture components: port and starboard rails, bow frame, crossbars, and floorboards.

18-52. Two soldiers can prepare and rig the CRCC with K-duck fixture in about 20 minutes. They prepare the CRCC with K-duck fixture as follows: • Inspect and lay out CRRC and components: CRRC, port and starboard rails, bow frame, and cross bars. • Lay three forward floorboards on the floor, connected with the rounded edges facing aft. • Snap port and starboard rails on the side of floorboards. • Place lower (compression bar) and upper suspension link assembly in the suspension brackets on the rails. Insert pins in each end of the suspension assembly. Insert the pins through holes in rail brackets. • Insert bow frame in sockets at front of rails. • Lay out deflated CRRC on floor beside assembled K-duck fixture. • Pick up K-duck fixture, insert bow frame first into CRRC, and rest the aft end of the rails on the transom of the boat. • Place fourth floorboard, with quick-pin assemblies (Figure 18-3), under transom crossbar. Rest the rear edge of the fourth floorboard in its place along the rear floor of the boat. Engage the forward edge of the fourth floorboard with the rear edge of the last floorboard already in the rails to form a tepee shape.

Figure 18-3. Quick-Pin Assemblies

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• Ensure the front edge of the first floorboard engages the wood crossbar in the floor of the CRRC. • Route the cargo strap through the access holes in the side rails, and tighten. This pulls the side rails snug to the aft floorboards. Line up suspension links between floorboards and side rails, and insert quick pins. • Inflate the boat in the normal manner. Verify that, as boat inflates, the floorboards remained positioned under the boat spacers.

Cradle Method 18-53. The cradle method is certified for external helicopter transport by the U.S. Army Natick Research, Development, and Engineering Center for UH-60A and MH-60A helicopters with the fast-rope H bar or the FRIES I bar installed. Certification is granted for airspeeds up to and including 130 knots without the optional floor extension installed and 145 knots with the floor extension installed. 18-54. The following equipment is required for rigging the CRRC using the cradle method: • CRRC (empty weight = 280 pounds [fully inflated]). • CRRC harness (Figure 18-4), nose strap (Figure 18-5, page 18-18), crow’s feet (Figure 18-6, page 18-18, and Figure 18-7, page 18-18), and bow stiffener (optional).

Figure 18-4. CRRC Harness

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Figure 18-5. CRRC Harness Nose Strap

Figure 18-6. CRRC Harness Crow’s Feet

Figure 18-7. Crow’s Foot With Bow Strap Ratchet Attached

NOTE: The CRRC harness must be maintained IAW TM 10-1670-201-23, Organizational and Direct Support Maintenance Manual for General Maintenance of Parachutes and Other Airdrop Equipment, especially when being used in salt water.

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• Clevis assembly, medium, MS 70087-2, NSN 4030-00-678-8562 (two each), only needed if using I bar of FRIES. • Tape, adhesive, 2-inch wide. • Webbing, cotton, 1/4-inch, 80-pound breaking strength. • Cord, nylon, Type III, 550-pound breaking strength. • Webbing, nylon, tubular, 1-inch. • Webbing, nylon, tubular, 1/2-inch, 1,000-pound breaking strength. • Padding, felt, cellulose, or suitable substitute. • Energy-dissipating paper honeycomb.

18-55. Two soldiers, the hookup crew, can prepare and rig the CRRC with a cradle in 30 minutes. They and the crew chief perform the following preparations with the cradle method: • Hookup crew installs the floor. • Hookup crew fully inflates the CRRC.

WARNING Externally transporting the CRRC without the floor installed could cause the boat to fold up and possibly contact the helicopter rotors. Do not transport the CRRC without the floor installed. The optional floor extension is only necessary if traveling in excess of 130 knots.

• Hookup crew lays the cradle of the harness flat on the ground. It places the CRRC on the cradle such that the bow of the boat is at the triangular end of the cradle. Lines 1 and 2 should be at the front handles and lines 3 and 4 should be at the rear handles. • Hookup crew prepares and stows the engine, paddles, and accompanying load IAW FM 10-542. It must not store more than 200 pounds in the very front of the boat (beyond the end of the floor) with the bow stiffener installed. Without the wooden floor installed, they must not store more than 50 pounds in the bow. • Hookup crew prepares and stows the motor arm up and straps the engine in place near the transom. It uses some suitable padding (honeycomb or tire) between the motor and floor, and pad the prop with honeycomb. • Hookup crew places the paddles and gas tank in the proper positions and ties them down. • Hookup crew places the accompanying payload into the CRRC as close to the center as possible. It ensures all items are inside so only the CRRC is touching the aircraft. The hookup crew ties all large items— for example, rucksacks and water cans—with 1-inch tubular nylon line to the front towing ring. It then runs the line through each large item and ties off the line on the last item. It then ties the free end of the line

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to the transom. The hookup crew secures all small items to the floor by using snap links or by tying the small items to a larger item. The hookup crew pads items, as necessary. • Hookup crew routes lines 1 and 2 over the sides of the CRRC and its payload. The hookup crew attaches lines 1 and 2 together and tightens them by adjusting the friction adapter of the quick-fit ejector. The hookup crew then folds and tapes the excess nylon to the quick-fit ejector. It repeats the process with lines 3 and 4. • Hookup crew routes line 5 through the front towing ring and over the bow of the boat and line 6 over the transom. It attaches line 5 to line 6 and tightens the line with the ratchet. It then folds and tapes the excess nylon to the ratchet. • The hookup crew routes the nose strap, line 20, through the loop located on line 5 at the nose of the boat and below the front towing ring. It ensures there is an even length of line 20 on each side of the loop. It then places the free ends of line 20 inside the boat in a way that allows soldiers to easily access them once the helicopter has landed on top of the boat. • Hookup crew removes one leg of the crow’s feet section of the harness by detaching line 19 from one of the connector links. • Crew chief inspects the helicopter after it lands near the CRRC. The crew chief dismounts after the helicopter is rigged and serves as a ground guide. • The crew chief inflates the helicopter struts about 30 inches. • The crew chief inspects the bottom of the helicopter and removes any antennas that may interfere with the CRRC. • For UH/MH-60A helicopters with the fast-rope H bar installed: The hookup crew locates the two aft H bar rings at the center of the cargo doors and about 40 inches apart. It then routes line 19 through both H bar rings. It then re-attaches the removed leg of the crow’s feet with the connector link. It ensures the two connector links are to the outside of the H bar rings. • For UH/MH-60A helicopters with the FRIES I bar installed: The hookup crew ensures the I bar is in the stowed position. It locates the two release points on the I bar about 60 inches apart. It then removes the safety pins so that the release points are free to rotate fore and aft. It inserts a medium clevis assembly (G-12, MS 70087-2, NSN 4030-00-678-8562) in each release point. It then routes line 19 through both medium clevises. It reattaches the removed leg of the crow’s feet with the connector link. It ensures two connector links are to the outside of the clevises. • Crew chief “walks” the helicopter onto the CRRC. Helicopter pilot carefully lands on the CRRC. As the helicopter approaches, the hookup crew should lean on the CRRC to prevent it from moving because of the rotor wash. Once the helicopter is centered over the CRRC, the hookup crew may attach the CRRC to the aircraft.

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WARNING The hookup crew must not route line 20 around the wheels of the helicopter. The hookup crew ensures line 20 is routed to the inside of the wheels. • The hookup crew removes a small clevis and ratchet from the nose strap and attaches it to line 14 inside the triangular connection. It repeats this process with the other small clevis and ratchet from the nose strap and attaches line 14 to line 17. • Hookup crew attaches lines 7, 9, and 11 of the cradle to lines 13, 14, and 15 of the crow’s feet and tighten with the ratchets. It repeats with lines 8, 10, and 12 of the cradle and lines 16, 17, and 18 of the crow’s feet. It inserts the free ends of line 20 into the ratchets attached to the small suspension clevises and the crow’s feet (Figure 18-8). • Hookup crew tightens ratchets until the nose of the boat is snug against the bottom of the helicopter. It folds and tapes excess nylon to the ratchets. The helicopter then lifts the boat, hovers, and carefully lands again. • Hookup crew tightens all ratchets as much as possible. It folds and tapes excess nylon to the ratchets.

Figure 18-8. Nose Strap and Crow’s Feet Connection

18-56. The hookup crew repeats the last three steps until the CRRC is rigged as tightly as possible against the bottom of the helicopter.

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Harness Method 18-57. The U.S. Army Natick Research, Development, and Engineering Center developed and certified the harness method for the UH-60A helicopter. Units must obtain an airworthiness release from the U.S. Army Aviation Systems Command before externally transporting this load by air. 18-58. The hookup crew requires the following equipment and personnel for rigging the CRRC using the harness method: • CRRC with 35-horsepower engine and two full 6-gallon fuel tanks. (CRRC with the engine and fuel weighs 475 pounds.) • Fabricated sling assembly. • Sling, aerial delivery, 12-foot, 3,000-pound minimum capacity, one each. • Bow release strap, one each, fabricated. • Belly support strap, two each, fabricated. • Doughnut, 1-inch tubular nylon, about 1 foot in diameter. (Soldiers use doughnut to attach equipment and rucksacks into the CRRC.) • Clevis assembly, large, MS 70087-3, one each. • Padding material, cellulose wadding or felt sheet. • Tape, adhesive, pressure-sensitive, 2-inch-wide roll. • Webbing, nylon, 1/2-inch tubular, 1,000-pound breaking strength. • Tie-down strap, cargo, CGU/lB, one each. • Energy-dissipating paper honeycomb, as required. • Cord, nylon, Type III, 550-pound breaking strength.

NOTE: The personnel must maintain CRRC harness IAW TM 10-1670-201-23/NAVAIR 13-1-17, especially when being used in salt water. • Four personnel to hook up the CRRC to the aircraft.

18-59. Two soldiers can prepare and rig the CRRC using the harness method in 20 minutes. However, four soldiers (hookup crew) are required to hook up this load. They perform the following steps: • Before installing the floor panels, drill two 1/2-inch holes in both sides of the three rear floor panels. Run a 10-foot length of 1/2-inch tubular nylon webbing through both holes in each side of each floor panel. Tie an overhand knot to form a “Y”. • Install floor panels, and inflate the boat about 50 percent. Place a 12-foot sling under the boat about 6 feet from the rear of the boat with the ends of the sling coming up over the gunwales. This will be just forward of the second set of carrying handles from the rear. • Route each end of the sling band through a loop end of the belly support straps (Figure 18-9, page 18-24). Attach the large clevis to the sling band. Route the belly support straps at the end of the friction adapter over the transom and under the boat. Ensure both straps are routed along the inside of the speed skegs and are between the sling band and the boat hull. • Tie the engine cover in place with two lengths of Type III nylon cord.

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• Fold the operating handle. Tie a 4-inch by 9-inch piece of honeycomb between the handle and engine cover. Tape a 10-inch by 10-inch piece of honeycomb to the lower unit. • Place the fuel tanks against the transom. Set a 12-inch by 16-inch piece of honeycomb against the fuel tanks. Center the engine in the boat with its upper unit on the honeycomb (Figure 18-10, page 8-24). • Secure the fuel tanks and motor with the 1/2-inch tubular nylon ties installed in the floor panels. • Route one leg of the 1/2-inch tubular nylon around each end of the sling band to pull the sling closer to the boat. Ensure the belly support strap is between the tie and the clevis (Figure 18-11, page 18-25). • Attach the tubular nylon doughnut to the floor of the CRRC. Attach any equipment to the doughnut by using snap links and ropes. • Wait for helicopter to land before performing hookup. Do not extend the struts of the helicopter to fit the boat underneath. The helicopter must not be flown with struts extended. • Attach the CGU/lB tie-down strap to the forward towing loops of the aircraft, and ratchet as tightly as possible. Position the ratchet between the anchor point and the fuselage of the aircraft. Tape the ratchet, and tape the strap every 8 to 12 inches to reduce vibration. • Remove small fin-shaped antenna from the underside of the helicopter, and cover the hole with tape. • Position the boat under the aircraft, bow forward, and align the clevis with the cargo hook. Ensure the point of the bow is on centerline with the aircraft. Once underneath the helicopter, inflate the boat to as close to 100 percent as possible. • Route the loop end of the bow release strap over the CGU/lB and around the clevis. Attach the clevis to the cargo hook. Route the ends of the bow release strap through the towing rings. Secure the end through the friction adapters of the belly support straps. To ensure the bow of the boat is against the belly of the helicopter, pull the bow release strap as tight as possible. Secure the running ends with tape or 1/4-inch cotton webbing. • Once the aircraft is clear of the ground, a soldier will reach through the hellhole and work the pump to inflate the boat to 100 percent.

NOTE: Upon departure, the pilot obtains a safe airspeed to determine how well the CRRC is riding before he accelerates to mission airspeed.

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Figure 18-9. Belly Support Strap Connected to Sling Band

Figure 18-10. Fuel Tank and Engine in Place

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Figure 18-11. Sling Band Tie

ERDS OPERATION 18-60. The CM or crew chief will monitor the load en route and keep the pilot informed as to the stability. The CM or crew chief will give corrections as to aircraft alignment with the drop area. The pilot not on the controls will call out the aircraft altitude at 10-foot intervals and ground speed at 10-knot intervals. The pilot will call out “Mark” when the aircraft is within the drop area and is no higher than 10 feet AGL and no faster than 10 knots. The pilot’s visibility may become limited because of the spray from the water. The pilot not on the controls will turn on the wipers, if required. 18-61. Upon arrival at the drop site, the pilot initiates a progressive deceleration and descent. The CM or crew chief will release the CRRC by cutting the shear strap in the cabin area when at the proper location and call out “Raft away.” The pilot will maintain altitude and ground speed until the last swimmer has exited the aircraft. After deployment, the pilot terminates drop profile by increasing altitude and ground speed and attaining the appropriate mode of flight. The CASO notifies the pilot of the status of personnel before the aircraft departs the area.

CAUTION Maximum airspeed en route is 130 knots without the optional floor extension and 145 knots with the floor extension installed. procedures.

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WARNING The CRRC will not be deployed if any personnel or safety boats are in the immediate vicinity of the drop area.

18-62. If an emergency occurs, the pilot in command takes the appropriate action and makes the decision to jettison the CRRC. If the pilot decides to jettison, the CM or crew chief will jettison the CRRC only on command of the pilot in command.

ROLLED OR TETHERED DUCK OPERATIONS 18-63. Rolled or tethered duck operations provide the capability to deliver a team and CRRC into the water within the full fuel range of a UH/MH-60 helicopter. Because the boats are transported uninflated inside the helicopter, they do not produce drag, which would lessen the fuel range. PERSONNEL QUALIFICATION REQUIREMENTS 18-64. Before the conduct of rolled or tethered duck operations, participants must receive formalized training in the procedures and rigging to be used during the CRRC operation. At a minimum, the training will include the following: • Rigging and inspection of individual equipment, to include combat equipment. • Rigging of the CRRC. • Rigging of the aircraft (tethered duck operations only). • Deployment of the CRRC from the aircraft. • Employment of the CRRC in the water.

PERSONNEL DUTIES AND RESPONSIBILITIES 18-65. Rolled or tethered duck safety personnel consist of a CM and CASO. Tethered duck operations require the use of the helicopter crew chief. 18-66. The CM is responsible for the following: • Ensuring aircraft is properly rigged. Rolled duck requires no special rigging. Tethered duck rigging for aircraft is IAW Chapter 15. Fast rope is properly attached to the CRRC. • Briefing all personnel on the operation. • Overseeing the loading of the aircraft. • Directing the pilot to maneuver the aircraft into the proper position for deployment. • Deploying the CRRC when in the drop area and cleared by the aircraft pilot in command. • Aborting any part of the operation due to any unsafe condition.

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• Conducting an inspection of personnel and equipment before boarding the aircraft. • Inspecting the rigging of the fast rope to the CRRC.

18-67. The crew chief is responsible for disconnecting the fast rope from the FRIES bar. He ensures the fast rope drops free of the aircraft. CONDUCT OF ROLLED DUCK OPERATIONS 18-68. The rigging personnel prepare the CRRC as follows: • Install the roll-up floor and carbon dioxide inflation system. Verify the carbon dioxide bottle is full before rigging. A full bottle weighs 48 pounds. • Open all valves, and roll up boat to expel air in the flotation tubes. Unroll boat, and install the valve caps into the valves. Ensure the valve arrows are located in the inflate (orange) position. • Prepare MARS 35-horsepower motor by wrapping cellulose wadding around the motor cover and the propeller. Secure the wadding with heavy-duty tape (100-mph tape). When necessary, substitute rags for cellulose wadding. This padding is more to protect the boat from cuts than to prevent impact damage to the motor. • Prepare fuel bladder by wrapping it in three layers of cellulose wadding and placing the fuel bladder in an aviator’s kit bag. Ensure the fuel bladder contains no more than 5 gallons of fuel. The fuel bladder could split if it is overly full. • Prepare paddles by drilling a 1/4-inch hole in the center of the grip. Route a loop of 550 cord through the grip. Tape the paddles together in a bundle. • Stow foot pumps and hoses in pump pockets located in the CRRC. • Fold in sides of the CRRC (in the same manner as rolling the boat for transport or storage). Place the motor crosswise on the CRRC against the transom with the motor cover on the port side tube, the lower end on the starboard side tube, and the stem brackets facing the bow. • Locate the fuel bladder between the midsection shaft and the transom. Place the paddle bundle next to the motor. Route the motor cable through the paddle loops and the kit bag handles. Secure the paddle bundle to the transom plate with a snap link or threaded clevis. • Fold CRRC from bow to stern (about three folds). The final fold will encase the motor between the folded boat and the transom. • Fold the rearmost portion of the inflation tubes sideways. Tie the rolled boat with 1/4-inch tubular nylon by routing the tubular nylon around the boat and through the appropriate stem-towing ring. Repeat this procedure on the opposite side. Place the knots securing the rolled CRRC near the opening of the final fold of the CRRC. Tie the running ends of both loops together to form a “crossbar” above the opening of the final fold. (550 cord or 1/2-inch to 1-inch tubular nylon can be substituted for 1/4-inch tubular nylon.) • For nighttime operations, mark the boat with a minimum of two chemical lights. Locate a chemical light of a different color on the

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tied crossbar. (Doing so helps the derigging team distinguish the top of the CRRC.) 18-69. Planning weight for a rolled duck is 400 pounds per duck. Rigging personnel prepare the helicopter for rolled duck operations as follows: • Tape off any sharp edges that may interfere with the CRRC. • Load the CRRC into the cargo bay; team members can use CRRC as a seat.

NOTE: Rigging personnel can load two rolled ducks into one UH-60 if troop seats and extended range fuel cells are removed. 18-70. Once the helicopter is located in the casting area and the CM determines the helicopter is at the proper height and speed, the team members launch the CRRC. The CM ensures the CRRC is in the water. The CM then gives the command for the cast personnel to exit the aircraft. Cast personnel assemble on the rolled CRRC. The CM conducts a headcount. Predesignated personnel then derig and inflate the rolled CRRC, attach the engine, and put CRRC into service. The team sergeant then accounts for all equipment and personnel and ensures all packing material is secured before departing the area. NOTE: When launching the CRRC, no swimmers will exit the aircraft until the CRRC is in the water. CONDUCT OF TETHERED DUCK OPERATIONS 18-71. The tethered duck is used for launching a CRRC in rough seas. The recommended height of the casting platform is 20 feet above water level. The recommended speed is 5 knots. Casters deploy into the water by sliding down the fast rope. The CRRC being tethered to the aircraft allows the cast personnel to easily assemble on the rolled CRRC. The tether also provides a positive path to the CRRC in rough seas or currents. 18-72. The rigging personnel prepare CRRC for tethered duck operations as follows: • Install the roll-up floor and carbon dioxide inflation system. Verify the carbon dioxide bottle is full before rigging. A full bottle weighs 48 pounds. • Open all valves and roll up boat to expel air in the flotation tubes. Unroll boat, and install the valve caps into the valves. Ensure the valve arrows are located in the inflate (orange) position. • Prepare MARS 35-horsepower motor by wrapping cellulose wadding around the motor cover and the propeller. Secure the wadding with heavy-duty tape (100-mph tape). (Rags can be substituted for cellulose wadding. This padding is more to protect the boat from cuts than to prevent impact damage to the motor.) • Prepare fuel bladder by wrapping it in three layers of cellulose wadding and placing the fuel bladder in an aviator’s kit bag. Ensure the fuel bladder contains no more than 6 gallons of fuel. The fuel bladder could split if it is overly full.

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• Prepare paddles by drilling a 1/4-inch hole in the center of the grip. Route a loop of 550 cord through the grip. Tape the paddles together in a bundle. • Stow foot pumps and hoses in pump pockets located in the CRRC. • Fold in sides of the CRRC (in the same manner as rolling the boat for transport or storage). Place the motor crosswise on the CRRC against the transom with the motor cover on the port side tube, the lower end on the starboard side tube, and the stem brackets facing the bow. • Locate the fuel bladder between the midsection shaft and the transom. Place the paddle bundle next to the motor. Route the motor cable through the paddle loops and the kit bag handles. Secure the motor cable to the transom plate with a snap link or threaded clevis. • Fold CRRC from bow to stern (about three folds). The final fold will encase the motor between the folded boat and the transom. • Fold the rearmost portion of the inflation tubes sideways. Tie the rolled boat with 1/4-inch tubular nylon by routing the tubular nylon around the boat and through the appropriate stem-towing ring. Repeat this procedure on the opposite side. Place the knots securing the rolled CRRC near the opening of the final fold of the CRRC. Tie the running ends of both loops together to form a “crossbar” above the opening of the final fold. (550 cord or 1/2-inch to 1-inch tubular nylon can be substituted for 1/4-inch tubular nylon.) • For nighttime operations, mark the boat with a minimum of two chemical lights. Locate a chemical light of a different color on the tied crossbar. (Doing so helps the derigging team distinguish the top of the CRRC.)

18-73. Rigging personnel prepare the helicopter for tethered duck operations. They follow the steps listed above for a rolled duck and the following steps: • Connect the ground end of the fast rope to the tied crossbar of the rolled duck. Use a sling rope routed through the extraction loop and then routed around the tied “crossbar.” Coil the fast rope on top of the CRRC. • Connect the helicopter end of the fast rope to the aircraft IAW procedures outlined in Chapter 15. Do not use a safety rope with this procedure. • Inspect the release mechanism of the FRIES bar, and ensure the crew chief is familiar with its operation.

NOTE: When launching the CRRC, no swimmers will exit the aircraft until the CRRC is in the water. 18-74. Cast personnel perform the following steps to launch the CRRC for tethered duck operations: • Once in the casting area, the CM ensures the helicopter is at the proper height and speed, and team members deploy the CRRC. • The CM ensures the CRRC is in the water. The CM then gives the command for the cast personnel to mount the fast rope and slide into

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the water. Once a caster enters the water, he follows the fast rope hand over hand to the CRRC. • Cast personnel assemble on the rolled CRRC, and the CM conducts a head count. • Crew chief releases the fast rope once cast personnel are clear. Cast personnel disconnect the fast rope and allow it to sink (during training events safety boat picks up the fast rope). • Predesignated personnel then derig and inflate the rolled CRRC, attach engine, and put CRRC into service. Team sergeant then accounts for all equipment, personnel, and ensures all packing material is secured before departing area.

RECOVERY OPERATIONS 18-75. Several techniques can be used to extract teams from the water. Some of these techniques—STABO, FRIES, and SPIES—are almost the same techniques as previously discussed in this manual. Other techniques, such as ladder operations, are slightly different. LADDER RECOVERY OPERATIONS 18-76. If a wire ladder is to be used for recovery, the CM secures it on the floor to a “wire doughnut” (must be 5/8-inch wire and secured in at least five points with snap links) for a UH-1H and to the floor cargo rings in UH-60s and CH-46/47s. When a single rotor aircraft is to be used for recovery, the CM lowers a wire ladder to the swimmers who are on-line at 50-meter intervals in the casting area. At night, each swimmer attaches an IR chemical light to the upper portion of his uniform or equipment. The IR chemical light is visible from above the water. As the aircraft flies over, the swimmers hook the lowest rung on the ladder with their leading arm and climb to a designated height where they hook up (with snap link and rope seat) to the ladder. STABO, FRIES, AND SPIES OPERATIONS 18-77. Recovery personnel may recover swimmers by STABO, FRIES, or SPIES extraction. The swimmers don their harnesses before the arrival of the helicopter. The helicopter simply hovers over the grouped swimmers as they attach their harness to the extraction ropes. The aircraft then slowly makes a vertical ascent until the suspended personnel are about 100 feet above the surface. WATER LANDING OPERATIONS 18-78. A CH/MH-47 helicopter must land in the water. Helicopters do not land in salt water during training operations. 18-79. If using a CRRC with motor, soldiers lower themselves within the boat to allow the CRRC operator the best view possible of the aircraft and to protect themselves from colliding with the aircraft ceiling. Additionally, one person on each side of the CRRC guides the boat into the aircraft. As the aircraft passes overhead to the pickup point, the CRRC will move in trail toward the ramp. When the crew chief lowers the ramp into the water and signals the CRRC, the operator will increase speed to penetrate the rotor

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wash and move up onto the ramp. Upon contact with the ramp, the CRRC operator cuts the engine power and raises the motor out of the water. As the boat touches the ramp, the two guides jump out, pull the boat into the aircraft, and tie the bowline of the CRRC to an interior hard point on the aircraft as soon as possible. 18-80. When recovery personnel do not use a motor, they lower a rope hooked to the aircraft winch that has a 10-pound padded weight attached. The aircrew lowers the rope behind the boat and drags it over the boat. The swimmers to be picked up secure the rope, and the winch pulls in the boat. 18-81. At night, recovery personnel attach a chemical light to the rope and weight. The crew chief marks the aircraft ramp door with a red chemical light on the left side and a green chemical light on the right side. 18-82. When recovery personnel recover only swimmers, the swimmers enter the aircraft by ladder or ramp. If the aircraft is in the water, the swimmers simply swim up to the ramp.

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Appendix A

Weights, Measures, and Conversion Tables Tables A-1 through A-5, pages A-1 and A-2, show metric units and their U.S. equivalents. Tables A-6 through A-15, pages A-2 through A-5, are conversion tables. Table A-1. Linear Measure Unit

Other Metric Equivalent

U.S. Equivalent

1 centimeter

10 millimeters

0.39 inch

1 decimeter

10 centimeters

3.94 inches

1 meter

10 decimeters

39.37 inches

1 decameter

10 meters

1 hectometer

10 decameters

328.08 feet

1 kilometer

10 hectometers

3,280.84 feet

32.81 feet

Table A-2. Liquid Measure Unit

Other Metric Equivalent

U.S. Equivalent

1 centiliter

10 milliliters

0.34 fluid ounce

1 deciliter

10 centiliters

3.38 fluid ounces

1 liter

10 deciliters

33.81 fluid ounces

1 decaliter

10 liters

2.64 gallons

1 hectoliter

10 decaliters

26.42 gallons

1 kiloliter

10 hectoliters

264.17 gallons

Table A-3. Weight Unit

Other Metric Equivalent

U.S. Equivalent

1 centigram

10 milligrams

0.15 grain

1 decigram

10 centigrams

1.54 grains

1 gram

10 decigrams

0.04 ounce

1 decagram

10 grams

0.35 ounce

1 hectogram

10 decagrams

3.53 ounces

1 kilogram

10 hectograms

1 quintal

100 kilograms

1 metric ton

10 quintals

2.20 pounds 220.46 pounds 1.10 short tons

A-1

FM 3-05.210

Table A-4. Square Measure Unit

Other Metric Equivalent

U.S. Equivalent

1 square centimeter

100 square millimeters

0.16 square inch

1 square decimeter

100 square centimeters

15.50 square inches

1 square meter (centaur)

100 square decimeters

10.76 square feet

1 square decameter (are)

100 square meters

1 square hectometer (hectare)

100 square decameters

1,076.39 square feet 2.47 acres

1 square kilometer

100 square hectometers

0.39 square mile

Table A-5. Cubic Measure Unit

Other Metric Equivalent

U.S. Equivalent

1 cubic centimeter

1,000 cubic millimeters

0.06 cubic inch

1 cubic decimeter

1,000 cubic centimeters

61.02 cubic inches

1 cubic meter

1,000 cubic decimeters

35.31 cubic feet

Table A-6. Temperature Conversion

Formula

Fahrenheit to Celsius

Subtract 32, multiply by 5, and divide by 9

Celsius to Fahrenheit

Multiply by 9, divide by 5, and add 32

Table A-7. Approximate Conversion Factors To Change Inches

To Centimeters

Multiply By To Change 2.540 Ounce-inches

To Newton-meters

Multiply By 0.007

Feet

Meters

0.305

Centimeters

Inches

Yards

Meters

0.914

Meters

Feet

.394

Miles

Kilometers

1.609

Meters

Yards

1.094

Square inches

Square centimeters

6.451

Kilometers

Miles

0.621

Square feet

Square meters

0.093

Square centimeters

Square inches

0.155

3.280

Square yards

Square meters

0.836

Square meters

Square feet

Square miles

Square kilometers

2.590

Square meters

Square yards

1.196

Acres

Square hectometers

0.405

Square kilometers

Square miles

0.386

Cubic feet

Cubic meters

0.028

Square hectometers

Acres

2.471

Cubic yards

Cubic meters

Fluid ounces

Millimeters

Pints

Liters

10.764

0.765

Cubic meters

Cubic feet

29.573

Cubic meters

Cubic yards

1.308

Millimeters

Fluid ounces

0.034

0.473

35.315

Quarts

Liters

0.946

Liters

Pints

2.113

Gallons

Liters

3.785

Liters

Quarts

1.057

Ounces

Grams

28.349

Liters

Gallons

0.264

Pounds

Kilograms

0.454

Grams

Ounces

0.035

Short tons

Metric tons

0.907

Kilograms

Pounds

2.205

Pounds-feet

Newton-meters

1.356

Metric tons

Short tons

1.102

Pounds-inches

Newton-meters

0.113

Nautical miles

Kilometers

1.852

A-2

FM 3-05.210

Table A-8. Area To Change

To

Multiply By

Square millimeters

Square inches

0.002

Square inches

Square millimeters

Square centimeters

Square inches

9.155

Square inches

Square centimeters

6.451

Square meters

Square inches

1,550.000

Square inches

Square meters

0.001

Square meters

Square feet

Square feet

Square meters

0.093

Square meters

Square yards

1.196

Square yards

Square meters

0.836

Square kilometers

Square miles

0.386

Square miles

Square kilometers

2.590

10.764

To Change

To

Multiply By 645.160

Table A-9. Volume To Change

To

Multiply By

Cubic centimeters

Cubic inches

0.061

Cubic meters

Cubic feet

Cubic meters

Cubic yards

1.308

Liters

Cubic inches

61.020

Liters

Cubic feet

35.310

0.035

To Change

To

Multiply By

Cubic inches

Cubic centimeters

16.390

Cubic feet

Cubic meters

0.028

Cubic yards

Cubic meters

0.765

Cubic inches

Liters

0.016

Cubic feet

Liters

28.320

Table A-10. Capacity To Change

To

Multiply By

To Change

To

Multiply By

Milliliters

Fluid drams

0.271

Fluid drams

Milliliters

3.697

Milliliters

Fluid ounces

0.034

Fluid ounces

Milliliters

29.573

Liters

Fluid ounces

33.814

Fluid ounces

Liters

0.030

Liters

Pints

2.113

Pints

Liters

0.473

Liters

Quarts

1.057

Quarts

Liters

0.946

Liters

Gallons

0.264

Liters

Gallons

3.785

Table A-11. Statute Miles to Kilometers and Nautical Miles Statute Miles

Statute Miles

Kilometers

1

Kilometers 1.61

Nautical Miles 0.87

60

96.60

Nautical Miles 52.16

2

3.22

1.74

70

112.70

60.85

3

4.83

2.61

80

128.80

69.55

4

6.44

3.48

90

144.90

78.24

5

8.05

4.35

100

161.00

86.93

6

9.66

5.22

200

322.00

173.90

7

11.27

6.08

300

483.00

260.80

8

12.88

6.95

400

644.00

347.70

9

14.49

7.82

500

805.00

434.70

10

16.10

8.69

600

966.00

521.60

20

32.20

17.39

700

1127.00

608.50

30

48.30

26.08

800

1288.00

695.50

40

64.40

34.77

900

1449.00

782.40

50

80.50

43.47

1000

1610.00

869.30

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FM 3-05.210

Table A-12. Nautical Miles to Kilometers and Statute Miles Nautical Miles

Kilometers

Statute Miles

Nautical Miles

Kilometers

Statute Miles

1

1.85

1.15

60

111.00

69.00

2

3.70

2.30

70

129.50

80.50

3

5.55

3.45

80

148.00

92.00

4

7.40

4.60

90

166.50

103.50

5

9.25

5.75

100

185.00

115.00

6

11.10

6.90

200

370.00

230.00

7

12.95

8.05

300

555.00

345.00

8

14.80

9.20

400

740.00

460.00

9

16.65

10.35

500

925.00

575.00

10

18.50

11.50

600

1110.00

690.00

20

37.00

23.00

700

1295.00

805.00

30

55.50

34.50

800

1480.00

920.00

40

74.00

46.00

900

1665.00

1035.00

50

92.50

57.50

1000

1850.00

1150.00

Table A-13. Kilometers to Statute and Nautical Miles Kilometers

Statute Miles

Nautical Miles

Kilometers

Statute Miles

1

0.62

0.54

60

37.28

32.40

2

1.24

1.08

70

43.50

37.80

3

1.86

1.62

80

49.71

43.20

4

2.49

2.16

90

55.93

48.60

5

3.11

2.70

100

62.14

54.00

6

3.73

3.24

200

124.28

108.00

7

4.35

3.78

300

186.42

162.00

8

4.97

4.32

400

248.56

216.00

A-4

Nautical Miles

9

5.59

4.86

500

310.70

270.00

10

6.21

5.40

600

372.84

324.00

20

12.43

10.80

700

435.00

378.00

30

18.64

16.20

800

497.12

432.00

40

24.85

21.60

900

559.26

486.00

50

31.07

27.00

1000

621.40

540.00

FM 3-05.210

Table A-14. Yards to Meters Yards

Meters

Yards

Meters

Yards

Meters

100

91

1000

914

1900

1737

200

183

1100

1006

2000

1829

300

274

1200

1097

3000

2743

400

366

1300

1189

4000

3658

500

457

1400

1280

5000

4572

600

549

1500

1372

6000

5486

700

640

1600

1463

7000

6401

800

732

1700

1554

8000

7315

900

823

1800

1646

9000

8230

Table A-15. Meters to Yards Meters

Yards

Meters

Yards

Meters

Yards

100

109

1000

1094

1900

2078

200

219

1100

1203

2000

2187

300

328

1200

1312

3000

3281

400

437

1300

1422

4000

4374

500

547

1400

1531

5000

5468

600

656

1500

1640

6000

6562

700

766

1600

1750

7000

7655

800

875

1700

1859

8000

8749

900

984

1800

1969

9000

9843

A-5

Appendix B

Moon Phases In planning night air operations, knowledge of the various moon phases and the light levels during each phase is necessary. The moon phases influence the tides, which could influence planning for air-water operations. B-1. The moon revolves eastward about the earth; however, its rotational speed is slower than that of earth and it appears to move east to west. A complete revolution around the earth requires 29 days, 12 hours, 44 minutes, and 28 seconds. Because the time required for a revolution around the earth does not vary, the same side of the moon is always exposed to earth observers. Since the orbital plane of the moon is tilted 5 degrees 9 minutes toward the orbital plane of the earth, its orbit is closer to the northern hemisphere during winter months. As a result, moonlight is brighter in the winter than in the summer. B-2. As the moon revolves on a vertical arc, the distance from a stationary point to the moon varies as the moon moves on its easterly orbit. This distance is referred to as the altitude of the moon and is one of the most important factors influencing night illumination. The light level, light produced by natural sources of skylight combined with moonlight, is determined by the phase angle and altitude of the moon. B-3. The constant change in the phase angle of the moon causes varying levels of light received from the moon. At low altitude, the vertical component of moonlight incident to a horizontal surface is small compared to that at high altitude. At lower altitudes light is further reduced by the relatively long distance it travels through the earth’s atmosphere. As the moon ascends in the sky, the distance light travels through the atmosphere decreases and the vertical component of moonlight increases, thus providing greater illumination. The greatest light level is achieved when the moon is directly overhead. B-4. Because the rotation of the moon never changes and follows an exact time frame, timetables for each moon phase (new moon, first quarter, full moon, and last quarter) can be accurately computed for any year. The Air Weather Service normally provides these timetables. Geographical location is not a consideration in computing moon phases. B-5. Figure B-1, page B-3, shows the phases of the moon as seen from the earth. The following paragraphs explain each phase: • New moon. The phase angle of a new moon begins at the 180-degree position and extends to the 90-degree position. It occurs when the moon rotates to a position between the sun and the earth. This phase always begins during the day and is not visible at night. Visual observation of the new moon at night is not apparent until the moon has reached the 173-degree position, and this takes about 2 days. The time required to complete this phase is about 8 days. During the first portion (5 days) of

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FM 3-05.210

the new phase, a low light level will exist. As the phase progresses, illumination increases and light conditions will reach mid light level. Moonrise will occur during the day, and moonset will occur before midnight. About 40 to 50 percent of the moon will be illuminated at the end of the new moon phase. Night air operations conducted during this phase can anticipate that a low light level will prevail most of the time. Best light conditions will exist shortly after darkness when the moon is at its highest observable altitude during the night. • First quarter. The phase angle of the moon at the first quarter begins at the 90-degree position. During this quarter, more than one-half of the moon surface but not all the apparent disk is illuminated. About 4 days are required to complete the first quarter phase. During the first days of the first quarters and the last days of the new moon (about 5 days), the light will be in the mid light range with increasing intensity to a high light level (about 3 days) toward the end. Moonrise occurs during daylight near the end of the day. Moonset changes from midnight to the early morning hours. The best time for conducting air operations will normally be about midnight when the moon is at its highest altitude. Light intensity is becoming brighter during this moon phase. When the moon is low on the horizon, flights toward the moon should be avoided. • Full moon. A full moon occurs when the sun, earth, and moon are aligned at the 0-degree position. At this time, the moon is radiating its greatest illumination. The full moon phase includes about 3 days before and 3 days after the full moon. High light conditions begin during the last days of the first quarter and extend to the first days of the last quarters (about 12 days). During the early part of the phase, moonrise occurs just before nautical twilight and progressively increases into the hours of darkness. Moonset will occur during the early morning daylight hours. Because of the intense brightness of the moon when it is at low altitude, air operations should be avoided. The optimum time for conducting flights will be the first few hours after midnight. • Last quarter. This phase of the moon is very similar to the first quarter but in reverse sequence. It begins when a portion less than the entire disk is visible and ends when only one-half of the moon is visible. The last quarter will normally last about 5 days. Light will decrease from a high light level (about 5 days). Moonrise will occur after midnight. The most desirable time for conducting night air operations is just before beginning morning nautical twilight (BMNT). Moonset occurs during the daylight hours. • Transition phase. Although there is no term that describes the period following the last quarter, there is a period of about 7 days after the end of the last quarter before the new moon phase begins. This period is similar to the new moon phase but in reverse order. Illumination of the moon decreases from half to no visual form. Moonrise occurs a few hours before BMNT, and moonset will always be during the daylight hours. Light will vary from a mid light level during the first few days (about 3 days) to a low light condition (about 4 days). To achieve any benefit from the moon illumination, air operations must be conducted 2 to 3 hours before BMNT. The longest period of low light conditions

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FM 3-05.210

exists from the transition phase to the first quarter. During this period, there are about 16 days when the moon is less than one-half illuminated and is visible less than 50 percent of the hours of darkness.

Figure B-1. Moon Phases

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FM 3-05.210

B-6. The rhythmic rise and fall of the waters of the earth (tides) is caused mainly by the pull of the gravity of the moon (Figure B-2). The gravity of the sun also influences tides, but because of its very great distance from the earth, it only modifies the effect of the moon.

Figure B-2. Tides as Related to Moon Phases

B-7. At times of new and full moon, the sun and moon align with the earth. Their combined forces produce the two high monthly tides called spring tides (not related to the season). During the first and the last quarter, the sun and moon are at right angles to the earth. This position creates the two low monthly tides, or neap tides. B-8. While the moon pulls water to a bulge on its side of the earth, centrifugal force causes a bulge of water on the opposite side. The rotation of the earth beneath these bulges produces daily high and low tides. B-9. The earth rotates daily about an axis through its own center. The earthmoon system rotates monthly about its center of gravity, but its center of gravity is not in the center of the earth. Thus, the earth wobbles about this eccentric point, causing a centrifugal force in the opposite direction from the moon.

B-4

Appendix C

Reports and Requests The current SAVSERSUP governs procedures and formats for communications within SF. The formats for messages that pertain to air operations are contained in this Appendix. For additional message formats or for clarification and examples of these message formats, refer to the current SAVSERSUP. The below-listed message formats are included: • • • • • • • • • • • • • • • •

ALVAR—Air/Maritime Mission Departure Report. BREAD—Operations Schedule and Exfiltration Report. COVER—Tactical Air Support Mission Request. DOUGH—Operations Schedule and Support and Resupply. DUMAS—Air/Maritime Mission Abort Report. EXCEL—Air Postmission Report. FABLE—LZ, DZ, RZ, BLS, or HLZ Postmission Report. GLASE—Recovery Mission Request. GRAIN—Operations Schedule and Infiltration Report. GRAZE—DZ, LZ, or RZ Survey Report. HELIX—HLZ Survey Report. JAVIS—DZ, LZ, or RZ Mission Request. PACER—Tactical Air Support Mission Confirmation. RINGO—DZ, LZ, or RZ Mission Confirmation. SHEAT—Beacon Bombing Request. SITED—LZ, DZ, RZ, BLS, or HLZ Approval and Disapproval.

ALVAR—AIR/MARITIME MISSION DEPARTURE REPORT C-1. The air/maritime support unit will submit a mission departure report to HQ as soon as practical. If the departure location is at an AOB or launch base, the SFODA LNO or area specialty team (AST) should submit the report to the FOB as soon as possible. The lines of the report contain the following information: • Line 1. Mission designator and detachment code name. • Line 2. Departure time. • Line 3. Additional information.

C-1

FM 3-05.210

BREAD—OPERATIONS SCHEDULE AND EXFILTRATION REPORT C-2. The FOB transmits the operations schedule and exfiltration (OPSKED 5) to the subordinate operational bases (AOB), command and control headquarters (SOCCE) and SF liaison cells as soon as practical following completion of the supporting unit mission planning. SOA assets require 48 hours for mission planning purposes and the USAF assets require 72 hours before the TOT. The FOB should follow the exfiltration report with a RINGO or DONOR report. If a RINGO or DONOR report is required, the subordinate base may include approved GRAZE, SMOKE, and GRANT reports to support operations. The subordinate base should receive notification from the FOB NLT 24 hours before the TOT. The FOB will send an ALVAR or DUMAS report as soon as possible to alert the subordinate base. The SFODA will send all exfiltration postmission reports (FABLE and EXTON) as soon as possible (within 4 hours). The FOB will send follow-up BREAD reports concerning the same mission by using a sequential numbering system, which indicates a subsequent report (for example, BREAD 2). The SFODA code name and mission designator number (line AAA) will always be included. The lines of the report contain the following information: • Line 1. SFODA code name and mission designator number. • Line 2. Scheduled arrival time at airfield, intermediate staging base (ISB), or AOB. • Line 3. Scheduled departure location (if different than above) and arrival and departure DTG. • Line 4. Type of exfiltration platform, number of platforms, and number of personnel to be picked up for exfiltration. • Line 5. Primary DZ, LZ, BLS, or HLZ code name. • Line 6. Primary DZ, LZ, BLS, or HLZ location and DTG TOT. • Line 7. Alternate DZ, LZ, BLS, or HLZ code name. • Line 8. Alternate DZ, LZ, BLS, or HLZ location and DTG TOT. • Line 9. Additional information.

COVER—TACTICAL AIR SUPPORT MISSION REQUEST C-3. Units will pass requests for tactical air support through appropriate channels as quickly as possible. HQ will evaluate each request and, if approved, effect necessary coordination to provide tactical air (TACAIR) support through available theater air resources. Should the tactical situation dictate units send emergency requests for rapid response, units may forward requests for support through the area tactical air control system. The requesting units enter the request net at the most convenient level and request immediate relay to the tactical air control center (TACC). The established format meets the requirements, to include item identifier, of the current theater TACAIR request form. Senders may omit lines not applicable. The lines of the message contain the following information: • Line 1. Priority (emergency or routine). • Line 2. Type mission.

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FM 3-05.210

ƒBRAVO—Interdiction. ƒCHARLIE—CAS. ƒECHO—Escort. • Line 3. Results desired.

ƒALPHA—Destroy. ƒBRAVO—Neutralize. ƒCHARLIE—Harass. • Line 4. Target location and description. • Line 5. Requested TOT or NLT TOT. • Line 6. Position of friendlies (if required, otherwise omit). • Line 7. Forward air guide call sign and frequency (if appropriate). • Line 8. Run-in heading (azimuth of desired attack angle in degrees). • Line 9. Additional information.

DOUGH—OPERATIONS SCHEDULE AND SUPPORT AND RESUPPLY C-4. The FOB transmits operations schedule and support and resupply (OPSKED 4) report to the subordinate operational bases (AOB), command and control headquarters (SOCCE), and SF liaison cells as soon as practical following the supporting unit’s completion of the air and/or naval mission planning. SOA assets require 48 hours for mission planning purposes, and the USAF assets require 72 hours before the TOT. The subordinate AOB or SOCCE should receive notification NLT 24 hours before the TOT to synchronize and deconflict operations. The FOB should follow the resupply report with a confirmation report (RINGO or DONOR). The FOB sends an ALVAR or DUMAS report as soon as possible to alert the subordinate base. If the resupply mission extends the SFODA in the operational area for a followup mission, the FOB also sends a fragmentary order (SHORT report). The SFODA sends all resupply postmission reports (FABLE and EXTON) within 6 hours. The FOB sends follow-up DOUGH reports concerning the same mission by using a sequential numbering system, which indicates a subsequent report (for example, DOUGH 2). Senders must always include the SFODA code name and mission designator number (line AAA). The lines of the report contain the following information: • Line 1. Mission designator and SFODA code name. • Line 2. Scheduled arrival time at departure airfield or ISB. • Line 3. Departure location and scheduled arrival and departure DTG. • Line 4. Type platform, number of platforms, and number of personnel to be picked up for exfiltration. • Line 5. Type of resupply.

ƒAutomatic (AUTOM). ƒOn-call (ONCAL). ƒEmergency (EMERG). ƒCache (CACHE).

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FM 3-05.210

• Line 6. Resupply contents. (Use MARGE/NANCY bundle codes.) • Line 7. Primary DZ, LZ, BLS, RZ, or HLZ code name. • Line 8. Primary DZ, LZ, BLS, RZ, or HLZ location and DTG TOT. • Line 9. Alternate DZ, LZ, BLS, RZ, or HLZ code name. • Line 10. Alternate DZ, LZ, BLS, RZ, or HLZ location and DTG TOT. • Line 11. Point of no return (PONR). Based on the mission profile criteria, use UTM coordinates and DTG.

ƒRound trip flight—Decision point at which flight commander must verify mission accomplishment based on fuel consumption for the mission. ƒOne-way flight—Decision point at which flight commander cannot return to base and must continue to the objective area or next refuel point. • Line 12. En route checkpoints or designated phase lines. • Line 13. En route abort criteria. • Line 14. Additional information.

DUMAS—AIR/MARITIME MISSION ABORT REPORT C-5. The air/maritime support units will submit a mission abort report to HQ as soon as possible after determination that a mission will be delayed/not accomplished/cancelled due to circumstances rising during the prelaunch or launch phase. The lines of the report contain the following information: • Line 1. Mission support designator and detachment code name. • Line 2. Reason for abort. • Line 3. Present status of aircraft/ship and load (if applicable). • Line 4. Intentions. • Line 5. Additional information.

EXCEL—AIR POSTMISSION REPORT C-6. The air support (Air Force special operations base [AFSOB]) unit will submit a postmission report to the HQ as soon as possible following recovery of the mission aircraft or when mission results become known, whichever occurs first. The lines of the report contain the following information: • Line 1. Mission designator and/or call sign. For multiple aircraft flights, list all aircraft call signs. • Line 2. Target identification/location. (Target name, line number, and coordinates—UTM coordinates supplemented by geographic coordinates when warranted.) • Line 3. TOT. If applicable, enter total time in search/recon after TOT. Report all times by DTG using Greenwich mean time (GMT) ZULU. • Line 4. Results of mission.

ƒGREEN—Mission accomplished IAW plan. ƒYELLOW—Mission accomplished with limiting factors; explain.

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FM 3-05.210

ƒRED—Mission not accomplished; explain. • Line 5. Crew evaluation of results.

ƒNumber of personnel and/or pounds of cargo infiltrated or exfiltrated. ƒDegree of target destruction. – BLACK—Not attempted. – BROWN—00 to 25 percent destroyed. – FLESH—26 to 50 percent destroyed. – WHITE—51 to 75 percent destroyed. – AMBER—76 to 100 percent destroyed. ƒPhoto target coverage. ƒLeaflets delivery coverage. • Line 6. Additional information. Information not mentioned in the above items.

ƒSignificant sightings: unusual or new enemy equipment, troop concentrations, and so on. ƒEnemy aircraft: number, type, markings, armament, and tactics. ƒAntiaircraft fire. ƒSurface-to-air missiles. ƒWeather, conditions over target, and conditions along the route. ƒEssential elements of information.

FABLE—LZ, DZ, RZ, BLS, OR HLZ POSTMISSION REPORT C-7. Outstations will submit postmission reports to the base at the first scheduled contact following an air/maritime support operation. Air/maritime support operations will be classified as successful only if all personnel and/or equipment were airdropped or airlanded on prescribed DZ, LZ, or BLS or all personnel and/or equipment to be removed were successfully extracted from prescribed RZ or BLS. Additionally, all supplies delivered to the operational detachment via airdrop, airland, or maritime mission must have arrived in a usable condition. The lines of the report contain the following information: • Line 1. Mission support designator and/or code name of LZ, DZ, RZ, BLS, or HLZ. • Line 2. Results of mission.

ƒGREEN—Mission accomplished IAW plan. ƒYELLOW—Mission accomplished with limiting factors (injured personnel, broken or lost equipment). Explain limiting factors. For LZ or DZs, identify unserviceable items or injured personnel. ƒRED—Mission not accomplished (abort, delay, and so on). Explain why mission aborted.

C-5

FM 3-05.210

• Line 3. If personnel and/or equipment are not on proper DZ, LZ, or BLS, give distance and direction from intended infiltration or exfiltration point (point of impact). • Line 4. Call sign of aircraft. • Line 5. Line number or mission number (if different from line AAA). • Line 6. Time of drop. • Line 7. Type of drop (for example, CARP, GMRS, and VIRS). • Line 8. Type of load and number of troops involved. • Line 9. Current weather (estimated ceiling and visibility, surface winds, and new mean effective winds). • Line 10. Additional information.

GLASE—RECOVERY MISSION REQUEST C-8. The requesting party will submit the recovery mission request as soon as possible in advance of the requested TOT. The request will indicate a primary and alternate RZ, if an alternate RZ is available. If the RZ has not been previously reported, a GRAZE (DZ, LZ, or RZ) report must precede or accompany the mission request. When a kit (surface-to-air recovery or Fulton recovery system) is dropped, package or personnel will be recovered 20 minutes later unless otherwise specified in the mission and confirmation message. If the requesting party does not make the recovery time at the primary or alternate RZ, the aircrew will return to the staging base. Requesting party must resubmit their request if the party still desires a recovery. This format applies to message/materiel pickup missions also. The lines of the report contain the following information: NOTE: The Fulton recovery system is currently not an option, since the USAF is currently not training this system. • Line 1. Mission designator and code name (primary RZ). • Line 2. DTG for recovery request (primary). • Line 3. Authentication data (primary RZ). If a kit is to be dropped, a single panel or a single flashing light is positioned in the center of the RZ. • Line 4. Total weight in pounds of recovery kits needed and type of package to be recovered. (None indicates a kit is with the outstation, or not needed. One indicates a kit must be dropped.) • Line 5. RZ code name for alternate RZ. • Line 6. DTG for recovery request (alternate RZ). • Line 7. Authentication data (alternate RZ). • Line 8. Offload airfield (spell out if USAF code is not available). • Line 9. Special handling. • Line 10. Additional information.

GRAIN—OPERATIONS SCHEDULE AND INFILTRATION REPORT C-9. The FOB transmits the infiltration schedule 2 to the subordinate operational bases (AOB or ISB), C2 HQ (SOCCE), and SF liaison cells as soon

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FM 3-05.210

as practical following completion of the air/maritime mission brief to the SFODA. SOA assets require 48 hours for mission planning purposes, and the USAF assets require 72 hours before the TOT. C-10. For coordination, the subordinate operational base should receive notification from the FOB NLT 24 hours before the TOT. The FOB should follow the infiltration report with a RINGO, DONOR, or BRAKE report. C-11. The FOB will send an ALVAR or DUMAS report as soon as possible to alert the subordinate base. The SFODA sends all infiltration postmission reports (FABLE and EXTON) within 6 hours. The FOB sends follow-up GRAIN reports concerning the same mission by using a sequential numbering system, which indicates a subsequent report (GRAIN 2). The SFODA code name and mission designator number (line AAA) will always be included. The lines of the report contain the following information: • Line 1. Mission designator number and SFODA code name. • Line 2. Scheduled arrival time at departure airfield or ISB. • Line 3. Departure location, scheduled arrival, and departure DTG. • Line 4. Type and number of platforms and number of personnel on SFODA. • Line 5. Primary DZ, LZ, BLS, or HLZ code name. • Line 6. Primary DZ, LZ, BLS, or HLZ location and DTG TOT. • Line 7. Alternate DZ, LZ, BLS, or HLZ code name. • Line 8. Alternate DZ, LZ, BLS, or HLZ location and DTG TOT. • Line 9. PONR, which is based on the mission profile criteria. Use UTM coordinates and DTG.

ƒRound-trip flight—Decision point at which flight commander must verify mission accomplishment based on fuel consumption for the mission. ƒOne-way flight—Decision point at which flight commander cannot return to base and must continue to the objective area or next refuel point. • Line 10. En route checkpoints or designated phase lines. • Line 11. En route abort criteria. • Line 12. Additional information.

GRAZE—DZ, LZ, OR RZ SURVEY REPORT C-12. Elements will survey and report as soon as practical proposed DZs, LZs, and RZs during the course of operations. Elements use the format below. The FOB will approve the GRAZE report with a SITED report. If the LZ that was surveyed is to be used for rotary-wing operations only, elements use the HELIX report. The lines of the report contain the following information: • Line 1. Code name and type. Elements use the following indicators for type. Elements include the word “RESUP” after the code name of DZ, if DZ can only be used for resupply.

ƒTIGER—Personnel DZ.

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FM 3-05.210

ƒBRAVE—Resupply DZ. ƒMOUSE—Water DZ. ƒPLANK—Fixed-wing LZ. ƒCAMEL—Rotary-wing LZ. ƒRISER—Recovery zone. • Line 2. Location of DZ.

ƒUse complete military grid coordinates to nearest 100 meters of center of DZ and latitude or longitude to nearest 100 yards of center for ocean DZ. For inland water DZs, elements will use grid coordinates. ƒIf an area DZ, use the coordinates of Points A and B, which establish the flight path. ƒElevation. • Line 3. Reference point.

ƒUse landmarks clearly shown on issued map or chart. ƒReport reference points by magnetic azimuth, description, and distance in kilometers from the center of DZ. ƒTiming point in meters from PI. ƒTiming point in meters from centerline. • Line 4. Width, length, and long axis of DZ.

ƒReport width and length in meters and long axis by magnetic azimuth. ƒIf an area DZ, omit this item. • Line 5. Open quadrant(s).

ƒIf open 360 degrees, report open. ƒMeasure open quadrant from center of zone and report as a series of azimuths in magnetic degrees. The open quadrant indicates acceptable approaches. • Line 6. Track. The track is the recommended magnetic azimuth on which the aircraft is to fly when executing the drop. Should the circumstances dictate a required track, the symbol “RQR” will precede the azimuth (if not otherwise stated in follow-up message). The aircraft will fly the required track within 15 degrees of either side of the track. • Line 7. Obstacles.

ƒReport by description, magnetic azimuth, and distance from the center of the DZ any artificial obstacles over 90 meters in height above the level of the DZ within a radius of 5 NM that are not shown on the issued map. ƒIf there are no obstacles, omit this item. • Line 8. Additional information.

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FM 3-05.210

HELIX—HLZ SURVEY REPORT C-13. The helicopter landing report is a brief, concise format to be used during insertions, extractions, MEDEVACs, and other helicopter operations. The outstation sends this report. The lines of the report contain the following information: • Line 1. Code name (operational element selects code name). • Line 2. Location (6-digit UTM coordinates). • Line 3. LZ size in meters. • Line 4. Wind direction (cardinal directional wind is blowing from) and velocity in knots. • Line 5. Recommended approach heading (magnetic). • Line 6. Open quadrant(s). Measure open quadrant from center of HLZ and report as a series of azimuths in magnetic degrees. The open quadrant indicates acceptable aircraft approaches. • Line 7. Soil composition. • Line 8. Obstacles: type, height in feet, azimuth and distance from center of HLZ. • Line 9. Authentication used by LZ security element (smoke, strobe, panel).

NOTE: Subject to change upon receipt of the SITED message.

JAVIS—DZ, LZ, OR RZ MISSION REQUEST C-14. The DZ, LZ, or RZ mission request will include primary and alternate (if available) DZ, LZ, or RZ within the support capabilities of the requestor. If mission planners designate an alternate in the request, it will be manned. If the DZ, LZ, or RZ on which a mission is requested has not been reported previously, the requestor must submit a GRAZE report in addition to the air mission request. The requesting party will submit the recovery mission request as far in advance of the requested TOT as possible. When the aircrew drops a recovery kit (STAR), they will recover the package or personnel 20 minutes later unless otherwise specified in the mission confirmation (RINGO) message. If the aircrew does not accomplish the recovery on time, the aircrew will return to the staging base. If the requesting party still desires recovery, it must then submit another recovery mission request. The lines of the report contain the following information: • Line 1. Code name and type using the following indicators:

ƒTIGER—Personnel DZ. ƒBRAVE—Resupply DZ. ƒMOUSE—Water DZ. ƒPLANK—Fixed-wing LZ. ƒCAMEL—Rotary-wing LZ. ƒRISER—RZ. • Line 2. DTG request (primary). • Line 3. Authentication data.

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FM 3-05.210

ƒAuthentication procedures will be IAW SOI (day letter code) and indicated by inserting the word “STANDARD” in this paragraph. If an authentication light or any other deviation from this procedure is used, it will be so indicated in this paragraph. ƒWhen homing beacons are used, indicate type and frequency. State placement if positioning is nonstandard. ƒAuthentication letter for air/sea rendezvous must be a mixture of dots and dashes. ƒFor RZ only—if none desired, state “none.” • Line 4. Personnel and supplies requested.

ƒIndicate unit number of personnel and amount of supplies to be infiltrated. ƒWhen supplies are requested, extract key from catalog supply system (MARGE) or specify items when not listed in bundle code. ƒIdentify hazardous cargo and/or nonstandard loads, if appropriate. ƒFor RZ only, indicate total weight in pounds of recovery kit and package to be recovered. • Line 5. Contact procedures (primary) for DZ, LZ, or RZ, as appropriate. • Line 6. DZ, LZ, or RZ code name (alternate). • Line 7. Authentication procedures (alternate) if different than primary. • Line 8. Contact procedure (alternate) if different than primary. • Line 9. Additional information.

ƒIndicate light pattern. ƒIndicate type of light if other than flashlight. ƒLatest DTG mission confirmation can be received. ƒOn-load or off-load airfield for troops and supplies. ƒFor DZ only, state desired drop altitude and method; for example, static line or HALO. (Alternate DZ altitude and method if different than primary.) ƒFor RZ only, indicate any special handling requirements.

PACER—TACTICAL AIR SUPPORT MISSION CONFIRMATION C-15. The JFACC will transmit a tactical air support mission confirmation message to the operational base for further relay to the requestor. If the mission is approved, the confirmation will include essential planning factors as coordinated by the HQ with the supporting TACAIR resources. The lines of the report contain the following information: • Line 1. Mission designator and mission number. • Line 2. Target locations. • Line 3. Approval or disapproval (explain disapprovals in remarks). • Line 4. Time on target (DTG). • Line 5. Attack forces call signs and frequency (if appropriate). • Line 6. Additional information.

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FM 3-05.210

RINGO—DZ, LZ, OR RZ MISSION CONFIRMATION C-16. The FOB transmits the DZ, LZ, or RZ mission confirmation to the outstation as soon as possible after the mission request has been approved. The outstation will acknowledge receipt of mission confirmation on the next scheduled contact with the base. If the outstation does not positively acknowledge receipt of the mission confirmation, the component HQ should determine whether the mission is to be executed or canceled. Final decision authority lies with the controlling HQ. Even if the outstation does not receive a mission confirmation message from the FOB, the primary LZ, DZ, or RZ and the alternate, if requested, will be manned as per the request. The lines of the report contain the following information: • Line 1. Mission designator and LZ, DZ, or RZ code name.

ƒTIGER—Personnel DZ. ƒBRAVE—Resupply DZ. ƒMOUSE—Water DZ. ƒPLANK—Fixed-wing LZ. ƒCAMEL—Rotary-wing LZ. ƒRISER—RZ. • Line 2. Track (or run in quadrant for RZ) on primary. • Line 3. DTG of landing, drop, or recovery. If requesting party asks for recovery kit, aircrew will drop it on TOT and the actual recovery will be 20 minutes later. • Line 4. DZ, LZ, or RZ code name (alternate). • Line 5. Track (or run in quadrant for RZ) on alternate. • Line 6. DTG of landing, drop, or recovery on alternate. • Line 7. Type of aircraft to be used. • Line 8. For DZ, indicate:

ƒNumber of personnel and containers. ƒDrop altitude in feet for primary and alternate. ƒConfirm position of flashing-light signal in DZ marking. ƒOn-load airfield (for infiltration missions, include final team briefings and load times). • Line 8. For LZ indicate:

ƒOn-load airfield and load date-time for infiltration missions. List off-load airfield and date-time of estimated time of arrival (ETA) for exfiltration missions. ƒInclude required LZ length in feet beyond “C” light and number of lights to be used. • Line 8. For RZ indicate:

ƒConfirm the time that lift line lights will be turned on if recovery is to be accomplished during darkness and recovery kit has been pre-positioned. ƒIndicate off-load airfield ETA.

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FM 3-05.210

• Line 9. Additional information: Confirm the type, frequency, and operation time of homing beacon, and explain any changes to original mission request.

SHEAT—BEACON BOMBING REQUEST C-17. The SFODA uses the beacon bombing request message to provide necessary information to conduct beacon offset and on-target bombing. Different aircraft require different information for a beacon bombing mission. Refer to the SAV SER SUP 6, Item 114, for more information. The lines of the message contain the following information: ƒLine 1. Target description. ƒLine 2. Target location. ƒLine 3. TOT (eight-digit coordinates). ƒLine 4. Beacon location (no earlier than [NET], NLT, or as soon as possible [ASAP]). ƒLine 5. Beacon type code. ƒLine 6. Beacon-to-target range (meters). ƒLine 7. Beacon elevation (meters). ƒLine 8. Target elevation (meters). ƒLine 9. Additional information. Run-in heading, if applicable.

SITED—LZ, DZ, RZ, BLS, OR HLZ APPROVAL AND DISAPPROVAL C-18. The FOB evaluates the GRAZE reports as soon as possible after receipt and approval or disapproval by the base using the SITED report. The report will include any limitations for approval or reason for disapproval. The lines of the report contain the following information: • Line 1. LZ, DZ, RZ, BLS, HLZ code name and type.

ƒTIGER—Personnel DZ. ƒBRAVE—Resupply DZ. ƒMOUSE—Water DZ. ƒPLANK—Fixed-wing LZ. ƒCAMEL—Rotary-wing LZ. ƒRISER—RZ. • Line 2. Approval or disapproval. • Line 3. Remarks (for approved sites, list any limitations; for disapproved sites, list reasons).

C-12

Appendix D

PIBAL System Soldiers can use the PIBAL system to compute the MEW. The following text and tables discuss the equipment used to compute the MEW by the PIBAL method and the procedure for computing MEW by the PIBAL method.

EQUIPMENT D-1. The equipment needed to compute the MEW by the PIBAL method is as follows: • Helium source. • PIBAL, 10 or 30 grams. • Drift scale or other device for measuring from 0 to 90 degrees. • Balloon measuring tape (to measure balloon circumference). Circumference for 10-gram PIBAL is 57 inches during daylight hours and 74 inches at night. Circumference for 30-gram PIBAL is 78 inches during daylight hours and 94 inches at night. • PIBAL lighting units (Type 5) for night use (liquid-activated lights). • Compass. • Conversion charts or ascension table (10- and 30-gram PIBAL) (Tables D-1 and D-2, pages D-1 through D-3). • Watch with a second hand.

Table D-1. Wind Speed in Knots for a 10-Gram Helium Balloon Drop Altitude in Feet Elevation 500 Angle

750

02 03 03 04 05 06 07 08 10 10 10 12

02 02 03 04 04 05 06 07 09 10 10 11

70 60 55 50 45 40 35 30 25 24 23 22

1000 1250 1500 1750 2000 2500 3000 3500 4000 4500 01 02 03 03 04 05 06 07 09 09 10 10

01 02 03 03 04 05 06 07 09 09 09 10

01 02 03 03 04 05 06 07 08 09 09 10

01 02 03 03 04 05 05 07 08 09 09 10

01 02 03 03 04 05 05 07 08 08 09 09

01 02 03 03 04 04 05 07 08 08 08 09

01 02 03 03 04 04 05 06 08 08 08 09

01 02 03 03 04 04 05 06 08 08 08 09

01 02 03 03 04 04 05 06 08 08 08 09

01 02 03 03 04 04 05 06 08 08 08 09

Ascension Table Time

Altitude in Feet

0:10 0:20 0:30 0:40 0:50 1:02 1:15 1:20 1:30

80 170 250 330 400 500 540 610 670

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FM 3-05.210

Table D-1. Wind Speed in Knots for a 10-Gram Helium Balloon (Continued) Drop Altitude in Feet

Elevation 500 Angle 12 21 13 20 14 19 15 18 15 17 17 16 18 15 19 14 21 13 22 12 24 11 27 10 30 09

750 11 12 13 13 14 15 16 18 19 20 22 25 27

1000 1250 11 11 12 13 13 14 15 18 18 19 21 23 25

10 11 12 12 13 14 15 18 17 19 21 23 25

1500 1750 2000 2500 3000 3500 4000 4500 10 11 11 12 13 14 14 16 17 18 20 22 25

10 11 11 12 13 13 14 15 17 18 20 22 24

10 11 11 12 12 13 14 15 17 18 20 22 24

10 10 11 12 12 13 14 15 16 18 19 21 24

10 10 11 11 12 13 14 15 16 18 19 21 23

10 10 11 11 12 13 14 15 16 17 19 21 23

10 10 11 11 12 13 14 15 16 17 19 21 23

10 10 11 11 12 13 14 15 16 17 19 21 23

Ascension Table Altitude Time in Feet 1:43 750 1:50 790 2:25 1000 2:44 1100 3:00 1250 3:49 1500 4:30 1750 5:11 2000 6:34 2500 7:58 3000 9:22 3500 10:44 4000 12:08 4500

Table D-2. Wind Speed in Knots for a 30-Gram Helium Balloon Drop Altitude in Feet Elevation Angle 80 70 60 55 50 45 40 35 30 25 24 23 22 21 20 19 18 17 16 15 14 13

D-2

500 750 01 03 04 05 06 07 09 10 12 15 16 17 18 19 20 21 22 23 25 27 29 31

01 03 04 05 06 07 08 10 12 15 16 17 18 19 20 20 22 23 25 27 29 30

1000 01 03 04 05 06 07 08 10 12 15 15 16 17 18 19 20 21 23 24 26 28 30

1250 1500 1750 2000 2500 3000 3500 4000 4500 01 02 04 05 06 07 08 10 12 15 15 16 17 18 19 20 21 22 24 26 27 30

01 02 04 05 06 07 08 10 12 15 15 15 17 18 19 20 21 22 24 25 27 30

01 02 04 05 06 07 08 10 12 15 15 15 17 17 19 20 21 22 24 25 27 29

01 02 04 05 06 07 08 10 12 14 15 15 17 17 18 19 20 22 23 25 27 29

01 02 04 05 06 07 08 09 11 14 15 15 16 17 18 19 20 22 23 25 27 29

01 02 04 05 05 07 08 09 11 14 15 15 16 17 18 19 20 21 23 24 26 28

01 02 04 05 05 06 08 09 11 14 15 15 16 17 18 19 20 21 23 24 26 28

01 02 04 04 05 06 08 09 11 14 15 15 16 17 18 19 20 21 22 24 26 28

01 02 04 04 05 06 08 09 11 14 15 15 16 17 17 18 20 21 22 24 25 27

Ascension Table Time

Altitude in Feet

0:10 0:20 0:30 0:42 0:50 1:02 1:10 1:17 1:46 2:10 2:34 2:56 3:43 4:31 5:21 6:09 7:00

120 240 360 400 500 600 830 1000 1250 1500 1750 2000 2500 3000 3500 4000 4500

FM 3-05.210

PROCEDURE D-2. The procedure for measuring MEW using the PIBAL is as follows: • Fill the 10-gram or 30-gram balloon with helium to the required size. Inflate the 10-gram balloon with helium to a circumference of 57 inches during daylight hours or 74 inches at night. Inflate the 30-gram balloon with helium to a circumference of 78 inches during daylight hours or 94 inches at night. This increase in size compensates for the weight of a small marking light attached to the balloon used for night observations. • At night, attach a marking light. Attach a 6-inch chemical light or another type of light activated by immersing it in water to the balloon. • Release the balloon, and begin timing. • The ascension tables, Tables D-1 and D-2, reflect the ascent times required for the balloon to reach various altitudes. This method is also used to estimate the base altitude of cloud layers by determining the ascension time for the balloon until obscured by the cloud base. • During ascent, unusual movement by balloon is indicative of erratic wind conditions. The altitude of these occurrences, if significant, should be included in the MEW report to the aircraft. • When the balloon reaches drop altitude, the elevation angle is measured with a pocket transit theodolite, clinometer, or any other accurate means available. • The magnetic azimuth to the balloon is measured and the reciprocal heading noted. This will give the MEW wind direction. • Referring to the scale on the left side of Table D-1 or D-2, locate the angle that corresponds to the angle measured. Move horizontally across the table to the vertical column that corresponds to the drop altitude. The value at the intersection of these two lines is the MEW wind speed in knots. D-3. When transmitting the MEW, make sure it is identified as the “mean effective wind” and the altitude to which it was taken is included. Any indication of erratic winds or wind shear should be reported at that time. (Phraseology: “Lifter one six, mean effective wind to one thousand feet, three five zero at one nine.”)

D-3

Appendix E

Malfunction Report One of the post air mission reports is the malfunction report. The malfunction report is required for training operations.

COMPLETION E-1. The malfunction officer or NCO completes the malfunction report. The malfunction officer or NCO must print clearly and be thorough in completing the report. The malfunction officer or NCO and the DZSTL must sign the report.

CONTENTS E-2. The malfunction report should include the following: • Name and rank of malfunction officer or NCO. • Date. • Unit. • Phone number of malfunction officer or NCO. • DZ. • Check-in and check-out times. • Name, rank, unit, and phone number of DZSTL. • Drop time. • Type and number of aircraft. • Unit jumping. • Type of jump (combat/equipment, administrative/nontactical, or other). • Number and type of parachute (MC1-1C, T-10C, G14, or other). • Whether or not reserve parachute activated and if so, the reason. • Type of incident (entanglement until impact, serious injury, partial malfunction, or total malfunction).

ACTION E-3. The malfunction officer or NCO should • Secure the area. • Obtain statements. • Fill out DD Form 1748-3 (Joint Airdrop Summary Report) (Figure E-1, pages E-2 and E-3).

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FM 3-05.210

• Notify the NCOIC/officer in charge (OIC) of the supporting rigger facility.

Figure E-1. Joint Airdrop Summary Report

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FM 3-05.210

Figure E-1. Joint Airdrop Summary Report (Continued)

E-3

Appendix F

Jump Procedures and Jumpmaster Checklists This appendix provides tables of the standard time warnings and jump commands and the special jump procedures (time warnings and jump commands) peculiar to certain aircraft used in airborne operations. In addition, this appendix provides checklists for various aircraft.

STANDARD AND MODIFIED TIME WARNINGS F-1. The standard time warnings for aircraft used in airborne operations are provided in Table F-1, pages F-1 and F-2. Modified time warnings are provided in Table F-2, pages F-2 and F-3. Table F-1. Standard Time Warnings 20-Minute Time Warning NOTE: At the 20-minute warning, all in-flight rigging should be completed. JM

Inspect jump packs.

Parachutists

Be alert and fasten ballistic helmets. Attach A-series containers, weapons, individual equipment, DMJPs, SMJPs, and AT-4 jump packs, as applicable.

Loadmaster

Position door bundles near jump door, and hook them up to outboard anchor line cable. 10-Minute Time Warning NOTE: At the 10-minute warning, all inspections should be completed.

JM

Hook up to the inboard anchor line cable. Following hookup, begin issuing jump commands. NOTE: Depending on the type of jump, number of parachutists, and type of aircraft, JM may give jump commands at the 20-minute warning.

Parachutists

Stand by.

Loadmaster

Stand by. 6-Minute Time Warning

JM

Perform jump door safety checks. Perform outside air safety checks. Perform initial clearto-the-rear and parachutist safety checks. Check for checkpoints en route to the DZ.

Loadmaster

Once aircrew is finished with 6-minute slowdown check, take position between both jump doors and give control of the doors to the JMs. 1-Minute Time Warning

JM

Issue time warning with the lead hand. Complete an outside safety check. Once safety check is completed, spot for checkpoints.

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Table F-1. Standard Time Warnings (Continued) 30-Second Time Warning JM

Perform final outside safety check. Obtain eye-to-eye contact with the other JM. Once eye-to-eye contact is obtained, give each other thumbs-up signal. NOTE: Thumbs-up signal indicates all is well outside the aircraft, the JMs have spotted the DZ, and the JMs have identified DZ-appropriate markings (smoke, VS-17 panels, or RAM). Face parachutists, and issue the command STAND BY. 10-Second Time Warning

JM

After green light, JMs do the following: •

PJM commands GO. PJM’s Parachutist 1 exits the aircraft.

•

AJM taps his first parachutist out 1/2 second after the PJM’s Parachutist 1 exits.

NOTE: A green light is the final time warning on a USAF aircraft. Green Light (CARP) JM

Command GO.

Parachutists

One-half second after PJM’s Parachutist 1 exits, AJM taps out his Parachutist 1. Green Light (GMRS) NOTE: Green light signals only that the aircraft is over the leading edge of the DZ and all conditions are cleared to drop.

JM

Once aircraft is over RP, command GO.

Parachutists

One-half second after PJM’s Parachutist 1 exits, AJM taps out his Parachutist 1.

Table F-2. Modified Time Warnings 2 Hours and 20 (or 30) Minutes NOTE: All rigging and inspection should be done before 20- or 30- minute warning. JM

Perform jump master personnel inspection (JMPI).

Parachutists

Begin rigging.

Loadmaster

Stand by.

Safety

Perform safety checks. Rig equipment containers. 20-Minute Time Warning NOTE: The 20-minute warning may be increased to 30 minutes to provide enough time for static safety personnel to complete safety checks and to rig equipment containers.

JM

Follow standard procedures.

Parachutists

Follow standard procedures.

Loadmaster

Stand by.

Safety

Complete safety checks. Complete rigging of equipment containers. NOTE: Green light indicates the aircraft is at the leading edge of the DZ and all clear to drop.

F-2

FM 3-05.210

Table F-2. Modified Time Warnings (Continued) 10-Minute Time Warning NOTE: The 10-minute warning may be increased to 15 minutes to allow parachutists to stow troop seats and for static personnel to complete safety checks before the 1-minute warning. JM

Before loadmaster gives 10-minute warning, hook up to the inboard anchor line cable. Hand static line to safety, and command SAFETY CONTROL MY STATIC LINE. After receiving 10-minute warning, PJM issues jump commands.

Parachutists

Release and stow seats.

Loadmaster

Notify JMs of 10-minute warning.

Safety

Perform safety checks. Rig equipment containers.

STANDARD JUMP COMMANDS F-2. Table F-3, pages F-3 through F-5, provides the standard jump commands for fixed-wing aircraft. Table F-4, pages F-5 and F-6, provides the standard jump commands for rotary-wing aircraft. Table F-3. Standard Jump Commands GET READY Parachutists

Undo safety belts. OUTBOARD PERSONNEL, STAND UP

Parachutists

If seated along outside wall of aircraft, stand up. Place safety belt in seat. Raise folding seats to create more room and prevent tripping over safety belts.

Safety

Ensure all parachutists place their safety belts in their seats before raising it. INBOARD PERSONNEL, STAND UP

Parachutists

If not seated against wall of aircraft, stand up. Place safety belt in seat. Raise folding seats. NOTE: On smaller aircraft with only two rows of seats, the JM may replace the commands with PORTSIDE (or STARBOARD) PERSONNEL, STAND UP.

Safety

Ensure all parachutists place their safety belts in their seats before raising it. HOOK UP

Parachutists

Hook up to the appropriate anchor line cable.

Safety

Caution: Do not exceed the maximum number of parachutists per anchor line cable for the aircraft being used. NOTE: The opening gate portion of the static line snap hook faces toward the outboard side (skin) of the aircraft. The safety wire is inserted away from the parachutist and bent down.

F-3

FM 3-05.210

Table F-3. Standard Jump Commands (Continued) CHECK STATIC LINES Parachutists

Check own static line and that of the parachutist in front of you. Ensure line has not become unstowed or misrouted.

Safety

Ensure the last two parachutists turn toward the skin of the aircraft and the second-to-last parachutist checks the last parachutist’s static line. Move from the forward portion of the aircraft to the aft end while checking all the parachutists’ static lines and inspecting for the proper routing of the parachutists’ leg tie-down straps for their ALICE packs. Remind parachutists to gain eye-to-eye contact while handing (arm straight and elbow locked) their static line to the safety. CHECK EQUIPMENT

Parachutists

Check own equipment, starting with the helmet, and ensure no sharp edges are on the rim of the ballistic helmet and the chin strap and parachutist retention straps are properly routed and secured. Then physically seat the activating lever of the chest strap ejector snap and the leg strap ejector snaps. If jumping combat equipment, ensure the ejector snap of the hook-pile tape (HPT) lowering line is properly attached and seated. Use free hand to complete these actions while maintaining a firm grip on the static line bight with the other hand. SOUND OFF FOR EQUIPMENT CHECK

JM

Once Parachutist 1 says “All okay, jumpmaster,” give each other a thumbs-up that everything is okay. Make a proper bight on their static lines, turn toward skin of aircraft, and command PARACHUTIST 1, CHECK MY STATIC LINE.

Parachutists

If applicable, pass the “All okay.” In case of a problem, place hand over the anchor line cable to attract the attention of the safety. STAND BY

JM

DOOR: Take position facing jump door to control flow of parachutists to the platform.

Parachutists

RAMP: Maintain a reverse bight in the static line with the elbow held as high as possible (elbow facing top of fuselage) to avoid a static-line mishap. Parachutist 1 moves to ramp hinge. DOOR: Parachutist 1 assumes a position by the jump door.

Safety

DOOR: Stand directly under the aft end anchor line cable support bracket. Face the parachutists. Control the static lines by accepting the static line snap hook with the outboard hand, vigorously pushing static line snap hook with the inboard hand up and into the upper trailing corner of the jump door, and not allowing any slack in the static lines to fall down into the jump door.

F-4

FM 3-05.210

Table F-3. Standard Jump Commands (Continued) GO JM

AJM: Follow last parachutist out of the aircraft. PJM: Wait until AJM clears the jump platform, and then exit the aircraft.

Parachutists

RAMP: With a normal walking or shuffling pace, move onto the ramp. Exit the aircraft at an angle of about 30 degrees toward the side of the aircraft and without vigor. Place hands on the ends of reserve parachute before exiting plane. DOOR: First parachutist exits the aircraft. All subsequent parachutists begin moving toward the door by using a shuffle. Once the parachutists begin to move in a shuffle, they assume an elbow-locked position with the arm that is controlling their static line. The parachutists place their static line control hand so that it is nearly touching the back of the pack tray of the parachutist in front of them. This establishes the proper jump interval. Parachutists do not place their static line control hand in a position so that it extends past the pack tray of the parachutist in front of them. As each parachutist approaches the door, he establishes eye-to-eye contact with the safety and hands his static line to the safety. Once the safety has control of the parachutist’s static line, the jumper returns his hand to the end of the reserve parachute with his fingers spread. After handing his static line to the safety (vicinity of the lead edge of the door), the parachutist executes a left or right turn (as appropriate) and faces directly toward and centered on the door with both hands over the ends of the reserve parachute, fingers spread. He continues the momentum of his movement by walking toward the door, focusing on the horizon, and stepping on the jump platform. He pushes off with either foot and vigorously jumps up and out away from the aircraft. He immediately snaps into a good tight body position and exaggerates the bend into his hips to form an “L” shape.

Safety

Immediately following PJM’s exit, conduct a towed parachutist inspection. If there is no problem, turn the jump door over to the loadmaster with the thumbs-up signal.

Table F-4. Rotary-Wing Standard Jump Commands GET READY JM

Command GET READY 4 minutes or less from the drop time. Inspect each safety belt to ensure it is clear of the parachutist and equipment.

Parachutists

Undo safety belts, and place them to the rear. CHECK STATIC LINES

JM

Command CHECK STATIC LINES. Rise and check the routing of static lines from the point of attachment to the pack tray. Ensure the static lines are properly routed and hooked up.

Parachutists

Check static lines. CHECK EQUIPMENT

JM

Command CHECK EQUIPMENT.

Parachutists

Check equipment. SOUND OFF FOR EQUIPMENT CHECK

JM

Command SOUND OFF FOR EQUIPMENT CHECK.

Parachutists

Parachutist 1 indicates equipment is okay by telling JM “Okay jumpmaster.” Remaining parachutists do likewise in the order in which they are seated.

F-5

FM 3-05.210

Table F-4. Rotary-Wing Standard Jump Commands (Continued) SIT IN THE DOOR JM

Command SIT IN THE DOOR.

Parachutists

Parachutists 1 and 2 swing their legs to the right and take sitting positions in the jump door with their feet together outside the cargo compartment. Parachutists 3 and 4 extend their legs outside and move to a sitting position. Parachutists 1 and 2 place both hands (palms down) on the floor alongside their thighs, turn their heads toward the JM, and wait. Parachutists 5 and 6 swing their legs to the left, take sitting positions in the left jump door, and follow the same procedures as Parachutists 1 and 2. Parachutists 7 and 8 extend their legs outside and move to a sitting position. STAND BY

JM

Command STAND BY 8 to 10 seconds before GO command.

Parachutists

Stand by, and prepare to exit. GO

JM

Command GO, and tap back of parachutist’s helmet. Control parachutists’ exits by ensuring 1-second interval between parachutists. NOTE: When aircraft is carrying cargo and parachutes, pilot releases cargo before JM gives GO command.

Parachutists

Exit when given the GO command. Exit in numerical order.

AIRCRAFT-SPECIFIC JUMP PROCEDURES F-3. The standard jump procedures (time warning and jump commands) may differ for certain aircraft. Aircraft-specific jump procedures that differ from the standard jump procedures are listed in Tables F-5 through F-25, pages F-6 through F-34. C-17A F-4. The JM issues the jump commands for the C-17A. The C-17A jump procedures are provided in Table F-5, pages F-6 and F-7. Table F-5. Jump Procedures for C-17A NOTE: Follow standard jump procedures, and include the following: HOOK UP Safety

Caution: Do not exceed the maximum number of parachutists per cable for the aircraft used.

Parachutists

If seated outboard, hook up on outboard anchor line cable. If seated inboard, hook up on inboard anchor cable. During mass tactical operations, 27 parachutists hook to outboard anchor line cable and 24 parachutists hook to the inboard anchor line cable. CHECK STATIC LINES

Safety

Ensure the last two parachutists turn toward the skin of the aircraft and the second-to-last parachutist checks the last parachutist’s static line. Move from the forward portion of the aircraft to the aft end while checking all the parachutists’ leg tie-down straps for their ALICE packs. Remind parachutists to gain eye-to-eye contact while handing (arm straight and elbow locked) their static line to the safety.

Parachutists

Check static line of the parachutist in front of you. Ensure line has not become unstowed or misrouted.

F-6

FM 3-05.210

Table F-5. Jump Procedures for C-17A (Continued) CHECK EQUIPMENT JM

Once movement has ceased, check own equipment.

Parachutists

Check equipment.

JM

PJM: Exits his Parachutist 1. Wait until AJM clears the jump platform, and then exit the aircraft. AJM: One-half second after PJM’s Parachutist 1 exits, AJM exits his Parachutist 1 and follows his last parachutist out of the aircraft.

Parachutists

Move to jump door at a normal walking pace (no shuffling). Keep arms straight and elbows locked while passing static line to safety. Exit aircraft at a 90-degree angle from the jump platform, staying as close to the leading edge of the jump door as possible. Place both hands on the ends of the reserve parachute, and do a vigorous exit off the jump platform into the airstream.

Safety

Immediately following PJM’s exit, conduct a towed parachutist inspection. If there is no problem, turn the door over to the loadmaster with the thumbs-up signal.

GO

DANGER At no time during an airborne operation will the cargo ramp doors be open when jump door(s) are open. If this situation exists, all parachutists, including JMs and safety personnel, must be seated with seat belts fastened and guard the rip cord grip of the reserve parachute. If a safety issue arises requiring Army personnel to work in or around the jump doors, personnel should be cautious to prevent being swept out of the aircraft. Activation of the reserve parachute when the jump door(s) and the cargo door are open can cause serious injury or death.

F-7

FM 3-05.210

C-130 F-5. The JM issues the jump commands for the C-130. The jump procedures specific to a C-130 over-the-ramp jump are provided in Table F-6. The jump procedures specific to a C-130 configured for a combat concentrated load are provided in Table F-7, page F-9. Table F-6. C-130 Over-the-Ramp Jump Procedures NOTE: Follow standard jump procedures, and include the following: NOTE: Personnel follow the same sequence of jump commands and the same procedures whether exiting via the jump door or the ramp. JM

Before 10-minute warning, the PJM and AJM hook up to the anchor line cable, hand the static line to the safety, and command SAFETY, CONTROL MY STATIC LINE. PJM then issues the jump commands. PJM is not required to do a door check. With GMRS, the PJM must spot the ground marking from the left side of the ramp. After giving the command STAND BY, the JM moves to the center edge of the ramp and exits on green light. PJM then issues the jump commands. PJM is not required to do a door check. With GMRS, the PJM must spot the ground marking from the left side of the ramp. After giving the command STAND BY, the JM moves to the center edge of the ramp and exits on green light.

Parachutists

Hook up to appropriate anchor line cable with the open side of the snap hook facing outboard toward the skin of the aircraft. Maintain a reverse bite (Figure F-1). Walk off the ramp toward the center and at an angle away from the anchor line cable (Figure F-2, page F-9).

Safety

Stand immediately behind the hinged portion of the ramp, and control the flow of parachutists.

Loadmaster

Give JM oral 10-minute warning.

Figure F-1. Static Line Grasped With Reverse Bite

F-8

FM 3-05.210

Figure F-2. Personnel Locations

Table F-7. C-130 Combat Concentrated Load Jump Procedures NOTE: Follow standard jump procedures, and include the following: NOTE: The 30-minute warning replaces the 20-minute warning, and the 15-minute warning replaces the 10-minute warning. JM

Command STAND UP. Once outboard parachutists are standing, command GET DOWN. Once inboard parachutists get down, command HOOK UP. NOTE: No more than 20 parachutists hook up and exit on any single anchor line cable. Command GO.

Parachutists

On the command STAND UP, inboard parachutists stand up and then stand on their seats, supporting themselves by grasping the center stanchion seat support rail. They remain in this position until the outboard parachutists stand up and raise and secure their seats in the up position. On the command GET DOWN, inboard parachutists step off their seats and then raise and secure them in the up position. On the command HOOK UP, 20 parachutists hook up and exit. On the command GO, outboard parachutists exit in numerical sequence, followed by inboard personnel.

C-5A/B/C F-6. The JM issues the jump commands for the C-5A/B/C. The jump procedures for the C-5A/B/C are provided in Table F-8, pages F-10 and F-11.

F-9

FM 3-05.210

Table F-8. C-5/A/B/C Jump Procedures NOTE: Follow standard jump procedures, and include the following: 1-Hour-and-20-Minute Warning JM

Supervise movement of parachutists. Perform JMPI.

Parachutists

Move from troop compartment to cargo compartment. Don parachute and equipment. Once JMPI passed, sit on walkway.

Safety

Supervise movement of parachutists. Perform JMPI. 20-Minute Warning

JM

Continue JMPI.

Parachutists

Don DMJP and CWIE, if applicable.

Safety

Continue JMPI. 6-Minute Warning NOTE: Complete JMPI by 6-minute warning.

JM

PJM: Hook up to the anchor cable. Stand adjacent to assigned jump door. Face assigned stick. Begin jump commands. AJM: Relay PJM’s jump commands.

Safety

Complete JMPI by 6-minute warning. GET READY

JM

Command GET READY.

Parachutists

Undo safety belts. OUTBOARD PERSONNEL, STAND UP

JM

Command OUTBOARD PERSONNEL, STAND UP.

Parachutists

If seated along outside wall of aircraft, stand up. Place safety belt in seat. Raise folding seats to create more room and prevent tripping over safety belts.

Safety

Ensure all parachutists place their safety belts in their seats before raising them. INBOARD PERSONNEL, STAND UP

JM

Command INBOARD PERSONNEL, STAND UP.

Parachutists

If not seated against wall of the aircraft, stand up. Place safety belt in seat. Raise folding seats.

Safety

Ensure all parachutists place their safety belts in their seats before raising them. HOOK UP

Safety

Caution: Do not exceed the maximum number of parachutists per cable for the aircraft being used.

Parachutists

If seated outboard, hook up on outboard anchor line cable. If seated inboard, hook up on inboard anchor cable. NOTE: The opening gate portion of the static-line snap hook faces toward the outside (skin) of the aircraft. The safety wire is inserted away from the parachutist and bent down.

F-10

FM 3-05.210

Table F-8. C-5/A/B/C Jump Procedures (Continued) CHECK STATIC LINES Safety

Ensure the last two parachutists turn toward the skin of the aircraft and the second-to-last parachutist checks the last parachutist’s static line. Move from the forward portion of the aircraft to the aft end while checking all the parachutists’ static lines and inspecting for the proper routing of the parachutists’ leg tie-down straps for their ALICE packs. Remind parachutists to gain eye-to-eye contact while handing (arm straight and elbow locked) their static line to the safety.

Parachutists

Check static line of the parachutist in front of you. Ensure line has not become unstowed or misrouted.

JM

Once movement has ceased, check own equipment.

Parachutists

Check equipment.

CHECK EQUIPMENT

SOUND OFF FOR EQUIPMENT CHECK JM

Once Parachutist 1 says “All okay,” give each other a thumbs-up signal that everything is okay. Each makes a proper bight on his static line, turns toward skin of aircraft, and commands PARACHUTIST 1, CHECK MY STATIC LINE.

Parachutists

If equipment checks okay, pass the “All okay.” In case of a problem, place hand over the anchor cable to attract the attention of the safety.

Safety

Look for possible problems; that is, parachutist’s hand over the anchor cable. NOTE: Aircrew has issued slowdown warning. 1-Minute Warning

JM

Make safety checks from jump door. AJM informs PJM of safety status on his side of aircraft.

Parachutists

Await JM’s commands.

Loadmaster

Give JM 1-minute warning. 10-Second Warning STAND BY

JM

Command STAND BY. Face door to control flow of parachutists to the platform. Perform safety checks from jump door. NOTE: When parachutists have combat equipment, JM may need to stagger them to allow each parachutist room to hook up to the anchor line.

Parachutists

Parachutist 1 assumes a position by the jump door. NOTE: Parachutist 1 does not move aft of the air deflector while it is inside the aircraft.

Safety

Stand directly under the aft end anchor line cable support bracket. Face the parachutists. Control the static lines by accepting the static-line snap hook with the outboard hand, vigorously pushing static-line snap hook with the inboard hand up and into the upper trailing corner of the jump door, and not allowing any slack in the static lines to fall down into the jump door. Green Light - GO

JM

Tap out Parachutist 1. NOTE: If T-10 parachutes are used, AJM taps out Parachutist 1 in the opposite door.

Parachutists

Parachutist 1 jumps when JM taps him.

F-11

FM 3-05.210

C-7A F-7. The JM issues the jump commands for the C-7A. The C-7A jump procedures are listed in Table F-9. Table F-9. C-7A Jump Procedures NOTE: Follow standard jump procedures, and include the following: JM

Command HOOK UP. Command STAND BY or STAND IN THE DOOR. Command GO.

Parachutists

Upon receiving HOOK UP command, even-numbered personnel hook up between the odd-numbered personnel to form a continuous stick of parachutists. RAMP JUMP: Hook up (open portion of the snap hook facing outboard) over the left shoulder when jumping the ramp. Upon receiving STAND BY command, Parachutist 1 stands on the starboard side of the aircraft at the ramp hinge. Parachutist 2 stands on the port side of the aircraft slightly to the right of Parachutist 1. Remaining parachutists follow in sequence. Upon receiving the GO command, Parachutist 1 walks down the inclined ramp and exits at an angle off the port side, snapping into a proper body position. Parachutist 2 follows when Parachutist 1 clears the ramp, and the rest of the stick jumps at 1-second intervals. DOOR JUMP: Hook up over the inboard shoulder to the center anchor line cable, open portion of the snap hook facing outboard. Upon receiving STAND IN THE DOOR command, take normal door position in both jump doors with the appropriate foot resting on the elevated doorsill. NOTE: When both jump doors are used, simultaneous exits will not be made. Upon receiving STAND IN THE DOOR command, Parachutist 1 jumps from the starboard door, followed by Parachutist 2 from the portside door. The remaining parachutists alternate in numerical order at 1-second intervals.

C-23B F-8. The JM issues the jump commands for the C-23B. The modified jump procedures for the C-23B are listed in Table F-10, pages F-12 and F-13. Table F-10. C-23B Jump Procedures NOTE: Follow standard jump procedures, and include the following: JM

Give time warning to parachutists.

Parachutists

If jumping with rucksacks, stand up, secure seat belts, and fold seats to the upright position and secure. Attach rucksacks.

Safety

If parachutists will jump with rucksacks, release cargo tie-down straps and facilitate the attachment of parachutists’ rucksacks.

JM

Hook up own static line to the starboard side anchor cable. Begin jump commands.

Parachutists

Complete rigging.

Safety

Take static lines from JM.

F-12

FM 3-05.210

Table F-10. C-23B Jump Procedures (Continued) JM

Continue jump commands. Upon completion of jump commands, move to the portside jump door to begin spotting procedures, if required.

Parachutists

Stand up and secure the seat. Upon hearing the command HOOK UP, hook up to the starboard side anchor line cable with gates facing starboard fuselage. Take standard bite on static line. Follow jump commands from JM.

Safety

PROCEDURE WITH ONE SAFETY: After the command CHECK EQUIPMENT, hand the JM his static line and begin inspecting the parachutists from forward to the rear. After completing inspection of parachutists, again secure the JM’s static line. After the JM completes the jump commands, move to the portside jump door with the JM and control the JM’s static line. PROCEDURE WITH TWO SAFETIES: Rear safety continues to maintain control of JM’s static line while forward safety conducts standard safety checks of parachutists.

JM

Continue to monitor flight path from the portside jump door, and identify the DZ. Announce “One minute” to the parachutists.

Parachutists

Keep eyes on JM.

Safety

Control JM’s static line.

JM

Check green light. Track panels and exit point. Command STAND BY. Turn toward the open ramp.

Safety

Return JM’s static line, and move to starboard side of aircraft next to flight engineer.

JM

Keep the panels in sight. Stand up, and turn to face the ramp. Take the static line from the safety. Wait until panels are 90 degrees from aircraft. Command FOLLOW ME. Then walk straight off the center of the ramp.

Parachutists

Exit straight out the ramp at 1-second intervals.

Safety

Control the interval between parachutists (1-second). Retrieve static lines.

C-46 F-9. The JM issues the jump commands for the C-46. The modified jump procedures for the C-46 are provided in Table F-11, pages F-13 and F-14. Table F-11. C-46 Modified Jump Procedures NOTE: Follow standard jump procedures, and include the following: NOTE: The exact actions in the aircraft depend on whether the JM is static or leading or following the stick. The JM or safety ensures personnel hook up in an alternating and consecutive fashion. JM

Command HOOK UP. Command CHECK STATIC LINES. Command CHECK EQUIPMENT.

Parachutists

Upon receiving HOOK UP command, hook up to the appropriate anchor line. The open portion of the static-line snap hook is away from the parachutist and toward the floor of the aircraft. The elbow of the arm that is holding the static line is kept close to the body. The static line extension hangs below and behind the arm. A reverse bite is formed and retained in the static-line extension in the usual manner. Upon receiving the command CHECK STATIC LINES, each parachutist will check the parachutist in front of him to ensure the static-line snap hook cover of the 5-foot static-line extension covers the snap hook. On the command CHECK EQUIPMENT, each parachutist checks the parachutist in front of him to ensure his elbow is close to his body and the static-line extension hangs behind and below the arm.

F-13

FM 3-05.210

Table F-11. C-46 Modified Jump Procedures (Continued) Static JM JM

Command STAND IN THE DOOR. Command GO. Control static lines and the parachutists’ flow out of the aircraft.

Parachutists

Upon receiving the command STAND IN THE DOOR, Parachutist 1 moves to the jump door and assumes a proper position. Upon receiving the command GO, Parachutist 1 exits the aircraft. NOTE: Although the C-46 has two aft doors, normally the parachutists use only the left aft jump door. When using both jump doors, the JM taps out parachutists alternately at 1-second intervals to preclude exits from the aircraft at the same time. JM Leading the Stick

JM

Command STAND IN THE DOOR. Look at Parachutist 2, and command GO. After commanding STAND IN THE DOOR, move to the door and assume a proper door position. After commanding GO, exit the aircraft.

Parachutists

Parachutist 2 receives the GO command.

Safety

Once the JM exits, control the static lines and the parachutists’ flow out of the aircraft. NOTE: When using both doors, the safety taps out parachutists alternately at 1-second intervals to preclude simultaneous exits from the aircraft. JM Following the Stick

JM

Command STAND IN THE DOOR. Command GO. Control the static lines and the parachutists’ flow out of the aircraft. Once last parachutist has exited the aircraft, check to the rear and exit.

Parachutists

Parachutist 1 moves to the jump door and assumes a proper door position.

Safety

After all personnel from a pass have exited the aircraft, check for towed parachutists and retrieve the deployment bags and static lines.

CH-47, DC-3, AND DC-3T F-10. The JM issues the jump commands for the C-47, DC-3, and DC-3T. The modified jump procedures for the C-47, DC-3, and DC-3T are provided in Table F-12, pages F-14 through F-16. Table F-12. Jump Procedures for C-47, DC-3, and DC-3T NOTE: Follow standard jump procedures, and include the following: NOTE: The exact actions in the aircraft depend on whether the JM is static or leading or following the stick. The JM or safety ensures personnel hook up in an alternating and consecutive fashion. The JM may give the 20-minute and 10-minute time warnings on the ground depending on the time of flight. The JM will also give 6- and 1-minute time warnings. 20-Minute Time Warning JM

F-14

Notify parachutists of 20-minute time warning.

FM 3-05.210

Table F-12. Jump Procedures for C-47, DC-3, and DC-3T (Continued) 10-Minute Time Warning JM

Notify parachutists of 10-minute time warning. GET READY

JM

Notify parachutists of 6-minute warning. Command GET READY.

Parachutists

Unfasten seat belts or tie-down straps. Focus on JM for jump commands. PORTSIDE PERSONNEL, STAND UP

JM

Command PORTSIDE PERSONNEL, STAND UP.

Parachutists

Odd-numbered parachutists stand up. STARBOARD PERSONNEL, STAND UP

JM

Command STARBOARD PERSONNEL, STAND UP.

Parachutists

Even-numbered parachutists stand up. HOOK UP

JM

Command HOOK UP.

Parachutists

If both sticks are jumping at the same time, odd-numbered parachutists hook up and then even-numbered parachutists hook up between the odd-numbered parachutists. If only one stick at a time is jumping, the portside parachutists hook up with opening gate of the snap hook facing the port side of the aircraft. Maintain a normal bite. CHECK STATIC LINES

JM

Command CHECK STATIC LINES.

Parachutists

Each parachutist checks own static line and that of parachutist in front of him.

Safety

Check parachutists’ static lines. Ensure snap hook cover for the 5-foot static line covers the snap hook. CHECK EQUIPMENT

JM

Command CHECK EQUIPMENT. Look for any indication of a problem. If closer than the safety, attempt to correct any problems with parachutists’ equipment. If a problem with a parachutist’s equipment cannot be corrected, move parachutist to front of aircraft, have parachutist sit, and do not allow parachutist to jump.

Parachutists

Parachutists check their equipment. If parachutist finds a problem with his equipment, he immediately raises his left hand while keeping his right hand over the reserve rip cord grip.

Safety

Look for any indication of a problem. If closer than the JM, attempt to correct any problems with a parachutists’ equipment. If a problem with a parachutist’s equipment cannot be corrected, move parachutist to front of aircraft, have parachutist sit, and do not allow parachutist to jump.

JM

Command SOUND OFF FOR EQUIPMENT CHECK. Once Parachutist 1 indicates all is okay, move to jump door and make 360-degree safety check. Observe ground reference points, and watch for DZ.

Parachutists

Parachutists indicate equipment is ready by passing up the stick a thumbs-up signal. Parachutist 1 indicates to JM the parachutists’ equipment is ready by stating “All okay, jumpmaster” and giving JM the thumbs-up signal.

SOUND OFF FOR EQUIPMENT CHECK

1-Minute Time Warning JM Parachutists

Notify parachutists of 1-minute warning. Parachutists keep eyes on JM.

F-15

FM 3-05.210

Table F-12. Jump Procedures for C-47, DC-3, and DC-3T (Continued) STAND IN THE DOOR JM

STATIC JM: About 30 seconds from DZ, command STAND IN THE DOOR to Parachutist 1. JUMPING JM: About 30 seconds from DZ, command STAND IN THE DOOR and assume proper position at the door.

Parachutists

Parachutist 1 moves to the door and assumes a good door position. GO

JM

Parachutists

Safety

NOTE: Green light is lit. STATIC JM: Ensure jump light is green, and observe panel markers. Tap Parachutist 1 on back of helmet, and command GO. Control flow of parachutists and each parachutist’s static line. After parachutists have exited, check for towed parachutist. If none, give thumbs-up signal to safety. Retrieve deployment bags. Unhook, store (in aviator’s kit bag), and secure deployment bags until landing. JUMPING JM: Look at Parachutist 2, command GO, and exit the aircraft. JM FOLLOWING STICK: Perform same steps as for static JM. Once the last parachutist has exited the aircraft, check to the rear and exit. STATIC JM AND JM FOLLOWING STICK: Upon receiving GO and tap from JM, Parachutist 1 exits, assumes a tight body position and counts in thousands to 6,000. If parachutist does not feel pull of opening parachute at count of 6,000, he opens his reserve parachute. After Parachutist 1 exits, the rest of parachutists follow. JUMPING JM: Upon receiving GO from JM and tap from safety, Parachutist 2 exits, assumes a tight body position, and counts in thousands to 6,000. The rest of the parachutists follow. STATIC JM: Upon receiving thumbs-up signal from JM, notify pilot “All parachutists clear.” Help JM retrieve deployment bags. Unhook, store (in aviator’s kit bag), and secure deployment bags until landing. JUMPING JM: Once the JM exits, control the static lines and the parachutists’ flow out of the aircraft. Retrieve deployment bags. Unhook, store (in aviator’s kit bag), and secure deployment bags until landing.

CASA-212 F-11. The JM issues the jump commands for the CASA-212. The CASA-212 jump procedures are provided in Table F-13, pages F-16 through F-18. Table F-13. CASA-212 Jump Procedures NOTE: Follow standard jump procedures, and include the following: 20-Minute Time Warning NOTE: The JM may give the 20-minute and 10-minute warnings on the ground depending on the time of flight. JM

Notify parachutists of 20-minute time warning. 10-Minute Time Warning

JM

F-16

Notify parachutists of 10-minute time warning.

FM 3-05.210

Table F-13. CASA-212 Jump Procedures (Continued) 6-Minute Warning JM

Notify parachutists of 6-minute warning.

Parachutists

Remove seat belts or safety strap, and move them out of the way. GET READY

Parachutists

Focus on JM, and await jump commands. STARBOARD PERSONNEL, STAND UP

Parachutists

Even-numbered parachutists stand. PORTSIDE PERSONNEL, STAND UP

Parachutists

Odd-numbered parachutists stand. HOOK UP

Parachutists

Parachutists hook up to the anchor line cable with the opening gate facing port side. Evennumbered parachutists hook up between odd-numbered parachutists. Assume a reverse bite in the left hand while protecting rip cord grip with right hand. CHECK STATIC LINES

Parachutists

Each parachutist checks his own static line and that of parachutist in front of him.

Safety

Inspect each parachutist’s static line. CHECK EQUIPMENT

JM

Look for any indication of a problem. If closer than safety, attempt to correct any problems with parachutists’ equipment. If problem with a parachutist’s equipment cannot be corrected, unhook parachutist, move parachutist to front of aircraft, have parachutist sit, and do not allow parachutist to jump.

Parachutists

Parachutists check their equipment. If parachutist finds a problem with his equipment, he immediately raises his left hand while keeping his right hand over the reserve rip cord grip.

Safety

Look for any indication of a problem. If closer than the JM, attempt to correct any problems with parachutists’ equipment. If the problem with a parachutist’s equipment cannot be corrected, move parachutist to front of aircraft, have parachutist sit, and do not allow parachutist to jump. SOUND OFF FOR EQUIPMENT CHECK

JM

After receiving okay and thumbs-up signal from Parachutist 1, visually conduct a 360-degree safety check and observe for the ground reference points and DZ. NOTE: The JM may spot from the open aft portside jump door or from the ramp. The JM can communicate with the pilot in one of two ways: by passing information through the safety or by using the toggle by the starboard window. One click on the toggle indicates a 5-degree flat rudder left or right turn to line up the aircraft. The JM should coordinate this with the pilot before takeoff. These instructions are also located on the toggle inside the aircraft.

Parachutists

Parachutists indicate equipment is ready by passing up the stick a thumbs-up signal. Parachutist 1 indicates to JM the parachutists’ equipment is ready by stating “All okay, jumpmaster” and giving JM the thumbs-up signal. 1-Minute Time Warning

JM

Notify parachutists of 1-minute warning.

F-17

FM 3-05.210

Table F-13. CASA-212 Jump Procedures (Continued) STAND BY JM

About 30 seconds from DZ, command STAND BY. GO

JM

Ensure jump light is green, and observe panel markers. Tap Parachutist 1 on back of helmet, and command GO. Control flow of parachutists and each parachutist’s static line. After parachutists have exited, check for towed parachutist. If none, give thumbs-up signal to safety. Retrieve deployment bags. Close ramp. Unhook, store (in aviator’s kit bag), and secure deployment bags until landing.

Parachutists

After JM commands GO and taps the back of Parachutist 1’s helmet, Parachutist 1 exits the aircraft by walking off the ramp at a 45-degree angle toward the port side of the aircraft, assuming a tight body position and counting in thousands to 6,000. The remaining parachutists follow with a 1-second interval between parachutists.

Safety

After receiving thumbs-up signal from JM, notify pilot “All parachutists clear.” Help JM retrieve deployment bags. Unhook, store (in aviator’s kit bag), and secure deployment bags until landing.

C-123 F-12. The JM issues the jump commands for the C-123. The jump procedures for the C-123 ramp jump are provided in Table F-14. Table F-14. C-123 Ramp Jump Procedures NOTE: Follow standard jump procedures, and include the following: JM

Command STAND UP.

Parachutists

Use only one anchor line cable of the anchor line assembly. NOTE: Only 19 parachutists can be dropped at a given time. The seating arrangement determines the procedure parachutists follow at the command STAND UP. Parachutists stand inboard of the anchor line cable when hooking up. The static line passes over the outboard shoulder of the parachutist.

UV-18B AND DHC-6 F-13. The jump procedures (Table F-15, pages F-19 and F-20) for the UV-18B and DHC-6 differ, depending on the location of the anchor line cable and if the seats are in the aircraft. The size of a stick depends on DZ size and if the parachutists are wearing combat equipment. The maximum recommended number of parachutists per pass or static-line parachutists with combat equipment is eight. The maximum recommended number of parachutists per pass who are using the Hollywood parachute is 12.

F-18

FM 3-05.210

Table F-15. UV-18B and DHC-6 Jump Procedures NOTE: Follow standard jump procedures, and include the following: NOTE: The JM may give the 20-minute and 10-minute warnings on the ground depending on time of flight. JM

Acknowledge copilot’s hand signal for each time warning by giving him a thumbs-up signal. GET READY

JM

Command GET READY.

Parachutists

Parachutists undo seat belts or safety straps. SIT ON FLOOR

JM

Command SIT ON FLOOR.

Parachutists

WITH SEATS: Parachutist 1, with his static line preconnected to the anchor cable, moves to a point on the cabin floor just in front of the jump door and sits on the floor. Each parachutist, in succession, moves to a position behind the previous parachutist and sits down. As parachutists vacate troop seat positions 1, 2, 3, and so on, parachutists can preposition themselves on the floor centerline (sitting). The parachutists must ensure they line up in correct sequence to avoid static-line entanglement. If possible, the parachutists raise the first two portside seats to make more room by the door. WITHOUT SEATS: Parachutist 1 slides back toward the jump door and the other parachutists slide into position behind him. CHECK STATIC LINES

JM

Command CHECK STATIC LINES. Check the static lines of the parachutists in the rear of the aircraft. Communicate with safety to ensure no parachutist’s static line is missed.

Parachutists

Each parachutist ensures the routing of their static line and that of the parachutist in front of him have no entanglements.

Safety

Check the static lines of the parachutists in the front of the aircraft. Communicate with JM to ensure no parachutist’s static line is missed. CHECK EQUIPMENT

JM

Command CHECK EQUIPMENT. Look for any indication of a problem. If closest to parachutist with a problem, attempt to correct problem. If problem cannot be corrected, direct parachutist to sit at the front of the aircraft and do not allow him to jump.

Parachutists

Parachutists check their equipment. When a parachutist finds any discrepancies with his equipment, he immediately raises his left hand and signals the safety or JM while keeping his right hand over the reserve rip cord grip.

Safety

Look for any indication of a problem. If closest to parachutist with a problem, attempt to correct problem. If problem cannot be corrected, direct parachutist to sit at the front of the aircraft and do not allow him to jump. SOUND OFF FOR EQUIPMENT CHECK

JM

Parachutists

Command SOUND OFF FOR EQUIPMENT CHECK. After receiving the “All okay, jumpmaster” and thumbs-up from Parachutist 1, conduct a 360-degree safety check and observe for the ground reference points and DZ. At 1-minute warning, JM acknowledges copilot’s hand signal by giving him a thumbs-up signal. Each parachutist passes up the stick “Okay.” Parachutist 1 tells the JM “All okay, jumpmaster” and gives the thumbs-up signal.

F-19

FM 3-05.210

Table F-15. UV-18B and DHC-6 Jump Procedures (Continued) SIT IN THE DOOR JM

Command SIT IN THE DOOR to Parachutist 1. Take control of Parachutist 1’s and Parachutist 2’s static lines. Pass the static lines in front of him to the rear of the aircraft.

Parachutists

Parachutist 1 moves to the jump door and takes a sitting position near the trailing edge of the jump door. He places his feet outside the aircraft and both hands on the floor by his sides. He prepares for a vigorous exit. Parachutist 2 takes a sitting position in the jump door near the leading edge beside the first parachutist. All other parachutists maintain a normal bite on their static lines and slide toward the jump door in stick order.

JM

Command STAND BY about 8 to 10 seconds before DZ.

Parachutists

Parachutist 1 pushes up in the jump door and is ready for a good push out the jump door on the command GO.

JM

Ensure green light is illuminated. Tap Parachutist 1 on the back of his helmet, and command GO. Control the flow of parachutists and each parachutist’s static line once in the door. Do not get caught between the parachutists’ static lines and the rear bulkhead. After parachutists have exited the aircraft, make a towed load check and give the thumbs-up signal to the safety. Retrieve the deployment bags, and store them in cargo area.

Parachutists

After receiving the tap and GO from JM, Parachutist 1 pushes himself clear of the aircraft by using his hands. He assumes a tight body position and counts in thousands to 6,000. Parachutist 2 then slides down to the exit position (Parachutist 1’s position) and exits the aircraft. As parachutists vacate troop seat position 1, 2, 3, and so on, parachutists pre-position themselves on the floor centerline (sitting). Parachutists move in quick succession along the floor to a position seated on the doorsill. They hand their static lines to the JM.

Safety

After receiving thumbs-up signal from the JM, notify pilot “All parachutists clear.” Assist JM with retrieving deployment bags and storing them in the cargo area.

STAND BY

GO

NOTES: 1.

Experienced parachutists can exit at 1 1/2-second intervals. At this frequency, dispersion distance between parachutists is 190 feet in still air. If parachutists are jumping with combat equipment, the parachutist interval will be closer to a 2+ seconds because of the difficulty moving.

2.

Once the first stick has jumped, the 6-minute procedure begins for the parachutist in the second stick.

UH-60A F-14. The JM issues the jump commands for the UH-60A. The UH-60A jump procedures are provided in Table F-16, page F-21.

F-20

FM 3-05.210

Table F-16. UH-60A Jump Procedures NOTE: Follow standard jump procedures, and include the following: CHECK STATIC LINES JM

Command CHECK STATIC LINES. Check the routing of all static lines (from pack trays to anchor cable) to ensure they are correctly routed and hooked up. Ensure excess static line is stowed through the slack retainer on backpacks of Parachutists 1, 2, 3, 4, 5, 6, and 7. Ensure Parachutists 4 and 8 have the prescribed reverse bight in their static line.

Parachutists

Check static lines. SIT IN THE DOOR

JM

Command SIT IN THE DOOR. (Give at the 30-second warning.)

Parachutists

Parachutists 1, 2, 3, 4, 5, 6, and 7 assume door positions with feet together outside the cargo compartment. Parachutists 4 and 8 remain in place, ensuring that their feet are clear of their static lines. (Omit command if the parachutists are already sitting in the jump door.) STAND BY

JM

Command STAND BY 8 to 10 seconds before GO command. The JM ensures all parachutists hear and understand this command, particularly Parachutist 1.

Parachutists

Parachutists 1, 2, 3, 4, 5, 6, and 7 place both hands, palms down, on the cargo floor and await the next command. Parachutists 4 and 8 remain in place. GO

JM

Command GO, and tap rear of parachutist’s helmet. Each parachutist is tapped out. Assume control of Parachutist 4’s static line as he moves to the jump door.

Parachutists

Await GO and tap. Once received, each parachutist is tapped out in numerical order by the JM. As soon as Parachutist 3 clears the jump door, Parachutist 4 moves to assume door position before being tapped out. Parachutists 5, 6, 7, and 8 repeat the sequence in each jump door. Parachutists 2, 3, 6, and 7 slide as far forward as possible to provide clearance to parachutists as they exit, particularly when wearing combat equipment.

CH-47 F-15. The JM issues the jump commands for the CH-47. The CH-47 modified jump commands are listed in Table F-17, pages F-21 and F-22. Table F-17. CH-47 Jump Procedures NOTE: Follow standard jump procedures, and include the following: GET READY JM

Command GET READY at 4-minute warning. Complete final outside check.

Parachutists

Stand by. PORTSIDE PERSONNEL, STAND UP

JM

Command PORTSIDE PERSONNEL, STAND UP. Ensure parachutists secure seats in the up position.

Parachutists

Parachutists on port side of aircraft undo safety belts, stand, and secure seats in the up position.

F-21

FM 3-05.210

Table F-17. CH-47 Jump Procedures (Continued) STARBOARD PERSONNEL, STAND UP JM

Command STARBOARD PERSONNEL, STAND UP. Ensure parachutists secure seats in the up position.

Parachutists

Parachutists on starboard side of aircraft undo safety belts, stand, and secure seats in the up position. HOOK UP

JM

Command HOOK UP, Ensure parachutists perform alternating hookup sequence.

Parachutists

Odd-numbered parachutists hook up, followed by even-numbered. Connect to anchor line cable between odd-numbered parachutists to form one continuous stick of 28 parachutists. NOTE: The open portion of the snap hook faces starboard. After hookup, each parachutist controls his static line by using his left hand to create a reverse bight at waist level. CHECK STATIC LINES

JM

Command CHECK STATIC LINES. Check routing of all static lines. NOTE: If JM is jumping, the safety will check the routing of all static lines.

Parachutists

Check connection to anchor line cable to ensure the opening gate portion of the static line snap hook is facing the starboard side of the aircraft. Check equipment. SOUND OFF FOR EQUIPMENT CHECK

JM

Command SOUND OFF FOR EQUIPMENT CHECK. If JM is jumping, he waits for personnel to steady, receives “All okay, jumpmaster” from Parachutist 1, and moves into Parachutist 1’s position.

Parachutists

Beginning with Parachutist 28, each parachutist passes the status of his equipment toward the aft end of the aircraft. Parachutist 1 states “All okay, jumpmaster” and gives a thumbs-up signal to the JM, indicating the ready status of his and other parachutists’ equipment. STAND BY

JM

Command STAND BY 8 to 10 seconds before GO command.

Parachutists

Parachutist 1, assumes a standing position at the ramp hinge (near center of aircraft). Remaining parachutists close up interval behind Parachutist 1, maintaining control of their static lines. GO

JM

Command GO, and maintain 1-second interval between parachutists. NOTE: If the JM jumps, he commands FOLLOW ME and exits the aircraft. The safety will control parachutists’ static lines and retrieve all static lines after the last parachutist has exited the aircraft.

Parachutists

Await GO and tap. Once received, Parachutist 1 walks to portside, rear corner of ramp and exits aircraft. Remaining parachutists follow at 1-second intervals.

CH-53 F-16. The JM issues the jump commands for the CH-53. The modified CH-53 jump procedures are listed in Table F-18, page F-23.

F-22

FM 3-05.210

Table F-18. CH-53 Jump Procedures NOTE: Follow standard jump procedures, and include the following: GET READY JM

Command GET READY. Complete final outside check.

Parachutists

All parachutists remove their seat belts. STAND UP

JM

Command STAND UP. Complete final outside safety check.

Parachutists

All parachutists stand up and secure their seats in the up position.

JM

Command PORTSIDE PERSONNEL, STAND UP.

Parachutists

Odd-numbered parachutists kneel and hook up (with the open portion of the static-line snap hook facing inboard) and return to the standing position.

PORTSIDE PERSONNEL, STAND UP

WARNING The JM or safety controls the flow from his position on the port side near the ramp hinge. Less than a 1-second interval between parachutists may result in entanglement of parachutists and static lines.

STARBOARD PERSONNEL, STAND UP JM

Command STARBOARD PERSONNEL, STAND UP. Ensure parachutists secure seats in the up position.

Parachutists

Even-numbered parachutists kneel and hook up (with the open portion of the static-line snap hook facing inboard) between odd-numbered personnel and return to standing position to form one continuous stick of 20 parachutists. All parachutists control their static line with a reverse bight (at waist level) in their right hand. CHECK STATIC LINES

JM

Command CHECK STATIC LINES. Check routing of all static lines. NOTE: If JM is jumping, the safety will check the routing of all static lines.

Parachutists

Each parachutist ensures the routing of the static line of the parachutist in front of him is not misrouted. Parachutists 19 and 20 turn so Parachutist 19 can check static line of Parachutist 20. SOUND OFF FOR EQUIPMENT CHECK

JM

Command SOUND OFF FOR EQUIPMENT CHECK.

Parachutists

Parachutist 20 indicates verbally the status of his equipment followed by the remaining parachutists in reverse numerical order. Parachutist 1 states “All okay, jumpmaster” and gives a thumbs-up signal to the JM, indicating the ready status of his and other parachutists’ equipment.

JM

Command GO. If the JM is jumping, the crew chief recovers all static lines. If JM does not jump, he will recover all static lines.

Parachutists

Parachutist 1 walks off center of the ramp. All other parachutists follow at 1-second intervals.

GO

F-23

FM 3-05.210

CH-46 F-17. The CH-46 jump procedures for a door jump are listed in Table F-19. The CH-46 jump procedures for a ramp jump are listed in Table F-20, page F-26. Table F-19. CH-46 Door Jump Procedures NOTE: Follow standard jump procedures, and include the following: GET READY JM

Command GET READY. Complete final outside check.

Parachutists

All parachutists in the first stick unfasten their seat belts. NOTE: After first stick has jumped, JM issues commands to the second stick. STAND UP

JM

Command STAND UP. Complete final outside safety check.

Parachutists

Parachutists stand up and move to the starboard side (Figure F-3, page F-25).

JM

Command HOOK UP.

Parachutists

Parachutists kneel and hook up with the open portion of the static-line snap hook facing inboard.

HOOK UP

CHECK STATIC LINES JM

Command CHECK STATIC LINES. Check routing of all static lines.

Parachutists

With the right hand, the parachutists take a reverse bight (at waist level) of about 8 inches in the static line, keeping their right arms close to their sides. Parachutists check the static line of the parachutist immediately in front of them in the stick.

JM

Command CHECK EQUIPMENT.

Parachutists

All parachutists check their equipment.

JM

Command SOUND OFF FOR EQUIPMENT CHECK.

Parachutists

Beginning with Parachutist 12, the parachutists pass the status of their equipment toward the aft end of the aircraft. Parachutist 1 indicates to the JM the ready status of his and all other parachutists’ equipment by stating “All okay, jumpmaster” and giving the JM the thumbs-up signal.

JM

Command STAND IN THE DOOR.

Parachutists

Parachutist 1 moves to the jump door and assumes the door position. Remaining parachutists close up behind Parachutist 1 at normal intervals.

CHECK EQUIPMENT

SOUND OFF FOR EQUIPMENT CHECK

STAND IN THE DOOR

NOTE: Parachutists must crouch low to allow at least 2-inch clearance between their helmets and the top of the jump door. GO JM

Command GO. After all parachutists have exited, static JM recovers all static lines.

Parachutists

Parachutist 1 exits by jumping straight out the jump door and assuming the proper body position. Remaining parachutists move up, make a 90-degree turn at the jump door, assume the correct door position, and exit in the same way as Parachutist 1.

F-24

FM 3-05.210

Figure F-3. CH-46 Door Jump

WARNING Parachutists walk off the ramp, which is lowered a minimum of 11 degrees below centerline gauge. Parachutists do not make a vigorous exit. Less than a 1-second interval between parachutists may result in entanglement of parachutists and static lines.

WARNING Parachutists must not spring upward when jumping from this helicopter.

F-25

FM 3-05.210

Table F-20. CH-46 Ramp Jump Procedures NOTE: Follow standard jump procedures, and include the following: GET READY JM

Command GET READY. Complete final outside check.

Parachutists

All parachutists in the first stick unfasten their seat belts.

JM

Command STAND UP. Complete final outside safety check.

Parachutists

Parachutists stand up and move to the port side (Figure F-4, page F-27).

STAND UP

HOOK UP JM

Command HOOK UP.

Parachutists

Parachutists kneel and hook up with the open portion of the static-line snap hook facing inboard. CHECK STATIC LINES

JM

Command CHECK STATIC LINES. Check routing of all static lines.

Parachutists

With the right hand, the parachutists take about an 8-inch reverse bight (at waist level) in the static line, keeping their right arms close to their sides. Parachutists check the static line of the parachutist immediately in front of them in the stick.

JM

Command CHECK EQUIPMENT.

Parachutists

All parachutists check their equipment.

JM

Command SOUND OFF FOR EQUIPMENT CHECK.

Parachutists

Beginning with Parachutist 12, the parachutists pass the status of their equipment toward the aft end of the aircraft. Parachutist 1 indicates to the JM the ready status of his and all other parachutists’ equipment by stating “All okay, jumpmaster” and giving the JM the thumbs-up signal.

JM

Command STAND BY.

Parachutists

Parachutist 1 assumes a standing position at the ramp hinge. Remaining parachutists close up the interval.

CHECK EQUIPMENT

SOUND OFF FOR EQUIPMENT CHECK

STAND BY

GO JM

Command GO. After all parachutists have exited, static JM recovers all static lines.

Parachutists

Parachutist 1 walks off the starboard rear of the ramp and assumes a normal body position. Remaining parachutists follow and exit in the same manner as Parachutist 1, maintaining a 1-second interval between parachutists.

WARNING Parachutists walk off the ramp (which is lowered to 11 degrees below centerline gauge) in a crouched position to avoid hitting their heads on the upper ramp door. They do not make a vigorous exit. Less than a 1-second interval between parachutists may result in entanglement of parachutists and static lines. Upon exit of all parachutists, the crew chief or static JM recovers all static lines.

F-26

FM 3-05.210

Figure F-4. CH-46 Ramp Jump

CH/HH-3 F-18. The JM issues the jump commands for the CH/HH-3. The CH/HH-3 jump procedures are listed in Table F-21, pages F-27 and F-28. Table F-21. CH/HH-3 Jump Procedures NOTE: Follow standard jump procedures, and include the following: GET READY JM

Command GET READY. Complete final outside check.

Parachutists

Parachutists 1 through 4 remove their seat belts. STAND UP

JM

Command STAND UP. Complete final outside safety check.

Parachutists

Parachutists stand up and move to the anchor line cable. HOOK UP

JM

Command HOOK UP.

Parachutists

Parachutists connect their static-line snap hook to the anchor line cable with the opening toward the skin of the aircraft.

JM

Command CHECK STATIC LINES. Check routing of all static lines.

Parachutists

All parachutists take a reverse bight in their static line, ensuring the static line remains over their bent elbow.

CHECK STATIC LINES

CHECK EQUIPMENT JM

Command CHECK EQUIPMENT.

Parachutists

All parachutists check their equipment. Parachutists who will jump with equipment must be at the front of their stick. SOUND OFF FOR EQUIPMENT CHECK

JM

Command SOUND OFF FOR EQUIPMENT CHECK.

Parachutists

Beginning with Parachutist 4, the parachutists pass the status of their equipment toward the aft end of the aircraft. Parachutist 1 indicates to the JM the ready status of his and all other parachutists’ equipment by stating “All okay, jumpmaster” and giving the JM the thumbs-up signal.

F-27

FM 3-05.210

Table F-21. CH/HH-3 Jump Procedures (Continued) STAND IN THE DOOR JM

Command STAND IN THE DOOR.

Parachutists

Parachutist 1 moves to the jump door (main cabin), stopping about 1 foot from jump door, and awaits the JM’s commands.

JM

Command STAND BY.

Parachutists

Parachutist 1 moves to the jump door and awaits the JM’s commands.

JM

Command GO. Recover all deployment bags and static lines.

STAND BY

GO NOTE: The JM repeats the commands for the next group of four parachutists and again until the aircraft is empty. Parachutists

Parachutist 1 walks out the door at a 90-degree angle to the aircraft. Remaining parachutists follow at 1-second intervals.

WARNING Parachutists walk out the door at a 90-degree angle to the aircraft and in a crouched position to avoid hitting their heads on the upper doorframe. They do not make a vigorous exit. Less than a 1-second interval may result in entanglement of parachutists and static lines.

OV-10 F-19. The JM issues the jump commands for the OV-10. The modified OV-10 jump procedures are in Table F-22, pages F-28 through F-30. Table F-22. OV-10 Jump Procedures NOTE: Follow standard jump procedures, and include the following: NOTE: The preferred (not mandatory) method is to conduct the first eight jump commands on the ground before takeoff. Once all communication and safety equipment have been checked and deemed ready, the JM tells the pilot “Ready for taxi and takeoff.” Before takeoff, the pilot will turn on the amber light. The amber light remains on until the aircraft reaches 400 feet of altitude at which time the pilot extinguishes the amber light. The JM tells the pilot “Amber light out,” acknowledging 400 feet of altitude. He will also point this out to the parachutists. Time warnings depend on the length of flight time from takeoff to drop line. HOOK UP Parachutists

F-28

Parachutists hook up with the open portion of the static-line snap hook facing inboard.

FM 3-05.210

Table F-22. OV-10 Jump Procedures (Continued) CHECK STATIC LINES JM

Command CHECK STATIC LINES. Ensure parachutists’ static lines are not misrouted.

Parachutists

Each parachutist checks the static line of the parachutist in front of him. NOTE: Stow excess static line in the slack retainer on the main pack tray. Do not maintain a hold on your static line.

Safety

Ensure parachutists’ static lines are not misrouted. CHECK EQUIPMENT

JM

Command CHECK EQUIPMENT.

Parachutists

Each parachutist checks his own equipment and the static line of the parachutist in front of him. SOUND OFF FOR EQUIPMENT CHECK

JM

Once Parachutist 1 passes the okay, tell the pilot via the ICS “Ready for systems check.” NOTE: Be sure to actuate the toggle switch for the ICS.

Parachutists

Each parachutist taps the parachutist in front of him and says, “Okay.” Parachutist 1 gives okay to JM. NOTE: The pilot goes through the following checks with the JM. The JM relays the commands to the parachutists. CHECK AMBER LIGHT

JM

Point to amber light, and command CHECK AMBER LIGHT.

Parachutists

Each parachutist checks amber light and repeats the command.

Safety

Pass to JM the pilot’s “Check amber light.” CHECK GREEN LIGHT

JM

Point to green light, and command CHECK GREEN LIGHT.

Parachutists

Each parachutist checks green light and repeats the command.

Safety

Pass to JM the pilot’s “Check green light.” CHECK HYDRAULICS

JM

Point to hydraulic housing, and commands CHECK HYDRAULICS.

Parachutists

Each parachutist looks at and checks the hydraulic housing (located above the JM’s head) and repeats the command.

Safety

Pass to JM the pilot’s “Check hydraulics.” CHECK HORN

JM

Point to horn, and command CHECK HORN.

Parachutists

Each parachutist checks the horn (located on port side near jump lights) and repeats the command.

Safety

Pass to JM the pilot’s “Check horn.” 10-Minute Warning NOTE: When flight is 10 minutes or longer, parachutists receive a 10-minute warning and a 2-minute warning. When flight time is under 10 minutes, only a 2-minute warning is given.

JM

Pass 10-minute warning to parachutists.

F-29

FM 3-05.210

Table F-22. OV-10 Jump Procedures (Continued) 2-Minute Warning JM

Pass 2-minute warning to parachutists. Tell pilot “Amber light on, passing the ICS to the safety rider.” Pass ICS under all static lines to safety rider. Secure own helmet, and pass the thumbs-up signal to Parachutist 2.

Parachutists

Parachutist 2 places JM’s helmet on his head. Parachutist 2 passes the thumbs-up signal to the safety rider.

Safety

Receive ICS from JM. After receiving thumbs-up signal, tell pilot “All is okay, ready to drop.”

JM

Watch jump lights during the approach and pop-up delivery. Upon seeing the green light illuminate, hearing the GO, GO, GO command, and confirming the DZ markers, activate seat belt release. Give command FOLLOW ME, and exit the aircraft without further delay or command.

GO, GO, GO

NOTE: Release seat belts by pulling up and out on the release lever. Parachutists

Each parachutist repeats the command. Parachutists 2, 3, and 4 exit as soon as the parachutist in front of him has exited. NOTE: All parachutists must have exited the aircraft within 5 seconds of the green light.

Safety

Pass to JM pilot’s GO, GO, GO command. Keep own seat belt secured throughout the entire maneuver. When the last parachutist has exited and cleared the aircraft, inform the pilot “Parachutists clear.” After the aircraft has finished its wingover maneuver and leveled out, move aft and recover static lines and deployment bags unless told otherwise by pilot. Once the static lines and deployment bags are inside the aircraft and secured, return to the observer’s seat. NOTE: The safety does not move until told by the pilot. The safety must be equipped with either a BA 18/22 USAF emergency parachute or MC1-1B/C or T-10B/C with static line hooked up to the anchor line cable.

U-1A F-20. The JM issues the jump commands for the U-1A. The U-1A modified jump procedures are provided in Table F-23, pages F-30 and F-31. Table F-23. U-1A Jump Procedures NOTE: Follow standard jump procedures, and include the following: GET READY JM

Command GET READY.

Parachutists

Parachutists have eyes on JM.

Safety

Move door bundles to door positions. STAND UP

JM

F-30

Command STAND UP.

FM 3-05.210

Table F-23. U-1A Jump Procedures (Continued) STAND UP (Continued) Parachutists

Portside parachutists stand up and secure their seats in the up position. After portside parachutists have stood up, starboard parachutists stand up and secure their seats in the up position. NOTE: When parachutists are wearing arctic clothing and equipment, this command is not given. HOOK UP

JM

Command HOOK UP.

Parachutists

When no air delivery containers are carried as part of the interior load, each parachutist unfastens the static-line snap hook from the carrying handle of the reserve parachute. Then in reverse numerical order, each parachutist hooks the static-line snap hook to the anchor cable (open portion of the snap hook toward the floor of the aircraft). After hooking up, parachutists assume a seated position on the floor. They face the port side of the aircraft with their backpacks a minimum of 6 inches from the anchor line cable. NOTE: Crowded conditions inside the cargo compartment and the open doors located on both sides of the fuselage pose a potentially hazardous situation regarding accidental activation of the reserve parachute. When moving inside the aircraft, parachutists guard their rip cords by covering them with their right hand without grasping the rip cords. CHECK STATIC LINE

JM

Command CHECK STATIC LINE.

Parachutists

Parachutists ensure their static lines run directly from the backpack to the anchor line cable.

JM

Command CHECK EQUIPMENT.

Parachutists

Conduct in accordance with normal equipment check.

CHECK EQUIPMENT

SOUND OFF FOR EQUIPMENT CHECK JM

Command SOUND OFF FOR EQUIPMENT CHECK.

Parachutists

Conduct in accordance with normal equipment check. SIT IN THE DOOR

JM

Command SIT IN THE DOOR. When parachutists wear arctic clothing and equipment, jump last to ensure all parachutists exit safely.

Parachutists

Moving on his hands and heels, Parachutist 1 hands off static line to JM and assumes a sitting position in the jump door (against the trailing edge). Parachutist 1 sits with feet together outside the passenger compartment and with hands grasping the doorsill. Remaining parachutists successively seat themselves in the jump door and exit in the same manner as Parachutist 1. STAND BY

JM

Command STAND BY 8 to 10 seconds before giving the command GO. GO

JM

When door bundles are dropped, push out door bundles before commanding parachutists to jump. Command GO.

Parachutists

Parachutist 1 pushes up and out with his arms and assumes the proper body position. Remaining parachutists move to the jump door in order and exit in the same way.

F-31

FM 3-05.210

U-21A F-21. The JM issues the jump commands for the U-21A. The U-21A modified jump procedures are provided in Table F-24. Table F-24. U-21A Jump Procedures NOTE: Follow standard jump procedures, and include the following: NOTE: Parachutists enter the aircraft in reverse order with static lines over the left shoulder and are seated facing the rear of the aircraft. The JM hooks up each static line snap hook to a D ring with the open portion of the snap hook facing toward the front of the aircraft. GET READY JM

Command GET READY. STAND UP

JM

Command STAND UP.

Parachutists

Parachutists stand up and move to the port side of the aircraft. CHECK STATIC LINES

JM

Command CHECK STATIC LINES.

Parachutists

Parachutists check their static lines to ensure there are no entanglements.

Safety

Check JM’s static line to ensure there are no entanglements.

NOTE: Parachutists must line up in correct sequence to avoid static-line entanglement. CHECK EQUIPMENT JM

Command CHECK EQUIPMENT. SOUND OFF FOR EQUIPMENT CHECK

JM

Command SOUND OFF FOR EQUIPMENT CHECK. STAND IN THE DOOR

JM

Command STAND IN THE DOOR. Receive Parachutist 1’s static line.

Parachutists

Parachutist 1 moves to the door and hands the static line to JM. STAND BY

JM

Command STAND BY 8 to 10 seconds before giving the command GO. GO

JM

Command GO, and tap parachutist. Control static lines to ensure parachutists do not step across or under trailing static lines.

Parachutists

After receiving GO and tap from JM, parachutists exit at 1-second intervals.

Safety

Control JM’s static line until JM jumps. Once JM has jumped, collect parachutists’ static lines.

F-32

FM 3-05.210

C-208B F-22. The JM issues the jump commands for the C-208B. The C-208B jump procedures are provided in Table F-25, pages F-33 and F-34. Table F-25. C-208B Jump Procedures NOTE: Follow standard jump procedures, and include the following: NOTE: The aircraft is loaded one parachutist at a time in reverse order. As each parachutist enters the aircraft, he hands his static line snap hook to the JM. The JM hooks up each static line snap hook to the anchor line cable, ensuring the opening gate of the static line snap hook faces up. The JM may give the 20-minute and 10-minute time warnings on the ground depending on time of flight. 6-Minute Time Warning JM

Give parachutists the 6-minute warning. GET READY

JM

Command GET READY.

Parachutists

Parachutists focus on JM. CHECK STATIC LINES

JM

Command CHECK STATIC LINES. Check the first two parachutists on the starboard side and the first parachutist on the port side.

Parachutists

Parachutists check their own static line and that of the parachutist in front of them.

Safety

Check the equipment of the last three parachutists on the port side and the last two on the starboard side. CHECK EQUIPMENT

JM

Command CHECK EQUIPMENT. Look for any indication of a problem. When closest to a parachutist with a problem, attempt to correct problem. If the problem cannot be corrected, move the parachutist to the front of the aircraft, have the parachutist sit, and do not allow him to jump.

Parachutists

Parachutists check their equipment. When a parachutist finds any discrepancies with his equipment, he immediately raises his left hand and signals the safety or the JM, while keeping his right hand over the reserve cord grip.

Safety

Look for any indication of a problem. When closest to a parachutist with a problem, attempt to correct the problem. If the problem cannot be corrected, move the parachutist to the front of the aircraft, have the parachutist sit, and do not allow him to jump. SOUND OFF FOR EQUIPMENT CHECK

JM

After equipment check is complete, unfasten jump door safety strap from the leading edge of the jump door and secure it. Visually conduct a 360-degree safety check, and observe for the ground reference and DZ.

Parachutists

Each stick passes up the stick “Okay.” Parachutist 1 of each stick tells JM “All okay, jumpmaster” and gives JM the thumbs-up signal. 1-Minute Time Warning

JM

Give parachutists the 1-minute warning.

Parachutists

Parachutists watch JM and prepare for next command.

F-33

FM 3-05.210

Table F-25. C-208B Jump Procedures (Continued) SIT IN THE DOOR JM

Command SIT IN THE DOOR. Take control of Parachutist 1’s static line.

Parachutists

Starboard side Parachutist 1 moves to jump door, takes up a sitting position with his feet outside the aircraft and both hands on the floor by his sides, and prepares for a vigorous exit. Remaining parachutists maintain a reverse bite on their static lines and slide toward the jump door in stick order. Portside parachutists follow last starboard side parachutist. GO

JM

Ensure green light is lit, and observe the panel markers. Tap Parachutist 1, and command GO. Tap remaining parachutists, and command GO. Control parachutists’ static lines once they are in the door. Once all parachutists have exited, make a towed load check. If clear, give safety the thumbs-up signal. Retrieve deployment bags, which are unhooked, stored in the aviator’s kit bag, and secured until landing.

Parachutists

After JM taps him and commands GO, Parachutist 1 vigorously exits, assumes a tight body position, and counts in thousands to 6,000. Remaining parachutists slide into jump position, release reverse bite, and follow same procedures as Parachutist 1.

Safety

Notify the pilot “All parachutists clear.” Help the JM retrieve the deployment bags, which are unhooked, stored in the aviator’s kit bag, and secured until landing.

JM CHECKLISTS F-23. The JM, and sometimes the pilot or his designated representative, performs an inspection of the aircraft before a jump. Tables F-26 through F-40, pages F-34 through F-50, provide aircraft-specific checklists. Table F-26. JM Checklist for C-27A Before Equipment Is Loaded and Parachutists Are Boarded Seats: •

Aircraft has enough seats for number of troops.

•

All seats have seat belts.

•

Seat backs are secure.

•

Seats are serviceable.

•

Nothing is protruding through seats.

•

Pairs of seats forward of each jump door have a strap attached to secure them in the upright position.

Floor: •

Nonskid surface covering is in good condition.

•

Floor is clean and safe to walk on.

•

Roller conveyors are stored.

•

Loose equipment is secured in the cargo ramp area and does not interfere with troops.

•

Equipment tie-down rings are depressed into their recesses.

F-34

FM 3-05.210

Table F-26. JM Checklist for C-27A (Continued) Before Equipment Is Loaded and Parachutists Are Boarded (Continued) Jump platforms: •

Nonskid surface covering is present and in good condition.

•

There are no cracks or bends.

•

Studs are locked in seat track receptacles

•

Tie-down fitting is locked.

•

All bolts and nuts are present.

•

Platforms easily swing in and out.

Jump doors: •

No sharp edges or protrusions on doorframes.

•

Doors open and close easily.

Miscellaneous: •

Day lighting system is operational.

•

Night lighting system is operational.

•

Airsickness bags are available.

•

JM kit (extra equipment) is onboard.

•

Earplugs are available.

•

Heavy tape is available to secure platform and windscreen-locking lever. If jump platforms and windscreen are not installed in the doors, they must be secured to the upper ramp.

•

All equipment and crew baggage are secured to the floor. During the jump briefing, parachutists warned to avoid striking or grabbing the door platform or windscreen-locking lever on the leading edge of the door.

WARNING It is a serious hazard to the exiting parachutist if the windscreen-locking lever swings into the open door.

•

Tailgate drops (MFF and bundles only).

•

Ensure loadmaster installs the stops on both sides of the tailgate so it will be level with the aircraft floor when open.

•

Disengage the support bracket near the door for bundle drops that use the retrieval system to pull the static lines.

•

Secure the retrieval cable against the anchor line cable in several places with breakaway ties starting at the rear of the cable and ending at the tailgate hinge. This prevents the tailgate from cutting the retrieval cable during operation.

F-35

FM 3-05.210

Table F-26. JM Checklist for C-27A (Continued) En Route Before JM Commands STAND UP Platforms: •

Platforms are locked into the two “keyholes” on the floor and slid to the rear of the aircraft. The large portion of the keyhole slot should be visible.

•

The platform-locking lever on the leading edge of the door should be in its locked position. The lug this level controls should be engaged to the doorframe.

•

The platform-locking lever should be taped in place to help prevent any parachutists from inadvertently unlocking it.

•

The flange on the trailing side of the platform must overlap the inside of the doorframe about 1/2 inch.

Jump lights: •

Check location of jump lights. ƒRear at the forward, left door. ƒRear of both jump doors. ƒHigh above, to the rear, and on both sides of the ramp. ƒStatic-line anchor cable system.

•

Ensure jump lights are functioning properly.

Anchor cable: •

Forward end of cable is firmly secured to bracket on bulkhead with three threads showing on turnbuckle.

•

Cable is operational.

•

Cable has no breaks, frays, or kinks.

•

Cable is clean and free of rust.

•

Static-line stop is present.

•

Support bracket at the trailing edge of the door is locked in place to support the cables.

Emergency equipment: •

First aid kit is onboard (one).

•

Fire extinguishers are onboard (two).

•

Alarm system is operational.

•

Emergency exits are operational and accessible.

•

Sufficient emergency parachutes are available. Aircraft Slowdown Warning at 3 Minutes Before Drop

•

Doors are opened and locked in place.

•

Air deflectors are extended.

•

Jump platforms are locked in place. Upon Opening Doors

•

Ensure door bundles have 15-foot static lines with three drogue parachutes.

•

Ensure jump platform is secure and will sustain parachutist’s weight.

F-36

FM 3-05.210

Table F-27. JM Checklist for C-141B Before Equipment Is Loaded and Parachutists Are Boarded Seats: •

Aircraft has enough seats for number of troops.

•

All seats have seat belts.

•

Seat backs are secure.

•

Seats are not torn.

•

Nothing is protruding through seats.

•

Seat legs are locked into floor.

Floor: •

Nonskid surface covering is in good condition.

•

Floor is clean and safe to walk on.

•

Roller conveyors are stored.

•

Loose equipment is secured in the cargo ramp area and does not interfere with troops.

Jump platforms: •

Nonskid surface covering is present.

•

There are no cracks or bends.

•

Studs are locked in seat track receptacles.

•

Tie-down fitting is locked.

•

All bolts and nuts are present.

•

Platforms easily swing in and out.

Jump doors: •

No sharp edges or protrusions on doorframes or loading struts.

•

No excessive grease on door tracks.

•

Doors open and close easily.

•

Door lever catches are operational.

Air deflectors: •

No sharp edges present.

•

Deflectors operate electrically.

Jump caution lights: •

All seven sets of caution lights are operational. ƒSet 1—crew entrance door. ƒSets 2 and 3—top leading edges of right and left doors. ƒSets 4 and 5—trailing edges of right and left doors at waist high. ƒSets 6 and 7—right and left anchor cable aft supports.

Anchor cable system: Forward support beam: •

Bolts and nuts are present and tight.

F-37

FM 3-05.210

Table F-27. JM Checklist for C-141B (Continued) •

Anchor cables are attached to first and third anchor points right and left of centerline for personnel jumps.

•

Cables, bolts, nuts, and safety wire are present.

•

Turnbuckle is secured with safety wire.

Anchor cable: •

No breaks (within acceptable tolerances of TO 1C-130A-9), frays, or kinks exist.

•

Cable is clean and free of rust.

•

Cable swage is present.

Anchor cable intermediate center support: •

Cables run through slots after ramp is closed.

•

Quick-release retaining pip pins are present.

Static-line retrievers: •

Motor is operational.

•

Retriever spools are secured forward of intermediate cable support and tied to supports with one turn of double 1/4-inch cotton webbing.

•

Retriever cables are not broken (within acceptable tolerances of TO 1C-141B-1, Flight Manual— USAF-Series Aircraft C-141B—F09603-78-C-1473), frayed, or kinked.

•

Retriever cables are secured in spring clips.

•

Retriever bars are available (one for each door). NOTE: Retriever cable must be at least 4 inches above the anchor line cable.

Emergency equipment: •

Public address system is operational.

•

First aid kits (four) are present.

•

Fire extinguishers (three) are present.

•

Alarm system is operational.

•

Emergency exits are operational and accessible.

•

Sufficient emergency parachutes are available.

Miscellaneous: •

Lighting system is operational.

•

Airsickness bags are available.

•

Comfort facilities are available.

•

JM kit (extra equipment) is onboard.

Table F-28. JM and Pilot Checklist for CH/HH-3 •

The main cabin door is secured to the rear and taped, to include the door handle and latch.

•

Any external cargo slings are removed before conducting jump operations.

•

All protruding objects near the doors are removed or taped. The penetrator is removed before conducting jump operations.

•

Safety belts are installed for all parachutists and are extended completely to ensure positive hookup while seated.

F-38

FM 3-05.210

Table F-28. JM and Pilot Checklist for CH/HH-3 (Continued) •

Seats are fastened securely in the down position with backs loose (except the four seats raised for anchor line cable installation).

•

The anchor line cable is tight and free of frays.

•

The deck is clean and free of oil and water.

•

The flight engineer’s headphones and the JM intercom cord are available and function properly.

Table F-29. JM Checklist for UV-18B and DHC-6 Exterior checks are as follows: •

Check the jump door for sharp edges, especially on the bottom and trailing edges and any surface area that comes in contact with the static lines (this does not include the anchor line itself). Pad and tape as necessary. When taping, tape from trailing edge and work forward, ensuring tape edges are overlapping. This will reduce the friction of static lines against exposed tape edges. When seats are not present, tape all sharp or rough edges on the floor area near the portside cargo door and tape all seat hookup positions on the port and starboard walls. Additionally, tape all protrusions that can snag a static line on the port side of the aircraft. Tape from the door to the tail.

•

Check the aircraft ladder or step platform to ensure it is present and serviceable. This will help the parachutist enter the aircraft. If for some reason a ladder or platform is not present, improvise a step from any stable object 12 to 18 inches tall (for example, a footlocker or an ammunition crate).

Interior checks are as follows: •

Check the length of the anchor line cable for frays, breaks, and any repairs. The slack in the anchor line cable should be about 6 inches in either up or down movement. A tight anchor line can break with a towed parachutist. Ensure the front and aft anchor points for the cable do not have loose-fitting bolts or damaged parts. Ensure the bulkhead is undamaged.

•

Check the jump door. Ensure it is present, serviceable, and secured properly to the ceiling before airborne operations.

•

Check floor for oil, trash, excess straps, toolboxes, and so on that might interfere with the parachutists’ seating and movement. Check for floor anchor points. Ensure they are present and secure.

•

Ensure JM folding jump seat is present and secure or securely tied or strapped down out of the way of operations (if not used).

•

Check emergency equipment. Ensure fire extinguisher is present, secured, and charged. Ensure bail out bell and jump lights function. (Both are located on the port side of the aft bulkhead near the jump doors). Ensure ICS is operational.

Inspection for MFF operations are as follows: •

Ensure safety belts are installed.

•

Ensure supplemental oxygen is present.

•

Check that jump door is functional. Tape and pad the jump door handle and edge, as required.

•

Ensure aircraft can operate in blackout.

•

Ensure jump and caution lights are operational and adjustable.

•

Ensure correction relay light switch is functional or ICS is functional. NOTE: For night operations, JMs use a flashlight or chemical light to inspect parachutists. Because of the confined area, the aircrew will not illuminate the cabin lights during the flight. This also preserves the parachutists’ night vision.

F-39

FM 3-05.210

Table F-30. JM Checklist for OV-10 •

Jump lights are operational.

•

Emergency horn is operational.

•

Seat belt is installed for JM. The JM’s belt will be fastened to the Number 7 anchor point, which is located 18 inches from the rear edge of the door.

•

ICS is operational. The microphone switch for the ICS is located near the jump lights on the left aft side of the fuselage of the cargo compartment. It is possible and desirable to have the microphone switch rigged to the headset cord. This will allow the user to key the microphone without having to reach for the bulkhead-mounted toggle switch. The headset may also be hot-wired into the aircraft intercom system.

•

The external fuel tank fin is removed.

•

The cargo compartment is free of loose gear or debris.

•

The cargo door is removed.

•

The safety rider’s safety belt is installed and adjusted.

•

The anchor line cable is firmly anchored and not frayed.

Table F-31. JM and Pilot’s Representative Checklist for C-47, DC-3, and DC-3T Exterior inspection: •

Check the jump door for sharp edges, especially on the top, bottom, and trailing edges, and any surface area that comes in contact with the static lines (this does not include the anchor line cable itself).

•

Pad and tape the two door hinges, door hasp, and the doorknob of the cargo door, as necessary. When taping, tape from the trailing edge and work forward while ensuring tape edges are overlapping. This will reduce the friction of static lines against exposed tape edges.

•

Check the aircraft ladder, and ensure it is present and serviceable. This will help the parachutists enter the aircraft.

Interior inspection: •

Check the length of the anchor line cable for frays, breaks, and any repairs. The slack in the anchor line cable should be about 6 inches in an up or down movement.

•

Check the security of front and aft cable anchor points for loose-fitting bolts or damaged parts or bulkhead.

•

Ensure the jump door is removed and secured properly.

•

Check the floor for oil, trash, excess straps, toolboxes, and so on that might interfere with parachutists’ seating and movement.

•

Check the floor anchor points for harness attachment, ensuring they are present and secure.

•

Ensure the emergency equipment; that is, fire extinguisher (present, secured, and fully charged), emergency bail out bell, jump lights (red and green), and ICS (if available) are all operational.

The JM performs additional items for MFF operations. The JM inspects the aircraft to ensure the following: •

Seat belts are installed.

•

Supplemental oxygen is present.

•

Jump door is functional or removed, and door handle and edges are taped and padded, as needed.

•

Aircraft can operate in blackout.

•

Jump lights are operational and adjustable.

•

Correction relay light switch is functional or intercom is functional (if used).

F-40

FM 3-05.210

Table F-32. JM Checklist for CASA-212 Seats: • Adequate seats available for troop load. • All seats have safety belts. • Seat backs are secure. • Seats are serviceable. • No projections through seats.

Floor: • Nonskid surface covering is in good condition. • Floor is clean and safe to walk on. • Loose equipment is secured and does not interfere with troops. Ramp: • There are no sharp or protruding edges on ramp. • Nonskid surface covering is in good condition. • Floor is clean and safe to walk on. • Loose equipment is secured and does not interfere with troops. • Door opens and closes easily. Jump Lights: • Check Set 1 (above port aft jump door) for operation. • Check Set 2 (above starboard aft emergency door) for operation. Check alarm bell; it is the signal for exiting. Static Line Anchor Cable System: • Forward support beam: ƒ Bolts, nuts, and safety wire are present. ƒ Anchor cable is attached to centerline anchor point. ƒ Cable bolt, locking bolt, nut, and safety wire are present. ƒ Check anchor line tension indicator—red line indicator should not be seen. • Anchor cable: ƒ Cable has no breaks, frays, kinks. ƒ Cable is clean and free of rust. ƒ Swage is present. • Anchor line cable aft support: ƒ Cable, locking bolt, nut, and safety wire are present. Emergency Equipment: • First aid kits are onboard (2). • Fire extinguishers are onboard (2). • Alarm system is operational. Miscellaneous: • Lighting system is operational. • Airsickness bags are available. • JM kit (extra equipment) is onboard. • Earplugs are available. • Loose equipment and jump door (removed) are moved forward in the aircraft and secured.

F-41

FM 3-05.210

Table F-33. JM and Pilot Checklist for CH-54 •

Pod is properly installed so it is not jettisonable.

•

All protruding edges or objects near the aft opening are removed or taped. Troop seats are secured and facing starboard, and the ends of the horizontal braces are taped together.

•

A safety belt is available for each parachutist. A safety harness is available for each person who is not jumping.

•

Edge of the cargo floor and starboard corner of the pod are taped.

•

Floor is clean and not slippery, and there are no projections in the aisle.

•

At least two sets of headphones are available (one set for the static JM) and functioning properly. The headphone cord for the static JM is long enough to let the JM look outside the pod at the aft, portside corner.

•

For tactical night jumps, the two overhead lights at each end of the pod are turned on and have red lenses installed. All other lights are turned off. The static JM and crew chief have flashlights with red lenses.

Table F-34. JM and Pilot’s Representative Checklist for U-1A •

The portside door is removed.

•

The aft lower corner or the portside doorframe is taped.

•

The port side of the fuselage is padded for a distance of 100 inches aft of the door. All unnecessary floor tie-down rings are removed.

•

Troop seats are lifted and secured. The rear, portside seat is folded up against the rear bulkhead, and Seats 1 and 3 (starboard side) and Seats 2 and 4 (port side) are folded up. When arctic clothing and equipment are worn, all seats are folded up.

•

If the aircraft is equipped with skis, the connections of the tail ski bungee cord are taped.

•

The relief tube projecting below the fuselage on the port side aft of the door is taped to prevent fouling the static line.

•

The anchor line cable assembly is installed as mentioned in above paragraph.

•

Safety belts are fully extended and available for each parachutist.

•

The floor is clean, not slippery, and no obstructions in the aisle.

Table F-35. JM and Pilot Checklist U-21A •

The air stair (jump) door is removed. The door hinge and lower portion of the doorframe are padded and taped.

•

Seats and equipment in the cargo compartment have been removed. The anchor line is properly installed (Figure F-5, page F-43).

•

Any remaining sharp edges or protruding objects in the cargo compartment are removed or padded and taped.

•

An A-7A strap is attached to the seat belt rings at the front of the cargo compartment to serve as a forward safety belt. Another A-7A strap is attached to the rear of the cargo compartment after the parachutists have enplaned.

•

The anchor line cable is installed properly and the D rings extend no further aft than the third cargo tie-down.

F-42

FM 3-05.210

Figure F-5. Jump Configuration

Table F-36. JM Checklist for C-208B Exterior checks are as follows: •

Check the jump door for sharp edges, especially on the bottom and trailing edges and any surface area that comes in contact with the static lines (this does not include the anchor line itself). Pad and tape as necessary. When taping, tape from trailing edge and work forward, ensuring tape edges are overlapping. This will reduce the friction of static lines against exposed tape edges.

•

Check the jump door safety strap. Ensure it is present, serviceable, and secured properly across the center of the jump door. Check strap and slack and snap fastener, ensuring personnel can hook and unhook leading edge attaching point.

•

Check the aircraft ladder or step platform to ensure it is present and serviceable. This will help the parachutists enter the aircraft. If for some reason a ladder or platform is not present, improvise a step from any stable object 12 to 18 inches tall (for example, footlocker, ammunition crate, and so on).

Interior checks are as follows: •

Check the length of the anchor line cable for frays, breaks, and any repairs. The slack in the anchor line cable should be about 6 inches in either up or down movement. A tight anchor line can break with a towed parachutist. Check the security of the anchor points (front and aft) for loose-fitting bolts or damaged parts or bulkhead.

•

Check floor for oil, trash, excess straps, toolboxes, and so on that might interfere with parachutist’s seating and movement. Also check for floor anchor points for harness attachment, ensuring they are present and secure.

•

Check emergency equipment; for example, fire extinguisher (present, secured, and charged), emergency bail out bell, red and green jump lights (located on the port side of the aft bulkhead near the jump doors), and ICS are operational. NOTE: JM has ICS with the pilot. If ICS is not available, he will use the directional button located on the leading edge of the jump door to let the pilot move left or right for proper line-up to the RP.

For MFF operations, the JM— •

Ensures there are no seat belts or parachutists on the floor.

•

Ensures supplemental oxygen is present.

•

Checks jump door is functional or removed and tapes and pads handle and edge, as required.

•

Ensures aircraft is capable of operating during blackout.

•

Ensures jump and caution lights are operational and adjustable.

F-43

FM 3-05.210

Table F-36. JM Checklist for C-208B (Continued) •

Ensures correction relay light switch is functional or ICS is functional. NOTE: For night operations, use a flashlight or chemical light to inspect parachutists. Because of the confined area in the cabin, the cabin lights will not be used during flight. This will also preserve the parachutists’ night vision.

Table F-37. JM Checklist for C-17A Exterior inspection: •

Check the jump door for sharp edges, especially on the bottom and trailing edges and any surface area that comes in contact with the static lines (this does not include the anchor line itself). Pad and tape as necessary. When taping, tape from trailing edge and work forward, ensuring tape edges are overlapping. This will reduce the friction of static lines against exposed tape edges.

•

Check aft jump doors, and ensure there are no sharp protrusions, sharp edges, or snag hazards.

•

Check ramp area with the ramp closed. Ensure actuator door bulb seal is in place and there are no sharp edges or snag hazards. NOTE: Often, it is not possible to have the ramp closed for this inspection. In this case, inspect both components of the actuator bulb. Trace the bulb seal once again, feeling for any sharp or protruding edges that may cut or fray a parachutist’s static line upon exiting the aircraft.

•

Ensure two jack pads are located between the jump doors and the ramp. Ensure there are no sharp edges or protruding edges.

Interior inspection: •

Ensure outboard seats are down and inboard seats are in place.

•

Ensure aircraft has enough seats for the number of troops (102 maximum).

•

Ensure seats are serviceable (27 outboard and 27 inboard).

•

Ensure all seats have seat belts.

•

Ensure all seats are secured to the floor or sidewall of the aircraft.

•

Ensure nonskid floor and ramp covering is present and in good condition (clean and safe to walk on).

•

Ensure aircraft is clean with no excess fluids on the floor.

•

Check that roller conveyors are stowed.

•

Check that all loose equipment is secured in the cargo area.

•

Ensure two deck tie-down ring covers are in place just before each jump door.

•

Ensure platform lights are operational for night jumps.

•

Check jump doors, and ensure— ƒNo excessive grease is on the door tracks. ƒThere are no sharp or protruding edges on doorframes. ƒDoors open and close without excessive force. ƒDoor lever catches up lock. ƒClearance fairing has no sharp edges, retracts properly, and locks into place. ƒFour tie-down ring pan covers are present adjacent to each jump door and covering the tie-down ring pans. ƒEnsure air deflector has no sharp edges and deploys properly to 40 degrees (plus or minus 5 degrees).

F-44

FM 3-05.210

Table F-37. JM Checklist for C-17A (Continued) •

Ensure jump caution lights are operating correctly—red, yellow (10 seconds), and then to green.

•

Ensure the anchor line cable system— ƒIs properly installed with no breaks, kinks, or frays. ƒHas clean cables that are free of rust. ƒHas properly installed cables (run through slots). ƒHas correctly installed quick-release retaining pip pins.

•

Ensure the paratroop retrieval system (Canadian retrieval system) is correctly installed as follows: ƒAttachment point on aft anchor line cable station is present. ƒSling and retrieval assist system are present. ƒMotor is operational. ƒRetriever cables are not broken, frayed, or kinked. ƒRetriever cables are secured in spring clips.

•

Ensure emergency equipment is present and functioning as follows: ƒPublic address system is operational. ƒFirst aid kits and fire extinguishers are present. ƒAlarm system is operational. ƒEmergency exits are operational and accessible. ƒSufficient emergency parachutes are present.

•

Ensure lighting system is operational, especially red lights for night operations.

•

Ensure airsickness bags and hearing protection are available.

•

Ensure comfort facilities, water, urinals, and so on are available during in-flight rigging.

•

Ensure JM's kit bag is complete and onboard.

Table F-38. JM Checklist for C-5A/B/C •

Ensure aircraft has enough seats for number of troops.

•

Ensure all seats have seat belts.

•

Ensure the safety fence is installed and there are enough equipment restraint nets available for the troop load.

•

Ensure nonskid floor covering is in good condition.

•

Ensure the floor is clean and safe to walk on.

•

Ensure roller conveyors are stored.

•

Ensure loose equipment is secured in the cargo ramp area and that it does not interfere with the parachutists.

•

Check the jump platforms for the following: ƒNonskid surface covering is present. ƒThere are no cracks or bends. ƒStuds are locked in the seat track receptacles. ƒTie-down fitting is locked. ƒAll bolts and nuts are present. ƒPlatforms easily swing in and out.

F-45

FM 3-05.210

Table F-38. JM Checklist for C-5A/B/C (Continued) •

Check jump doors for the following: ƒNo sharp edges or protrusions on doorframes or loading strut. ƒNo excessive grease on door tracks. ƒDoors open and close easily. ƒDoor lever catches are operational. ƒPhenolic (plastic) block is installed on leading edge at retriever bar height. ƒEnsure air deflectors have no sharp edges and that they operate electrically. ƒEnsure all five sets of jump lights are operational. They are located as follows: − Set 1—crew entrance door. − Sets 2 and 3—top leading edges of right and left doors. − Sets 4 and 5—trailing edges of right and left doors at waist high.

•

Check the forward support beam of the anchor cable system as follows: ƒEnsure bolts and nuts are present and tight. ƒEnsure anchor cables are attached to first and third anchor points right and left of centerline for personnel jumps. ƒEnsure cables, bolts, nuts, and safety wire are present. ƒEnsure turnbuckle is secured with safety wire or tied with 1/4-inch cotton webbing.

•

Check the anchor cable of the anchor cable system as follows: ƒEnsure there are no breaks, kinks, or frays. ƒEnsure the cable is clean and free of rust. ƒEnsure cable swage is present. ƒEnsure cable is at least 73 inches above the floor.

•

Check the static-line retrievers of the anchor cable system as follows: ƒEnsure the motor is operational. ƒEnsure the retriever spools are secured forward of intermediate cable support and tied to supports with one turn of double quarter-inch cotton webbing. ƒEnsure retriever cables are not broken, frayed, or kinked. ƒEnsure retriever cables are secured in spring clips. ƒEnsure retriever bar is available. NOTE: Retriever cable must be at least 4 inches above the anchor line cable.

•

Check the emergency equipment as follows: ƒEnsure public address system is operational (upper deck only). ƒEnsure first aid kits (four) are present. ƒEnsure fire extinguishers (three) are present. ƒEnsure alarm system is operational. ƒEnsure emergency exits are operational and accessible. ƒEnsure enough emergency parachutes are available. ƒEnsure lighting system is operational. ƒEnsure airsickness bags are available.

F-46

FM 3-05.210

Table F-38. JM Checklist for C-5A/B/C (Continued) ƒEnsure comfort facilities are available. ƒEnsure JM’s kit bag (extra equipment) is onboard. ƒEnsure door bundles are rigged with 15-foot static lines with three drogue parachutes attached. ƒEnsure the following once airborne: − After receiving aircraft slowdown warning, ensure doors are opened and locked in place, air deflectors are extended, and jump platforms are locked in place. − Ensure jump platform is secure and will sustain parachutist’s weight. NOTE: Only HALO personnel may exit the aircraft via the aft ramp. Because of the number of parachutists that can be hooked up to one anchor line cable, the C-5A, B, or C aircraft is not certified for combat concentrated loads. Any deviations to the listed configurations require authorization from HQ, AMC, Department of Transportation, or Department of Defense.

Table F-39. JM Checklist for C-123 Seats: •

Seats are installed for parachutists.

•

All seats have safety belts.

•

Seat backs are secured.

•

Seats are not ripped.

•

No projections through seats.

•

Legs are locked into the floor.

•

Diagonal leg brace is attached.

Floor: •

Nonskid covering is in good condition.

Jump lights: Check three sets to ensure they operate. •

Set 1—left anchor cable aft support.

•

Sets 2 and 3—aft side right and left wheel well or trailing edge right and left door, waist high (depends on model of aircraft).

Static-line anchor cable system: •

Forward beam support. ƒAnchor cables are attached to first and second anchor points right and left of the centerline for personnel jumps. ƒCable, bolt, nut, and safety wire are present. ƒTurnbuckle secured with safety wire. ƒCable, locking bolt, nut, and safety wire are present.

•

Anchor cable. ƒNo breaks. ƒNo frays. ƒNo kinks. ƒClean and free of rust. ƒCable swage is present.

F-47

FM 3-05.210

Table F-39. JM Checklist for C-123 (Continued) •

Anchor cable intermediate support. ƒCables are swaged. ƒSpreader cable bolts and nuts are made safe. ƒTensioning cable is present and locked. ƒAnchor line cable aft support. ƒCable, bolt, nut, and safety wire are present. ƒCable, locking bolt, nut, and safety wire are present.

•

Static-line retrievers. ƒMotor operational. ƒRetriever cables are not broken, frayed, kinked, dirty, or rusty. ƒAttaching handle is facing right and is locked. ƒAttaching straps are present. NOTE: Retriever cable must be at least 4 inches above the anchor line cable.

•

Emergency equipment: ƒFirst aid kits are present and complete (four). ƒFire extinguishers are present and charged (three). ƒTwo cargo tie-down straps are present. ƒAlarm bell is operational. ƒEmergency exits are operational and accessible. ƒSufficient emergency parachutes are available.

Miscellaneous: •

Lighting system is operational.

•

Airsickness bags are present.

•

JM kit is on board.

•

Comfort facilities are installed, if appropriate.

Table F-40. JM Checklist for C-130 Before Equipment Is Loaded and Parachutists Are Boarded Seats: •

Aircraft has enough seats for number of troops.

•

All seats have seat belts.

•

Seat backs are secure.

•

Seats are not torn.

•

Nothing is protruding through seats.

•

Seat legs are locked into floor.

•

Diagonal leg brace is attached in each set section (if required).

•

Seats along the wheel well are removed (if required).

F-48

FM 3-05.210

Table F-40. JM Checklist for C-130 (Continued) Before Equipment Is Loaded and Parachutists Are Boarded (Continued) Floor: •

Nonskid surface covering is in good condition.

•

Floor is clean and safe to walk on.

•

Roller conveyors are stored.

•

For a door jump, all cargo compartment roller conveyors and dual rail system floor sections are removed.

•

Loose equipment is lashed and does not interfere with movement or comfort.

Jump doors: •

No sharp edges or protrusions on doorframes.

•

No excessive grease on door tracks.

•

Pip pin is in top, forward edge of doorframe.

•

Auxiliary hydraulic ramp pump handle is secured (after takeoff).

•

Doors open and close easily. (Aircrew members operate doors in flight.)

Air deflectors: •

No sharp edges are on trailing edge.

•

Deflectors operate electrically.

•

No items or trash are stored in wells.

Jump caution lights: •

All seven sets of caution lights are operational. ƒSet 1—crew entrance door. ƒSets 2 and 3—top leading edges of right and left doors. ƒSets 4 and 5—trailing edges of right and left doors at waist high. ƒSets 6 and 7—right and left anchor cable aft supports.

Anchor cable system: •

Forward support beam: ƒFour U-bolts, with self-locking nuts or nuts with cotter pins, are attached. ƒFor personnel jump, anchor cables are attached to first and second U-bolts to the right and left of centerline. ƒForward latch assembly is in the locked position and secured with locking pins.

•

Anchor cable: ƒNo breaks (within acceptable tolerances of TO 1 C-130A-9, Cargo Loading Manual), frays, or kinks exist. ƒCable is clean and free of rust.

•

Anchor cable intermediate center support: ƒCables run through slots after ramp is closed. ƒQuick-release retaining pins are present.

•

Anchor cable aft support: ƒAft latch assembly is closed.

F-49

FM 3-05.210

Table F-40. JM Checklist for C-130 (Continued) Before Equipment Is Loaded and Parachutists Are Boarded (Continued) ƒU-bolts, nuts, and safety pins are present. ƒSupport anchor bolts, nuts, and safety pins are present. •

Static-line retrievers: ƒMotor is operational. ƒRetriever cables are not broken (within acceptable tolerances of TO 1 C-130A-9), frayed, kinked, dirty, or rusty. ƒSpool clamp and shackle are attached forward of intermediate cable support and are tied to support with two turns of 1/4-inch cotton webbing. NOTE: If cable clips are installed on the wheel well, the tie at station 627 is not used. (Retriever cables are secured with two turns of 1/4-inch webbing to litter brackets. Retriever cable must be at least 4 inches above anchor line cable.)

Emergency equipment: •

First aid kits (four) are present.

•

Fire extinguishers (three) are present.

•

CGU1-B cargo tie-down straps (two for retrieval of towed parachutists) are present.

•

Alarm system is operational.

•

Emergency exits are operational and accessible.

•

Sufficient emergency parachutes are available.

Miscellaneous: •

Lighting system is operational.

•

Airsickness bags are available.

•

Comfort facilities are available.

•

JM kit bag (extra equipment) is onboard.

F-50

Appendix G

Fast-Rope Troop Briefing and Operational Checklist The fast-rope troop briefing covers detailed instructions concerning every aspect of the operation, such as the aircraft to be used, training area characteristics, uniform, equipment, and emergency procedures. The operational checklist ensures units perform the tasks for a fast-rope operation.

TROOP BRIEFING G-1. All participants in the fast-rope operation must attend the entire briefing. The officer in charge or NCO in charge briefs all personnel participating in FRIES training. The format for the briefing is shown in Figure G-1, pages G-1 and G-2.

1. Briefing Area. a. Manifest check. b. Operations time sequence, radio call signs and frequencies, actions if radio fails, and visual signals or markings. c. Location, identification, and marking of: (1) PZ (day and night). d. e. f. g. h. i.

(2) Infiltration site (day and night) Ground operations and loading. Heading, route, flight time, and predicted weather conditions. Altitude. Time warnings. Hand-and-arm signals. Emergencies. (1) PZ (2) Fast-rope personnel on ropes.

2. Rehearsal of Actions in Helicopter. a. Seating order. b. Exit order. c. Wearing of seat belts or improvised restraints. d. Securing of equipment. e. Hand-and-arm signals or emergency signals for day and/or night operations. f. Movement as directed.

Figure G-1. Format for Fast-Rope Troop Briefing

G-1

FM 3-05.210

3. Fast Roping. a. Releasing of seat belts. b. Hand-and-arm signals. c. Movement as directed. d. Positioning of equipment. e. Exiting of aircraft. f. Accountability of personnel and/or equipment. 4. Emergencies. Personnel will adhere to the following procedures in an emergency. Personnel use sound judgment to determine the correct action to take. a. Aircraft emergency. (1) Stop stick (cease FRIES operation). (2) Ensure ropers are clear. b.

(3) Take appropriate action. Unsafe drift or premature liftoff. (1) Lock-in. (2) Stop stick. (3) Get back on target.

c.

(4) Continue operations. Hung rope. (1) Ensure ropers are clear. (2) Descend.

d.

(3) Release rope. No communications. (1) The signal for STOP STICK is a clenched fist in the chest. (2) The signal for ROPERS is pointing a finger toward the exit. (3) The signal for AIRCRAFT MOVEMENT is an open palm moving in and facing toward direction required.

e.

(4) The signal for STOP AIRCRAFT is a clenched fist. Known hazards on or around the infiltration site.

Figure G-1. Format for Fast-Rope Troop Briefing (Continued)

FAST-ROPE OPERATIONS CHECKLIST G-2. The sequence of actions and duties of individuals presented in Figure G-2, pages G-2 and G-3, are recommended. However, the FRM may modify the checklist based on unit procedures, mission, and type of aircraft.

1. Preflight Actions. a. Receive briefing from S-3 air. b. Conduct pilot and crew brief.

Figure G-2. Fast-Rope Operations Checklist

G-2

FM 3-05.210

c. d. e. f.

Conduct aircraft inspection and rigging. Conduct safety brief and operations brief. Conduct static load rehearsal. FRM inspects personnel and equipment.

2. Load Aircraft. a. Position equipment and personnel. b. Ensure personnel are strapped or tied in to the aircraft. 3. Actions in Flight. a. Monitor command net. b. Monitor aircrew net. c. Monitor flight route. 4. Actions at 10-Minute Warning. a. Issue 10-minute time warning. b. Check jumper equipment. c. Check fast ropes, platform, and hookup. d. Open aircraft doors, if required. e. Secure fast-rope bar in position. 5. Actions at 6-Minute Warning. a. Issue time warning. b. Position personnel and equipment. 6. Actions at 1-Minute Warning. a. Issue time warning. b. Unhook personnel. c. Break chemical lights. 7. Actions at GO. Ropers exit aircraft upon FRM’s signal. 8. Postmission Actions. Personnel account for themselves and equipment upon completion of the FRIES operation.

Figure G-2. Fast-Rope Operations Checklist (Continued)

G-3

Appendix H

Castmaster Briefing Helicopter cast and recovery operations begin with the castmaster briefing. This briefing covers detailed instructions concerning every aspect of the operation, to include a description of the aircraft to be used, casting area characteristics, uniform and equipment, and emergency procedures. All swimmers, the pilot in command, and the airborne mission commander must attend the entire briefing. A recommended briefing format is in Figure H-1, pages H-1 and H-2.

1. Briefing Area. a. Manifest check. b. Time sequence for the operation, to include radio call signals and frequencies, action for radio failure, and smoke codes and visual signals. c. Flight routes, checkpoints, and flight time. d. Location and identification of cast area. (1) Markings (day or night). (2) Obstacle markings (day or night). e. Cast altitude and speed (maximum altitude is 10 feet and maximum speed is 10 knots actual airspeed). f. Type aircraft (number and formation). g. Number of sticks, load order, seating arrangement, and exit order. h. Number of passes. i. Water depth and obstacles (minimum water depth is 10 feet). j. Location and marking of safety boats. k. Conduct of overall operation. l. Cast and recovery rehearsal, if applicable. m. Abort procedures and signals. n. Pilot and CM briefing. o. Positioning of equipment. p. Review of jump commands, hand-and-arm signals, and signals for swimmers to use once in water. q. Movement in aircraft, when permitted. r. CM inspection of personnel and equipment before boarding the aircraft. Duties and responsibilities of the pilot in command, aircrew, CM, safety boat NCO, and safety swimmers. 2. In the Helicopter. a. Secure seat belts or safety straps and equipment. b. Watch for CM signals. c. Move as directed.

Figure H-1. Recommended CM Briefing Format

H-1

FM 3-05.210

3. Cast. a. Release seat belt or safety strap. b. Position equipment. c. Receive CM signals. d. Exit aircraft. 4. After Exiting Helicopter. a. Assume proper body position for water entry. b. Signal that you are okay. c. Don swimming gear. d. Secure equipment, and account for personnel and equipment. e. Execute remainder of operation. 5. Recovery. a. Assume correct swimmer alignment. b. Follow procedures or techniques for recovery system used. c. If a rope ladder is used, snare ladder with arm and stabilize ladder or follow ascending procedures for the recovery system used. d. Board aircraft. e. Secure seat belts or safety straps. f. Account for personnel and equipment.

Figure H-1. Recommended CM Briefing Format (Continued)

H-2

Glossary AA

antiaircraft

ACC

air component commander

ACL

allowable cabin load

ADEPT ADF AESOP AF AFB AFI AFR AFRM

alternating door exit procedures for training automatic direction finder airborne electronic special operations payload air force Air Force base Air Force Instruction Air Force Reserve assistant fast-rope master

AFSOB

Air Force special operations base

AFSOC

Air Force Special Operations Command

AFSOF

Air Force special operations forces

AGL AHHS

above ground level altitude holder and hover stabilization

AHO

above the highest obstruction

AJM

assistant jumpmaster

ALCE

airlift control element

ALICE

all-purpose, lightweight individual carrying equipment

ALLTV

all-light-level television

alt AM AMC

altitude amplitude modulation Air Mobility Command

ammo

ammunition

AMP-2

Airfield Marking Pattern-2

ANG ANGLICO AO AOB

Air National Guard air and naval gunfire liaison company area of operations advanced operations base

Glossary-1

FM 3-05.210

AOD

automatic-opening device

APIT

armor-piercing incendiary tracer

AR ARSOA ASAP

Army special operations aviation as soon as possible

ASE

aircraft survivability equipment

AST

area specialty team

ATC

air traffic control

ATCOM ATHS ATIRCM

Aviation Troop Command automatic target handoff system advanced threat infrared countermeasures

ATRJ

advance threat radar jammer

AVIM

aviation intermediate maintenance

AVUM

aviation unit maintenance

AWACS

Airborne Warning and Control System

AWADS

adverse weather aerial delivery system

AWC

adverse weather cockpit

AZAR

assault zone availability report

BASS

ballistic armor subsystem

BC BDA

Black Crow battle damage assessment

BIU

bus interface unit

BLS

beach landing site

BMNT BTR C

beginning morning nautical twilight beacon tracking radar Celsius

C2

command and control

CA

Civil Affairs

cal

caliber

CAO CARP CAS CASEVAC CASO

Glossary-2

Army regulation

Civil Affairs operations computed air release point close air support; calibrated airspeed casualty evacuation casting area safety officer

FM 3-05.210

CCP

communications control point

CCT

combat control team

CDS

container delivery system

CDU

control display unit

CG

commanding general

CM

castmaster

COA COMAFSOF

course of action Commander, Air Force special operations forces

COMSEC

communications security

COMSOC

Commander, Special Operations Command

CONUS CRRC CRS CS CSAR CSS CT CWIE CWS DA DAP

continental United States combat rubber raiding craft container retrieval system combat support; chlorobenzaimalononitrile (riot control agent) combat search and rescue catalog supply system counterterrorism container, weapon, individual equipment combat weather squadron direct action; Department of the Army (form) direct action penetrator

dB

decibel

DD

Department of Defense (form)

DF

direction finding

DIP DME DMJP

desired impact point distance measuring equipment Dragon missile jump pack

DOK

Director of Operations, Plans (USAF term)

DSO

direct support operator

DTA

dual target attack

DTG

date-time group

DZ

drop zone

DZSO

drop zone safety officer

DZST

drop zone support team

Glossary-3

FM 3-05.210

DZSTL ECCM ECM EFS ELSEC

electronic counter-countermeasures electronic countermeasures enhanced flight screener electronics security

EMT

emergency medical technician

ENS

electronic navigational system

EOC

emergency operations center

ERDS

external raft delivery system

ERP

effective radiated power

ESM

electronic support measures

ESSS ETA EW

external stores support system estimated time of arrival electronic warfare

EWO

electronic warfare officer

EWP

emergency war planning

EZ F

extraction zone Fahrenheit

FAA

Federal Aviation Administration

FAC

forward air controller

FADEC FARP fax FCO

full authority digital electronic control forward arming and refuel point facsimile fire control officer

FFAR

folding fin aerial rocket

FID

foreign internal defense

FLA

front line ambulance

FLIR FM

forward-looking infrared field manual; frequency modulation

FOB

forward operations base

FOV

field of view

FPLIF

field pack large with internal frame

FRIES

fast-rope insertion and extraction system

FRM

Glossary-4

drop zone support team leader

fast-rope master

FM 3-05.210

FSN ft ft/sec

federal stock number feet feet per second

FY

fiscal year

gal

gallon

GAR/I GCI

ground-to-air responder/interrogator ground control intercept

GLINT

gated laser intensifier

GMRS

ground-marked release system

GMT

Greenwich mean time

GPS

global positioning system

GS

ground speed

GSO

ground safety officer

GTA

ground-to-air

GUC

ground unit commander

GW HAARS

gross weight high-altitude airdrop resupply system

HAHO

high altitude high opening

HALO

high altitude low opening

HARP

high altitude release point

HD

heavy drop

HE

heavy equipment

HEAT

high explosive antitank

HEDP

high-explosive dual-purpose

HEI

high-explosive incendiary

helo

helicopter

HE-PROX HF HIP HIRSS HLZ HMMWV HN HPT

high-explosive proximity high frequency hardened improved penetrator hover infrared suppressor subsystem helicopter landing zone high mobility multipurpose wheeled vehicle host nation hook-pile tape

Glossary-5

FM 3-05.210

HQ hr HSK HSLLADS

hour high-speed kit high-speed, low-level aerial delivery system

IAS

indicated airspeed

IAW

in accordance with

ICS ID IDS IDTS

internal communications system identification infrared detection set instrument data transmission system

IFR

instrument flight rules

IGE

in-ground effect

ILS

instrument landing system

IMC in

instrument meteorological conditions inch

INS

inertial navigation system

INU

inertial navigation unit

IP

initial point

IR

infrared

IRCM

infrared countermeasures

ISB

intermediate staging base

JAAT

joint air attack team

JAOC

joint air operations center

JFACC JM JMPI JP JSOA JSOACC JSRC

joint force air component commander jumpmaster jumpmaster personnel inspection joint publication joint special operations area Joint Special Operations Aviation Component Command joint search rescue center

JTF

joint task force

kHz

kilohertz

KIAS km

Glossary-6

headquarters

knots indicated airspeed kilometer

FM 3-05.210

KTAS LAPES lb

knots true airspeed low-altitude parachute extraction system pound

LBE

load-bearing equipment

LLLTV

low-light-level television

LNO LORAN LRF/D LTD LZ LZC m MAAS MACOM MARS max MC

liaison officer long-range navigation laser range finder or designator laser target designator landing zone landing zone controller meter Mobile Aircraft Arresting Systems major command military amphibious reconnaissance system maximum mission computer

MCA

minimum clearance altitude

MDG

map display generator

MDU

map display unit

MEDEVAC METT-TC MEW MF MFF MFFP MHz MILES

medical evacuation mission, enemy, terrain and weather, troops and support available—time available and civil considerations mean effective wind medium frequency military free fall military free-fall parachuting megahertz multiple integrated laser engagement system

min

minimum; minute

mm

millimeter

MOB MONOHUD mph

main operational base monocular head-up display miles per hour

Glossary-7

FM 3-05.210

MPI

multiple points of impact

MPS

meters per second

MPSM MRE

meal, ready to eat

MSC

major subordinate command

MSL

mean sea level

MSU

major subordinate unit

NA NATO NAVAID NAVSTAR

not applicable North Atlantic Treaty Organization navigational aid Navigation Satellite Timing and Ranging

NBC

nuclear, biological, and chemical

NCO

noncommissioned officer

NCOIC NET NG

noncommissioned officer in charge no earlier than National Guard

NLT

not later than

NM

nautical mile

NSN

national stock number

NTO

night tactical operation

NVG

night vision goggle

OB OCONUS OGE OIC

order of battle outside continental United States out-of-ground effect officer in charge

OPCON

operational control

OPSEC

operations security

pax PI PIBAL

passengers point of impact pilot balloon

PJM

primary jumpmaster

PLF

parachute landing fall

PLS

personnel locator system

PMD

Glossary-8

multipurpose submunitions

projected map display

FM 3-05.210

PODS POL PONR PR PRTS psf PSYOP PW PZ

personnel outside delivery system petroleum, oil, and lubricants point of no return personnel recovery parachutist rough-terrain system pounds per square foot Psychological Operations prisoner of war pickup zone

RAF

Royal Air Force

RAM

raised angle marker

RATELO

radiotelephone operator

RCC

rescue coordination center

RCL

reception committee leader

reg

regulation

regt

regiment

RM

rappel master

RP

release point

RPI RSO RT RWR RZ SATCOM SAVSERSUP

random points of impact rappel safety officer radar transponder radar warning receiver recovery zone satellite communications signal audio visual service supplement

SCNS

self-contained navigation system

scuba

self-contained underwater breathing apparatus

SF

Special Forces

SFOB

Special Forces operations base

SFOD

Special Forces operational detachment

SFODA SIGSEC SINCGARS SKE

Special Forces operational detachment A signals security single-channel ground and airborne radio system station-keeping equipment

Glossary-9

FM 3-05.210

SL SLAP SMC SMJP SO SOA SOAR SOCCE

Sabot-launched armor piercing Seattle Manufacturing Company Stinger missile jump pack special operations special operations aviation special operations aviation regiment special operations command and control element

SOF

special operations forces

SOG

special operations group

SOI

signal operating instructions

SOLE

special operations liaison element

SOLL

special operations low-level

SOS

special operations squadron

SOTSE

special operations theater support element

SOP

standing operating procedure

SOW

special operations wing

SOWB

special operations waterproof bag

SPIES

special patrol infiltration and extraction system

SR STABO STANAG

special reconnaissance suspended tactical airborne body operations standardization agreement

STAR

surface-to-air recovery

SSN

social security number

STF

special tactics flight

STG

special tactics group

STOL

short takeoff and landing

STS

special tactics squadron

STT

special tactics team

TA TACAIR TACAN TACC TACSAT

Glossary-10

sea level

terrain avoidance tactical air tactical air navigation tactical air control center tactical satellite

FM 3-05.210

TAP

tactical airdrop personnel

TAS

true airspeed

TEMIG

tactical electromagnetic ignition generator

TF

terrain following

TM

technical manual

TOT TPRS

time on target towed paratroop retrieval system

TPT

target practice tracer

TSV

tactical secure voice

TV UARRSI UHF U.S. USAF USAIS USAJFKSWCS USASOC USMC USSOCOM UTM UW VASI

television universal air refueling receptacle slipway installation ultra high frequency United States United States Air Force United States Army Infantry School United States Army John F. Kennedy Special Warfare Center and School United States Army Special Operations Command United States Marine Corps United States Special Operations Command universal transverse mercator unconventional warfare visual approach surface indicator

VD

vertical distance

VH

velocity horizontal

VHF

very high frequency

VIRS

verbally initiated release system

VMC

visual meteorological conditions

VNE

velocity never exceed

VOR

VHF omnidirectional range

VSDS V/STOL VTOL WDI WSVC WT yd

video symbology display system vertical and/or short takeoff and landing aircraft vertical takeoff and landing wind drift indicator wind streamer vector count weight yard

Glossary-11

FM 3-05.210

ZM

Glossary-12

zone marker

Bibliography AF Form 3822, LZ Survey. February 1994. AF Form 3823. Drop Zone Survey Report. February 1994. AF Instruction 11-201. Flight Information. 1 September 1997. AF Instruction 11-202. Volume 3, General Flight Rules. 9 February 2001. AF Instruction 13-217. Assault Zone Procedures. 1 May 2003. AMC Reg 55-60. Assault Zone Procedures. October 1992. AR 95-1. Flight Regulations. 1 September 1997. AR 380-19. Information Systems Security. 27 February 1998. AR 530-1. Operations and Signal Security. 3 March 1995. DA Form 5752-R. Rope History and Usage. 1 May 1989. DD Form 1574. Serviceable Tag—Materiel. 1 October 1966. DD Form 1748-3. Joint Airdrop Summary Report. 1 November 1997. Executive Order 12333. United States Intelligence Activities. 4 December 1981. FM 3-21.220. Static Line Parachuting Techniques and Training. 23 September 2003. FM 5-430-00-1. Planning and Design of Roads, Airfields, and Heliports in the Theater of Operations—Road Design. 29 September 1994. FM 5-430-00-2. Planning and Design of Roads, Airfields, and Heliports in the Theater of Operations—Airfield and Heliport Design. 29 September 1994. FM 10-500-3. Airdrop of Supplies and Equipment Rigging Containers. 8 December 1992. Change 1, 26 September 1996. FM 10-542. Airdrop of Supplies and Equipment: Rigging Loads for Special Operations. 7 October 1987. Change 2, 20 September 1994. FM 10-547. Airdrop of Supplies and Equipment: Rigging the High-Speed Aerial Delivery Container, CTU-2/A. 29 December 1980. Change 1, 6 January 1984. FM 10-550. Airdrop of Supplies and Equipment: Rigging Stinger Weapon Systems and Missiles. 29 May 1984. FM 20-11. Navy Dive Manual, Volumes I and II. March 2001. FM 25-101. Battle Focused Training. 30 September 1990.

Bibliography-1

FM 3-05.210

FM 31-19. Military Free-Fall Parachuting Tactics, Techniques, and Procedures. 1 October 1999. FM 31-71. Northern Operations. 21 June 1971. FM 57-38. Pathfinder Operations. 9 April 1993. FM 90-6. Mountain Operations. 30 June 1980. JP 3-05. Doctrine for Joint Special Operations. 17 April 1998. JP 3-09.1. Joint Laser Designation Procedures. 1 June 1991. STANAG 3597, Edition 3. Helicopter Tactical or Non-Permanent Landing Sites. 20 February 1986. STANAG 3601, Edition 3. Criteria for Selecting and Marking of Landing Zones for Fixed Wing Transport Aircraft. 17 October 1995. TC 21-24. Rappelling. 10 September 1997. TC 31-25. Special Forces Waterborne Operations. 30 October 1988. TM 10-1670-201-23. Organizational and Direct Support Maintenance Manual for General Maintenance of Parachutes and Other Airdrop Equipment. 30 October 1973. Change 7, 17 May 1990. TM 10-1670-251-12&P. Operator and Unit Maintenance Manual for Personnel/Cargo Lowering Device 500 lb Capacity. 11 June 1991. TM 10-1670-262-12&P. Operator and Unit Maintenance Manual Including Repair Parts and Special Tools List Personnel Insertion/Extraction Systems for STABO…Fast Rope Insertion/Extraction System…and Anchoring Device. 25 September 1992. TM 38-250. Preparing Hazardous Materials for Military Air Shipments. 1 March 1997. TM 55-4240-284-12&P. Operating and Maintenance Manual for Rescue Seat, Forest Penetrating Including Repair Parts and Special Tools List. 24 June 1975. Change 1, 17 December 1985. TO 1C-130A-9. Cargo Loading Manual. 1 September 1999. TO 1C-141B-1. Flight Manual—USAF-Series Aircraft—C-141B—F09603-78-C-1473. 16 January 1998. USASOC Reg 350-1. Training ARSOF Active Component and Reserve Component. 28 July 1995. Change 2, 29 May 2003. USASOC Reg 350-2. Training Airborne Operations. 27 September 2001. USASOC Reg 350-12. Special Operations Forces Mountaineering Operations. 3 July 1997. USSOCOM Manual 350-6. Special Operations Forces Infiltration/Exfiltration Operations. 11 June 2001.

Bibliography-2

FM 3-05.210

World Meteorological Organization Manual on Codes, Number 306, Volume 1, International Codes. 1974.

Bibliography-3

Index A AFSOC organization, 8-1, 8-2 AFSOF aircraft type classifications, 8-3 AH-6J, 7-10 through 7-14 Airborne infiltration techniques AWADS, 1-10, 1-11 Blind drop, 1-6, 1-7 CARP, 1-6 GMRS, 1-4, 1-5

Recovery operations, 18-30 and 18-31 Rolled duck operations, 18-27, 18-28 Safety, 18-1 through 18-3 Tethered duck operations, 18-28 through 18-30 Arctic rigging Equipment released and lowered, 11-8

Marked PI, 1-7, 1-8

Modifications, 11-1 through 11-3

MFF, 1-9, 1-10

Rigging skis and rifle, 11-9

Rough-terrain airborne infiltration, 1-9

Rigging snowshoes, 11-3 through 11-5

Static-line operations, 1-4

Skis and ALICE pack released, 11-10, 11-11

VIRS, 1-8 Aircraft classifications, 4-2

C

Airdrop containers A-7A cargo sling, 10-2 through 10-4 A-21 cargo bag, 10-4 through 10-6 A-22 cargo bag, 10-6, 10-7 CTU-2/A ,10-8, 10-9 Poncho-expedient parachute, 10-9, 10-10 Rigging knots, 10-11 Air-water operations ERDS or K-duck rigging, 18-15 through 18-26 Helocasting, 18-11 through 18-14 Personnel duties and responsibilities, 18-5 through 18-8 Personnel qualification, 18-4 Premission planning, 18-8 through 18-11 Qualification training, 18-3, 18-4

C-5A/B/C Jump procedures, F-9 through F-11 Jumpmaster checklist, F-45 through F-47 Preflight inspection, 5-31, 5-32 Seating configuration, 5-31 C-7A Jump procedures, F-12 Safety, 9-3, 9-4 Seating configuration, 9-1 C-17A Door bundle procedures, 5-27, 5-28 In-flight rigging, 5-28, 5-29 Jump procedures, F-6, F-7

Towed parachutist, 5-29 C-23B/B+ Cargo loading, 9-8, 9-9 Cold loading, 9-7 Hot loading, 9-7 Jump procedures, F-12, F-13 Seating configuration, 9-5 C-27A Jump commands, F-3 through F-5 Jumpmaster checklist, F-34 through F-36 Safety, 5-4, 5-5 Seating configuration, 5-6 C-46 Jump procedures, F-13, F-14 Seating configuration, 9-9, 9-10 C-47/DC-3/DC-3T Emergency procedures, 9-14, 9-15 Jump procedures, F-14 through F-16 Jumpmaster checklist, F-40 Safety, 9-12, 9-13 C-123 Jump procedures, 9-28, 9-29, F-18 Jumpmaster checklist, F-47, F-48 Seating configuration, 9-27, 9-28 C-130

Jumpmaster checklist, F-44, F-45

Combat concentrated load, 5-12, 5-13

Jumpmaster duties, 5-24 through 5-26

Jump procedures, F-8, F-9

Safety limitations, 5-23

Jumpmaster checklist, F-48 through F-50

Seat configuration, 5-22

Safety, 5-14, 5-15

Index-1

FM 3-05.210

TAP 1 (mass drop), 5-7, 5-8

Jump procedures, F-21, F-22

TAP 2 (in-flight rigging), 5-8 through 5-10

Preparation, 6-19

Markings, 3-26 through 3-28

Safety, 6-20, 6-21

MFF marking pattern, 3-36

Seating configuration, 6-20

Reception committee, 3-40 through 3-42

TAP 3 (over the ramp), 5-8, 5-11, 5-12 C-141B

CH-53 Inspection, 6-22, 6-23

Buddy rigging, 5-18

Jump procedures, F-22, F-23

Jump commands, F-3 through F-5

Preparation, 6-22

Jumpmaster checklist, F-37, F-38

Safety, 6-23 Seating configuration, 6-24

Station rigging, 5-18, 5-19 Safety, 5-14, 5-15

CH-54

Seating configuration, 5-15 through 5-17, 5-19, 5-20 C-208B Emergency procedures, 9-46, 9-47

Jumpmaster checklist, F-43, F-44

Preparation, 6-28, 6-29 Safety, 6-30 Seating configuration, 6-29 Castmaster briefing format, H-1, H-2 Combat aviation advisory teams, 8-13

Seating configuration, 9-16

Inspection, 6-27 Jump procedures, F-24 through F-27 Preparation, 6-25, 6-26 Safety, 6-27 Seating configuration, 6-27 CH-47 Inspection, 6-19

Index-2

WSVC method, 3-21

Jumpmaster checklist, F-38, F-39

Emergency procedures, 9-20, 9-21

CH-46

Preparation and inspection, 9-22 through 9-25

Jump procedures, F-27, F-28

Aircraft configuration, 9-20

Towed parachutist, 9-18, 9-19

Wind drift, 3-21 through 3-24

E ERDS or K-duck, 18-14 through 18-31

Inspection, 6-29

CASA-212

Safety, 9-17, 9-18

Types of, 3-11 through 3-17

CH/HH-3

Seating configuration, 9-45

Jumpmaster checklist, F-41

Static-line marking patterns, 3-29 through 3-33

VIRS, 3-33 through 3-35

Seating configuration, 9-25

Loading procedures, 9-46

Jump procedures, F-16 through F-18

Selection of, 3-1 through 3-10

Jumpmaster checklist, F-42

Safety, 9-27

Jump procedures, F-33, F-34

Marking RP, 3-25

D

F Fast-rope operations checklist, G-2, G-3 Fast-rope troop briefing, G-1, G-2 FRIES Aircraft-specific procedures, 15-36 through 15-38 Commands, 15-33 Emergency actions, 15-42, 15-43 Hardware kits, 15-10 through 15-15

Authentication, 3-44

Individual equipment, 15-6

D = KAV formula, 3-21 through 3-24

Maintenance, 15-7 through 15-10

Determining RP, 3-24 through 3-26

Personnel duties, 15-21 through 15-26

Dispersion, 3-18 through 3-20

Personnel procedures, 15-33 through 15-36

DZST, 3-36 through 3-38

Qualification training, 15-18 through 15-21

DZ

Forward throw, 3-24 Identification, 3-43

Rigging, 15-26 through 15-32

FM 3-05.210

Safety, 15-2 through 15-6

OV-10, F-40

Horse collar, 17-6, 17-7

Unit equipment, 15-6, 15-7 Warnings, 15-35, 15-36 Fulton star system, 17-9 through 17-14

U-1A, F-42

J

U-21A, F-42, F-43

Jump commands Rotary-wing, F-5, F-6

UV-18B and DHC-6, F-39 Jungle penetrator

Standard, F-3 through F-5

H Hansen rig, 17-7, 17-8 Helicopter rappelling

Operation of, 17-2 through 17-5

Jump procedures

Water rescue, 17-5

C-5A/B/C, F-9 through F-11

L

Commands, 12-12 through 12-14

C-7A, F-12

Deployment bag technique, 12-11, 12-12

C-23B, F-12, F-13

Caving, 16-8

C-46, F-13, F-14

Emergency actions, 16-23

C-47, DC-3, and DC-3T, F-14 through F-16

Jacobs, 16-8

Donut ring construction, 12-10 Equipment, 12-8 through 12-12 Log coil technique, 12-12 Operations for MH-53J, 12-25 through 12-27

C-17A, F-7

Ladder

Nylon, 16-9 through 16-12

C-123, F-18 C-130, F-8, F-9

Operational requirements, 16-5 through 16-8

C-208B, F-33, F-34

Operations, 16-23, 16-24

CASA-212, F-16 through F-18 CH-46, F-24 through F-27

Rigging, 16-12 through 16-23

Operations for UH-60, 12-14 through 12-19

CH-47, F-21, F-22

Safety briefing, 16-1

CH-53, F-22, F-23

Personnel duties, 12-6, 12-7

CH/HH-3, F-27, F-28

Training requirements, 16-2, 16-3

Personnel requirements, 12-5

U-1A, F-30, F-31

Rappel seat construction, 12-9, 12-10

UH-1H/UH-1N, F-5, F-6

Classification, 4-16, 4-17

Safety, 12-1 through 12-3

UH-60A, F-20, F-21

Soldier preparation, 12-9

UV-18B and DH-6, F-18 through F-20

Determining ground slope, 4-8

Operations for UH-1H, 12-19 through 12-25

Training, 12-3, 12-4 Helocasting, 18-11 through 18-14 HLZ Approach and departure paths, 4-7 Clearing, 4-6 Density altitude, 4-7 Ground slope, 4-6, 4-7 Prevailing winds, 4-9, 4-10 Security, 4-6 Selection criteria, 4-4 through 4-10 Surfaces, 4-6

Personnel duties and responsibilities, 16-3 through 16-5

OV-10, F-28 through F-30 U-21A, F-32

Jumpmaster checklist C-5A/B/C, F-45 through F-47 C-17A, F-44, F-45

LZ

Exfiltration, 4-10 Fixed-wing marking, 4-20 through 4-34 Infiltration, 4-10

C-27A, F-34 through F-36

Layout and dimensions, 4-27 through 4-31

C-47, DC-3, and DC-3T, F-40

Rotary-wing marking, 4-11, 4-12

C-123, F-47, F-48

Slope landing rules, 4-7

C-130, F-48 through F-50

Snow, 4-39 through 4-41

C-141B, F-37, F-38 C-208B, F-43, F-44

Standard ATC light signals, 4-33

CASA-212, F-41

Water marking, 4-36, 4-37

CH-54, F-42 CH/HH-3, F-38, F-39

Index-3

FM 3-05.210

M

Seating configuration, 9-36

McGuire rig, 17-9, 17-10 Message/materiel pickup operations, 17-15 through 17-19

P Palmer rig, 17-8, 17-9 Premission planning

MEW measuring procedures, D-3, D-4

Considerations, 2-1 through 2-6

MH-6J, 7-6 through 7-10

Emergency procedures, 2-6, 2-7

MH-47D/E, 7-21 through 7-25 MH-60K, 7-14 through 7-16 MH-60L/MH-60L DAP, 7-17 through 7-20 Moon phases, B-1 through B-4

N Nonstandard aircraft C-7A , 9-1 through 9-4 C-23B/B+, 9-4 through 9-9

En route evasion plan of action, 2-7, 2-8 Methods of airdrop, 1-15 through 1-17 Rates of descent, 2-8 through 2-10 Types of airdrop, 1-14, 1-15 Types of resupply, 1-12 through 1-14

C-46, 9-9 through 9-11 C-47/DC-3/DC-3T, 9-11 through 9-15 C-123, 9-27 through 9-29 C-208, 9-45 through 9-47 CASA-212, 9-15 through 9-21 CH-54, 9-21 through 9-27 OV-10, 9-36 through 9-39 U-1A, 9-39 through 9-42 U-21A, 9-42 through 9-45 UV-18B/DHC-6, 9-29 through 9-36

Fixed-wing air operations, 1-3, 1-4 Rotary-wing air operations, 1-2, 1-3 SO aircraft AC-130H, 8-10, 8-16 through 8-22 AC-130U, 8-11 Capabilities, 8-5 through 8-10 Communication capabilities, 8-9 C-5/C-141/C-17 SOLL II, 8-28 through 8-30 CV-22, 8-12, 8-30 EC-130E, 8-11, 8-12, 8-26 through 8-28

R

MC-130E, 8-11, 8-14 through 8-16

ALVAR, C-1

MC-130H, 8-11, 8-14 through 8-16

Reports BREAD, C-2 DOUGH, C-3, C-4 DUMAS, C-4 EXCEL, C-4, C-5 FABLE, C-5, C-6 GRAIN, C-6, C-7 GRAZE, C-7, C-8 HELIX, C-9 PACER, C-10 RINGO, C-11, C-12

O

Airborne infiltration techniques, 1-4 through 1-10

Requests

MC-130P, 8-11, 8-22 through 8-25 MH-53J, 8-12, 8-31 through 8-34 MH-60G, 8-12, 8-35 through 8-41 SOA aircraft capabilities, 7-3 SOAR penetrator, 17-6 SO rotary-wing aircraft Armament capabilities, 7-5

COVER, C-2, C-3

Communications capabilities, 7-3, 7-4

Abort procedures, 9-37, 9-38

GLASE, C-6

Navigation capabilities, 7-4

JAVIS, C-9, C-10

Special equipment, 7-5

DZ operations, 9-37, 9-38

SHEAT, C-12

Emergency procedures, 9-38

SITED, C-12

OV-10

Jump procedures, F-28 through F-30 Jumpmaster checklist, F-40 Loading, 9-37 Safety, 9-37

Index-4

Standard equipment, 7-5 Special tactics forces, 8-13 SPIES

S SF air operations

Equipment, 14-6, 14-7 Helicopter rigging, 14-10 through 14-18 Personnel duties, 14-3 through 14-5

FM 3-05.210

Personnel qualifications, 14-2, 14-3

Towed parachutist procedures, 5-3, 5-4

Safety briefing, 14-1 SPIES master responsibilities, 14-19, 14-20 Training, 14-2 STABO

T Time warnings Modified, F-2, F-3

Jumpmaster checklist, F-39 Loading procedures, 9-34, 9-35 Seating configuration, 9-29 through 9-31

Standard, F-1, F-2

Emergency jettison, 13-23 Equipment, 13-6 through 13-20 Extraction, 13-20, 13-21 Hand-and-arm signals, 13-22 through 13-25 Harness, 13-14 through 13-17 Maintenance, 13-11 Packing procedures, 13-11 through 13-14 Personnel duties, 13-3 through 13-5 Personnel qualifications, 13-2, 13-3 Rigging, 13-17 through 13-20 Safety briefing, 13-1

U U-1A Jump procedures, F-30, F-31 Jumpmaster checklist, F-42 Safety, 9-41, 9-42 Seating configuration, 9-40 U-21A Jump procedures, F-32 Jumpmaster checklist, F-42 Safety, 9-44, 9-45 Seating configuration, 9-41, 9-42 UH-1H/UH-1N

Training, 13-1, 13-2

Jump commands, F-5, F-6

Standard rotary-wing aircraft

Preparation and inspection, 6-4 through 6-6

CH/HH-3, 6-28 through 6-30 CH-46, 6-25 through 6-27 CH-47, 6-18 through 6-21 CH-53, 6-21 through 6-24 Safety considerations, 6-1 through 6-3 UH-1H/UH-1N, 6-3 through 6-8 UH-60A, 6-8 through 6-18 Standard USAF fixed-wing aircraft C-5A/B/C, 5-30 through 5-33 C-17A, 5-20 through 5-30 C-27A, 5-4 through 5-6 C-130, 5-7 through 5-14 C-141B, 5-14 through 5-20

Safety, 6-8 Seating configuration, 6-6, 6-7 UH-60A Inspection, 6-12, 6-13 Jump procedures, F-20, F-21 Preparation, 6-9 through 6-12 Safety, 6-16 through 6-18 Seating configuration, 6-13 through 6-16 UV-18B/DHC-6 Emergency procedures, 9-35, 9-36 Jump procedures, F-18 through F-20

Time warnings, 5-2, 5-3

Index-5

FM 3-05.210 (TC 31-24) 31 AUGUST 2004

By Order of the Secretary of the Army:

PETER J. SCHOOMAKER General, United States Army Chief of Staff

Official:

JOEL B. HUDSON Administrative Assistant to the Secretary of the Army 0422404

DISTRIBUTION: Active Army, Army National Guard, and U. S. Army Reserve: To be distributed in accordance with initial distribution number 111113, requirements for FM 3-05.210.

PIN: 081798-000