fm3 05

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 Headquarters
No. 3-05.210 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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FM 3-05.210
Page
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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FM 3-05.210
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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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FM 3-05.210
Page
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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FM 3-05.210
Page
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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FM 3-05.210
Page
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
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
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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FM 3-05.210
Page
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
vii
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.
viii
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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FM 3-05.210
• 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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FM 3-05.210
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 rotary-
wing 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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FM 3-05.210
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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FM 3-05.210
• 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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FM 3-05.210
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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FM 3-05.210
• Under visual conditions, blind drops can be conducted from non-

AWADS-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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FM 3-05.210
• 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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FM 3-05.210
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 rough-
terrain 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 Free-
Fall 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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FM 3-05.210
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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FM 3-05.210
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:
DZ 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.
DZ 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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FM 3-05.210
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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FM 3-05.210
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
1-13
FM 3-05.210
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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FM 3-05.210
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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FM 3-05.210
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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FM 3-05.210
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.
1-17
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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FM 3-05.210
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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FM 3-05.210
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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FM 3-05.210
• 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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FM 3-05.210
• 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.
2-5
FM 3-05.210
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.
2-6
FM 3-05.210
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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FM 3-05.210
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 Exceeds acceptable rate
rate of descent. 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.
2-10
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.
3-1
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 JM-
directed 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 static-
line 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 factors when
determining the capabilities of the supporting aircraft:
• 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
3-2
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
3-3
FM 3-05.210
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) Width 1, 2 Single Row Double Row Length 2

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

up to 600 ft
412 m 1 1 to 2 540 m
2 3 to 4 562 m
3 5 to 6 608 m
3-4
FM 3-05.210
Table 3-1. Standard DZ Size Criteria (Continued)

CDS Using C-141 or C-17 (Continued)

up to 600 ft
4 to 8 7 to 16 700 m
9 to 12 17 to 28 837 m
15 to 20 29 to 40 974 m
Altitude (AGL) Add 36 m to DZ width and length for each 100 ft above 600 ft (18 m to each side and end
Above 600 ft of the DZ).
High-Velocity (HV) CDS Using 12-, 22-, or 26-ft Ring-Slot Parachutes
Altitude (AGL) Width 1, 2 Length 2

up to 3,000 ft
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) Add 23 m to each side and 91m to each end of the DZ for every 1,000-ft increase in drop
Above 3,000 ft altitude.
HAARS CDS

up to 3,000 ft
457 m 1 to 8 containers: 1,098 m.
9 or more containers: 1,739 m.
Altitude (AGL) Add 23 m to each side and 46 m to each end of the DZ for every 1,000-ft increase in drop
Above 3,000 ft altitude.
HSLLADS/High-Speed Kit (HSK)

up to 3,000 ft
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
3-5
FM 3-05.210
Table 3-1. Standard DZ Size Criteria (Continued)

Personnel

up to 1,000 ft
549 m 1 Parachutist 549 m
Additional parachutist: Add 69 m to the trailing edge for each

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

up to 1,100 ft
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) Add 28 m to width and length for each 100 ft above 1,100 ft (14 m to each side and end
Above 1,000 ft 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):
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.
3-6
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 AWADS C-1301 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
HSLLADS/HSK
CARP and GMRS 275 m x 550 m NA NA NA
Recovery Kit
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.
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 MC-130 AWADS C-130 C-141
Personnel 365 m x 550 m 550 m x 550 m 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.
4. During SO airdrops, the minimum DZ sizes shown above will normally apply unless precluded by
mission requirements.
3-7
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:
There 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
There 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
3-10
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 next-
best 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
3-13
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)
3-14
FM 3-05.210
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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FM 3-05.210
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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FM 3-05.210
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.
3-17
FM 3-05.210
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 con-
versions 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:
Allow 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.
Allow 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.
Personnel 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.
3-18
FM 3-05.210
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)
3-19
FM 3-05.210
Figure 3-7. Example of D = RT Computation (Parachutists and Cargo)
Figure 3-8. Example of T = D/R Computation
3-20
FM 3-05.210
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
3-21
FM 3-05.210
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
3-22
FM 3-05.210
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 1,500 1,500
Bundles 300 500
USAF Aircraft (Troop Carrier) 1

Personnel (Combat) 600 to 800 2 600 to 800 2
Personnel (Training) 1,250 1,200
Door Bundles 300 500
HE 1,100 1,100
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.)
3-23
FM 3-05.210
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 date-
time 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 rotary-
wing 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.
3-24
FM 3-05.210
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
3-25
FM 3-05.210
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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FM 3-05.210
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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FM 3-05.210
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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FM 3-05.210
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, six-
panel 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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FM 3-05.210
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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FM 3-05.210
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 triangular-
shaped 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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FM 3-05.210
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 Figure 3-16. Night CARP DZ Markings
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FM 3-05.210
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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FM 3-05.210
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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FM 3-05.210
Figure 3-19. Example Communication Sequence Between GTA Controller and Pilot
3-35
FM 3-05.210
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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FM 3-05.210
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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FM 3-05.210
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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FM 3-05.210
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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FM 3-05.210
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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FM 3-05.210
• 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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FM 3-05.210
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
Static Line (Land) 13 Knots
Static Line (Water) 17 Knots
MFF 18 Knots
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FM 3-05.210
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 no-
drop signal is relayed to the pilot and the entire procedure starts again. A no-
drop 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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FM 3-05.210
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 iden-
tified 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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FM 3-05.210
• 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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FM 3-05.210
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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FM 3-05.210
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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FM 3-05.210
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 single-
aircraft 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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FM 3-05.210
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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FM 3-05.210
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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FM 3-05.210
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.
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FM 3-05.210
Figure 4-1. Helicopter Landing Point Dimensions
Figure 4-2. Landing Points Using Multiple Aircraft
4-5
FM 3-05.210
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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FM 3-05.210
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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FM 3-05.210
Figure 4-4. Determining Ground Slope
4-8
FM 3-05.210
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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FM 3-05.210
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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FM 3-05.210
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.
4-11
FM 3-05.210
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
4-12
FM 3-05.210
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.
4-13
FM 3-05.210
Figure 4-7. Platform LZs for Rotary-Wing Aircraft
4-14
FM 3-05.210
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.
4-15
FM 3-05.210
• 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.
4-16
FM 3-05.210
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.
4-17
FM 3-05.210
Table 4-1. Minimum Airfield Criteria (Standard) for USAF Aircraft
Width in Meters 1
Type of LZ No Turn 180o Turn 180o Turn

Aircraft In Meters 1 Required (Normal) (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
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
Type of LZ No Turn 180o Turn

Aircraft in Meters 1 Required (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.
4-18
FM 3-05.210
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.
4-19
FM 3-05.210
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.
4-20
FM 3-05.210
Figure 4-10. Training LZ Size and Night Marking Requirements for Light and Medium STOL
4-21
FM 3-05.210
Figure 4-11. Marking Land LZ for Light and Medium STOL Aircraft
4-22
FM 3-05.210
Figure 4-12. Marking Land LZ for Medium Aircraft
4-23
FM 3-05.210
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.
4-24
FM 3-05.210
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.
4-25
FM 3-05.210
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 so-
called 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).
4-26
FM 3-05.210
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.
4-27
FM 3-05.210
Figure 4-15. Obstacle Clearance
4-28
FM 3-05.210
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
4-29
FM 3-05.210
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 off-
loading 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
4-30
FM 3-05.210
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.
4-31
FM 3-05.210
Figure 4-18. Land LZ Marked With Beacons
4-32
FM 3-05.210
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.
Give way to other aircraft, and

Steady Red Stop.
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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FM 3-05.210
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 straight-
in 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 off-
loading 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 twin-
engine 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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FM 3-05.210
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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FM 3-05.210
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 Air Temperature

(Degrees in Fahrenheit) (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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FM 3-05.210
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 Descriptive Height

Figure Terms 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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FM 3-05.210
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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FM 3-05.210
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 off-
loading 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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FM 3-05.210
Figure 4-19. Snow LZ (STOL Aircraft)
4-40
FM 3-05.210
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.
4-41
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 high-
performance 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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FM 3-05.210
• 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
5-2
FM 3-05.210
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.
5-3
FM 3-05.210
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 static-
line 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 twin-
engine, 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 para-
chutists 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.
5-4
FM 3-05.210
• 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.
5-5
FM 3-05.210
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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FM 3-05.210
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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FM 3-05.210
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.

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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FM 3-05.210
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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FM 3-05.210
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 JM-
qualified 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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FM 3-05.210
OVER-THE-RAMP OPERATIONS
5-35. These procedures provide for over-the-ramp airdrop of 40 personnel in-
cluding 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 oper-
ations 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, authori-
zation was granted “…to allow arctic-equipped parachutists with large field
pack and/or skis to tailgate from C-130 aircraft.” (The large field pack men-
tioned 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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FM 3-05.210
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 static-
line 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.

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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FM 3-05.210
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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FM 3-05.210
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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FM 3-05.210
• 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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FM 3-05.210
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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FM 3-05.210
• 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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FM 3-05.210
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 30-
minute 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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FM 3-05.210
• 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 para-
chutists 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
5-19
FM 3-05.210
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 high-
performance transport aircraft. See Appendix F, Table F-3, pages F-3 and
F-4, for the jump procedures for the C-141B.
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 30-
minute 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, long-
range 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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FM 3-05.210
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
5-21
FM 3-05.210
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 1/4-
inch 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
5-22
FM 3-05.210
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 10-
minute 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 high-
performance 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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FM 3-05.210
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.

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 eye-
to-eye contact with the safety and will command SAFETY, CONTROL MY
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FM 3-05.210
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:
Traces down the trail edge of the jump door, continuing down
the trail edge of the aft clearance fairing until he reaches the jump
platform.
Traces 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.
At this time, slaps the aft clearance fairing to ensure it is fully
retracted.
Places 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.
Places 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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FM 3-05.210
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 hand-
and-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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FM 3-05.210
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 com-
mands. 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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FM 3-05.210
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 stand-
by 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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FM 3-05.210
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.

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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FM 3-05.210
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

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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FM 3-05.210
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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FM 3-05.210
• 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, 1/4-
inch 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.
ALICE pack with H-harness or CWIE containers.
DMJP, SMJP, or AT-4 jump pack.
M1950 weapons case.
Lowering 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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FM 3-05.210
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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FM 3-05.210
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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FM 3-05.210
• 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.
5-35
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 respon-
sible 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.
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
6-1
FM 3-05.210
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.
6-2
FM 3-05.210
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.

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
6-3
FM 3-05.210
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 foot-
operated 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 static-
line snap hooks (Figure 6-4, page 6-6).
Left door. Attach one connector snap on the A-7A strap to the tie-
down 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 tie-
down 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.
Right 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
6-4
FM 3-05.210
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
6-5
FM 3-05.210
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,
6-6
FM 3-05.210
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
6-7
FM 3-05.210
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.
Standard 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.
When 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.
6-8
FM 3-05.210
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
6-9
FM 3-05.210
• 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:
Install 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.
6-10
FM 3-05.210
Figure 6-9. UH-60A Modified Anchor Line
Install 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
Insert about 30 inches of the running end of the web loop into the
quick-fit adapter to secure the loop.
Center 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.
Center 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.
6-11
FM 3-05.210
• Install three floor-mounted safety belts.

Attach 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.
Attach an 86-inch-long (extended) safety belt to forward tie-down
fittings 1A and 1D.
Attach a 112-inch-long (extended) safety belt to tie-down fittings 1A
and 5A, left door.
Attach a 112-inch-long (extended) safety belt to tie-down fittings
1D and 5C, right door.
Ensure 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
• 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.
6-12
FM 3-05.210
• 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

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
6-13
FM 3-05.210
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—
Parachutists 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).
Parachutists 5 and 7 pass the running end of their safety belt to
Parachutist 6, who fastens the belt and removes excess slack
Parachutists 1 and 3 pass the running end of their safety belt to
Parachutist 2, who fastens the belt and removes excess slack
6-14
FM 3-05.210
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
6-15
FM 3-05.210
• 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
6-16
FM 3-05.210
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 tie-
down 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
6-17
FM 3-05.210
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 1670-00-447-
9504) 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. Twenty-
eight 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
6-18
FM 3-05.210
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.
6-19
FM 3-05.210
6-32. The odd-numbered jumpers sit on the starboard side, and the even-
numbered 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
6-20
FM 3-05.210
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.
6-21
FM 3-05.210
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 tie-
down 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
• 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.
6-22
FM 3-05.210
Figure 6-23. CH-53 Anchor Line Installation

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 even-
numbered 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.
6-23
FM 3-05.210
Figure 6-25. CH-53 Static-Line Routing
6-24
FM 3-05.210
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 tie-
down 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).
6-25
FM 3-05.210
Figure 6-27. CH-46 Anchor Line Cable Installation
Figure 6-28. CH-46 Doorframe Preparation
6-26
FM 3-05.210
INSPECTION
• 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.

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.
6-27
FM 3-05.210
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:
Station 193.5 (right of center) as the portside forward attachment
point.
Station 212.5 as the starboard side forward attachment.
Station 256.5 as an intermediate starboard side attachment point.
Station 276.5 as the starboard side rear and portside, rear attach-
ment 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 weight-
testing 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
6-28
FM 3-05.210
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
inspect the aircraft. Appendix F, Table F-28, pages F-38 and F-39, lists the
areas for inspection.

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.
6-29
FM 3-05.210
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.
6-30
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 forward-
deployed 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.
7-1
FM 3-05.210
• 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
7-2
FM 3-05.210
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 MH-60K MH-47D MH-47E

(DAP)
Cruise Speed 100 100 120 120 120 120 120

(Knots)
Flight Time 1 hour (hr) 1 hr 2 hr 2 hr 2 hr 5 hr 5 hr

(Cruise) 40 min 40 min 20 min 20 min 20 min
Combat 133 133 225 225 225 600 600

Radius (NM)
Air No No *Yes *Yes Yes Yes Yes

Refuelable
Passengers 8 0 14 6 14 33 44
Landing Area 50 x 50 50 x 50 100 x 100 100 x 100 100 x 100 100 x 150 100 x 150
(m)
*Additional equipment required for refueling.
Table 7-2. SO Rotary-Wing Communications Capabilities

(DAP)
Ultra High Yes Yes Yes Yes Yes Yes Yes

Frequency
(UHF)
High Frequency No No Yes Yes Yes Yes Yes

(HF)
Very High Yes Yes Yes Yes Yes Yes Yes

Frequency
(VHF)
Frequency
Modulation
(FM)/Amplitude
Modulation (AM)
Satellite Yes Yes Yes Yes Yes Yes Yes

Communications
(SATCOM)
7-3
FM 3-05.210
Table 7-2. SO Rotary-Wing Communications Capabilities (Continued)

(DAP)
Single-Channel Yes Yes Yes Yes Yes Yes Yes
Ground
Airborne Radio
System
(SINCGARS)
Sabre Yes Yes Yes Yes Yes Yes Yes
Automatic No No Yes Yes Yes Yes Yes

Target Handoff
System (ATHS)
AN/ARC-182 Yes Yes NA NA Yes NA NA
Table 7-3. SO Rotary-Wing Aircraft Navigation Capabilities

(DAP)
IFR-Capable No No Yes Yes Yes Yes Yes
GPS Yes Yes Yes Yes Yes Yes Yes
Automatic Direction No No Yes Yes Yes Yes Yes

Finder (ADF)
VHF Omnidirectional No No Yes Yes Yes Yes Yes

Range (VOR)/Instrument
Landing System (ILS)
Doppler No No Yes Yes Yes Yes Yes
Inertial Navigation Unit No No No No No Yes Yes
Attitude Heading No No No No No No Yes

Reference
TACAN Yes Yes Yes Yes Yes Yes Yes
Air Data Computer No No No No No Yes Yes
Personnel Locator No No Yes Yes Yes Yes Yes

System (PLS)
Mission Computer Unit No No No No No Yes Yes
Long-Range Yes Yes No No No No No

Navigation (LORAN)
7-4
FM 3-05.210
Table 7-4. SO Rotary-Wing Armament Capabilities

(DAP)
M134 7.62-mm No Yes Yes (2) Yes Yes (2) Yes (2) Yes (2)
Minigun
M230 30-mm No No No Yes No No No

Chain Gun
M261 7-Shot No Yes No Yes No No No

Rocket
M260 19-Shot No Yes No Yes No No No

Rocket
AGM-114 Hellfire No Yes (2) No Yes (8) No No No

(Maximum)
Table 7-5. SO Rotary-Wing Standard Equipment

(DAP)
Ballistic Armor Yes Yes Yes Yes Yes Yes No

Subsystem
Guardian Auxiliary No No 2 hr 2 hr 2 hr No No
Fuel tank
FRIES Yes No Yes Yes Yes Yes Yes
Forward-Looking Yes Yes Yes Yes Yes Yes Yes

Infrared Radar (FLIR)
Table 7-6. SO Rotary-Wing Special Equipment

(DAP)
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 No No 3 hr 3 hr No 1 hr 1 hr
Fuel System 20 min 20 min
External Auxiliary Fuel 3 hr 3 hr 4 hr No 2 hr No No

10 min 10 min 30 min 15 min
C2 Console No No Yes No No No No
7-5
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
7-6
FM 3-05.210
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 22 1/2 ft
Helicopter Length With Blades Unfolded 32 ft
Width of Blades Folded 6 1/2 ft
Height 9 ft
Rotor Diameter 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
7-7
FM 3-05.210
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
Main + 2 Goliaths 1,206 lb 5 + 02 hr
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.
7-8
FM 3-05.210
Table 7-8. MH-6 Load Configurations

At Sea Level
Weight 1,900 lb
Fuel Crew Pax Endurance Range (in NMs)
Main 400 lb 2 5 1 + 40 133
Main + Goliath 790 lb 2 3 3 + 17 262

Auxiliary
1 5 3 + 17* 262
Main + Goliath 955 lb 2 2 3 + 55 313

+ “T”
Main + 1,180 lb 1 2 5 + 02* 402

2 Goliaths
*Amount includes a 20-minute reserve.
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.
7-9
FM 3-05.210
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:
7-10
FM 3-05.210
• 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:
Flare and IR flare.
CS (chlorobenzaimalononitrile [riot control agent]).
Flechette.
High-explosive dual-purpose (HEDP) (10- and 17-pound).
High-explosive proximity (HE-PROX) (17-pound).
White phosphorus.
Smoke.
Inert.
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.
7-11
FM 3-05.210
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 19-
shot 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 rounds can penetrate 3/4-inch
homogeneous rolled steel.)
• 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.
7-12
FM 3-05.210
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.
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.
No icing.
No 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.
7-13
FM 3-05.210
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.
7-14
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
7-15
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.
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 500-
foot 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 chief-
gunners. 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.
7-16
FM 3-05.210
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, IR jamming, and
countermeasures into one integrated system.
• ATRJ, which integrates radio frequency jamming and radar warning
receivers.
7-17
FM 3-05.210

• 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 Left Inboard Right Inboard Right Outboard
Wing Wing Window Window Wing Wing
Rockets Rockets Minigun Minigun Rockets Rockets
Hellfire 30 mm NA NA 30 mm Hellfire
7-18
FM 3-05.210
Table 7-12. MH-60L DAP External Stores Support System (ESSS) Options (Continued)
Left Outboard Left Inboard Right Inboard Right Outboard
Wing Wing Window Window Wing 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 low-
light 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.
7-19
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.
7-20
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.
7-21
FM 3-05.210
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 E Model
Maximum Gross Weight (GW) Maximum GW 54,000 lb

Aircraft Weights
50,000 lb (With Waiver, 54,000 lb)
33 Troops With Seats1 44 Troops With Seats1

Troop Capacity
65 Troops Floor Loading1 24 Litters
For Training or Exercises: Normal, 14 hr; Maximum, 18 hr

Crew Duty Day
For Operational/Contingency Operations: 18 hr
Height: 78 in
Cargo Area (Unobstructed) 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
7-22
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

Center Hook: 26,000 lb 5
External Cargo Hook System 4
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
7-23
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, IR jamming, and
countermeasure into one integrated system.
• ATRJ, which integrates radio frequency jamming and radar
warning receivers.
• AN/ARC-220 HF nonline-of-sight radio.
• Black ice IR signature reduction program.
• Terrain-following and terrain-avoidance multimode radar.
• ALE-47 countermeasures dispenser system (E model only).
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 2-
mile 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,
7-24
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, recon-
naissance, 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.
8-1
FM 3-05.210
• 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:
21st Special Tactics Squadron (STS) at Pope AFB, North Carolina.
22d STS at McChord AFB, Washington.
23d STS at Hurlburt Field, Florida.
24th STS at Fort Bragg, North Carolina.
320th STS at Kadena, Japan (operational control [OPCON] to the
353d SOG).
321st STS at Mildenhall, England (OPCON to 352d SOG) with
elements located in Germany.
10th Combat Weather Squadron (CWS) located at Hurlburt Field
with detachments at Fort Lewis, Fort Campbell, Fort Carson, Fort
Benning, and Fort Bragg.
123d 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 Type III Type IV
MC-130E None MC-130P EC-130E (CS)
MC-130H C-141 SOLL II
MH-53J C-17 SOLL II
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
8-4
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 space-
based 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 Varies 1 Varies 1 NA NA NA NA
Rigged
8-5
FM 3-05.210
Table 8-2. Aircraft Capabilities (Continued)

Airdrop
Maximum 35,000 lb 35,000 lb NA NA NA NA
HE Weight
Airdrop 12 Bundles 16 Bundles 26 Bundles

Maximum 34,000 lb 34,000 lb 5,000 lb
CDS Bundles/ NA NA NA
Total Total Total
Weight Weight Weight Weight
4 Bundles 4 Bundles
Total Weight Total Weight
Airdrop of 6,667 lb
of 6,667 lb
Maximum Not to Exceed
Not to Exceed NA NA NA NA
HSLLADS/ 2,200 lb
2,200 lb
CRS Dropped Per Dropped Per
Pass Pass
Airdrop With
Seats Rigged Varies 1 Varies 1 NA NA 26 NA
Airdrop
Without Seats Varies 1 Varies 1 NA NA NA NA
Rigged
Airdrop
Maximum 35,000 lb 35,000 lb NA NA NA NA
HE Weight
Airdrop 12 Bundles 16 Bundles 2 Bundles

Maximum 34,000 lb 34,000 lb 5,000 lb
CDS Bundles/ NA NA NA
Total Total Total
Weight Weight Weight Weight
4 Bundles 4 Bundles
Total Weight Total Weight
Airdrop of 6,667 lb
of 6,667 lb
Maximum Not to Exceed
Not to Exceed NA NA NA NA
HSLLADS/ 2,200 lb
2,200 lb
CRS Dropped Per Dropped Per
Pass Pass
Airland With 34
59 77 NA NA NA
Seats Rigged
Airland
(Floor Varies Varies NA NA Varies NA
Loaded)
Litters 30 57 NA NA 16 NA
Pallets 5 6 NA NA 1 NA
8-6
FM 3-05.210

4 on 2 4 on 2
CRRC Platforms Platforms NA NA NA
and 20 and 20 NA
Parachutists 2 Parachutists 2
2 Bundles
2 Bundles 2 Bundles Per Pass
Per Pass Per Pass
Door Bundles NA NA Not to NA
Not to Exceed Not to Exceed Exceed
500 lb 500 lb 500 lb
Maximum
250 KIAS 271 KIAS 250 KIAS 271 KIAS 250 KIAS 250 KIAS
Airspeed
Planning
Airspeed for 270 Knots
Deployment True Airspeed 290 KTAS 240 KTAS 245 KTAS 300 KTAS 270 KTAS
(High Level) (KTAS)
Planning
Airspeed for 230
230 230
Deployment Ground Speed NA NA NA
GS GS
(Low Level) (GS)
Maximum 155,000
155,000 lb 155,000 lb 155,000 lb 155,000 lb 155,000 lb
GW 3 lb
Aircraft
Weight 111,000
100,000 lb 95,000 lb 115,000 lb 87,000 lb NA
Empty lb
SL, 15oC
Sea Level Sea Level
(SL), 15oC (SL), 35oC
Maximum
154,000 Dry 140,000 Dry 154,000 Dry
Effort Takeoff
GW (Using a 150,000 Wet 137,000 Wet 150,000 Wet
3,000-ft NA NA NA
4,000 ft,
Runway) 4,000 ft, 15oC 4,000 ft, 35oC
35oC
(Dry/Wet) 4 133,000 Dry 120,000 Dry
120,000 Dry
129,000 Wet 117,000 Wet
117,000 Wet
Normal SL, 15oC SL, 15oC SL, 15oC SL, 15oC SL, 15oC SL, 15oC
Takeoff 4,950 Dry 4,950 Dry 5,150 Dry 5,150 Dry 4,950 Dry 5,150 Dry
Runway
5,200 Wet 5,200 Wet 5,400 Wet 5,400 Wet 5,200 Wet 5,400 Wet
Distance
Required
SL, 15oC SL, 35oC SL, 35oC SL, 35oC SL, 35oC SL, 35oC
(Maximum
Weight) 6,150 Dry 6,150 Dry 6,450 Dry 6,450 Dry 6,150 Dry 6,450 Dry
(Dry/Wet) 4 6,500 Wet 6,500 Wet
6,500 Wet 6,800 Wet 6,800 Wet 6,800 Wet
8-7
FM 3-05.210

Normal SL, 15oC SL, 15oC SL, 15oC SL, 15oC SL, 15oC SL, 15oC
Landing 6,700 Dry 6,700 Dry 6,450 Dry 6,450 Dry 6,700 Dry 6,450 Dry
Runway
7,850 Wet 7,850 Wet 7,400 Wet 7,400 Wet 7,850 Wet 7,400 Wet
Distance
Required
SL, 35oC SL, 35oC SL, 35oC SL, 35oC SL, 35oC SL, 35oC
(Maximum
Weight) 7,450 Dry 7,450 Dry 7,200 Dry 7,200 Dry 7,450 Dry 7,200 Dry
(Dry/Wet) 4, 5 8,600 Wet 8,600 Wet 8,350 Wet 8,350 Wet 8,600 Wet 8,350 Wet
Maximum SL, 15oC

SL, 15oC SL, 15oC
Effort 1,900 Dry
1,900 Dry 1,900 Dry
Landing 2,550 Wet
Runway 2,550 Wet 2,550 Wet
Distance NA NA 4,000, NA
Required SL, 35oC SL, 35oC 35oC
(130,000 lb) 2,050 Dry 2,050 Dry 2,250 Dry
(Dry/Wet) 4 2,700 Wet 2,700 Wet 2,900 Wet
Endurance
(hr)/Range 4 hr
(NM) + 20-Min 1,000 NM
Reserve. 3 hr
NA NA With NA NA
Main tanks 790 NM
1 hr
Only, Reserve
Maximum GW
Endurance
(hr)/Range
5 hr
(NM) + 20-Min 45 min
Reserve. 5 hr
Main and NA NA 1,265 NM NA NA
1,224 NM
Internal Aux Average
Tanks
Maximum GW
Endurance
(hr)/Range 8 hr
(NM) + 20-Min 30 min 5 hr
Reserve. 1,705 NM 11 hr 30 Min
Maximum NA NA NA
With 1 hr 2,607 NM 1,485 NM
Onboard Reserve Average
Fuel,
Maximum GW
*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.
8-8
FM 3-05.210

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 Yes/Yes Yes/Yes Yes/No Yes/No Yes/No Yes/No

Voice/Data
Secure Yes/Yes Yes/Yes Yes/No Yes/No Yes/No Yes/No
Voice/Data
VHF-AM Yes/Yes Yes/Yes Yes/No Yes/No Yes/No Yes/No

Voice/Data
Voice/Data
VHF-FM Yes/Yes Yes/Yes Yes/No Yes/No Yes/No Yes/No

Voice/Data
Voice/Data
HF-AM Yes/Yes Yes/Yes Yes/No Yes/No Yes/No Yes/No

Voice/Data
Secure Yes/No Yes/No Yes/No Yes/No Yes/No Yes/No
Voice/Data
SATCOM Yes/Yes Yes/Yes Yes/No Yes/No Yes/No

Secure
Voice/Data
Yes/Yes Yes/Yes Yes/No
Voice Yes/No Yes/No
Secure
Voice/Data
Only
Emergency
Yes Yes Yes Yes Yes Yes
Locator
Transmitter
Havequick Yes Yes No Yes Yes Yes
Saber No No Yes No No No
Table 8-4. Aircraft Navigation Capabilities

GPS Yes Yes Yes Yes Yes No
LORAN No No No No No No
8-9
FM 3-05.210
Table 8-4. Aircraft Navigation Capabilities (Continued)

VOR/
Distance
Measuring Yes (2) Yes (2) Yes Yes Yes Yes
Equipment
(DME)
TACAN Yes (2) Yes (2) Yes Yes Yes Yes
ILS Yes (2) Yes (2) Yes Yes Yes Yes

Internal
Navigational Yes (2) Yes (2) Yes Yes No NA
Units
Mission
Yes (2) Yes (2) No No No NA
Computers
Self-Contained
Navigation
No No No No No Yes
System (SCNS)
and ADF
Table 8-5. Additional Capabilities

AN/APQ-112(V)
Yes
8 Multimode Yes No No No No
Radar System
In-Flight
No Yes Yes Yes Yes Yes
Refueling
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.
8-10
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.
• 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
• 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.
8-12
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 in-
flight 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.
• 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).
8-14
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:
For 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.
When 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.
Minimum 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.
A 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:
HSLLADS 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.
CRS 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.
A door bundle is a container weighing less than 500 pounds, and
personnel release it from the jump door or off the ramp. Load
8-15
FM 3-05.210
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
8-16
FM 3-05.210
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-in-
contact 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
8-17
FM 3-05.210
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).
8-18
FM 3-05.210
• 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).
8-19
FM 3-05.210
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
8-20
FM 3-05.210
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
Troops in the Open, Area Unarmored Vehicles, Antiaircraft

Soft Targets
Suppression Artillery Pieces
Armored Personnel Carrier,

Hardened Targets Concrete Buildings
Light Armor
Table 8-8. AC-130 Ammunition Loads
LOAD AC-130H AC-130U
2,000 Rounds 20-mm 3,000 Rounds 25-mm

Training Load 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

Maximum Ammunition Load 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
8-21
FM 3-05.210
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):
PPN-I9 (I-band, codes B and G only).
SST-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 high-
pressure 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,
8-22
FM 3-05.210
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 all-
inclusive 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 smoke-
producing 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 low-
level 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.
8-23
FM 3-05.210
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 low-
level 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.
8-24
FM 3-05.210
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.
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.
8-25
FM 3-05.210
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
8-26
FM 3-05.210
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.
8-27
FM 3-05.210
• 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 with-
out EW or ground control intercept (GCI) radar detection, either single-ship
or in formation with other aircraft. The aircrew constructs low-level routes to
8-28
FM 3-05.210
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.
8-29
FM 3-05.210
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
8-30
FM 3-05.210
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, adverse-
weather, 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).
8-31
FM 3-05.210
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 radar-
reflective 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 receiver-
transmitter 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.
8-32
FM 3-05.210
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.
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.
8-33
FM 3-05.210
• 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 1/2-
mile 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:
Maximum gross weight: 50,000 pounds.
Cargo area: Height is 77 inches (unobstructed), width is 90 inches,
and depth is 200 inches.
Troop 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:
Normal planning: 110 knots (TF and TA).
Normal cruise: 130 knots when carrying 40,750 pounds or less; 120
knots when carrying more than 40,750 pounds.
Normal fuel burn rate: 2,400 pounds per hour.
8-34
FM 3-05.210
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 medium-
threat 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.
8-35
FM 3-05.210
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
• 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.
8-101. The MH-60G can be successfully employed in the low- to medium-
threat environment. As the level of threat increases above this, the chance of
detection will increase, decreasing the probability of success. The probability
8-36
FM 3-05.210
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 self-
deployed, 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:
One tanker aircraft and one spare per four MH-60Gs.
Two 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
8-37
FM 3-05.210
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:
Unrefueled 117-gallon tanks with 400 pounds reserve fuel: 150-NM
radius or 2.8 hours.
Unrefueled dual 185-gallon tanks with 400 pounds reserve fuel:
225-NM radius or 4.1 hours.
Aerial refueling: Unlimited.
• Speed. The MH-60G operates at the following speeds:
Cruise: 110 to 130 knots.
Dash: 140 knots.
• Gross weight. GW is a maximum of 20,250 pounds.
• Ammunition load.
Maximum: 4,500 rounds 7.62-mm per canister or 800 rounds.
Standard: 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.
Single 117-gallon tank installed: 3,200 pounds maximum.
Dual 185-gallon tanks installed: 4,500 pounds maximum.
• Standard crew. Crew consists of two pilots, one flight engineer, and one
aerial gunner.
8-38
FM 3-05.210
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 MH-60G 1
135 (42,000 GW)

Maximum Airspeed Velocity 163 (VNE)
Never Exceed (VNE) in Knots 125 (46,000 GW)
137 (Velocity Horizontal)
115 (50,000 GW)
Planning Cruise Speed in Knots 110 110
Maximum GW In-Ground Effect
50,000/47,000 22,000
(IGE)/Out-of-Ground Effect (OGE)
Aircraft Weight Empty, Average 31,800 16,100
Total Payload in lb (Fuel, Cargo,
14,500/10,500 5,900
and/or Passengers)
Total Fuel Capacity, Main Only,
4,000 2,200
in lb
Total Fuel Capacity for Main Plus
Two Auxiliary Tanks (If 11,400 4,500
Applicable), in lb
20-Min Reserve 900 400
Endurance (hr)/Range (NM)
1 + 20 2/1 + 30 3
+ 20-Min Reserve 2.0/220 NMs
(Main Tanks Only) 150 NMs Radius
Endurance (hr)/Range (NM) 3 + 30/3 + 52

+ 20-Min Reserve 3 + 48 2/4 + 12 3
(Main and Two Auxiliary 4.5/500
(With Reserve)
Tanks, Maximum GW) 225 NMs Radius
Maximum Passengers at 12/14
290 lb Each, No Auxiliary NA With Guns
Tanks (Seats/No Seats) Installed 10/12
Maximum Passengers at 8/10
290 lb Each, With Two Auxiliary 27/30/55 4 With Guns
Tanks (Seats/No Seats) Installed 5/9
7.62-mm x 9,000 7.62-mm x 6,000

Standard Ammunition Load
.50-Caliber x 1,500 .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.
8-39
FM 3-05.210
Table 8-10. USAF Rotary-Wing Aircraft Communication Capabilities

MH-53J MH-60G
UHF Voice/Data Yes/No Yes/No

Secure Voice/Data Yes/No Yes/No
VHF-AM Voice/Data Yes/No Yes/No

VHF-AM Voice/Data Yes/No Yes/No

HF Voice/Data Yes/No Yes/No

SATCOM Voice/Data Yes/No Yes/No

Yes/No Yes/No
PLS
No/No No/No
Emergency Locator No No
Transmitter
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
9-2. Twenty-four parachutists sit in two sticks with twelve parachutists in
each. The odd-numbered parachutists sit on the starboard side. The even-
numbered 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
9-1
FM 3-05.210
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
9-2
FM 3-05.210
JUMP COMMANDS
9-4. C-7A jump commands are as follows:
• GET READY.
• PORTSIDE PERSONNEL, STAND UP and STARBOARD
PERSONNEL, STAND UP.
• 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.
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.
9-3
FM 3-05.210
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
9-4
FM 3-05.210
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.
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.

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.

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.
9-5
FM 3-05.210
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.
9-6
FM 3-05.210
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 half-
lowered 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).
• 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.
9-7
FM 3-05.210
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.
9-8
FM 3-05.210
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
9-9
FM 3-05.210
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.
If 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.
If the JM is not going to jump, only one safety is required and the
JM wears a safety harness.
Only 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.
9-10
FM 3-05.210
• 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 turbo-
engine, 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.
9-11
FM 3-05.210
• 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.
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.
9-12
FM 3-05.210
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
9-13
FM 3-05.210
troop seats are installed, or secure themselves to the floor with a 10,000-
pound 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.
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
9-14
FM 3-05.210
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
9-15
FM 3-05.210
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 even-
numbered 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.

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.
9-16
FM 3-05.210
• 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—
Secure 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.
Remain 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:
When 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.
When ramp bundles are dropped, either the 15-foot static line with
drogue or the breakaway static line may be used.
When door bundles are dropped, the 15-foot static line with drogue
is used with cargo parachutes.
• Aircraft:
Aircraft speed during the jump is 90 to 110 knots.
When 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.
9-17
FM 3-05.210

9-65. Towed parachutist procedures are the same as those for high-
performance 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.
9-18
FM 3-05.210
• 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.
9-19
FM 3-05.210
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.
9-74. The parachutists, pilot, and JM are involved in the CASA-212
emergency procedures. These procedures are discussed on page 9-21.
9-20
FM 3-05.210

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.

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
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
performance 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.
9-21
FM 3-05.210
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.
9-22
FM 3-05.210
Figure 9-12. CH-54 Horizontal Supports Taped
Figure 9-13. CH-54 Anchor Line Cable Assembly
9-23
FM 3-05.210
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.
9-24
FM 3-05.210
Figure 9-15. CH-54 Safety Gate

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.
9-25
FM 3-05.210
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
9-26
FM 3-05.210
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.
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).

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.
9-27
FM 3-05.210
Figure 9-18. C-123 Provider
Figure 9-19. C-123 Seating Configuration

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.
9-28
FM 3-05.210
• INBOARD PERSONNEL, STAND UP.

• HOOK UP.
• 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.
9-29
FM 3-05.210
Figure 9-20. UV-18B Twin Otter

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.
9-98. The configuration of both Twin Otters is the same. The number of para-
chutists 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 air-
craft. Each parachutist sits between the legs of the previous parachutist.
• When there are no seats, 12 MFF parachutists with combat equipment
can be carried.
9-30
FM 3-05.210
• 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
9-31
FM 3-05.210
Figure 9-23. Seating Configuration Without Seats and With Combat Equipment

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 ceiling-
mounted 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.
9-32
FM 3-05.210
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 com-
munications 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
9-33
FM 3-05.210
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 ceiling-
mounted 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.
9-34
FM 3-05.210
• 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.
9-112. Personnel must observe emergency procedures. The emergency
procedures are discussed in the following paragraphs.
Towed Parachutist
performance 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.
9-35
FM 3-05.210
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:
• 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
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.
9-36
FM 3-05.210
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.

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.
9-37
FM 3-05.210
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.
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.”
9-38
FM 3-05.210
• 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.
Radio: send “Abort, abort, abort” and explain why.
Visual: remove the top of the “T.”
Night: top of the “T” not lit.
Water: boats are stationary.
• Abort parachute operations.
Radio: cancel operations and explain why.
Visual: remove entire “T.”
Night: remove lights.
Water: there are no boats or boats are heading to shore.
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
9-39
FM 3-05.210
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

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).
9-40
FM 3-05.210
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
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.

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.
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.
9-41
FM 3-05.210
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
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
9-42
FM 3-05.210
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

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.
9-43
FM 3-05.210
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.

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.
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
9-44
FM 3-05.210
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.
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.

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 static-
line extensions.
9-45
FM 3-05.210
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.

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.
9-169. Personnel must observe emergency procedures. The emergency
procedures are discussed in the following paragraphs.
9-46
FM 3-05.210

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:
• Six short rings: Aircraft is having trouble but has enough altitude for a
safe bailout. Exit on the JM’s command.

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
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.
9-47
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
10-1
FM 3-05.210
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.
10-2
FM 3-05.210
• 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
10-3
FM 3-05.210
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
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
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.
10-4
FM 3-05.210
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.
10-5
FM 3-05.210
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
10-6
FM 3-05.210
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.
10-7
FM 3-05.210
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.
10-8
FM 3-05.210
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
10-9
FM 3-05.210
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
10-10
FM 3-05.210
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 weather-
equipped 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.
11-1
FM 3-05.210
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.
11-2
FM 3-05.210
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
11-3
FM 3-05.210
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 tie-
down 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.
11-4
FM 3-05.210
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 quick-
release 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.
11-5
FM 3-05.210
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 Figure 11-6. Lowering Line Assembly
From Left Door 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.
11-6
FM 3-05.210
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 free-
running 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
11-7
FM 3-05.210
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
11-8
FM 3-05.210
Figure 11-10. Skis and Rifle Rigged
11-9
FM 3-05.210
Figure 11-11. Skis and ALICE Pack Released
11-10
FM 3-05.210
Figure 11-11. Skis and ALICE Pack Released (Continued)
11-11
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.
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.
12-1
FM 3-05.210
• 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.
12-2
FM 3-05.210
• 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.
12-3
FM 3-05.210
• 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 equip-
ment) 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.
12-4
FM 3-05.210
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 oper-
ations. Personnel will be qualified to perform the duties of RM upon suc-
cessful 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, end-
of-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.
12-5
FM 3-05.210
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.
12-6
FM 3-05.210
• 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
12-7
FM 3-05.210
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:
Gloves.
12-foot sling rope for rappel seat.
One snap link.
Kevlar.
12-8
FM 3-05.210
• Items supplied by unit:

120-foot nylon ropes (four).
Rope coiling log or standard deployment bag.
Donut ring and safety floating ring for UH-1H.
Snap link (16 for a UH-60).
Monkey harness for static RM.
Rope log book and record system.
Radio communications and aircraft communications headset.
NVG, 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.
12-9
FM 3-05.210
• 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:
Ensures snap hooks face out with the gates down and the center
two snap hooks face in with the gates down.
Drills the end portion of each snap hook to make a 5/8-inch
diameter hole.
Threads 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 1/8-
inch-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 well-
planned 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.
12-10
FM 3-05.210
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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FM 3-05.210
• 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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FM 3-05.210
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:
Primary 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 Figure 12-4. Arm-and-Hand Signal

for GET READY for SIT IN THE DOOR
Figure 12-5. Arm-and-Hand Signal for THROW ROPES
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FM 3-05.210
Alternate 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 Figure 12-7. Alternate Arm-and-

Signal for POSITION Hand 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 four-
man crew. It is equipped with four 4,000-pound (load limit) cabin ceiling tie-
down 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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FM 3-05.210
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.
Primary 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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FM 3-05.210
Secondary 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 Figure 12-11. Primary and Secondary
Attaching Point Snap Link Attaching Points
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FM 3-05.210
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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FM 3-05.210
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:
GET 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.
THROW 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.
POSITION. 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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FM 3-05.210
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.
GO. 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 left-
handed 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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FM 3-05.210
a lift capacity of 2,300 pounds and is equipped with several floor-mounted tie-
down fittings, seven of which are used during rappelling operations.

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.
Positions the clamps of the donut ring toward the aft end of
the helicopter.
Ensures 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.
Ensures 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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FM 3-05.210
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:
Threads 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).
Attaches 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:
At 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 Figure 12-14. Floating Safety Ring Formed With
Connection in a Helicopter Two Snap Links
12-21
FM 3-05.210
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.
At 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)
12-22
FM 3-05.210
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
12-23
FM 3-05.210
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:
GET 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.
THROW 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.”
SIT IN THE DOOR. The soldier who will rappel swings his legs to
the outside of the helicopter and takes up a sitting position.
POSITION. 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 L-
shaped 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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FM 3-05.210
GO. 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.
12-25
FM 3-05.210

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.
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-and-
hand 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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FM 3-05.210
• 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.
12-27
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.
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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FM 3-05.210
• 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.
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.
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:
Coordination responsibilities.
Troop and aircrew briefings.
Organization of the personnel to be extracted.
Instruction to pilots in maintaining the aircraft in position over
the target.
Throwing and retrieving the STABO system.
13-2
FM 3-05.210
Hand-and-arm signals.
Emergency 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 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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FM 3-05.210
• 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:
Aircraft behind or below the extraction aircraft.
Unsafe conditions within the aircraft that preclude a safe extraction.
Defective equipment.
Any 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.
13-4
FM 3-05.210
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.
13-15. Units must follow operational requirements as closely as possible
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 Service-
qualified 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:
13-5
FM 3-05.210
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.

13-20. STABO training and operations will not be conducted under the
following conditions:
• 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.

13-21. Night operations require additional safety equipment and
precautions. They are as follows:
• 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.
13-6
FM 3-05.210
• 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 87.75-
inch 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
13-7
FM 3-05.210
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.
13-8
FM 3-05.210
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 12-
foot 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.
13-9
FM 3-05.210
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
13-10
FM 3-05.210
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.
13-11
FM 3-05.210
• 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).
13-12
FM 3-05.210
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
13-13
FM 3-05.210
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.
13-14
FM 3-05.210
Figure 13-14. Pistol Belt Passed Through Harness Loops and Connected
Figure 13-15. STABO Harness With Bridle
13-15
FM 3-05.210
• 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
13-16
FM 3-05.210
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).
13-17
FM 3-05.210
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.
13-18
FM 3-05.210
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.
13-19
FM 3-05.210
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.
13-20
FM 3-05.210
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.
13-21
FM 3-05.210
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:
Ensure the rope does not become entangled on the ground.
Move directly under the aircraft, if possible.
Use hand-and-arm signals or communicate by radio (preferred
method) to the STABO master when ready to be extracted.
If two or more soldiers are being extracted, link arms and legs
together to prevent twisting while in flight.
If three or more soldiers are being extracted, spread and interlock
legs. The soldiers on the ends extend arms.
When not riding at the same height, hold onto any object within
reach to avoid oscillation and twisting.
Signal the STABO master if an emergency exists by placing both
hands on top of the head.
• The STABO master or crew chief will—
Keep the pilot in command informed of personnel progress.
Inform the pilot in command of the distance between the ropes and
the ground, giving corrections as necessary.
Inform the pilot in command when ropes are taut and the soldier is
off the ground and clear of obstacles (before forward flight).
Monitor the soldiers during flight for stability, obstacle and terrain
clearance, unanticipated problems, and aircraft location in relation
to the ground.
Inform 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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FM 3-05.210
• 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
13-23
FM 3-05.210
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
13-24
FM 3-05.210
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.
13-25
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.
• Characteristics of equipment associated with the SPIES.
• Equipment inspection and proper donning of the harness.
• Method of extraction and insertion to be used.
• Communications requirements.
14-1
FM 3-05.210
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.
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
14-2
FM 3-05.210
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:
Troop or aircrew briefings.
Organization of the personnel to be extracted.
Instruction to pilots in maintaining the aircraft in position over
the target.
Throwing and retrieving SPIES.
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.

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:

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.
14-3
FM 3-05.210
• 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:
Aircraft behind or below the extraction aircraft.
Unsafe conditions within the aircraft, precluding a safe extraction.
Defective equipment.
Any 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.
14-4
FM 3-05.210
• 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.

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
• 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
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.
14-5
FM 3-05.210
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
14-6
FM 3-05.210
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).
14-7
FM 3-05.210
• 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.
14-8
FM 3-05.210
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
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
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).
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.
14-9
FM 3-05.210

14-34. Units will not conduct SPIES training and operations under the
• Water or ice on the SPIES.
• SPIES is exposed to the elements long enough to freeze, thereby
reducing its tensile strength.
SPIES master to lose visual contact with the ground.

14-35. Night operations require additional safety equipment and
precautions. They are as follows:
• 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 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 con-
ducts 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).
14-10
FM 3-05.210
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 12-
inch 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
14-11
FM 3-05.210
• 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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FM 3-05.210
• 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
14-13
FM 3-05.210
• 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
14-14
FM 3-05.210
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.
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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FM 3-05.210
• Two Type IV connector links (four if the aircraft does not have
cargo hooks).
• 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
14-16
FM 3-05.210
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.
four-loop cargo slings.
• Four Type IV links.
• Eight oval snap links.
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.
14-17
FM 3-05.210
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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FM 3-05.210
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
• 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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FM 3-05.210
• 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
• 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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FM 3-05.210
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)
14-21
FM 3-05.210
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).
14-22
FM 3-05.210
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.
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
14-23
FM 3-05.210
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.
14-24
Chapter 15
FRIES
Small units use FRIES for rapid infiltration and exfiltration using rotary-
wing 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.
15-1
FM 3-05.210
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 com-
mand. 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).
• Emergencies and emergency procedures.
15-2
FM 3-05.210
• 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.
15-3
FM 3-05.210
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, less-
experienced 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:
MH/UH-60: Do not exceed 1,500 pounds per rope.
MH-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.
MH/HH-53: Do not exceed 1,500 pounds per rope.
MH-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) equip-
ment 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.
15-4
FM 3-05.210
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—
The aircraft is unstable.
The fast rope is not fully deployed (5 feet of the rope must be on
the surface).
Any obstacle is present that could interfere with the descent of
the ropers.
The rope is frozen or slippery.
Anyone 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:
When the aircraft is in position for deployment.
When anything is being deployed from the helicopter (ropes,
bundles, or personnel).
When 5 feet of rope is on the surface.
When the first roper exits on the fast rope.
When all ropers on the surface are clear.
When the ropes are recovered or jettisoned.
When the aircraft is cleared for flight.
When 15 feet of the extraction rope is on the surface.
When extraction personnel are attached to the rope and ready for liftoff.
When extracted personnel are safely lowered to the ground.
When extracted personnel are out from under the aircraft.
When any other unsafe conditions occur.
15-5
FM 3-05.210
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.
15-6
FM 3-05.210
• 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
15-7
FM 3-05.210
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.
15-8
FM 3-05.210
• 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.
Does not use a severely frayed rope. Light fraying on the rope from
normal use does not weaken the rope.
Does not use a rope when any single strand is cut halfway through.
Does 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 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 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 sun-
damaged.
• Inspects the harness to make sure—

Ropers are wearing the harness under all load-carrying equipment.
Ropers have properly fastened all connectors.
Harness 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 for serviceability,
inspection, and maintenance of the extraction harness.
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.
15-9
FM 3-05.210
• 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:
The mounting bolts are installed and properly torqued.
The safety pins are installed, and lanyards are present.
The 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:
Latch 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.
Relax pressure on the release mechanism, and pull the handles—
the release should open.
With 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.
15-10
FM 3-05.210
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
15-11
FM 3-05.210
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)
15-12
FM 3-05.210
Figure 15-9. Fast Rope Attached to Aft FRIES Bar (Bar Retracted)
Figure 15-10. MH-47 With Two Aft Fast Ropes
15-13
FM 3-05.210
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.
15-14
FM 3-05.210
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
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 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.
15-15
FM 3-05.210
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:
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.

15-30. During the risk assessment for FRIES training, the S-3 considers the
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.
AFRM to lose visual contact with the ground.

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.
15-16
FM 3-05.210
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 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.
15-17
FM 3-05.210
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).
15-18
FM 3-05.210
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
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
15-19
FM 3-05.210
describes the fast-rope troop briefing in detail. As a minimum, training will

include a review of the following:
• 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 proficiency in the
performance of the following FRM duties:
Troop briefings (Appendix G).
Organization of the stick.
Time warnings and commands.
Throwing and retrieving ropes.
Releasing and stopping the stick.
15-20
FM 3-05.210
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 fast-
rope 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:
The nature of fire support the aircraft can provide.
The time the fire support starts, shifts, and stops.
15-21
FM 3-05.210
The 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.
15-22
FM 3-05.210
• 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:
The aircraft flight and approach and the position of the flare over
the target site.
The height of the aircraft above the target.
A description of the FRIES site (rooftop or small clearing) and size
and the actions of the ropers upon arrival at the site.
The signal to deploy the rope, who will deploy it, and how it will
be done.
Time warnings and actions at each time warning.
The use of radios and intercoms.
• Brief the pilot in command and crew chief on verbal commands and
final adjustments over the target.
15-23
FM 3-05.210
• Ensure safeties know the proper procedures to—

Keep the aircraft on target.
Clear the ropes.
Recover the ropes.
Jettison 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.
15-24
FM 3-05.210
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.
15-25
FM 3-05.210
• 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
15-26
FM 3-05.210
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—
The bar assembly is correctly mounted to the aircraft.
The mount is complete, functional, and free of any defect.
The 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.
The 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).
15-27
FM 3-05.210
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:
Remove safety pin from the fast-rope release system and apply upward
pressure to cabin wall-mounted release handle, releasing the gate.
Insert woven loop of the fast rope into the attachment point.
Insert the gate through the woven loop of the fast rope and into
the receptacle.
Apply 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
15-28
FM 3-05.210
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
15-29
FM 3-05.210
Figure 15-16. Fast Rope Attached and Release Bar Seated
Figure 15-17. Quick-Release Pin Inserted
15-30
FM 3-05.210
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.
15-31
FM 3-05.210
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:
Installs 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.
Secures 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.
Uses 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:
Installs 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.
Installs 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—
Removes the ramp door to install the crossbar.
Places 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:
When 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.
When 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.
15-32
FM 3-05.210
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.
15-33
FM 3-05.210
• 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 1-
minute 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:
En route (when ropers are inside the aircraft).
Before deployment of ropes.
15-34
FM 3-05.210
When fast-rope personnel are on the ropes.

After 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. Fast-
rope 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.”
15-35
FM 3-05.210
• 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.
15-36
FM 3-05.210
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
15-37
FM 3-05.210
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.
15-38
FM 3-05.210
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.
15-39
FM 3-05.210
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
15-40
FM 3-05.210
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.
15-41
FM 3-05.210
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.
15-42
FM 3-05.210
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.
15-43
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.
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.
• Characteristics of equipment associated with ladder operations.
• Equipment inspection.
• Ground operations and loading.
• Safety warnings and commands.
• Procedures for spreading and lowering ladders.
• Movement within the aircraft.
• Emergencies.
• Ground-to-air communication 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.
16-1
FM 3-05.210
• 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:
• Have a current physical examination.
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).
16-2
FM 3-05.210
• Defined or identified unsafe attachments or equipment related to

ladder training.
• Defined terms used in ladder operations.
• Know ladder commands.
• Conducted one ladder operation.
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).
• 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.

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.
16-3
FM 3-05.210
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 are functional before
commencing ladder training.
• 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.
16-4
FM 3-05.210
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:

Frayed cables and ropes.
Secure or cracked rungs.
Secure rigging.
Rolled 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.
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).
16-5
FM 3-05.210
Personnel must use sound judgment to determine what action to take

depending on the nature and severity of the condition.
SITE SELECTION
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
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 M-5 aid bag or equivalent packed IAW
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:
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.

16-18. Ladder operations will not be conducted under the following conditions:
• Wind chill factors caused by rotor wash from the helicopter or
• Water or ice on the ladders, inhibiting the ability of the climbers to
control their ascent or descent.
16-6
FM 3-05.210
• 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.

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.
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 posi-
tioning 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:
Medical kit and backboard.
Primary and back-up radios.
Buoys with weights and enough line to mark suspected areas of lost
equipment.
Appropriate 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
16-7
FM 3-05.210
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
16-8
FM 3-05.210
• 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.
The 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.
To 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
16-9
FM 3-05.210
Figure 16-4. Close-Up of the Nylon Ladder
Figure 16-5. Quick-Release Handle
16-10
FM 3-05.210
Figure 16-6. Removing Safety Pin and Releasing the Locking Pins
Figure 16-7. Ladder and Quick-Release Mechanism Separated
16-11
FM 3-05.210
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.
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.
16-12
FM 3-05.210
• 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.
16-13
FM 3-05.210
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.
16-14
FM 3-05.210
• 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
16-15
FM 3-05.210
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).
16-16
FM 3-05.210
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
16-17
FM 3-05.210
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
16-18
FM 3-05.210
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.
16-19
FM 3-05.210
Figure 16-17. Nylon Ladder Placed on Ramp MH-47
Figure 16-18. Nylon Ladder Connected to 10,000-Pound Cargo Tie-Downs
16-20
FM 3-05.210
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
16-21
FM 3-05.210
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.
16-22
FM 3-05.210
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.
16-23
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 55-4240-
284-12&P, Operating and Maintenance Manual for Rescue Seat, Forest
Penetrating…Including Repair Parts and Special Tools List).
• Horse collar.
17-1
FM 3-05.210
• 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
17-2
FM 3-05.210
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:
Thumbs-up signal.
Radio.
Vigorously 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.
17-3
FM 3-05.210
Figure 17-2. Preparing Jungle, or Forest, Figure 17-3. Retrieval

Penetrator for One-Man Rescue
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.
17-4
FM 3-05.210
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
17-5
FM 3-05.210
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.
17-6
FM 3-05.210
Figure 17-7. Horse Collar Figure 17-8. Horse Collar Donned,

Rescue Device 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.
17-7
FM 3-05.210
Figure 17-9. Donning the Hansen Rig
PALMER RIG
17-14. The field-expedient Palmer rig can be constructed with a 10- to 13-
foot 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.
17-8
FM 3-05.210
• 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 8-
foot 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.
17-9
FM 3-05.210
Figure 17-10. Old McGuire Rig Figure 17-11. New McGuire Rig
Figure 17-12. Proper Use of McGuire Rig
17-10
FM 3-05.210
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
17-11
FM 3-05.210
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)
17-12
FM 3-05.210
• 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.
17-13
FM 3-05.210
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
17-14
FM 3-05.210
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
17-15
FM 3-05.210
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
17-16
FM 3-05.210
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
17-17
FM 3-05.210
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
17-18
FM 3-05.210
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.
17-19
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 air-
water 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.
• Characteristics of equipment associated with air and water operations.
• Equipment inspection.
• Method of infiltration and/or recovery operation to be used.
• Location of safety boats and marking procedures.
• Primary and alternate communications requirements.
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FM 3-05.210
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:
equipment.
• 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.
18-2
FM 3-05.210
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:
• 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.
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).
18-3
FM 3-05.210

• 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:
Troop and aircrew briefings.
Organization of the personnel involved in the operation.
Instruction to pilots for maintaining the aircraft in position over
the target.
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.
18-4
FM 3-05.210

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.

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
• 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
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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FM 3-05.210
• 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 hand-
and-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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FM 3-05.210
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:
equipment.
• 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.
18-7
FM 3-05.210
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.
18-19. The operational requirements must be followed as closely as possible
MEDICAL REQUIREMENTS
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
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 last-
resort CASEVAC vehicle. The medics will develop an evacuation plan. This
plan should include, but not be limited to, the following:
• Route(s) to medical facilities.
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
18-8
FM 3-05.210
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
18-9
FM 3-05.210
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 several boat and loading
combinations. They are as follows:
• 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
18-10
FM 3-05.210
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
18-11
FM 3-05.210
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 1/4-
inch 80-pound test cotton web. This normally includes masks, fins, web
belts with knives, and flares.
• Ensuring all swimmers wear life jackets or vests.
18-12
FM 3-05.210
• 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:
Tying down or securing all equipment inside the boat.
Securing 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.
Securely attaching and isolating the gas can, if possible.
Securing the paddles under the gunwales, out of the way of the rest
of the gear.
Securing the rucksacks and twin-80s at the four corners of the boat.
Fastening them as securely as possible.
Waterproofing all equipment in the CRRC as if soldiers would take
it subsurface.
Regardless 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.
18-13
FM 3-05.210
• 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.
Ensure the helicopter has slowed to 10 knots and descended to 5
feet (or as low as possible).
The 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.

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.

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.
18-14
FM 3-05.210
• 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
18-15
FM 3-05.210
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
18-16
FM 3-05.210
• 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 sus-
pension 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
18-17
FM 3-05.210
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.
18-18
FM 3-05.210
• 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
18-19
FM 3-05.210
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.
18-20
FM 3-05.210
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.
18-21
FM 3-05.210
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.
18-22
FM 3-05.210
• 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.
18-23
FM 3-05.210
Figure 18-9. Belly Support Strap Connected to Sling Band
Figure 18-10. Fuel Tank and Engine in Place
18-24
FM 3-05.210
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.
18-25
FM 3-05.210
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.

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.

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.
18-26
FM 3-05.210
• 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
18-27
FM 3-05.210
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.
18-28
FM 3-05.210
• 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
18-29
FM 3-05.210
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
18-30
FM 3-05.210
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.
18-31
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 32.81 feet
1 hectometer 10 decameters 328.08 feet
1 kilometer 10 hectometers 3,280.84 feet
Table A-2. Liquid Measure

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

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 2.20 pounds
1 quintal 100 kilograms 220.46 pounds
1 metric ton 10 quintals 1.10 short tons
A-1
FM 3-05.210
Table A-4. Square Measure

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 1,076.39 square feet
1 square hectometer (hectare) 100 square decameters 2.47 acres
1 square kilometer 100 square hectometers 0.39 square mile
Table A-5. Cubic Measure

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 To Multiply By To Change To Multiply By
Inches Centimeters 2.540 Ounce-inches Newton-meters 0.007
Feet Meters 0.305 Centimeters Inches .394
Yards Meters 0.914 Meters Feet 3.280
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
Square yards Square meters 0.836 Square meters Square feet 10.764
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 0.765 Cubic meters Cubic feet 35.315
Fluid ounces Millimeters 29.573 Cubic meters Cubic yards 1.308
Pints Liters 0.473 Millimeters Fluid ounces 0.034
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

Square millimeters Square inches 0.002 Square inches Square millimeters 645.160
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 10.764 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
Table A-9. Volume

Cubic centimeters Cubic inches 0.061 Cubic inches Cubic centimeters 16.390
Cubic meters Cubic feet 35.310 Cubic feet Cubic meters 0.028
Cubic meters Cubic yards 1.308 Cubic yards Cubic meters 0.765
Liters Cubic inches 61.020 Cubic inches Liters 0.016
Liters Cubic feet 0.035 Cubic feet Liters 28.320
Table A-10. Capacity

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 Kilometers Nautical Miles Statute Miles Kilometers Nautical Miles
1 1.61 0.87 60 96.60 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
A-3
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 Nautical 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
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
A-4
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 illumina-
tion. 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
B-1
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
B-2
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
B-3
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 earth-
moon 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 communi-
cations 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.
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.
C-2
FM 3-05.210
BRAVO—Interdiction.
CHARLIE—CAS.
ECHO—Escort.
• Line 3. Results desired.
ALPHA—Destroy.
BRAVO—Neutralize.
CHARLIE—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).
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 follow-
up 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.
Automatic (AUTOM).
On-call (ONCAL).
Emergency (EMERG).
Cache (CACHE).
C-3
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.
Round trip flight—Decision point at which flight commander must
verify mission accomplishment based on fuel consumption for
the mission.
One-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.
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.
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.
GREEN—Mission accomplished IAW plan.
YELLOW—Mission accomplished with limiting factors; explain.
C-4
FM 3-05.210
RED—Mission not accomplished; explain.

• Line 5. Crew evaluation of results.
Number of personnel and/or pounds of cargo infiltrated or
exfiltrated.
Degree 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.
Photo target coverage.
Leaflets delivery coverage.
• Line 6. Additional information. Information not mentioned in the above
items.
Significant sightings: unusual or new enemy equipment, troop
concentrations, and so on.
Enemy aircraft: number, type, markings, armament, and tactics.
Antiaircraft fire.
Surface-to-air missiles.
Weather, conditions over target, and conditions along the route.
Essential 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.
GREEN—Mission accomplished IAW plan.
YELLOW—Mission accomplished with limiting factors (injured
personnel, broken or lost equipment). Explain limiting factors. For
LZ or DZs, identify unserviceable items or injured personnel.
RED—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).
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.
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
C-6
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.
Round-trip flight—Decision point at which flight commander must
verify mission accomplishment based on fuel consumption for
the mission.
One-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.
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.
TIGER—Personnel DZ.
C-7
FM 3-05.210
BRAVE—Resupply DZ.
MOUSE—Water DZ.
PLANK—Fixed-wing LZ.
CAMEL—Rotary-wing LZ.
RISER—Recovery zone.
• Line 2. Location of DZ.
Use 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.
If an area DZ, use the coordinates of Points A and B, which
establish the flight path.
Elevation.
• Line 3. Reference point.
Use landmarks clearly shown on issued map or chart.
Report reference points by magnetic azimuth, description, and
distance in kilometers from the center of DZ.
Timing point in meters from PI.
Timing point in meters from centerline.
• Line 4. Width, length, and long axis of DZ.
Report width and length in meters and long axis by magnetic
azimuth.
If an area DZ, omit this item.
• Line 5. Open quadrant(s).
If open 360 degrees, report open.
Measure 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.
Report 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.
If there are no obstacles, omit this item.
C-8
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:
MOUSE—Water DZ.
RISER—RZ.
• Line 2. DTG request (primary).
• Line 3. Authentication data.
C-9
FM 3-05.210
Authentication 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.
When homing beacons are used, indicate type and frequency. State
placement if positioning is nonstandard.
Authentication letter for air/sea rendezvous must be a mixture of
dots and dashes.
For RZ only—if none desired, state “none.”
• Line 4. Personnel and supplies requested.
Indicate unit number of personnel and amount of supplies to be
infiltrated.
When supplies are requested, extract key from catalog supply
system (MARGE) or specify items when not listed in bundle code.
Identify hazardous cargo and/or nonstandard loads, if appropriate.
For 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.
Indicate light pattern.
Indicate type of light if other than flashlight.
Latest DTG mission confirmation can be received.
On-load or off-load airfield for troops and supplies.
For DZ only, state desired drop altitude and method; for example,
static line or HALO. (Alternate DZ altitude and method if different
than primary.)
For 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).
C-10
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.
MOUSE—Water DZ.
RISER—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:
Number of personnel and containers.
Drop altitude in feet for primary and alternate.
Confirm position of flashing-light signal in DZ marking.
On-load airfield (for infiltration missions, include final team
briefings and load times).
• Line 8. For LZ indicate:
On-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.
Include required LZ length in feet beyond “C” light and number of
lights to be used.
• Line 8. For RZ indicate:
Confirm 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.
Indicate off-load airfield ETA.
C-11
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:
Line 1. Target description.
Line 2. Target location.
Line 3. TOT (eight-digit coordinates).
Line 4. Beacon location (no earlier than [NET], NLT, or as soon as
possible [ASAP]).
Line 5. Beacon type code.
Line 6. Beacon-to-target range (meters).
Line 7. Beacon elevation (meters).
Line 8. Target elevation (meters).
Line 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.
MOUSE—Water DZ.
RISER—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 Ascension
500 750 1000 1250 1500 1750 2000 2500 3000 3500 4000 4500
Angle Table
70 02 02 01 01 01 01 01 01 01 01 01 01
Altitude
60 03 02 02 02 02 02 02 02 02 02 02 02 Time
in Feet
55 03 03 03 03 03 03 03 03 03 03 03 03
50 04 04 03 03 03 03 03 03 03 03 03 03 0:10 80
45 05 04 04 04 04 04 04 04 04 04 04 04 0:20 170
40 06 05 05 05 05 05 05 04 04 04 04 04 0:30 250
35 07 06 06 06 06 05 05 05 05 05 05 05 0:40 330
30 08 07 07 07 07 07 07 07 06 06 06 06 0:50 400
25 10 09 09 09 08 08 08 08 08 08 08 08 1:02 500
24 10 10 09 09 09 09 08 08 08 08 08 08 1:15 540
23 10 10 10 09 09 09 09 08 08 08 08 08 1:20 610
22 12 11 10 10 10 10 09 09 09 09 09 09 1:30 670
D-1
FM 3-05.210
Table D-1. Wind Speed in Knots for a 10-Gram Helium Balloon (Continued)
Ascension
Table
Elevation 500 750 1000 1250 1500 1750 2000 2500 3000 3500 4000 4500 Altitude
Time
Angle in Feet
21 12 11 11 10 10 10 10 10 10 10 10 10 1:43 750
20 13 12 11 11 11 11 11 10 10 10 10 10 1:50 790
19 14 13 12 12 11 11 11 11 11 11 11 11 2:25 1000
18 15 13 13 12 12 12 12 12 11 11 11 11 2:44 1100
17 15 14 13 13 13 13 12 12 12 12 12 12 3:00 1250
16 17 15 14 14 14 13 13 13 13 13 13 13 3:49 1500
15 18 16 15 15 14 14 14 14 14 14 14 14 4:30 1750
14 19 18 18 18 16 15 15 15 15 15 15 15 5:11 2000
13 21 19 18 17 17 17 17 16 16 16 16 16 6:34 2500
12 22 20 19 19 18 18 18 18 18 17 17 17 7:58 3000
11 24 22 21 21 20 20 20 19 19 19 19 19 9:22 3500
10 27 25 23 23 22 22 22 21 21 21 21 21 10:44 4000
09 30 27 25 25 25 24 24 24 23 23 23 23 12:08 4500
Table D-2. Wind Speed in Knots for a 30-Gram Helium Balloon

Elevation Ascension
500 750 1000 1250 1500 1750 2000 2500 3000 3500 4000 4500
Angle Table
80 01 01 01 01 01 01 01 01 01 01 01 01
Altitude
70 03 03 03 02 02 02 02 02 02 02 02 02 Time
in Feet
60 04 04 04 04 04 04 04 04 04 04 04 04
55 05 05 05 05 05 05 05 05 05 05 04 04 0:10 120
50 06 06 06 06 06 06 06 06 05 05 05 05 0:20 240
45 07 07 07 07 07 07 07 07 07 06 06 06 0:30 360
40 09 08 08 08 08 08 08 08 08 08 08 08 0:42 400
35 10 10 10 10 10 10 10 09 09 09 09 09 0:50 500
30 12 12 12 12 12 12 12 11 11 11 11 11 1:02 600
25 15 15 15 15 15 15 14 14 14 14 14 14 1:10 830
24 16 16 15 15 15 15 15 15 15 15 15 15 1:17 1000
23 17 17 16 16 15 15 15 15 15 15 15 15 1:46 1250
22 18 18 17 17 17 17 17 16 16 16 16 16 2:10 1500
21 19 19 18 18 18 17 17 17 17 17 17 17 2:34 1750
20 20 20 19 19 19 19 18 18 18 18 18 17 2:56 2000
19 21 20 20 20 20 20 19 19 19 19 19 18 3:43 2500
18 22 22 21 21 21 21 20 20 20 20 20 20 4:31 3000
17 23 23 23 22 22 22 22 22 21 21 21 21 5:21 3500
16 25 25 24 24 24 24 23 23 23 23 22 22 6:09 4000
15 27 27 26 26 25 25 25 25 24 24 24 24 7:00 4500
14 29 29 28 27 27 27 27 27 26 26 26 25
13 31 30 30 30 30 29 29 29 28 28 28 27
D-2
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).
E-1
FM 3-05.210
• Notify the NCOIC/officer in charge (OIC) of the supporting rigger

facility.
Figure E-1. Joint Airdrop Summary Report
E-2
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.
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.
JM Perform jump door safety checks. Perform outside air safety checks. Perform initial clear-
to-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.
JM Issue time warning with the lead hand. Complete an outside safety check. Once safety
check is completed, spot for checkpoints.
F-1
FM 3-05.210
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.
Safety Perform safety checks. Rig equipment containers.
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.
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)

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.
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.
GO
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.
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: 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: 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

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.
CHECK EQUIPMENT
JM Once movement has ceased, check own equipment.
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

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

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: 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
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
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: 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.
JM Notify parachutists of 20-minute time warning.
F-14
FM 3-05.210
Table F-12. Jump Procedures for C-47, DC-3, and DC-3T (Continued)
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
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
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.
JM Notify parachutists of 1-minute warning.
Parachutists 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
NOTE: Green light is lit.
JM 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.
Parachutists 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.
Safety 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: The JM may give the 20-minute and 10-minute warnings on the ground depending
on the time of flight.
F-16
FM 3-05.210
Table F-13. CASA-212 Jump Procedures (Continued)

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.
Parachutists Even-numbered parachutists stand.
Parachutists Odd-numbered parachutists stand.
HOOK UP
Parachutists Parachutists hook up to the anchor line cable with the opening gate facing port side. Even-
numbered 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
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.
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

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: 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
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 pre-
position 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
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
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.
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.
Parachutists 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.
STAND BY
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.
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.
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

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

GET READY
JM Command GET READY at 4-minute warning. Complete final outside check.
Parachutists Stand by.
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)

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.
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

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.
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.

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
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.
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.
GO
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.
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

GET READY
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
Parachutists Parachutists stand up and move to the starboard side (Figure F-3, page F-25).
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

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.
CHECK EQUIPMENT
Parachutists All parachutists check their equipment.
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.
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.
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

GET READY
Parachutists All parachutists in the first stick unfasten their seat belts.
STAND UP
Parachutists Parachutists stand up and move to the port side (Figure F-4, page F-27).
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
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.
CHECK EQUIPMENT
Parachutists All parachutists check their equipment.
thumbs-up signal.
STAND BY
JM Command STAND BY.
Parachutists Parachutist 1 assumes a standing position at the ramp hinge. Remaining parachutists
close up the interval.
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

GET READY
Parachutists Parachutists 1 through 4 remove their seat belts.
STAND UP
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.
CHECK STATIC LINES
Parachutists All parachutists take a reverse bight in their static line, ensuring the static line remains over
their bent elbow.
CHECK EQUIPMENT
Parachutists All parachutists check their equipment. Parachutists who will jump with equipment must be
at the front of their stick.
thumbs-up signal.
F-27
FM 3-05.210
Table F-21. CH/HH-3 Jump Procedures (Continued)

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.
STAND BY
JM Command STAND BY.
Parachutists Parachutist 1 moves to the jump door and awaits the JM’s commands.
GO
JM Command GO. Recover all deployment bags and static lines.
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: 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 Parachutists hook up with the open portion of the static-line snap hook facing inboard.
F-28
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
Parachutists Each parachutist checks his own equipment and the static line of the parachutist in front
of him.
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.”
GO, GO, GO
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.
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

GET READY
Parachutists Parachutists have eyes on JM.
Safety Move door bundles to door positions.
STAND UP
F-30
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.
CHECK EQUIPMENT
Parachutists Conduct in accordance with normal 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: 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
STAND UP
Parachutists Parachutists stand up and move to the port side of the aircraft.
CHECK STATIC LINES
Parachutists Parachutists check their static lines to ensure there are no entanglements.
NOTE: Parachutists must line up in correct sequence to avoid static-line entanglement.
Safety Check JM’s static line to ensure there are no entanglements.
CHECK EQUIPMENT
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: 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.
JM Give parachutists the 6-minute warning.
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.
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.
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

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.
Rear at the forward, left door.
Rear of both jump doors.
High above, to the rear, and on both sides of the ramp.
Static-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

Seats:
• Seats are not torn.
• Seat legs are locked into floor.
Floor:
• 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.
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.
Sets 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.
• Public address system is operational.
• First aid kits (four) are present.
• Fire extinguishers (three) are present.
Miscellaneous:
• Lighting system is operational.
• Comfort facilities are available.
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:
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.
• Seats are serviceable.
• No projections through seats.
Floor:
• Loose equipment is secured and does not interfere with troops.
Ramp:
• There are no sharp or protruding edges on ramp.
• 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:
Bolts, nuts, and safety wire are present.
Anchor cable is attached to centerline anchor point.
Cable bolt, locking bolt, nut, and safety wire are present.
Check anchor line tension indicator—red line indicator should not be seen.
• Anchor cable:
Cable has no breaks, frays, kinks.
Cable is clean and free of rust.
Swage is present.
• Anchor line cable aft support:
Cable, locking bolt, nut, and safety wire are present.
Emergency Equipment:
• First aid kits are onboard (2).
• Fire extinguishers are onboard (2).
Miscellaneous:
• 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:
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:

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:
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—
No excessive grease is on the door tracks.
There are no sharp or protruding edges on doorframes.
Doors open and close without excessive force.
Door lever catches up lock.
Clearance fairing has no sharp edges, retracts properly, and locks into place.
Four tie-down ring pan covers are present adjacent to each jump door and covering the tie-down
ring pans.
Ensure air deflector has no sharp edges and deploys properly to 40 degrees (plus or minus
5 degrees).
F-44
FM 3-05.210
• Ensure jump caution lights are operating correctly—red, yellow (10 seconds), and then to green.
• Ensure the anchor line cable system—
Is properly installed with no breaks, kinks, or frays.
Has clean cables that are free of rust.
Has properly installed cables (run through slots).
Has correctly installed quick-release retaining pip pins.
• Ensure the paratroop retrieval system (Canadian retrieval system) is correctly installed as follows:
Attachment point on aft anchor line cable station is present.
Sling and retrieval assist system are present.
Motor is operational.
Retriever cables are not broken, frayed, or kinked.
Retriever cables are secured in spring clips.
• Ensure emergency equipment is present and functioning as follows:
Public address system is operational.
First aid kits and fire extinguishers are present.
Alarm system is operational.
Emergency exits are operational and accessible.
Sufficient 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:
Nonskid surface covering is present.
There are no cracks or bends.
Studs are locked in the seat track receptacles.
Tie-down fitting is locked.
All bolts and nuts are present.
Platforms 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:

No sharp edges or protrusions on doorframes or loading strut.
No excessive grease on door tracks.
Doors open and close easily.
Door lever catches are operational.
Phenolic (plastic) block is installed on leading edge at retriever bar height.
Ensure air deflectors have no sharp edges and that they operate electrically.
Ensure 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:
Ensure bolts and nuts are present and tight.
Ensure anchor cables are attached to first and third anchor points right and left of centerline for
personnel jumps.
Ensure cables, bolts, nuts, and safety wire are present.
Ensure 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:
Ensure there are no breaks, kinks, or frays.
Ensure the cable is clean and free of rust.
Ensure cable swage is present.
Ensure cable is at least 73 inches above the floor.
• Check the static-line retrievers of the anchor cable system as follows:
Ensure the motor is operational.
Ensure the retriever spools are secured forward of intermediate cable support and tied to supports
with one turn of double quarter-inch cotton webbing.
Ensure retriever cables are not broken, frayed, or kinked.
Ensure retriever cables are secured in spring clips.
Ensure retriever bar is available.
• Check the emergency equipment as follows:
Ensure public address system is operational (upper deck only).
Ensure first aid kits (four) are present.
Ensure fire extinguishers (three) are present.
Ensure alarm system is operational.
Ensure emergency exits are operational and accessible.
Ensure enough emergency parachutes are available.
Ensure lighting system is operational.
Ensure airsickness bags are available.
F-46
FM 3-05.210
Table F-38. JM Checklist for C-5A/B/C (Continued)

Ensure comfort facilities are available.
Ensure JM’s kit bag (extra equipment) is onboard.
Ensure door bundles are rigged with 15-foot static lines with three drogue parachutes attached.
Ensure 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.
Anchor cables are attached to first and second anchor points right and left of the centerline for
personnel jumps.
Cable, bolt, nut, and safety wire are present.
Turnbuckle secured with safety wire.
• Anchor cable.
No breaks.
No frays.
No kinks.
Clean and free of rust.
Cable swage is present.
F-47
FM 3-05.210
Table F-39. JM Checklist for C-123 (Continued)
• Anchor cable intermediate support.

Cables are swaged.
Spreader cable bolts and nuts are made safe.
Tensioning cable is present and locked.
Anchor line cable aft support.
Cable, bolt, nut, and safety wire are present.
• Static-line retrievers.
Motor operational.
Retriever cables are not broken, frayed, kinked, dirty, or rusty.
Attaching handle is facing right and is locked.
Attaching straps are present.
• Emergency equipment:
First aid kits are present and complete (four).
Fire extinguishers are present and charged (three).
Two cargo tie-down straps are present.
Alarm bell is operational.
Emergency exits are operational and accessible.
Sufficient emergency parachutes are available.
Miscellaneous:
• Airsickness bags are present.
• JM kit is on board.
• Comfort facilities are installed, if appropriate.
Table F-40. JM Checklist for C-130

Seats:
• Seats are not torn.
• 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

Floor:
• 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.
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.
Sets 6 and 7—right and left anchor cable aft supports.
Anchor cable system:

• Forward support beam:
Four U-bolts, with self-locking nuts or nuts with cotter pins, are attached.
For personnel jump, anchor cables are attached to first and second U-bolts to the right and left
of centerline.
Forward latch assembly is in the locked position and secured with locking pins.
• Anchor cable:
No breaks (within acceptable tolerances of TO 1 C-130A-9, Cargo Loading Manual), frays, or
kinks exist.
Cable is clean and free of rust.
• Anchor cable intermediate center support:
Cables run through slots after ramp is closed.
Quick-release retaining pins are present.
• Anchor cable aft support:
Aft latch assembly is closed.
F-49
FM 3-05.210

U-bolts, nuts, and safety pins are present.
Support anchor bolts, nuts, and safety pins are present.
• Static-line retrievers:
Motor is operational.
Retriever cables are not broken (within acceptable tolerances of TO 1 C-130A-9), frayed, kinked,
dirty, or rusty.
Spool 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.)
• 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.
Miscellaneous:
• 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).
(2) Infiltration site (day and night)
d. Ground operations and loading.
e. Heading, route, flight time, and predicted weather conditions.
f. Altitude.
g. Time warnings.
h. Hand-and-arm signals.
i. 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.
(3) Take appropriate action.
b. Unsafe drift or premature liftoff.
(1) Lock-in.
(2) Stop stick.
(3) Get back on target.
(4) Continue operations.
c. Hung rope.
(1) Ensure ropers are clear.
(2) Descend.
(3) Release rope.
d. 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.
(4) The signal for STOP AIRCRAFT is a clenched fist.
e. 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. Conduct aircraft inspection and rigging.

d. Conduct safety brief and operations brief.
e. Conduct static load rehearsal.
f. 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.
a. Issue time warning.
b. Position personnel and equipment.
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 alternating door exit procedures for training
ADF automatic direction finder
AESOP airborne electronic special operations payload
AF air force
AFB Air Force base
AFI Air Force Instruction
AFR Air Force Reserve
AFRM assistant fast-rope master
AFSOB Air Force special operations base
AFSOC Air Force Special Operations Command
AFSOF Air Force special operations forces
AGL above ground level
AHHS 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 altitude
AM amplitude modulation
AMC Air Mobility Command
ammo ammunition
AMP-2 Airfield Marking Pattern-2
ANG Air National Guard
ANGLICO air and naval gunfire liaison company
AO area of operations
AOB advanced operations base
Glossary-1
FM 3-05.210
AOD automatic-opening device

APIT armor-piercing incendiary tracer
AR Army regulation
ARSOA Army special operations aviation
ASAP as soon as possible
ASE aircraft survivability equipment
AST area specialty team
ATC air traffic control
ATCOM Aviation Troop Command
ATHS automatic target handoff system
ATIRCM 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 Black Crow
BDA battle damage assessment
BIU bus interface unit
BLS beach landing site
BMNT beginning morning nautical twilight
BTR beacon tracking radar
C Celsius
C2 command and control
CA Civil Affairs
cal caliber
CAO Civil Affairs operations
CARP computed air release point
CAS close air support; calibrated airspeed
CASEVAC casualty evacuation
CASO casting area safety officer
Glossary-2
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 course of action
COMAFSOF Commander, Air Force special operations forces
COMSEC communications security
COMSOC Commander, Special Operations Command
CONUS continental United States
CRRC combat rubber raiding craft
CRS container retrieval system
CS combat support; chlorobenzaimalononitrile (riot control agent)
CSAR combat search and rescue
CSS catalog supply system
CT counterterrorism
CWIE container, weapon, individual equipment
CWS combat weather squadron
DA direct action; Department of the Army (form)
DAP direct action penetrator
dB decibel
DD Department of Defense (form)
DF direction finding
DIP desired impact point
DME distance measuring equipment
DMJP 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 drop zone support team leader

ECCM electronic counter-countermeasures
ECM electronic countermeasures
EFS enhanced flight screener
ELSEC 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 external stores support system
ETA estimated time of arrival
EW electronic warfare
EWO electronic warfare officer
EWP emergency war planning
EZ extraction zone
F Fahrenheit
FAA Federal Aviation Administration
FAC forward air controller
FADEC full authority digital electronic control
FARP forward arming and refuel point
fax facsimile
FCO fire control officer
FFAR folding fin aerial rocket
FID foreign internal defense
FLA front line ambulance
FLIR forward-looking infrared
FM 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 fast-rope master
Glossary-4
FM 3-05.210
FSN federal stock number

ft feet
ft/sec feet per second
FY fiscal year
gal gallon
GAR/I ground-to-air responder/interrogator
GCI 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 gross weight
HAARS 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 high-explosive proximity
HF high frequency
HIP hardened improved penetrator
HIRSS hover infrared suppressor subsystem
HLZ helicopter landing zone
HMMWV high mobility multipurpose wheeled vehicle
HN host nation
HPT hook-pile tape
Glossary-5
FM 3-05.210
HQ headquarters
hr hour
HSK high-speed kit
HSLLADS high-speed, low-level aerial delivery system
IAS indicated airspeed
IAW in accordance with
ICS internal communications system
ID identification
IDS infrared detection set
IDTS instrument data transmission system
IFR instrument flight rules
IGE in-ground effect
ILS instrument landing system
IMC instrument meteorological conditions
in 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 joint force air component commander
JM jumpmaster
JMPI jumpmaster personnel inspection
JP joint publication
JSOA joint special operations area
JSOACC Joint Special Operations Aviation Component Command
JSRC joint search rescue center
JTF joint task force
kHz kilohertz
KIAS knots indicated airspeed
km kilometer
Glossary-6
FM 3-05.210
KTAS knots true airspeed

LAPES low-altitude parachute extraction system
lb pound
LBE load-bearing equipment
LLLTV low-light-level television
LNO liaison officer
LORAN long-range navigation
LRF/D laser range finder or designator
LTD laser target designator
LZ landing zone
LZC landing zone controller
m meter
MAAS Mobile Aircraft Arresting Systems
MACOM major command
MARS military amphibious reconnaissance system
max maximum
MC mission computer
MCA minimum clearance altitude
MDG map display generator
MDU map display unit
MEDEVAC medical evacuation
METT-TC mission, enemy, terrain and weather, troops and support
available—time available and civil considerations
MEW mean effective wind
MF medium frequency
MFF military free fall
MFFP military free-fall parachuting
MHz megahertz
MILES multiple integrated laser engagement system
min minimum; minute
mm millimeter
MOB main operational base
MONOHUD monocular head-up display
mph miles per hour
Glossary-7
FM 3-05.210
MPI multiple points of impact

MPS meters per second
MPSM multipurpose submunitions
MRE meal, ready to eat
MSC major subordinate command
MSL mean sea level
MSU major subordinate unit
NA not applicable
NATO North Atlantic Treaty Organization
NAVAID navigational aid
NAVSTAR Navigation Satellite Timing and Ranging
NBC nuclear, biological, and chemical
NCO noncommissioned officer
NCOIC noncommissioned officer in charge
NET no earlier than
NG National Guard
NLT not later than
NM nautical mile
NSN national stock number
NTO night tactical operation
NVG night vision goggle
OB order of battle
OCONUS outside continental United States
OGE out-of-ground effect
OIC officer in charge
OPCON operational control
OPSEC operations security
pax passengers
PI point of impact
PIBAL pilot balloon
PJM primary jumpmaster
PLF parachute landing fall
PLS personnel locator system
PMD projected map display
Glossary-8
FM 3-05.210
PODS personnel outside delivery system

POL petroleum, oil, and lubricants
PONR point of no return
PR personnel recovery
PRTS parachutist rough-terrain system
psf pounds per square foot
PSYOP Psychological Operations
PW prisoner of war
PZ 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 random points of impact
RSO rappel safety officer
RT radar transponder
RWR radar warning receiver
RZ recovery zone
SATCOM satellite communications
SAVSERSUP 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 Special Forces operational detachment A
SIGSEC signals security
SINCGARS single-channel ground and airborne radio system
SKE station-keeping equipment
Glossary-9
FM 3-05.210
SL sea level
SLAP Sabot-launched armor piercing
SMC Seattle Manufacturing Company
SMJP Stinger missile jump pack
SO special operations
SOA special operations aviation
SOAR special operations aviation regiment
SOCCE 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 special reconnaissance
STABO suspended tactical airborne body operations
STANAG 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 terrain avoidance
TACAIR tactical air
TACAN tactical air navigation
TACC tactical air control center
TACSAT tactical satellite
Glossary-10
FM 3-05.210
TAP tactical airdrop personnel

TAS true airspeed
TEMIG tactical electromagnetic ignition generator
TF terrain following
TM technical manual
TOT time on target
TPRS towed paratroop retrieval system
TPT target practice tracer
TSV tactical secure voice
TV television
UARRSI universal air refueling receptacle slipway installation
UHF ultra high frequency
U.S. United States
USAF United States Air Force
USAIS United States Army Infantry School
USAJFKSWCS United States Army John F. Kennedy Special Warfare Center
and School
USASOC United States Army Special Operations Command
USMC United States Marine Corps
USSOCOM United States Special Operations Command
UTM universal transverse mercator
UW unconventional warfare
VASI 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 video symbology display system
V/STOL vertical and/or short takeoff and landing aircraft
VTOL vertical takeoff and landing
WDI wind drift indicator
WSVC wind streamer vector count
WT weight
yd yard
Glossary-11
FM 3-05.210
ZM zone marker
Glossary-12
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 Recovery operations, Towed parachutist, 5-29
18-30 and 18-31 C-23B/B+
AFSOC organization, 8-1, 8-2
Rolled duck operations, Cargo loading, 9-8, 9-9
AFSOF aircraft type
18-27, 18-28
classifications, 8-3 Cold loading, 9-7
Safety, 18-1 through 18-3
AH-6J, 7-10 through 7-14 Hot loading, 9-7
Tethered duck operations,
Airborne infiltration techniques Jump procedures, F-12,
18-28 through 18-30
AWADS, 1-10, 1-11 F-13
Arctic rigging
Blind drop, 1-6, 1-7 Seating configuration, 9-5
Equipment released and
CARP, 1-6 C-27A
lowered, 11-8
GMRS, 1-4, 1-5 Jump commands, F-3
Modifications, 11-1
through F-5
Marked PI, 1-7, 1-8 through 11-3
Jumpmaster checklist,
MFF, 1-9, 1-10 Rigging skis and rifle, 11-9
F-34 through F-36
Rough-terrain airborne Rigging snowshoes, 11-3
Safety, 5-4, 5-5
infiltration, 1-9 through 11-5
Seating configuration, 5-6
Static-line operations, 1-4 Skis and ALICE pack
released, 11-10, 11-11 C-46
VIRS, 1-8
Jump procedures, F-13,
Aircraft classifications, 4-2
C F-14
Airdrop containers
Seating configuration, 9-9,
A-7A cargo sling, 10-2 C-5A/B/C
9-10
through 10-4 Jump procedures, F-9
C-47/DC-3/DC-3T
A-21 cargo bag, 10-4 through F-11
Emergency procedures,
through 10-6 Jumpmaster checklist,
9-14, 9-15
A-22 cargo bag, 10-6, 10-7 F-45 through F-47
Jump procedures, F-14
CTU-2/A ,10-8, 10-9 Preflight inspection, 5-31,
through F-16
5-32
Poncho-expedient Jumpmaster checklist,
parachute, 10-9, 10-10 Seating configuration, 5-31
F-40
Rigging knots, 10-11 C-7A
Safety, 9-12, 9-13
Air-water operations Jump procedures, F-12
C-123
ERDS or K-duck rigging, Safety, 9-3, 9-4
Jump procedures, 9-28,
18-15 through 18-26 Seating configuration, 9-1 9-29, F-18
Helocasting, 18-11 C-17A Jumpmaster checklist,
through 18-14 Door bundle procedures, F-47, F-48
Personnel duties and 5-27, 5-28 Seating configuration,
responsibilities, 18-5 In-flight rigging, 5-28, 5-29 9-27, 9-28
through 18-8
Jump procedures, F-6, F-7 C-130
Personnel qualification,
Jumpmaster checklist, Combat concentrated
18-4
F-44, F-45 load, 5-12, 5-13
Premission planning, 18-8
Jumpmaster duties, 5-24 Jump procedures, F-8, F-9
through 18-11
Qualification training, 18-3,
Safety limitations, 5-23 F-48 through F-50
18-4
Seat configuration, 5-22 Safety, 5-14, 5-15
Index-1
FM 3-05.210
TAP 1 (mass drop), 5-7, Jump procedures, F-21, Marking RP, 3-25
5-8 F-22 Markings, 3-26 through
TAP 2 (in-flight rigging), Preparation, 6-19 3-28
5-8 through 5-10 Safety, 6-20, 6-21 MFF marking pattern, 3-36
TAP 3 (over the ramp), Seating configuration, 6-20 Reception committee, 3-40
5-8, 5-11, 5-12 through 3-42
CH-53
C-141B Selection of, 3-1 through
Inspection, 6-22, 6-23
Buddy rigging, 5-18 3-10
Jump commands, F-3 F-23 Static-line marking
through F-5 patterns, 3-29 through
Preparation, 6-22
Jumpmaster checklist, 3-33
Safety, 6-23
F-37, F-38 Types of, 3-11 through
Seating configuration, 6-24 3-17
Station rigging, 5-18, 5-19
CH-54 VIRS, 3-33 through 3-35
Safety, 5-14, 5-15
Jumpmaster checklist, Wind drift, 3-21 through
F-42 3-24
through 5-17, 5-19, 5-20
Preparation and WSVC method, 3-21
C-208B
inspection, 9-22 through
Emergency procedures, 9-25
9-46, 9-47 E
Safety, 9-27
Jump procedures, F-33, ERDS or K-duck, 18-14
F-34 through 18-31
CH/HH-3
F-43, F-44 Inspection, 6-29 F
Loading procedures, 9-46 Jump procedures, F-27,
Fast-rope operations checklist,
F-28
Seating configuration, 9-45 G-2, G-3
CASA-212 Fast-rope troop briefing, G-1,
F-38, F-39
Aircraft configuration, 9-20 G-2
Preparation, 6-28, 6-29
Emergency procedures, FRIES
Safety, 6-30
9-20, 9-21 Aircraft-specific
Seating configuration, 6-29 procedures, 15-36
through F-18 Castmaster briefing format, through 15-38
H-1, H-2 Commands, 15-33
F-41 Combat aviation advisory Emergency actions, 15-42,
teams, 8-13 15-43
Safety, 9-17, 9-18
Seating configuration, 9-16 Hardware kits, 15-10
D through 15-15
Towed parachutist, 9-18,
9-19 DZ Individual equipment,
Authentication, 3-44 15-6
CH-46
D = KAV formula, 3-21 Maintenance, 15-7 through
Inspection, 6-27
through 3-24 15-10
Determining RP, 3-24 Personnel duties, 15-21
through F-27
through 3-26 through 15-26
Preparation, 6-25, 6-26
Dispersion, 3-18 through Personnel procedures,
Safety, 6-27 15-33 through 15-36
3-20
Seating configuration, 6-27 Qualification training,
DZST, 3-36 through 3-38
CH-47 15-18 through 15-21
Forward throw, 3-24
Inspection, 6-19 Rigging, 15-26 through
Identification, 3-43 15-32
Index-2
FM 3-05.210
Safety, 15-2 through 15-6 Horse collar, 17-6, 17-7 OV-10, F-40
Unit equipment, 15-6, 15-7 U-1A, F-42
Warnings, 15-35, 15-36 J U-21A, F-42, F-43
Fulton star system, 17-9 Jump commands UV-18B and DHC-6, F-39
through 17-14 Rotary-wing, F-5, F-6 Jungle penetrator
Standard, F-3 through F-5 Operation of, 17-2 through
H Jump procedures 17-5
Hansen rig, 17-7, 17-8 C-5A/B/C, F-9 through Water rescue, 17-5
Helicopter rappelling F-11
Commands, 12-12 through C-7A, F-12 L
12-14 C-17A, F-7 Ladder
Deployment bag C-23B, F-12, F-13 Caving, 16-8
technique, 12-11, 12-12
C-46, F-13, F-14 Emergency actions, 16-23
Donut ring construction,
C-47, DC-3, and DC-3T, Jacobs, 16-8
12-10
F-14 through F-16 Nylon, 16-9 through
Equipment, 12-8 through
C-123, F-18 16-12
12-12
C-130, F-8, F-9 Operational requirements,
Log coil technique, 12-12
C-208B, F-33, F-34 16-5 through 16-8
Operations for MH-53J,
CASA-212, F-16 through Operations, 16-23, 16-24
12-25 through 12-27
F-18 Rigging, 16-12 through
Operations for UH-1H,
CH-46, F-24 through F-27 16-23
12-19 through 12-25
CH-47, F-21, F-22 Safety briefing, 16-1
Operations for UH-60,
12-14 through 12-19 CH-53, F-22, F-23 Training requirements,
16-2, 16-3
Personnel duties, 12-6, CH/HH-3, F-27, F-28
12-7 Personnel duties and
OV-10, F-28 through F-30
responsibilities, 16-3
Personnel requirements, U-1A, F-30, F-31 through 16-5
12-5
U-21A, F-32 LZ
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 Determining ground slope,
UV-18B and DH-6, F-18 4-8
Soldier preparation, 12-9
through F-20 Exfiltration, 4-10
Training, 12-3, 12-4
Jumpmaster checklist Fixed-wing marking, 4-20
Helocasting, 18-11 through
C-5A/B/C, F-45 through through 4-34
18-14
F-47 Infiltration, 4-10
HLZ
C-17A, F-44, F-45 Layout and dimensions,
Approach and departure
C-27A, F-34 through F-36 4-27 through 4-31
paths, 4-7
C-47, DC-3, and DC-3T, Rotary-wing marking,
Clearing, 4-6
F-40 4-11, 4-12
Density altitude, 4-7
C-123, F-47, F-48 Slope landing rules, 4-7
Ground slope, 4-6, 4-7
C-130, F-48 through F-50 Snow, 4-39 through 4-41
Prevailing winds, 4-9, 4-10
C-141B, F-37, F-38 Standard ATC light
Security, 4-6 signals, 4-33
C-208B, F-43, F-44
Selection criteria, 4-4 Water marking, 4-36, 4-37
through 4-10 CASA-212, F-41
Surfaces, 4-6 CH-54, F-42

CH/HH-3, F-38, F-39
Index-3
FM 3-05.210
M Seating configuration, 9-36 Airborne infiltration

techniques, 1-4 through
McGuire rig, 17-9, 17-10
1-10
Message/materiel pickup P
Fixed-wing air operations,
operations, 17-15 through Palmer rig, 17-8, 17-9
1-3, 1-4
17-19 Premission planning
Rotary-wing air operations,
MEW measuring procedures, Considerations, 2-1 1-2, 1-3
D-3, D-4 through 2-6
SO aircraft
MH-6J, 7-6 through 7-10 Emergency procedures,
AC-130H, 8-10, 8-16
MH-47D/E, 7-21 through 7-25 2-6, 2-7
through 8-22
MH-60K, 7-14 through 7-16 En route evasion plan of
AC-130U, 8-11
MH-60L/MH-60L DAP, 7-17 action, 2-7, 2-8
Capabilities, 8-5 through
through 7-20 Methods of airdrop, 1-15
8-10
Moon phases, B-1 through B-4 through 1-17
Communication
Rates of descent, 2-8
capabilities, 8-9
N through 2-10
C-5/C-141/C-17 SOLL II,
Types of airdrop, 1-14,
Nonstandard aircraft 8-28 through 8-30
1-15
C-7A , 9-1 through 9-4 CV-22, 8-12, 8-30
Types of resupply, 1-12
C-23B/B+, 9-4 through 9-9 through 1-14 EC-130E, 8-11, 8-12, 8-26
C-46, 9-9 through 9-11 through 8-28
C-47/DC-3/DC-3T, 9-11 MC-130E, 8-11, 8-14
R
through 9-15 through 8-16
Reports
C-123, 9-27 through 9-29 MC-130H, 8-11, 8-14
ALVAR, C-1 through 8-16
C-208, 9-45 through 9-47
BREAD, C-2 MC-130P, 8-11, 8-22
CASA-212, 9-15 through
DOUGH, C-3, C-4 through 8-25
9-21
DUMAS, C-4 MH-53J, 8-12, 8-31
CH-54, 9-21 through 9-27
EXCEL, C-4, C-5 through 8-34
OV-10, 9-36 through 9-39
FABLE, C-5, C-6 MH-60G, 8-12, 8-35
U-1A, 9-39 through 9-42 through 8-41
GRAIN, C-6, C-7
U-21A, 9-42 through 9-45
GRAZE, C-7, C-8
UV-18B/DHC-6, 9-29 SOA aircraft capabilities, 7-3
through 9-36 HELIX, C-9
SOAR penetrator, 17-6
PACER, C-10
SO rotary-wing aircraft
RINGO, C-11, C-12
Armament capabilities, 7-5
O Requests
Communications
OV-10 COVER, C-2, C-3 capabilities, 7-3, 7-4
Abort procedures, 9-37, GLASE, C-6 Navigation capabilities, 7-4
9-38 JAVIS, C-9, C-10 Special equipment, 7-5
DZ operations, 9-37, 9-38 SHEAT, C-12 Standard equipment, 7-5
Emergency procedures, SITED, C-12 Special tactics forces, 8-13
9-38
SPIES
through F-30 Equipment, 14-6, 14-7
S
Jumpmaster checklist, Helicopter rigging, 14-10
F-40 SF air operations through 14-18
Loading, 9-37 Personnel duties, 14-3
through 14-5
Safety, 9-37
Index-4
FM 3-05.210
Personnel qualifications, Towed parachutist Jumpmaster checklist,

14-2, 14-3 procedures, 5-3, 5-4 F-39
Safety briefing, 14-1 Loading procedures, 9-34,
SPIES master T 9-35
responsibilities, 14-19, Time warnings Seating configuration, 9-29
14-20 through 9-31
Modified, F-2, F-3
Training, 14-2
Standard, F-1, F-2
STABO
Emergency jettison, 13-23
Equipment, 13-6 through U
13-20
U-1A
Extraction, 13-20, 13-21
Hand-and-arm signals, F-31
13-22 through 13-25
Harness, 13-14 through F-42
13-17
Safety, 9-41, 9-42
Maintenance, 13-11
Packing procedures, 13-11
U-21A
through 13-14
Personnel duties, 13-3
F-42
Personnel qualifications,
13-2, 13-3 Safety, 9-44, 9-45
Rigging, 13-17 through Seating configuration,
13-20 9-41, 9-42
Safety briefing, 13-1 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
CH/HH-3, 6-28 through
6-6
6-30
Safety, 6-8
CH-46, 6-25 through 6-27
Seating configuration, 6-6,
CH-47, 6-18 through 6-21
6-7
CH-53, 6-21 through 6-24
UH-60A
Safety considerations, 6-1
Inspection, 6-12, 6-13
through 6-3
UH-1H/UH-1N, 6-3
F-21
through 6-8
Preparation, 6-9 through
UH-60A, 6-8 through 6-18
6-12
Standard USAF fixed-wing
Safety, 6-16 through 6-18
aircraft
C-5A/B/C, 5-30 through
through 6-16
5-33
UV-18B/DHC-6
C-17A, 5-20 through 5-30
Emergency procedures,
C-27A, 5-4 through 5-6
9-35, 9-36
C-130, 5-7 through 5-14
C-141B, 5-14 through 5-20 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

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FM 3-05.

210 (TC 31-24)

HEADQUARTERS, DEPARTMENT OF THE ARMY

Special Forces Air Operations

PREFACE ............................................................................................................... viii

Chapter 2 PREMISSION PREPARATION .............................................................................. 2-1

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

Chapter 3 DROP ZONES ........................................................................................................3-1

Chapter 4 LANDING ZONES ..................................................................................................4-1

Chapter 5 STANDARD USAF FIXED-WING AIRCRAFT .......................................................5-1

Chapter 6 STANDARD ROTARY-WING AIRCRAFT .............................................................6-1

UH-60A Blackhawk ................................................................................................ 6-8

Chapter 7 ARMY SPECIAL OPERATIONS AVIATION UNITS AND AIRCRAFT................... 7-1

Chapter 9 NONSTANDARD AIRCRAFT USED DURING AIRBORNE OPERATIONS ......... 9-1

CASA 212 .............................................................................................................9-15

Chapter 10 CARGO SLINGS, AIRDROP CONTAINERS, AND PONCHO-EXPEDIENT

Chapter 11 ARCTIC RIGGING ................................................................................................11-1

Chapter 12 HELICOPTER RAPPELLING ...............................................................................12-1

Rappelling Operations for UH-60 Blackhawk Helicopter .................................... 12-14

Chapter 13 STABO OPERATIONS ........................................................................................ 13-1

Chapter 14 SPIES ................................................................................................................... 14-1

Chapter 15 FRIES ................................................................................................................... 15-1

Procedures Specific to Each Aircraft ..................................................................15-36

Chapter 16 LADDER TRAINING .............................................................................................16-1

Chapter 17 PERSONNEL, MESSAGE, AND EQUIPMENT RECOVERY ..............................17-1

Chapter 18 AIR-WATER OPERATIONS .................................................................................18-1

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

Special Forces Air Operations

CHARACTERISTICS OF SF AIR MISSIONS

• Delivery at drop altitudes between 49 and 1,247 feet, as determined by

Table 1-1. MFF Parachuting Altitudes

Exit Altitude (in ft) 5,000 AGL 35,000 MSL

Opening Altitude (in ft) 3,500 AGL 25,000 MSL

TYPES OF SF AIR OPERATIONS

ROTARY-WING AIR OPERATIONS

Rappelling, FRIES, STABO, SPIES, and Ladder Operations

Rolled Duck, Tethered Duck, and ERDS Operations

FIXED-WING AIR OPERATIONS

MFF Parachuting Operations

AIRBORNE INFILTRATION TECHNIQUES

GROUND-MARKED RELEASE SYSTEM

• The reception committee displays the panels or lights for exactly 4

COMPUTED AIR RELEASE POINT

• Under visual conditions, blind drops can be conducted from non-

MARKED POINT OF IMPACT

• The reception committee marks or illuminates the DZ for 2 minutes

VERBALLY INITIATED RELEASE SYSTEM

ROUGH-TERRAIN AIRBORNE INFILTRATION

1-38. The characteristics of MFF parachuting operations are as follows:

marking the PI is optional. However, a marked PI provides the crew

Figure 1-1. Resupply Mission

and supplies to restore the operational capability and survivability of the SF

Figure 1-2. Typical Air Resupply Mission

Terrain and Weather

Troops and Support Available

SECURITY IN THE AREA OF OPERATIONS

TIME FOR PREPARATION, TRAINING, AND REHEARSALS

SPECIAL EQUIPMENT AND DELIVERY SYSTEMS

Packing and Rigging

DOOR BUNDLES AND CDS

NOTE: After an emergency landing and depending on the situation, the

EN ROUTE EVASION PLAN OF ACTION

There is a clear, level turning radius as prescribed by current