FM 3 21 220 Static Line Parachuting Techniques And Training 2003

Collection

Survival, Water, Medical Field Manuals

Case

Military Manuals

Download PDF ↗ Live URL (may be dead)

Document text

FM 3-21.220(FM 57-220)/
MCWP 3-15.7/AFMAN11-420/
NAVSEA SS400-AF-MMO-010

STATIC LINE PARACHUTING
TECHNIQUES AND TRAINING

SEPTEMBER 2003

HEADQUARTERS
DEPARTMENT OF THE ARMY

DISTRIBUTION RESTRICTION: Approved for public release; distribution is
unlimited.

FOREWORD

This publication has been prepared under the direction of USAIS for use by these
commands and other commands as appropriate.

MICHAEL A. VANE EDWARD HANLON, JR.

Brigadier General, U.S. Army Lieutenant General, USMC

Deputy Chief of Staff for Commanding General
Doctrine, Concepts and Strategy Marine Corps Combat

U.S. Army Training and Doctrine Development Command

R. A. ROUTE DAVID MACGHEE, JR.

Rear Admiral, USN Major General, USAF

Commander Commander

Navy Warfare Development Headquarters Air Force
Command Doctrine Center

This publication is available at Army
Knowledge Online (www.us.army.mil)
And the General Dennis J. Reimer
Training and Doctrine Digital Library at

(www.adtdl.army.mil)

*FM 3-21.220(FM 57-220)/
MCWP 3-15.7/AFMAN11-420/
NAVSEA SS400-AF-MMO-010

FIELD MANUAL HEADQUARTERS
No. 3-21.220(57-220)/ DEPARTMENT OF THE ARMY
MCWP 3-1.5.7/AFMAN11-420/ Washington, DC, 23 September 2003

NAVSEA SS400-AF-MMO-010

STATIC LINE PARACHUTING TECHNIQUES

AND TACTICS
CONTENTS
Page
PREFACE on E ett nA nr SURES CURRAN a E E nN ee Be Mae stn Tye XV
Part One. BASIC AIRBORNE TECHNIQUES AND TRAINING
CHAPTER 1. AIRBORNE TRAINING
Jels- PUA ALS acid lass rateceasiseanconcansasereesdacdeaeeoeanauateeas tates 1-1
D2... PRBS CS, sic irna en ea R r a E r a ait ck 1-1
1-3. Prejump Orientations iiss. iceots dee ne ea sieietad mente sctaashoes 1-4
CHAPTER 2. PERSONAL EQUIPMENT
Section J: Parachutes oaan i aa a n a aa 2-1
2:1). Harness Assemblyranriecrinentiniiirnea e e a Ra 2-1
2-27. -Riser Assemb] yenice senan ety e a 2-2
2-3. Deployment Bag and Permanently Sewn 15-Foot
Static Line ASsemBly nissens anaia aspis 2-3
2-4. Deployment Bag with Universal Static Line Assembly ........... 2-4
25353 | Paek TTA Yaan a a a 2-6
2-6: "Canopy Assembly cessiecesin inau aa a 2-7
2-7. Modified Improved Reserve Parachute System.............eeeee 2-9
2-8. T-10 Troop Chest Reserve Parachute ...........ccceeeeeeceereeeneees 2-12
2-9. BA-18 Back Automatic Parachute...........ccceeceeseeseeeteeeeees 2-13
2-10. Care of the Parachute Before Jumping ............ eee eee 2-15
2-11. Care of the Parachute After Jumping... eee eeeeeeees 2-15
2-12. Shakeout Procedures sa s.ccc¢.scssecsistesesescasdessivdedevsntasesdiveatecnestadeas 2-16
Section II. Donning the Parachutes 3.2.4 ac civindesistrists oucie fosadees acacia taedetcs sagen cvitins 2-17
2-13. Troop Parachute Harness sawn cascstsnrsstguinieetaeaaeuentiys 2-17
2-14. MIRPS/T-10 Reserve Parachute ...........cccccccecsseeeteceeeeeeeeeeeeees 2-19
Section II. Protective Headgear .sssicsctacsevctedaserschesansoabaspentedasdasanedassvendeouecceaereeune 2-19
2-15. Ballistic Helmet MEscripmOni crass ycsctcss shone cca csuiteasdss 2-19
2-16. Advanced Combat Helmet Description .......0...e eee 2-21

DISTRIBUTION RESTRICTION: Approved for public release; distribution is unlimited.

*This publication supersedes FM 57-220/MCWP 3-1.5.7/TO 14D1-2-1-121, 19 August 1996.

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

Page
Section IV. Parachutist Ankle Brave wsstclessscccacinvaceaaisechaciiantengstneeeadeadgneas uioane 2-28
2-17. Obtaining the Parachutist Ankle Brace... ee ceeeeeereeeeeees 2-28
2-18. Inspecting the Parachutist Ankle Brace... eeeeseeeeeneeeeees 2-29
2-19. Donning the Parachutist Ankle Brace... eeeeeseeseereeeeees 2-29
2-20. Doffing the Parachutist Ankle Brace... eee ceeeeseesteeneeeeeees 2-30
CHAPTER 3. FIVE POINTS OF PERFORMANCE
3-1. First Point of Performance:
Proper Exit, Check Body Position and Count........... cesses 3-1
3-2. Second Point of Performance:
Check Canopy and Gain Canopy Control ......... ee eeeeeereeeeees 3-1
3-3. Third Point of Performance:
Keep a Sharp Lookout During the Entire Descent. .................. 3-2
3-4. Fourth Point of Performance: Prepare to Land.............cee 3-5
3-5. Fifth Point of Performance: Land ........ cece ceeeeseeeeeseceteeeeeeaee 3-10
CHAPTER 4. TRAINING APPARATUSES
Section I. Parachute Landing Fall Devices js xnsacasicts sais ccsnagdcnsteseis inden diaaivecatermers 4-]
4-1. Instructor Critiques sce te ian ics Sonau ten Dahan ayersastiausdcaaeaensonste 4-]
4-2. Two-Foot High Platform 20.0.0... ecccecscceesseeeteceseeeeeeeeeeenseenes 4-3
4-3. Lateral Drift Apparatus... cece ecccecseceeseeeeecetecseeeeeseeeaeenes 4-4
4-4. Swing Landing Trainer oo... eccecccecceeceesceeeeceeeeeseeeeseeeaeeees 4-4
4-5. Safety Considerations ..........ccceccceeccessceeseeceeceseeceeeeseeeeeseeeaeenes 4-8
Section M- Mock DOO ies: rnn sea y een art eens ara One tana A Sale oe tds 4-8
AG... -Basic Phase m iineunienan dean cis nesis a a i 4-9
4-7. -Advanced Phase insects ens azassvged nrerin Rean E ERE ARE Ea 4-12
Section.» MI- Suspended Hames s nenanem a a 4-12
4-8. SOIC CIV CS oe a E e E E E EEN 4-13
4-9. Personnel and Equipment Requirements ..............:ccceseeeees 4-13
4-10. Sequence of Commands...........s.seesesseseesesseeeesstsetsessesresesseseesses 4-13
Section IV. The 34-Foot Tower ...........sesessesessesseeesssesetsesseseessseesessestesesseseeseseesesse 4-14
4-11. Basic Training ODjec ves s.cics assay wceusesea anata 4-15
4-12. Personnel and Equipment Requirements .............::ccceeeeeees 4-15
4-13. Advanced Training Objectives ........ceccecsseceseceeeeeeeeeeteeetaeens 4-17
Section V. Methods of RECOVERY ics: eave cctee eaten cniasens le intel anata, 4-17
4-14. Training OB | ECU VCS sales sce aaasvsbdedsa se guaced ves ensue seater yeddeden se enalons 4-17
4-15. Personnel and Equipment Requirements .............::cecceeeenees 4-17
4-16. Training Apparatus xcs: ais shssscapcieiatiiastectes eas sitactek maaan 4-18
4-17. Canopy Release Assemblies :..jcccscicsedscgesctsccrsadareeactiesssertadecias 4-18
4-18. Canopy Release Assembly Activation...........eceeeeseesteereeeeees 4-19
4-19. Jump Refresher Training «..cscstesccstesctessaveveeds tisesesvasnvevietcetensas 4-19
CHAPTER 5. JUMP COMMAND SEQUENCE AND JUMPER ACTIONS
Sells: ° PECSCHTALION 1G. cascaueeadeheacgeseeanesaeccannneats can maaan iai et 5-1
Bede. Get Ready ne ans t E aati Mach mathe A R cd 5-1
5-3. Outboard Personnel, Stand Up... cee eeccesceeseceteceeeeeeeeensees 5-2

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

Page
5-4. Inboard Personnel, Stand Up ..0......ccccecceeesceeseeesseceteceeeeeeeeensees 5-3
SS r Hook WD iene tsk ta enna che leita ain eset e e eA 5-4
20.» CHECK Static Lines ieren a duane ai 5-5
5-7.. Check Equipment aoni iiin iinet ee Ducreetears 5-6
5-8. Sound Off for Equipment Check .......ssssesessseeseesseosseesreseessese 5-6
5:9; “Stand BY sian seinecisicetusttasis aa A a a a aA 5-7
LO. GO e a era ai jaan E A a A Saai 5-9

CHAPTER 6. MAIN PARACHUTE MALFUNCTIONS AND EMPLOYMENT
OF THE RESERVE PARACHUTE

6-1. Pull-Drop Method (for MIRPS and T-10 Reserve) .............04 6-1
6-2. Down-and-Away Method (for T-10 Reserve Only)................. 6-1
6-3: Total:-Malfünctiom ici.) hos aio coatasa rates aani 6-2
6-4. Partial Malfunction a vais i aiiased estes ert as atty Jaen pentose 6-3

Part Two. DUTIES AND FUNCTIONS OF KEY PERSONNEL,
ADVANCED AIRBORNE TECHNIQUES AND TRAINING

CHAPTER 7. RESPONSIBILITIES AND QUALIFICATIONS OF

KEY PERSONNEL
7-1. Commander's Responsibilities ............ccceeceesceesseceteceeeeeeeeensees 7-1
7-2. Key Personnel Prerequisites ... 1.ctvsssvaccstececcxsedincevsevactsderecseeaes 7-1

CHAPTER 8. JUMPMASTER DUTIES AT THE UNIT AREA

Section I. Essential. Informatión nseni aie aaia 8-1
8-1. Designation Notification..........ssssessesessseessessssreeseseessresseserssresee 8-1
8-2. Assistant's Briefing .............seesesessessessrsseessessrssressessresresseesessreesse 8-2
8-3. Jumpmaster/Safety Kit Bag oo... ccc ceecceseceeeeeeteeeseenteenees 8-2
8-4. Operation Bi ehn yc ie csc hase vee ceapstlnecaesicnnegeeatdewes 8-3
Section II. Sustained Airborne Traminig :3.3.6. 3 tetewsstescse caste tessscaccsvsswistesas asta 8-4
8-5. Minimum Ta see. teces ac neactesveacnesieesutnaneateceasveesite mone ares 8-4
8-6- Préjump. Training eps cccs san tspctaohte eWay aieie conta a iaes 8-4
8-7. “Hive Points of Performance: teisiccusissuiaesaatiauivateienenactusiiads 8-4
8-8. Five Points of Contact sivas tonic ch vessasienapsaleatacaucrend oonuieaniveess 8-6
8-9. Total Malfunctions (No Lift Capability)... ee eeeeeeeee 8-6
8-10. Partial MiaimniCtiOns oa c2ceccevscasicctassiteasceSucnasvesdasesascanetsosucte se taats 8-6
SHUT. MCOMISIONS atv cscssevseccptandeesaskssacepadbchathoagepiassauateausaesaccaat EEEE A 8-7
8-12: -Pntanglements soea a a n a 8-7
8-13. Emergency Landings ..........ssesessssessessreseessessrssressessresseesresersseesee 8-8
8-14. Reserve Activation Inside Aircraft ..........c cee eesceeseeeteeeteeeeees 8-9
8-15. Towed Parachutist Procedures..........cccccecsccesceseeeeeeetseeeseees 8-10
8-16. Sample Prejump Training Narrative ........ ce eeeeeeceeeeereeeeeeeees 8-10

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

CHAPTER 9. JUMPMASTER AND SAFETY DUTIES AT THE
DEPARTURE AIRFIELD
Section I- Key Personnel edonon asda Aces ecco oe

9-1.
9-2.

Primary Jumpmaster/Assistant Jumpmaster Duties................
Safety Personnel ensercion a i ayes au teas

Section II. Jumpmaster Personnel Inspection..........s.sesssseseesessseessessssressessssresses

9-3.
9-4.
9-5.
9-6.
9-7.
9-8.
9-9

9-10.
9-11.
9-12.
9-13.
9-14.

9-15.
9-16.
9-17.
9-18.
9-19.
9-20.

9-21.
9-22.
9-23.
9-24.
9-25.

Hands-On Inspection ......s.ssesesessessesesseessessssresseesrssseessesresseesse
Ballistic Helmet (Front) asst esse eiescnsies se Gaines
Advanced Combat Helmet (Front) ..........ccccccccccecesceesseeeessees
Canopy Release Assemblies .............:ccccccccsseceeeceseceeceeeteeesseenes
Chest Strap nenir tint seh RE dee aS
Waistband ma:tirueiee ane a a a e a El

Leg Straps tinni elated Ga eaves a eas
Sie IN yet Sects os a e vas eae a os eed E
Ballistic Helmet (Back) jo. casanctihwans ewe enon wees
Advanced Combat Helmet (Back)..........ccccccsssccsssseesseeeesseees
Riser Assemblies: eunis asmmstenuede snp ne sansa steak th owen nagaes
Maiñ Pack Traya nn eae e a e A E i
Diagonal Back Straps. iss gill esate oie cdtastocaiessivaln waeaten eae
Horizontal Back Strap viisssccissssatassaciavascassestedarsccsredsiatesiassavecion
Saddle an a aa E eae Nase
Weapons Case, M1950 rr cauccdeccsveddvccadennsgeedlertategtvanetponacoeunsceies
ALICE Pack with H-Harness and Hook-Pile Tape

Lowering Line. 3 osiastesssies Miaseeuhetnt a a e E

JMPI Sequence for AIRPAC ..nssssosssssssesseesesssessesesssesseseesseesse
Technical Inspection for Side-Mount AIRPAC......... cee
M82, Medic Jump Pack “iciiwuns in Aacaicidits tite Hisense

Section II]. Movement on the Airfield. o.oo... cecesesesesesescssscsssssssssssssssessnsnsnenes

9-26.
9-27
9-28.

Airfield Movement Procedures...........:cssccescesecsreeeeceeeeeaeeneeeaee
Loading Arreratt eaaa iatict deniers
In-Flight Emergency Procedures ...........eseeceeseeeseeteeeeeeeeeeeees

CHAPTER 10. JUMPMASTER AND SAFETY DUTIES IN FLIGHT
Section I. Primary Jumpmaster, Safety Personnel,
and Assistant Jumpmastet:.....::..933)3.aashateh stich dicteeavehaebiesn

10-1.
10-2.
10-3.

Primary Jumpmaster ca: fashcesoexchuse iceennaun tee sdanses egateusetenenatne
Safety PersOnilel asin castctedei dia tala dalle unite iy
Primary Jumpmaster/Assistant Jumpmaster Duties................

Section II. Door Procedures and Door Bundle Ejection...........cceceeseeeeeeseeeneees

10-4.
10-5.
10-6.
10-7.

The 20-Minute: Time: Warning yi2..2.c0.08 whotacneniecsie
The 10-Minute Time Warning ............cccccscesceeeeeeeeeteeenseeees
First Seven Jump Commands .............cccscsssccsstsssstsssencssessecees
Door Safety CHEK u scon. ti scialiel eyceec rnani a le Cerrone els

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

Page
10-8. Initial Outside Air Safety Check and Checkpoints................. 10-4
10-9. The l-Minute Time Warning ce. isectdicsasciorastesverdoniceatevaeos 10-5
10-10. Final Outside Air Safety Check ......s.ssssssessesessssessesersssessessrssees 10-5
10-11. Eighth Jump Command ..00..... cc eecceeceeceeeseeeeeceseeeeeeeeeeeeeaeees 10-7
10-12. Ninth Jump Command sssvacicciaseosviieateeieivycnsiacaets 10-7
10-13. Towed Parachutist (Fixed-Wing Aircraft) ........ cece 10-8
CHAPTER 11. DEPARTURE AIRFIELD CONTROL OFFICER
11-1. Initial Coordination iiss ccnity veut tie eda tiou beaker annrn ec 11-1
11-2. Tanker/Airlift Control Element Coordination ...............06 11-1
11-3. Drop Zone Safety Officer/Drop Zone Support Team
Coordination ceine eetere eee ceases tases 11-1
11-4. Additional Responsibilities of the Departure Airfield
Control Of Cer esis. co svasivcecests veces ee a as Sak aia 11-2
11-5. Airfield and Runway Safety ....... ccc cccceseeseeceteceeeeeeeeeeeeees 11-2
Part Three. EQUIPMENT
CHAPTER 12. INDIVIDUAL COMBAT EQUIPMENT JUMP LOADS
Section hs, Eoad Placement e eaat ei ns doeds ee Ea aT 12-1
12-1. Load Distribütion.:issisissssressiprssssisirssetinesesrssreisiinonesinirinnas 12-1
12-2.. Considerations sernir aiaa aaas 12-1
Section Ms. -Life PROS CLV CES zerian a eE ETE i 12-2
12437. B-77 Le Preserve men E a cot fac amas ca T aes 12-3
12-4,- Bed Life Preserver is vsccaks davsivvig teers -cvanvotadeneta ia s 12-3
12-5: LP U=10(P Late Preserv er sn eitinn ioa i a 12-3
Section II. Harnesses and Lowering Line...........esssessesssssseeseesresseessesresseessesresseesse 12-4
12-6; HHan sses in Rea E chica ama iaa aea eit 12-4
12-7. Harness, Single-Point Release sictsscysiiacsssariencisaavansvbvesooeavedioete 12-5
12-8. Hook-Pile Tape Lowering Line ........ss.sessssssessssessessrssressessrssees 12-6
12-9. Hook-Pile Tape Lowering Line (Modified).............. eee 12-6
12-10. Lowering Line Adapter Web ..000.... ce ceeeeeeceeseceneceeeeneeeneeeneees 12-7
Section IV. ALICE Packs and Load-Bearing Equipment..............cceeeeseeeseeeteee 12-9
12-11. ALICE Packs (Medium and Large) .........eeeecceseeeeeeeeeeeees 12-9
12-12. ALICE Pack Rigged with Frame, H-Harness,
and Hook-Pile Tape Lowering Line ...........eeeeceeceeeeeeteeneeees 12-9
12-13. Tandem Load and Lowering Line .....0......cceeceeeeeeteeeeeeeeeee 12-11
12-14. Tandem Loads Released and Lowered (H-Harness) ............ 12-11
12-15. ALICE Pack Rigged with Frame Using Harness, Single-
Point Release and Hook-Pile Tape Lowering Line .............. 12-12
12-16. Attachment of Harness, Single-Point Release and
ALICE Pack to Parachutist visicsiessccsesternessaesacepaadincozennncsies 12-14
12-17. Tandem Load Attached to Parachutist...........cecceeeeseeeeee 12-15
12-18. Tandem Loads Released and Lowered (Harness,
Single-Point REICASC) sen cscsesnsessassecsikdooreleais vised deliomdeetins 12-16
12-19. Jumping of Exposed Load-Bearing Equipment.................... 12-16

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

Section

VI.

VII.

IX.

XI.

XII.

Page

12-20. Enhanced Tactical Load-Bearing Vest ...........:ccccceeseeeeeeeeees 12-18
Adjustable Individual Weapons Case (M1950)........::ceccesseesteeeteeees 12-18
12-21. M1950 Secured to Parachutist .......... cc eeseeceseceseceeeeneeeeeeeeees 12-18
12-22. M1950 Attached to Parachutist...........cecesceseeseereeeeeeeeeesees 12-18
M16 Rifle/M203 Grenade Launcher, Exposed and Packed ............. 12-19
12-23. M16 Rifle/M203 Grenade Launcher Exposed...............::006 12-19
12-24. M16 Rifle/M203 Grenade Launcher Packed in M1950....... 12-21
M60 Machinė AG coe 8 ol Pal alt att teen Sate create cl acs Seed ce 12-21
12-25. M60 Packed Assembled si s..ccc.t<.c0scessecsietsdencodatevavestasnceivarntvns 12-22
12-26. M60 Packed Disassembled «0.0.0.0... ccc ceceesesceseeceteceeeeneeeneeeeees 12-22
M249 Squad Automatic Weapon.........cccecsccessecetseceteceseceeeeeeseeesaeeees 12-22
12-27. SAW MOD M1950 Weapons Case .........ceeeeceeeeeesteeeeeeeees 12-22
12-28. Attachment to Parachutist :.iiscjscsasssstesonclsacde ctisaveraadvacsesaeavines 12-22
M224, 60-mm Mortar ue eeeeeeecceeseseseseseseseseseseseseseseseseeees 12-24
12-29. Major Components wc 3 20a seh oceces vedslel cds sucetse teas on Oded cday Suugcesvedenas 12-24
12:30: Eoad- DIsthiDUNOn see na nies oe Aa eaemasis: 12-24
12-31. Instructions for Rigging i44..53.cc.sceecisadadeceiersyessasedegslaiectsuiess 12-25
Container, Weapon, Individual Equipment and M202A1
JELATA PAC A A E A E 12-27
12-32. Preparation of Container for Packing ........sseseeseeseeseeseeeeseesse 12-27
12-33. Harness Assembly Attached to Container «0.0.0... .eeeeeeeeeees 12-28
12-34. Container and Assembly Attached to Parachutist................. 12-29
12-35. Container Released s.cssc secs: deae ds car denscasdersten erence Wears 12-29
Dragon Missile Jump Pack 203 c05: otunereceane teat easeuteena ae neues 12-30
12-36. Missile and Tracker sc ovesiseetetiscvasveatececsticendedaherscciacnavesseseaves 12-31
12-37. Dragon Missile Jump Pack Rigged..........ccceccceseeeteeeeeeeeees 12-31
12-38. Dragon Missile Jump Pack Attached to Parachutist............. 12-38
12-39. Individual Jump Procedures.........cccccceesceeeeeseeetseeeteeeseeeees 12-40
1240: Drágon-Trac Ket ica socedi chy sais igs e aii 12-41
12-41. Dragon Missile Jump Pack and ALICE Pack

Rigged as a Tandem Load oc. éccsceccsissnccosssedunesasdedsnsssenceesoaies ss 12-41
12-42. ALICE Pack (Large) Jumped with

Dragon Missile Jump Pack .00......cceeccceecceeeeetseeeseceeeeeeeeensees 12-42
12-43. ALICE Pack Rigged with Frame ..3:;aisa.secaedranseasnacaedaases 12-43
12-44. Dragon Missile Jump Pack Rigged..........ccceeeeesceeteeeeeeeees 12-43
12-45. ALICE Pack Attached to Parachutist.....0....ccceeceeeeeseeeees 12-43
12-46. Dragon Missile Jump Pack Rigged for Tandem Load.......... 12-43
12-47. Dragon Missile Jump Pack Attached to Parachutist............. 12-44
12-48. ALICE Pack and Dragon Missile Jump Pack Released ....... 12-45
12-49. Removal of Lowering Dinee.caastcasvusclou cueateutaniaees 12-46
ALE Jump Packers aevtetes tea tweaieiadte aaveien a aa 12-46
12:50. COMMBONETNS, erosi ear EE A ER RTTE 12-46
12-51. AT4 Jump Pack Rigged sci.siscc ts ssucssiacstan teysleGastunemeuaiaes 12-47
12-52. AT4 and ALICE Pack Rigged ...........cccccccescessceeteceteeeteeeees 12-50
12-53. Equipment Attached to Parachutist (Stowed

Bowers ine) ig sscca ucts siete Aeawerstasee a 12-51

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

Section XIII.
Section XIV.
Section XV.
Section XVI.
CHAPTER 13.
Section I.
Section Il.

Section Ill.

Section IV.

Page

12-54. ALICE Pack with Frame and AT4JP Rigged... 12-53
12-55. Equipment Attached to Parachutist (Modified Stowed

Lowering Ene) siege casneevstaanss r rT E A 12-53
12-56. ALICE Pack and AT4JP Released...........eeceseseeeseeeeeeeeenees 12-55
All-Purpose Weapons and Equipment Container
System (AIRPAC) -cisarina sinarna ia sankia naars 12-55
12-57- Components ennn e a a 12-55
12-58. Rigging Loads in the Front-Mount Container ................ 12-56
12-59. Rigging Loads in the Side-Mount Container... eee 12-57
12-60. Rigging AIRPAC as Tandem Load with Hook-Pile Tape

Owens Line saci 2a stisietnays Seas aat O RE TS 12-58
12-61. AIRPAC Attached to Parachutist Using PIE/R2

Release Mechanics icsosts tisss sic nasettueve tare avandsvusaia plete’ 12-58
Stinger Missile Jump Pack: oss.ccceesiiiee ect sceaiie Amiens 12-59
12-62: COMPONETS erir colada n om uk deed a e N Ri 12-59
12-63; Rigging ProcedüreSssis engar a A 12-59
12-64. Stinger Missile Jump Pack Attached to Parachutist ............. 12-61
12-65. Individual Jump Procedures.........ccceecceccceeceeseeetseeeteeeeeeeees 12-62
Ranger Antiarmor/Antipersonnel Weapon System Packed in
AT4JP and Dragon Missile Jump Pack ......... ce eeceeseeeteeneeereeeeeneeeaee 12-62
12-66. Components and Container Description. «0.0.0.0... eeeeeeeeeeeeees 12-62
12-67. Rigging Procedures :..ci.0.3cieccasetetiges sca teanecnedavsdeceeeiecntetuaevanves 12-63
12-68. Equipment Attached to Parachutist......... ce eeceeeeteeseeneeerees 12-65
12-69. Modification Procedures for the Dragon

Missile: Jump Packie tasteoiosies ae ia aai 12-65
Field Pack, Large, Internal Frame (FPLIP) ..........cecceeceeseeseeeeteeeee 12-70
12-70. Rigging the Field Pack, Large, Internal Frame without

Patrol PACKS. ts rttr russ a cus E RR Glace 12-70
12-71. Rigging the Field Pack, Large, Internal Frame with

Patrol Pack eee Seadivecs ted ideds ca tog Mawes eden av beta e ds 12-71
12-72. Rigging the M82, Medic Jump Pack with Frame................. 12-73
ARCTIC RIGGING
Arctic Equipment Space Considerations ...........:ceseecceseceteeneereeeeeeenes 13-1
13-1; Weight Factors a a a e al 13-1
13-2: Modifications: sanean aae aee i E a e a 13-1
Snowshoes and Individual Weapon ............ccccecccceseceseeeeeeeseeeneeeteeeees 13-2
13-3. Snowshoes without Weapon..........ccceecccccceesceeeteceeeeeeeeeeteeeeseees 13-2
13-4. Snowshoes with Weapon Exposed ...........:ccccescceeseeeteeeeeeeeeees 13-3
13-5. Jumping Snowshoes with M1950 Weapons Case ..............0+ 13-4
Tandem Load on Single Lowering Line ........... ce eeeeseeceeeteeneeeeeeneees 13-5
13:6; Rigged Loader o aan E EAEE R AREE 13-5
13-7. Hook-Pile Tape Lowering Line ........ssssessseesessssessessrssressessrssees 13-6
Skis Jumped with Rifle or ALICE Pack .......ssssesseeeesseseesessrsessssseesesse 13-10
13-8- Skisand Rifle ss cp ticcuated cianie ea E A EE ties 13-10
13-9. Skis and ALICE Pack or Weapons Case ...........:c:cesceeeeeeeees 13-11

vii

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

Page
CHAPTER 14. A-SERIES CONTAINERS
Section Iy Rigging Procedures ic .o4 esis Sencar ainda Kasew ate aas 14-1
Ve. Assemb ES enaa aa gens i a ae inaa 14-1
abe Webbing e ii n g E E E 14-1
14-3. Hazardous Materials. sccisijacteasceecvaatstcarasevig seducteantvatiendae 14-2
Section je RAC At OO SNT pati e aa omic R A A a einen’ 14-2
J44; ALAC UETISUIOS arien mecca headache ae eaten 14-2
14-5... Two-Sirap Bundles iccscnniataschitscGnnontius Aaeurdanas 14-2
14-6. Three-Strap Bundle: :.sciisesietauiey isi awiauaiecgianiais 14-2
14-7. Four-Strap Bundle caw.duuustanseiantae nein leneiains 14-3
Section MI. AS 2 Cargo Bai tonsa casmecateautalanass agesastanndrnutase soesrenauhaendicoveeotialiedinte’ 14-3
14-8; “CAPA CURTIS TICS ncia tase apa e EEEa seve anes EE aa aS cans 14-3
14-9. Method of Rigging 5. ccsccsciteas aaetecavvecesstedens aaaulocstiacienest 14-4
Section IV. Cargo Parachute Rigging on A-Series ContainerS........... cesses 14-4
14-10; IS PRCHION yay utisants caste Meals ag nen Meee a 14-4
14-11. Attachment. iniiis nnet aaaea 14-4
Part Four. AIRCRAFT USED IN AIRBORNE OPERATIONS
CHAPTER 15. AIRCRAFT AND JUMP ALTITUDES
15-1: Typesof Aircraftin hnnain 15-1
15-2: -Jump Altitudes iinne ueraia ri is aare E 15-1
15-3. High-Elevation Jumping ..........ssessesesesseesesseesseesesrsssreseeserssresse 15-3
CHAPTER 16. HIGH-PERFORMANCE TRANSPORT AIRCRAFT
Section MUO Hercules a ede a a a E E EEAS 16-1
16-1. Seating Configuration ..........ssssesesseeseeseosseeseessressesrrssressessrssees 16-2
16-2. In-Flight Rigging Procedures..........s.seseseeseeseesseessessrsseessessrssees 16-3
16-3. Over-the-Ramp OperationS.........ss.ssesessseessesersseessessrssressessrssees 16-4
16-4. Combat Concentrated Load Seating Configuration................ 16-8
16-5. C-130 Jumpmaster Check St ivas oc) ss sietattactcsonaeetniarsacc 16-10
Section Ty CoTALB Star tte neninn a a aa 16-12
16-6. Seating Configuration without Comfort Pallet... 16-13
16-7. In-Flight Rigging Seating Configuration with
Comfort Pallet eeren tacts g eetcessceveced ca a a sees Naa aE 16-14
16-8. Combat Concentrated Load Seating Configuration.............. 16-16
16-9. C-141B Jumpmaster Checklist 00.000. eeceesceeeteeeteeeeeee 16-18
Section IM. C-5 A/B/C Galaxy os.bsccauuctesrausstanaatwisyceussucmscangerteaeassdercenandetteutneatas 16-20
16-10. Seating Configuration without Comfort Pallet... 16-20
16-11. In-Flight Rigging Seating Configuration with
Comfort Pallet :..i:..ssaeiescossaninadsaaodnadsuatad aan EESE EAT T REEE 16-20
16-12. Joint Preflight Inspection... csciecieunn noite ensaniasiis 16-20
16-13. Personnel and Equipment Configuration... 16-21
16-14. Movement to the Troop Compartment «0.0.0.0... cceeseeeeeeeeee 16-22
16-15. Loadmaster Briefing s:. 4nccnicacecasseeisis chav evtetaseee eae 16-22

viii

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

Page

16-16. Movement to the Cargo Compartment for In-Flight
Rigging Procedures ooo ninine a s 16-22
16-17. Jump Commands ypc cetes cos dcasesvicteeeieseaeecratesveg ehend Aaa 16-23
16-18. Jump Procedures as. ccs Gaceaeocavasn nceiateedtneeateNeeea ts medne 16-23
16-19. Time Warnings ago cenceeeste ease crac cetianelunteys seas ease iscaueneh) 16-24
16-20. Safety Precautions s. <5 .cgcasesces sheds cvs hesdigen cet cevariastics ees 16-24
16-21. C-5 A/B/C Jumpmaster Checklist... ccc eecesceeeeeeeeeees 16-25
Section: + TVs C-I7A Globemaster UU ssicsco occ tc Secaaaais et at teee seers a a teas 16-27
16-22. Seating Configuration «...c0cseceuasdiesdetncesds cestaredelovsnmevreatans 16-27
16-23. Supervisory Personnel Required...........cccccceesseceteeeteeeeeeeeeeee 16-27
16-24; Time WW ai Sas shee Ra wcrase et aosaevee ays oprah s 16-27
16-25. Jump COMMITS 5.2.32, cehinectasienass Souris estaeunarsers sonsernaudraersmensts 16-28
16-26. Door Check Procedures dss sais snes) ate sugisateatsadesaunoantncaasanee 16-29
16-27. Door Bundle Procedures and Ejection..........ccceeeeseeeeeeeeee 16-30
16-28. Safety PRECAUTIONS sci eeaedisaewcer ss dee ksh ouesiecvs aed par guaen wheedolees 16-30
16-29. In-Flight Rigging Procedures: ccc ushavaniiensseie. doses 16-31
16-30. Jumpmaster Aircraft Inspection... ce eeeeseeeeeeeeneeeeeerees 16-32
16-31. Towed Jumper Procedures is -.cesstiuss castrate cas tase ne aaacdets 16-33

CHAPTER 17. ROTARY-WING AIRCRAFT

Section I. Safety Considerations: .iis1scsscsssatesiactarsecaszendecaaseesreastetsasarssvsscaarqatasaaceds 17-1
17-b; Ground Träning. neea a o in e K E inte aK 17-1
17-2. Movement in Aircraft .........ssessesseesseesesseesseessesresseesresrrssressesrr 17-1
17237- Reserve Parachutes snien en an a n Sata en a a 17-1
17-4. Space Limitations cn iccescacte icsviss aise cane eae ar cceuse andes 17-1
17-5; “Ge SOCOM COUN. erone eraan aE ena aana a i iaie 17-1
17-6. Static Lines and Deployment Bag$...........ccceecceesceeeeereeeeees 17-2
17-7. Crowded Conditions 5 ics ssccat Gas cessdas eens hed aoaenanes dees 17-2
WES... “Container Gad ai jirsstas taeigene ia a i N 17-2
17-9. Hookup Procedures j.siscs Miadsectisincntaceie cations ante tiiesd 17-2
17-10. Towed Parachutist Procedures..........ccceeccecsseesseeeteceteeeeeeeeneees 17-2
Section Wy UH-1H Iroquois/UH-1N Huey. .cccsecasinisinytanddatay vender 17-3
17-11. Preparation and Inspection. ..........cceeccecseeseeeteceeeeeeeeeeeeeeeaeees 17-3
17-12. Loading Techniques and Seating Configuration .................. 17-5
17-13; Jump Commands ie.jeisic5.catiyss desi eis eon cas idee tai enlines 17-6
17-14. Arctic O Per ati OM x.scsc fs adecss weacdids oucie svi tdedscaeaemsaniaesaccese ousted iis 17-7
17-15. Safety PřecaýtionS soninn aE E RLE EAE REA 17-7
Section IMM. UH-60A Black Hawk is. ..sisssccssssscctva.sscavsthitncttensviavastaacctyenseenstbiaincdianss 17-7
17-16. Preparation and Inspection. ..........ccceccecseesceeeteceteeeeeeeeeeeeeaeees 17-8
17-17. Loading Techniques and Seating Configuration .................. 17-12
17-18: Jump Procedures ien ai Ace a a 17-15
17-19. Jümp Commands: ssspnsceisesnsten aiaa 17-16
17-20. Safety Precautions..........e.sesseeseeseesseeseesessseessesressressessrssresseese 17-17
17-21. Safety Belt Modification..........esssseseeseseseessesseseessessesseesseeseese 17-18
Section: TV. “CH eA CHIMOOK, o sist sack e erot tia evs bape ea TO a E aa 17-19
17-22. Preparation: and Inspection, w.c6.0.4c6.secuetieise tavteers eectiasens 17-19

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

Page
17-23. Seating Configurati On..is.ccaccseccssddenseseadeseeedssueuntacessstacaveneuaess 17-20
17-24; Jümp Procedure Sinanin ae e sehen ihe a ia 17-20
17-25. Jump Commands ic oscsdeoi td deiantanieadutwwuers 17-20
17-26. Safety PRECAUTIONS 2 ssies.¥ sy seccacedtedensoaacecsrezeiek pteuarcvededs aeons 17-21
CHAPTER 18. OTHER SERVICE AIRCRAFT
Section I. CH-53 Sea Stallion (USMC) coches actwadeltatiens ates vue oruuaeara trates 18-1
18-1. Preparation and Inspection. .......... cc ceeceesceeseceteceeeeeeeeeeeeeeeaeees 18-1
18-2. Loading Techniques and Seating Configuration .................. 18-3
18-3. Jump Commands and Procedures ............ ce eecceseeeeeeeteeeteeeeeeees 18-3
18-4. Safety Precautions. inn as.ciscdavrnehaiann wuss 18-4
Section Il. CH-46 Sea Knight (USMC)..........cccccsccssscsssssscesecssstccsseesencesscssnesees 18-4
18-5. Preparation and Inspection. ...........ccceececsceeseeeteceeeeeeeeeeeeeenseees 18-5
18-6. Loading Techniques and Seating Configuration ................. 18-8
18-7. Jump Commands and Procedures «00.0.0... ecceeseeeeeeeteeeteeeeeees 18-8
18-8. Safety Precautlons scisr say sciseaawsneanieusid etd eek woies 18-11
Section IM. CH/HH-3 Jolly Green Giant (USAF) .0.... eee eeceeseeeeteeeteenteeeees 18-11
18-9. Preparation and Inspection. ...........cccecceeceeesceesseceteceeeeeeeeeeeees 18-12
18-10. Loading Techniques and Seating Configuration .................. 18-13
18-11. Jump Commands and Procedures ............cccessceseceeeeeeeeeeeees 18-13
18-12. Safety Précautions..4;<.sess0csacdstatessassavacsastaatadsaesesscasistoviasdavess 18-14
CHAPTER 19. NONSTANDARD AIRCRAFT USED DURING
AIRBORNE OPERATIONS
Section I. Modifications to Jump Commands and Jumpers' Movement
in Nonstandard Aircraft 5.c.4:saaknvesetevsass seed shanstdvniaseeetiaabasuesacstursaasienbentes 19-1
19:1; Shuffle asn ie E E E erase det Ahad 19-1
19-2. Stand in the Door ....s.ssssesssseesessesessssseesessesetsessesesssseesesseseesesses 19-1
19-3 OO eet e aE MTA EE E rr R E 19-2
Section HT. CHT A Carboin ae aa A A a acne das acs wes 19-2
19-4. Seating Configuration ssisisccccas sacacssresvasearseacicsscdacsanpanacecvsssuccses 19-2
19-5. Supervisory Personnel Required...........cceccceesceeeeeeseeeteeeeees 19-3
19-6. Anchor Line Cable Assemblies ...0........cecceesceeceeeeceteeneeeeeeneees 19-3
19-7; Jümp: Commands escur ecan a a iea 19-3
19-8. Ramp Jumping ........eesseeeesseessessrsseessessrssresseeserssressesrrssressessrssees 19-3
19:9; TDR: Jümping sacer ieaiao i a a ntan ee aita tatae 19-4
19-10. -Safety PrēčaútióñS.sesonnani aratairaa i 19-5
section M C-23B/B+ Sherpa ise. cicsiseesctysnssineatbaiccttal sistas ienei iiia 19-6
19-11. Drop Procedures candssstseracisdnsceareteetatsmun tgovseanensngesetnde tears 19-6
19-12. Seating Configuration ycctsom anise edietias ona unS cutee 19-6
19-13. Anchor Line Cable Assemblies ...0.........eceecceeceeseceteceeeeeeeneees 19-7
19-14. Static Line Retrieval Systems ...........ceecceesceesseceteceteeeeeeeeeeees 19-7
19-15. Supervisory Personnel Required...........cccccceesceeeeeeseeeeeeeeeees 19-7
19-16. Preparation and Inspection. ..........cceecceesceeseeeteceteeeeeeeeeeeeeneees 19-7
19-17. Loading Parac Wuatists .osscais eindsd vsdsasnieicequccitesminnad Roatan 19-8
19-18. Jump Commands and Time WarningS............ceeeeseeereeneeeeeees 19-8

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

Section IV.
Section V.
Section VI.
Section VII.
CHAPTER 20.
Section lL
Section Il.

Page
19-19. Cargo Operations \a.c. 2 tccsoneicctmranccusasseacngabentaavaeceandeaiencauaaee 19-10
19-20. Military Free-Fall Operations ..0........cccecceeceeesceeseeeteeeeeeeees 19-11
C-2 7A (Aeritalia- G=222 iiri tence deasivnis A A OEE 19-11
19-21. Seating Configuration ..ccicx<ceenecas ceases sydanecesscacadeeseesbaydeanccvact 19-11
19-22. Supervisory Personnel Required............cccccccsseceseceeeeeeeeeeees 19-12
19:23; Jump COMMANGS, ccrann aa 19-12
19:24. Safety- PREC ALILONS a. i225: ois a a n E a E RRA 19-13
19-25. Over-the-Ramp Operations vodeniaw chen taiucusiusiant amie 19-13
19-26. Joint Preflight Inspection ..........e ccc eccceseceeeeeeeceetseeeeeeteeeeees 19-13
19-27. Loadmaster Briefing cc6 cs 2s5ctecasdaniateaeaosasiceaes wsaslainess 19-14
19-28. Time WV-ai IS ace cusost st ico ese etant tare ceive easter Gi, 19-14
19-29. Additional Safety Precautions ...........:eccecsceessecensecsteeeeeeeeees 19-14
19-30. C-27A Jumpmaster Checklist ss.ic.sccsesvsccssvavacdoase sacsveasacdses 19-15
C-46 Commando/C-47 Skytrain ....... cee ecccecsseeeseceseeeeeceeseeesseenteeneees 19-17
19-31. Seating Configurations si. c.sscecasssbeecssstonteccvsdsadeevaueser wdeadetses 19-17
19-32. Jump. Procedures .ncuscarrentiieenes went as 19-17
19-33. Safety PrecautiOnsy:.s.csicis scasscedactyseiviawdasiccersate ts aeestecarsdeaees 19-18
19-34. Safety Personnel and Jumpmaster Responsibilities.............. 19-19
DC-3 (Contract Aircraft/Civilian Skytrain) ..........cccceeeeeseeeseeeeeees 19-20
19-35. Seating Configuration dissec vssesusscedecssslontsecvidsasrssbcacobsvenucdevis 19-20
19-36. Jump Commands and Procedures ............ccccessceseeeseeeeeeeeeees 19-20
19-37. Safety PRECAUTIONS: j.c3.siseieas svelexteasdviatedeadnceseasenaeeadatiehtela ees 19-21
C212 (Casa 2D) aids asicstteote E a E N 19-22
19-38. Seating Configuration sess slain chistes scenaved end edeeetaeestensg 19-22
19-39. Anchor Line Cable Assembly............ccceccceescessceeseeeteeeteeeeees 19-23
19-40. Supervisory Personnel Required...........ccccccsseceseceeeeeeeeeeeees 19-23
19-41. Jump Commandsic. easy ca tcacd vienna Cbaiitanants 19-23
19-42. Safety PRECAUTIONS. csc, ichaccescadswssccseunesaccnseaemeaaemuaciencencenaabiaes 19-24
19-43. Towed Parachutist Procedures..........eeeeecceseceteceeeereeereeeeeeeees 19-24
19-44. Aircraft Configuration for Ramp Static Line
Personnel Airdrop arraroey swans sees Sade bocedye occa Meade oe aybiednes 19-25
19-45. C-212 Jumpmaster Checkhist.cis ciacicnctaieeti tine ete cae 19-25
Part Five. DROP ZONES
PROCEDURES ON THE DROP ZONE
Drop Zone Selection and Methods ...........ccccescceeseeeseeeseeeeeceeeeeeeeensees 20-1
20-1. -Air Drop Air Spee zenan eaaa a aa 20-1
20-2. Aircraft Drop Altitudes .......... cc ceccessceesseesceceteceteeeeeeeseeeeeaeees 20-2
DOES 2, Typeof Load imiinien ed aches ida Saad Flees 20-2
20-4. Methods of Delivery csc. atcvetsdnecs ce hsdec aun teletarens 20-3
20-5; Access to ATCA thine ro cintieds Reetetideed teclcchlaessuaetie ls A ARE aaRS 20-3
20-6: AI as ssc aoa aes Guts sd csc Gata E ase E R AG og 20-3
Airdrop Release Methods and Personnel .............cccceccesseesseeeteeeeeeeeees 20-4
DOT oo Methods oisinn cash contac besa ncmand anus r nen a a 20-5
20282. “OSAMA OMS ceca ides sie ee eves tad Mev ene testes e 20-5

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

Page
20-9. Drop Zone Safety Officer Duties... ccc eecceeceeeteeeteeeeeeens 20-5
20-10. Drop Zone Support Team and Drop Zone Support
Team. Leader Duties oissinisitstanns diss tenedediaova nia rigeacns 20-9
20-11. Briefing Checklist n.\oudes.¥ caucuses eaiesticsbceisk oeductonaavades wecarea Mendes 20-10
20212 BQuipmenit sywisietsak slic cets ead aia tian caa eae 20-11
CHAPTER 21. DROP ZONE COMPUTATIONS AND FORMULAS
21-1. Drop Zone Formulas for GMRS and VIRS .........eeeeeeeeteees 21-1
21-2; Wind Drifta- annann ea aai aaea iiaa ia 21-3
214-33 Wind Velocity sepi aa E aE EAn RERE aE Ri 21-4
21-4; Forward Tit Owy crass. cleat ana i OA 21-6
21-5. Drop Headings, Point of Impact, Wind Drift Compensation,
and Forward Throw Compensation ...........::ccccessceesseeeteeeteeeees 21-8
CHAPTER 22. ESTABLISHMENT AND OPERATION OF A DROP ZONE
22-1. Computed: Air Release Pott scn.iateicmnh sea een cas 22-1
22-2. Drop Zone Markines’ sccisscscctyasssifusalectinielaydesdecernte teas 22-2
22-3. Ground Marking Release System .......... ee ceeceeeeeeeeeeeeeeeeees 22-3
22-4. Verbally Initiated Release System for Rotary-Wing
and Fixed-Wing Agr Cr att 2.60. x. cae eigsuc cds ocacwevedeas sausticcenvs boaseses 22-6
22-5. Guidance Procedures 4iisasscxesctessteatarsacsentarsdtessasaeateasieresand atenes 22-7
22-6. Acceptable Wind Limitations ...........c ce ccccceceseceeeeeeeeeeeeeeeaeees 22-9
22-7. The 10-minute Window .........sesseesesseseesesseeeessesetsresesseseesesseeses 22-9
22-8. Postmission Requirements canes sia aie sienenautiens adele 22-9
22:9; SULV OVS axes iced todeua vad ev cain ens Una tees tain avs ie ia heed anges aged 22-13
CHAPTER 23. MALFUNCTIONS REPORTING AND DUTIES OF THE
MALFUNCTION OFFICER
23-1. Malfunction Officer Duties and Qualifications .................00 23-1
23-2. Malfunction Officer Responsibilities
During TVSSTID ACI OIG ai ace castes dice bc aeaeinte a adaibe vs bees aeoenduseedniesa’ 23-3
23-3; Reporting Dalat vcastyytcasaetisuue mea a E EE 23-3
Part Six. SPECIAL AIRBORNE PROCEDURES
CHAPTER 24. ADVERSE WEATHER AERIAL DELIVERY SYSTEM
24-1. Multiple Mission Support ............cccecccecseesecetecesteceeeeeeeeeeneees 24-1
24-2. Training and Preparation .0..........cecccesceesceeceeeseeeeeceteeeeeeeeaeees 24-1
24-3. Modified Jumpmaster Duties.......... cece ccecsceceseceeeeeeseeeeeeeeaeees 24-1
24-4. Modified Parachutist Actions sy: 6 cscioe dates eanel watson: 24-1
CHAPTER 25. DELIBERATE WATER DROP ZONE OPERATIONS
25-1. Personnel and FQuipment: x ccsuescw essex ouseetacsatuesa wien 25-1
25-2. Organization and Equipment of Drop Zone Detail................. 25-4
25-3; Safe COM ONS oii sh cnie Pn sii ears reesi iaae Ea i 25-6

xii

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

Page
25-4. Jump Recovery Procedures .a.scsucscusuaedenuaensaiess 25-7
25-5. Water Drop Zone Prejump Training... ee eeeeeeeeereeereees 25-8
25-6. Procedures for Deliberate Water Landings
witta Life PRES OL VON oci neient aeia ia a E Ea 25-8
CHAPTER 26. EXIT PROCEDURES
26-1. Alternate Door Exit Procedures for Training (ADEPT)
Options Wands ives arere pnn a e a A amine 26-1
20-2; Mass Exits iiscccsi dss uiieedaeutecsdateas nnan a a E ai 26-2
CHAPTER 27. BUNDLE DELIVERY SYSTEM (WEDGE)
2T- Applicator nenea a e taa e a GT 27-1
27-25: «RESTRIC HL OMS nisnin ara er e tices a i a 27-1
27-3; Riggimg PrOCEMULCS a iin aana 27-2
27-4. Bundle Drop Sequences icict.sspsuccsvs seuss ss tens dapsuudses ehacseevacenecvadeis 27-2
21-5 TASPSCTON seen aa a A daa tene erie aees 27-2
27-6. Loading, Rigging, and Restraining Bundles to Wedge .......... 27-3
27-7. Jumpmaster Procedures eed asact ss ctaksieieastneraeearinacdsuaeksicres 27-3
27-8. Briefing Release Procedures ............cccccccesceeeceeeeeseeeeteeeteeesees 27-4
27-9. Loadmaster and Jumpmaster Duties During Flight................ 27-5
CHAPTER 28. COMBAT AIRBORNE OPERATIONS
28-1. Modifications to Personnel and Equipment Procedures.......... 28-1
28-2. Movement from Assembly Areas ...........cccccceesseeeteceseeeeeeensees 28-2
28-37 “Landing Plan iscsi cle taniee heater dials E E a 28-3
2824, Heavy Drop LoadSi eiiie enisi nb EEEREN ERS 28-3
28-5. Injured Personnel isi fsccsusat sie eatapadacasnedn elnierbaeee neediness 28-3
280c (SUPP Mes unnec a a h aea R men e 28-4
APPENDIX A. AIRBORNE REFRESHER TRAINING o.ae A-1
APPENDIX B. JUMPMASTER TRAINING COURSE ...........00ccccccccceceeeteeees B-1
APPENDIX C. JUMPMASTER REFRESHER COURSE .............00.ceccceeeseees C-1
APPENDIX D. PLANNING CONSIDERATIONS FOR WATER,
WIRE, AND TREE EMERGENCY LANDINGS ...........00..0...08 D-1
GLOSSARY eeii a e E T E E E A RS Glossary-1
REFERENCES: oi oie eects ement aise ede Es References-1
TIN DEEN anenun eea EAE a eo pastas aad AIAT ERT RENERE AARTE Index-1

xiii

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

THIS PAGE INTENTIONALLY LEFT BLANK

xiv

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

PREFACE

This manual contains basic and advanced training and techniques for static line
parachuting. It is designed to standardize procedures for initial qualification and training
of personnel in their duties and responsibilities in airborne operations. The jumpmaster,
assistant jumpmaster, safeties, DACO, DZSTL, and DZSO occupy key positions in
airborne operations. This manual contains the initial training and qualifications of the
personnel designated to occupy these critical positions.

SOF unit personnel must meet the requirements for static line parachuting contained
in this manual as well as provide special training and instruction for nonstandard
equipment, aircraft, and personnel procedures. These procedures are documented in
FM 31-19, TC 31-24, TC 31-25, and USASOC Reg 350-2.

Individual service components that deviate from this manual will use approved
procedures, techniques, equipment, and equipment-attaching methods specified by their
respective service. All deviations must be approved in writing by the using unit
commanders.

The proponent of this publication is HQ U.S. Army Infantry School. Submit changes
for improving this publication to [email protected] or on DA Form 2028
(Recommended Changes to Publications and Blank Forms) directly to Commandant, U.S.
Army Infantry School, ATTN: ATSH-TPP-A, Fort Benning, Georgia 31905-5593.

Unless this publication states otherwise, masculine nouns and pronouns do not refer
exclusively to men.

NOTE: The terms jumper and parachutist are used interchangeably in this manual.

FM 3-21.220(FM 57-220)/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

PART ONE
Basic Airborne Techniques and Training

CHAPTER 1

AIRBORNE TRAINING

The purpose of airborne training is to qualify personnel in the use of
the parachute as a means of combat deployment. This training also
develops leadership, self-confidence, and aggressive spirit through tough
mental and physical conditioning.

1-1. STANDARDS
Airborne training initiates and sustains a high standard of proficiency through repetition
and time-proven techniques. Valid results are obtained when the following training
standards are employed:
e Strict discipline.
e High standards of proficiency on each training apparatus and during each phase of
training.
e A vigorous physical conditioning program to ensure parachutists are capable of
jumping with a minimum risk of injury.
e A strong sense of esprit de corps and camaraderie among parachutists.
e Emphasis on developing mental alertness, instantaneous execution of commands,
self-confidence, and confidence in the equipment.

1-2. PHASES
The three-week airborne course is divided into two training phases. Weeks 1 and 2 form
the ground and tower training phase, and Week 3 is the jump training phase.

a. Ground and Tower Phase. Each of the five basic jump techniques pertains to a
particular area of military parachuting and provides a sequence for dividing the ground
phase into six instructional segments.

(1) Actions Inside the Aircraft. To ensure that the maximum number of parachutists
can safely exit an aircraft, a means of controlling their actions inside the aircraft just
before exiting is necessary. The jumpmaster maintains control by issuing jump
commands. Each command calls for specific action on the part of each parachutist.

(2) Body Control Until Opening Shock. Due to aircraft speed and air turbulence
around the rear of the aircraft, the parachutist must exit properly and maintain the correct
body position after exiting. This action reduces spinning and tumbling in the air and
allows for proper parachute deployment.

(3) Parachute Control During Descent. Parachute control is essential to avoid other
parachutists in the air and to avoid hitting obstacles on the ground.

(4) Parachute Landing Fall Execution. The PLF is a landing technique that enables
the parachutist to distribute the landing shock over his entire body to reduce the impact
and the possibility of injury.

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

from being dragged along the ground.

groups that play a significant part in jumping (Table 1-2).

(5) Parachute Control on Landing. The parachutist releases one canopy release
assembly after landing. Winds on the drop zone may cause a parachutist to be injured

(6) Physical Training. Prior to reporting for airborne training, volunteers must
achieve APFT standards for the 17- to 21-year-old level (Table 1-1 and DA Pam 351-4).
Physical training is included in each day of ground training. Students who cannot
progress in daily physical training are referred to a board that decides either to recycle
them or to return them to their unit. Daily exercises are designed to condition the muscle

REPETITIONS
EVENT MALE FEMALE | TIME LIMIT
PUSH-UPS 42 19 2 MINUTES
SIT-UPS 53 53 2 MINUTES
MALE | 15.54 MINUTES
TWO-MILE RUN
FEMALE | 18.54 MINUTES

Table 1-1. APFT standards for the 17- to 21-year-old level.

WARM-UP EXERCISES SETS REPETITIONS
CHIN-UPS (MALE) 1 10
CHIN-UPS (FEMALE) 1 10
ROTATION EXERCISES SETS INTERVAL
NECK ROTATION 1 10 seconds
ARM/SHOULDER ROTATION 1 10 seconds
HIP ROTATION 1 10 seconds
KNEE/ANKLE ROTATION 1 10 seconds
STRETCHING EXERCISES SETS INTERVAL
ABDOMINAL STRETCH 1 15 seconds
OVERHEAD ARM PULL 1 15 seconds
UPPER BACK STRETCH 1 15 seconds
CALF STRETCH 1 15 seconds
HAMSTRING STRETCH 1 15 seconds
HIP/BACK STRETCH 1 15 seconds
GROIN STRETCH (SEATED) 1 15 seconds

Table 1-2. Daily physical training exercises.

1-2

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

NOTE: The following calisthenic exercises are conducted with a
15-second break between each exercise.

CALISTHENIC EXERCISES
CATEGORY A SETS REPETITIONS
SKI JUMPER 1 15
FOUR-COUNT PUSH-UP 2 15
SIT-UP 2 15
MOUNTAIN CLIMBER 2 15
KNEE BENDER 2 15
CALISTHENIC EXERCISES
CATEGORY B SETS REPETITIONS
SKI JUMPER 1 15
EIGHT-COUNT PUSH-UP 2 15
SUPINE BICYCLE 2 15
SQUAT BENDER 2 15
FLUTTER KICK 2 15

Table 1-2. Daily physical training exercises (continued).

During ground week, students must complete three 3.2-mile runs at a 8:45- to
9:15-minute pace. The runs are completed in formation and the student must not fall
more than three steps behind the original formation. During tower week, students must
complete two 4-mile runs at the same standard (Table 1-2) and one 5-mile off-track run.
b. Jump Phase. Students who meet training proficiency in the basic jump
techniques and physical fitness requirements during ground and tower week training are
advanced to the jump training phase. During jump phase training, the student makes five
qualifying jumps from aircraft at an altitude of 1,250 feet AGL (Table 1-3, page 1-4).

1-3

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

1-3.

Students are thoroughly briefed before performing their qualification jumps. The topics

weapons case)

JUMP
NUMBER EQUIPMENT TYPE EXIT
1 Ballistic helmet ADEPT Option 1
Individual Exit
2 Ballistic helmet, combat equipment ADEPT Option 2
(HSPR, ALICE pack, and M1950 Both Doors
weapons case)
3 Ballistic helmet Mass Exit
Both Doors
4 Ballistic helmet Mass Exit
Both Doors
5 Ballistic helmet, combat equipment Mass Exit
(Night) (HSPR, ALICE pack, and M1950 Both Doors

Table 1-3. Typical jump week schedule.

PREJUMP ORIENTATIONS

include—

A review of the five points of performance, collisions and entanglements, towed
parachutist, malfunctions, activation of the reserve, and emergency landings.
Maintenance of the T-10-series or MC1-series parachute to include shakeout and

storage after landing.

Donning the parachute “by the numbers” on the first jump. Additional instructors

are available for close supervision and JMPI.
Aircraft orientation to include enplaning and jump procedures.
Drop zone and approximate point of impact.

1-4

FM 3-21.220(FM 57-220)/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

CHAPTER 2

PERSONAL EQUIPMENT

This chapter discusses the types of parachutes, donning the
parachutes, and the headgear used in airborne training.

Section |. PARACHUTES
The T-10-series and MC1-series parachutes are used during static line airborne
operations. The T-10-series is a nonsteerable canopy and the MC1-series is a steerable
canopy. The main parachute consists of five major components—the harness assembly,
the riser assembly, the deployment bag, the pack tray, and the canopy assembly. A
reserve—either the modified improved reserve parachute system (MIRPS) or the T-10
troop chest reserve parachute—is used in conjunction with the main parachute.

2-1. HARNESS ASSEMBLY
The T-10-series harness assembly (Figure 2-1, page 2-2) is used with the T-10-series and
MC1-series main canopies.

a. Components. The harness assembly is made of a flexible framework of
Type XIII nylon webbing. The components attached to it are as follows:

(1) Female fitting, canopy release assembly with a safety clip, cable loop, and latch.
Rated capacity of the assembly is 5,000 pounds.

(2) Canopy release assembly pads permanently attached behind the canopy release
assembly.

(3) Main lift web constructed of two plies of Type XIII nylon with a rated capacity of
6,500 pounds.

(4) Chest strap with an ejector snap with activating lever, ball detent, and opening
gate with a rated capacity of 2,500 pounds.

e An ejector snap pad is attached behind the ejector snap.
e The quick-fit V-ring has a rated capacity of 2,500 pounds.
e A webbing retainer is used for stowing excess webbing.

(5) D-rings used for attaching the MIRPS or T-10 reserve and additional combat
equipment, with a rated capacity of 5,000 pounds.

(6) Triangle links sewn into the main lift web of the harness (about 5 1/2 inches
below the D-rings) for attaching equipment and lowering lines.

(7) Leg straps with an ejector snap with activating lever, ball detent, and opening gate
with a rated capacity of 2,500 pounds. The parts of the leg straps (ejector snap pads,
quick-fit V-rings, and webbing retainers) are identical to the chest strap.

(8) Saddle (Type XIII nylon) with two attached leg straps.

(9) Diagonal back straps with six sizing channels (S, 1, 2, 3, 4, and L).

(10) Back strap adjusters with attached free-running ends of the horizontal back strap
(rolled and sewn).

b. Adjustment Points. The harness assembly has five points of adjustment: the

chest strap, two leg straps, and two free-running ends of the horizontal back strap.

2-1

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

@)
Fay

1. DIAGONAL BACK STRAPS 10. QUICK FIT V-RING 19. OPENING GATE (24)

2. CANOPY RELEASE ASSEMBLY 11. CHEST STRAP 20. BALL DETENT

3, LATCH 12. EJECTOR SNAP 21. LOWERING LINE 2: TRIANGLE LINK
4. CABLE LOOP 13. WEBBING RETAINER ADAPTER WEB 0: LOG RECORD

5. SAFETY CLIP 14. D-RING 22. LOWERING LINE STOW POCKET
6. CANOPY RELEASE ASSEMBLY PAD 15. HORIZONTAL BACK STRAP ADAPTER WEB TIE

7. BACK STRAP ADJUSTER 16. SADDLE 23. L-BAR CONNECTOR LINK

8. MAIN LIFT WEB 17. LEG STRAPS 24. ACCESSORY ATTACHING

9. EJECTOR SNAP PAD 18. ACTIVATING LEVER RING

Figure 2-1. T-10-series harness assembly and nomenclature.

2-2. RISER ASSEMBLY
The riser assembly on the T-10-series consists of the following:

e Two riser assemblies, with a finished length of 30 inches (Type XIII nylon) and a
tensile strength of 6,500 pounds. A male fitting canopy release assembly is
permanently attached to the center of the webbing. When attached to the canopy,
the riser assemblies provide four individual risers.

e Log record stow pocket. Opening the log record book by non-parachute rigger
personnel is prohibited.

e Connector link loops.

e L-bar connector links.

The riser assembly on the MC1-series is identical to the T-10-series, but it also has a
guide ring retainer strap, a guide ring, and upper and lower control line channels.

2-2

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

2-3. DEPLOYMENT BAG AND PERMANENTLY SEWN 15-FOOT STATIC
LINE ASSEMBLY
The deployment bag (D-bag) (18 by 12 by 5 inches) is constructed of 8.8-ounce cotton
sateen cloth. The static line (Type VIII yellow nylon) is permanently attached to the
D-bag, is 15 feet long, and has a tensile strength of 3,600 pounds.
a. D-Bag. The D-bag consists of the following:
e Suspension line protective flap with data block.
e Suspension line protective flap tie loop.
e Stow loop panel (used to retain the suspension lines).
e Locking stow loops (two, which keep the D-bag closed until the first two
stows are pulled free).
Connector link tie loops (four).
Side flaps (two).
Break cord attaching strap pocket.
Locking stow panel.
e Locking stow loop hood.
b. Static Line Assembly. The static line (Figure 2-2) consists of the following:
e Static line sleeve.
e Pack opening loop.
e Safety wire and lanyard.
e Static line snap hook with locking button and sliding sleeve.

1. STATIC LINE SLEEVE

2. PACK OPENING LOOP

3. STATIC LINE

4. STATIC LINE SNAP HOOK
5. SLIDING SLEEVE

6. SAFETY WIRE AND LANYARD
7, LOCKING BUTTON
8. DRILLED HOLE

Figure 2-2. Static line and nomenclature.

2-3

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

2-4.

DEPLOYMENT BAG WITH UNIVERSAL STATIC LINE ASSEMBLY

The deployment bag (D-bag) (Figure 2-3) consists of the following:
e

Suspension line protective flap with data block.

Suspension line protective flap tie loop.

Stow loop panel (used to retain the suspension lines).

Two locking stow loop, which keep the D-bag closed until the first stows are
pulled free.

Four connector link tie loops.

Two side flaps.

Break cord attaching strap pocket.

Locking stow panel.

Locking stow loop hood.

Universal Static Line. A 15-foot universal static line (USL) is secured to the

D-bag by a girth hitch. The opposite end of the USL has a snap hook, which is also
secured by a girth hitch. To configure the USL to the 20-foot length, the snap hook is
removed and the extension is secured to the USL by a girth hitch. The snap hook is then
secured to the opposite end of the extension. The length of the 15-foot static line after
being secured to the deployment bag and snap hook is 14 feet 7 inches. The 20-foot
configuration is 20 feet 1 inch long. There are four separate components to the USL,
which must be purchased separately: deployment bag, static line, static line extension
(Figure 2-4), and static line snap hook (Figure 2-5, page 2-6).

1, PACK CLOSING FLAP

2. STATIC LINE SLACK RETAINER

3, OUTER STATIC LINE STOW BAR

4, INNER STATIC LINE STOW BAR

5. PACK CLOSING LOOP

6, PACK OPENING LOOP

7. PACK CLOSING TIE

8. DIAGONAL BACK STRAP RETAINER
9. PULL-THE-DOT FASTENER

10. DIAGONAL BACK STRAP KEEPER

11. HORIZONTAL BACK STRAP RETAINER
12. HORIZONTAL BACK STRAP KEEPER
13. WAISTBAND

14. WAISTBAND ADJUSTER PANEL

15. METALADJUSTER

16. STATIC LINE

17. STATIC LINE SNAP HOOK

Figure 2-3. Deployment bag components with universal static line.

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

b. Deployment Bag. The deployment bag is currently used on the T10- and
MC1-series personnel parachutes. The deployment bag comes without the static line and
snap hook.

c. Static Line. The static line is 14 feet 10 inches long (+ - 1 inch). The static line
webbing material is 3/4-inch wide, nylon, tube edge, class 1A (nylon 6.6), class R (resin
treated), with “Dooley” finish. It has a 4,000-pound breaking strength and 30 percent
minimum elongation. It is yellow in color with one green color marker yarn located at the
center of the warp.

d. Static Line Extension. The static line extension is 70 1/2 inches long (+ - 1/2
inch) (Figure 2-4). It is made from the same webbing as the static line.

e. Snap Hook. The snap hook is 5 1/2 inches long, approximately 1/4-inch thick,
and weights 0.67 pounds (Figure 2-5, page 2-6). It is made from alloy steel with
Dacroment 320, grade A plus L finish for abrasion/humidity/salt/fog protection. The
finish is environmentally compliant and a standard in the automotive industry. The snap
hook gate and rivet pin are made from the same alloy steel, whereas the pullback spring
is made from steel spring wire. The snap hook is rated to withstand a 1,750-pound load
and has an ultimate failure rate of no less than 8,000 pounds.

Deployment Bag

5' Extension to complete
20' Static (C-17 only)

Universal Static Line
Snap Hook

Figure 2-4. Static line extension.

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

2-5.

Figure 2-5. Static line snap hook.

PACK TRAY

The pack tray (20 by 14 by 5 inches) (Figure 2-6) is constructed of 7.25-ounce nylon
duck material and consists of the following:

Pack closing flaps (four): right and left side flaps, and upper and lower end flaps.
Pack closing loops (four): right and left side pack closing loops, and upper and
lower end pack closing loops.

Static line stow bar.

Waistband adjuster panel.

Metal adjuster.

Waistband (43 inches long).

Pack closing tie (one turn 1/4-inch cotton webbing) tied in a surgeon’s knot and a
locking knot; the knot is between the 3 and 6 o’clock positions.

Diagonal back-strap retainer.

Diagonal back-strap keeper.

Horizontal back-strap retainer.

Horizontal back-strap keeper.

2-6

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

1. PACK CLOSING FLAP

2. STATIC LINE SLACK RETAINER

3. OUTER STATIC LINE STOW BAR

4. INNER STATIC LINE STOW BAR

5. PACK CLOSING LOOP

6. PACK OPENING LOOP

7. PACK CLOSING TIE

8. DIAGONAL BACK STRAP RETAINER
9. PULL-THE-DOT FASTENER

10. DIAGONAL BACK STRAP KEEPER
11. HORIZONTAL BACK STRAP RETAINER
12. HORIZONTAL BACK STRAP KEEPER

13. WAISTBAND

14. WAISTBAND ADJUSTER PANEL
15. METAL ADJUSTER

16. STATIC LINE

Figure 2-6. T-10-series parachute pack tray and nomenclature.

2-6. CANOPY ASSEMBLY
The T-10- and MC1-series parachutes are static line deployed. The parachute deployment
sequence is the same for both types of canopies.

e The parachutist falls to the end of the static line. His body weight breaks the pack
closing tie, and the deployment bag is pulled from the pack tray.

e Two connector link ties break, and the suspension lines are pulled from the
deployment bag.

e Two locking stows disengage, and the canopy is pulled from the deployment bag
to its full length.

e The break cord tie securing the apex of the canopy to the static line ending loop
breaks, and the parachute begins to inflate, retarding the parachutist’s rate of
descent.

a. General Characteristics. Following are characteristics of both T-10-series and

MC1-series canopies:
(1) Shape and Weight. Shape is parabolic; weight is between 28 and 31 pounds.

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

(2) Rates of Descent. Depending on the jumper’s total weight and relative air density,
the average rates of descent for the different canopies are as follows: MC1-series, 14 to
22 feet per second and T-10-series, 19 to 23 feet per second.

(3) Diameter. Nominal diameter is 35 feet (measured 3 feet up from the skirt) and
24.5 feet at the skirt.

(4) Anti-Inversion Nets. The anti-inversion net is sewn 18 inches down on each
suspension line and is made of 3 3/4-inch square mesh, knotless, braided nylon.

(5) Shelf and Service Life. Combined shelf life and service life is 16.5 years; service
life is 12 years, and shelf life is 4.5 years.

(6) Repacking. Both canopies are repacked every 120 days.

(7) Use. Both canopies are suitable for airdropping personnel from as high as 10,000
feet MSL.

b. MC1-1B Parachute Design Characteristics. The MC1-1B has an estimated
8.8-second turn rate.

(1) The bridle loop is 3 inches in diameter; it is made of Type VIII nylon with a
tensile strength of 3,600 pounds.

(2) The 15 apex vent lines are 19 inches long and made of Type II nylon cord with a
tensile strength of 375 pounds. The apex vent lines with centering lines keep the bridle
loop in place and the canopy even during deployment.

(3) The apex vent cap has a 3-inch diameter opening, which reduces oscillation and
assists in a positive opening of the canopy.

(4) The upper lateral band is 1-inch tubular nylon with a tensile strength of 4,000
pounds. It is sewn in as reinforcement, since the first 64 inches of the canopy is a
high-pressure area.

(5) Each canopy has 30 gores with five sections in each gore. Each gore is numbered
1 through 30, and each section is sewn diagonally to prevent rips and holes from
spreading throughout the canopy.

(6) The 30 radial seams are 9/16 inch wide and 17 feet 2 7/32 inches long, measured
from the upper lateral band to the lower lateral band.

(7) The T-U shaped configuration has 11 gores removed (25 to 5) from the rear
(100.4 square feet of canopy), which enables the canopy to turn 360 degrees in 8.8
seconds and gives a forward thrust of 8 knots (9.5 mph), or 14 feet per second.

(8) Two 28-foot-long control lines are attached to a control bridle that in turn is
attached to radial seams 5 and 6. They are 6 feet long and attached to seams 25 and 26.
They run down and out to the front of the rear set of risers and through the control line
channel and control line guide ring. They are attached to a toggle that is a 5/8-inch
diameter hardwood dowel.

(9) The lower lateral band is a 1-inch nylon tape with a tensile strength of 525
pounds.

(10) The 15 pocket bands ensure positive opening of the canopy.

(11) The 30 V-tabs are 9/16 inch wide and are sewn over the suspension lines to the
lower lateral band for reinforcement.

(12) The 30 suspension lines are Type II nylon with a tensile strength of 375 pounds.
They are 25 feet 6 inches long when measured from the lower lateral band to the L-bar
connector link.

2-8

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

c. MC1-1C Parachute Design Characteristics. The MC1-1C canopy has the same
basic design as the MC1-1B with the following exceptions:

(1) It has an estimated 7.7-second turn rate.

(2) It is made of nonporous (NOPO) material (0-3 CFM).

(3) The vent cap is removed.

(4) The suspension lines are shortened to 22 feet.

(5) The H-TC modification is a 60-square-foot opening.

d. T-10-Series Parachute Design Characteristics. The T-10-series parachute is
designed with the following characteristics:

(1) The bridle loop is 3 inches in diameter and made of Type VIII cotton or nylon
with a tensile strength of 3,600 pounds.

(2) The 15 apex vent lines are 19 inches long and made of Type II nylon cord with a
tensile strength of 375 pounds.

(3) The two apex centering loops are 9 inches long and made of Type II nylon cord
with a tensile strength of 375 pounds.

(4) The apex vent is 20 inches in diameter and expands to 22 inches in diameter when
the canopy is inflated.

(5) The upper lateral band is 1-inch tubular nylon with a tensile strength of 4,000
pounds.

(6) The 30 gores have five sections each.

(7) The 30 radial seams are 9/16 inch wide and 17 feet 2 7/32 inches long.

(8) The lower lateral band is made of 1-inch nylon tape with a tensile strength of 525
pounds.

(9) The 15 pocket bands have been lengthened to 7 1/2 inches to provide a more
positive opening and a 4.37 foot (overall) increase in the canopy to reduce descent to
about 15 feet per second.

(10) The 30 V-tabs are 9/16 inch wide.

(11) The 30 suspension lines are 25 feet 6 inches long.

2-7. MODIFIED IMPROVED RESERVE PARACHUTE SYSTEM

The MIRPS (used with the T-10- and MC1-series) is an emergency-type parachute
designed to be activated by the parachutist if the main parachute malfunctions. It is
chest-mounted, manually operated, and loaf-shaped when packed. It weighs between 13
and 13.5 pounds, has a combined shelf life and service life not to exceed 16.5 years, and
is 24 feet in diameter. It is repacked every 365 days. The MIRPS consists of six major
components: pilot parachute, bridle line with weight and apex weight, ejector spring,
canopy assembly, pack assembly, and rip cord assembly.

a. Pilot Parachute Assembly. The pilot parachute assists in deployment of the
parachute canopy by serving as an air anchor. It is a five-foot, flat, circular parachute
with bridle line and is constructed from zero-porosity nylon parachute cloth and
marquisette netting. The netting is reinforced with six radial tapes that form the bridle
attachment loop. A centerline is attached to the parachute cloth to speed pilot chute
inflation and also forms part of the bridle attachment loop. The pilot chute does not have
suspension lines. It resembles a large ball.

b. Bridle Line Assembly. The bridle line assembly is 13 feet long and is constructed
from two-inch-wide polyester webbing with a four-inch loop at each end. One end of the

2-9

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

bridle line is fitted with an apex sock that aids in pressurizing the reserve main canopy
during low-speed deployments. Adjacent to the apex sock, the bridle line is fitted with
two curved metal pins that are used to secure the canopy staging flaps located in the pack
assembly. The other end of the bridle line is fitted with a five-ounce deployment weight.
The deployment weight provides the necessary mass to cause positive launch of the pilot
chute once the ejector spring reaches full extension.

c. Deployment Assistance Device. The ejector spring is a 30-inch-long helical
spring encased in marquisette netting and fitted with an end cap at each end. On one end
cap, two grommet tabs are attached. These are used only during packing to keep the
spring compressed. Before the final closing of the pack, the spring compression aid is
removed, and the grommet tabs are no longer used.

d. Canopy Assembly. The canopy assembly is a 24-foot, flat, circular parachute
constructed of 1.1-ounce olive drab ripstop nylon parachute cloth. Depending on the
jumper’s total weight, its rate of descent varies from 15 to 22 feet per second. It is
described as follows:

(1) An apex vent, 20 inches in diameter.

(2) Twelve suspension lines, 57 feet 6 inches long (measured from connector snap to
connector snap), made of Type III nylon cord with a tensile strength of 550 pounds. On
this parachute, the suspension lines serve three purposes:

e From the connector snaps that double as connector links, the lines are 20-foot
suspension lines.

e Where the suspension lines go through the radial seams of the canopy, they
become canopy lines.

e Across the apex vent, the canopy lines become apex vent lines until they again
go into the upper radial seam; there they again become canopy lines.

(3) An upper lateral band of 1-inch tubular nylon with a tensile strength of 4,000
pounds.

(4) A lower lateral band of 1-inch nylon tape with a tensile strength of 525 pounds.

(5) Twenty-four gores with four sections in each gore.

(6) A 9/16-inch nylon V-tab reinforcement sewn into the lower lateral band of the
parachute and wrapped around each suspension line.

(7) Twenty-four pocket bands.

e. Pack Tray. The MIRPS and the T-10 troop chest reserve use different pack trays
that are almost identical on the outside (Figure 2-7 and Figure 2-8, page 2-12). Thus, an
identifying yellow binding tape on the rip cord protector flap distinguishes the MIRPS.
The major parts of the pack tray used for the MIRPS are the main panel and two end
panels. The main panel forms a top and bottom flap, and the end panels form a right end
flap and a left end flap. A rectangular metal pack frame is enclosed in a pocket formed in
the bottom. The pack has two holes with lift-the-dot strap fasteners for attaching the
MIRPS to the primary parachute harness using the connector snaps. A suspension-line
free-bag deployment pouch is located on the inside of the container on the pack bottom.
Canopy staging flaps are attached to the inside of the top and bottom flaps; these provide
canopy retention.

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

1. END PANELS 9. BOTTOM PANEL

2. RIP CORD GRIP 10. RIP CORD ASSEMBLY
3. RIP CORD GRIP STOW POCKET 11. EYELET

4. TOP CARRYING HANDLE 12. CABLE

5. LEFT CARRYING HANDLE 13. STEEL SWAGED BALL
6. PACK OPENING SPRING BAND 14. PACK FASTENER

7. RIP CORD PROTECTOR FLAP 15. HOOK TAPE

8. TOP PANEL 16. LOCKING PIN

17. PILE TAPE
18. GROMMET
19. CONE
20. HOOK
21. LOG RECORD BOOK STOW POCKE
22. BLUE TAPE MIRPS DESIGNATOR
23. YELLOW BINDING TAPE
(MIRPS ONLY)
24. YELLOW TAPE WELD TEST
DESIGNATOR

Figure 2-7. MIRPS/T-10 reserve parachute pack tray
and nomenclature (front).

2-11

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

1. WAISTBAND RETAINER 4. TOP CARRYING HANDLE MIRPS MODIFICATION ITEMS
2. CONNECTOR SNAP 5. SAFETY WIRE AND LANYARD 7. CONNECTOR SNAP TIE
3. THREAD TACKING MATERIAL (T-10) 6. LEFT CARRYING HANDLE 8. GROMMET (MIRPS ONLY)

Figure 2-8. MIRPS/T-10 reserve parachute pack tray
and nomenclature (back).

f. Rip Cord Assembly. The rip cord assembly is used to activate the reserve
parachute and requires about 27 pounds of pull pressure. It is composed of a
cloverleaf-shaped, stainless steel rip cord grip attached to a 7.25-inch-long flexible steel
cable by means of a steel swaged ball. The cable has two permanently fastened locking
pins (1 1/4 inches long) that are inserted into holes in the pack tray bottom panel cones;
they keep the reserve pack tray closed until activation.

2-8. T-10 TROOP CHEST RESERVE PARACHUTE

The T-10 reserve parachute (used with T-10- and MC1-series) is chest-mounted,
manually operated, and loaf-shaped when packed. It weighs about 12 pounds, has a
combined shelf life and service life not to exceed 16.5 years, and is 24 feet in diameter. It
is repacked every 365 days. It is an emergency-type parachute designed to be activated
by the parachutist if the main parachute malfunctions. The T-10 reserve parachute
consists of four major components: spring-activated pilot parachute assembly, canopy
assembly, pack tray assembly, and rip cord assembly. The rip cord grip must be marked
with a blue and yellow piece of tape. Blue signifies that it is for the MIRPS and yellow
shows that it has been weld tested.

a. Pilot Parachute Assembly. The pilot parachute acts as an air anchor to assist the
canopy in deploying quickly. It is spring-activated, made of 1.1-ounce ripstop nylon
parachute cloth, and is 40 inches in diameter. It is described as follows:

(1) Octagon-shaped, with reinforcements sewn to the inside of the canopy.

(2) Four pockets sewn on the inside of the canopy to stow the spring framework.

(3) Eight suspension lines of Type I nylon cord. Each pair of suspension lines is
formed by one continuous line that runs through the canopy and is stitched together at the
lowest point to form the connector loop. The connector loop is used to attach the pilot

2-12

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

parachute to the apex of the reserve by means of a bridle line that is 15 inches long and
made of Type III nylon cord with a tensile strength of 550 pounds.

b. Canopy Assembly. The canopy assembly in the T-10 reserve is the same canopy
used for the MIRPS.

NOTE: Inside the pack tray is a 10-inch spreader bar. If one reserve connector snap
becomes disconnected from one of the harness D-rings, the spreader bar keeps
that connector snap attached to the parachute harness. This arrangement
enables the reserve to function if a malfunction occurs.

c. Pack Tray. The pack tray is made of 12.29-ounce nylon or 7.25-ounce nylon on a
rigid frame (Figures 2-7 and 2-8). It contains the parachute until activation. The pack tray
is described as follows:

(1) Carrying handles (top and left).

(2) A safety wire and lanyard.

(3) Four panels (right end panel, left end panel, top panel, and bottom panel) with
attached eyelets.

(4) Three pack opening spring bands with six running ends connected to six hooks.

(5) A rip cord grip stow pocket sewn to the right-end panel.

(6) A rip cord protector flap sewn to the bottom panel, with log record stow pocket on
the inside of the rip cord protector flap.

(7) Pack fasteners sewn to the left- and right-end panels.

(8) Grommets and cones that keep the pack closed by inserting the locking pins of the
rip cord assembly through the cones. (Grommets are on the top panel and cones are on
the bottom panel.)

(9) Two connector snaps to attach the reserve to the D-rings.

(10) Two nylon waistband retainers through which the waistband is routed. The
waistband retainers consist of a single piece of material sewn into the pack tray, which
forms the reserve top carrying handle.

d. Rip Cord Assembly. The rip cord assembly for the T-10 reserve is the same as
for the MIRPS with one exception. The length of the cable is .25 inch shorter (7 inches
rather than 7.25).

2-9. BA-18 BACK AUTOMATIC PARACHUTE

The USAF emergency parachute BA-18, back automatic parachute, is used by non-
jumping jumpmasters and safety personnel onboard USAF aircraft. This USAF parachute
has a repack cycle of 180 days and must pass a routine inspection at the home unit every
30 days. Once the parachute is activated, it must be destroyed. The BA-18 is equipped
with either an FLB-Model 7000 or FLB-Model 11000 automatic release system (ARS).
The owning USAF unit’s life support department sets the time delay release (from 1 to 13
seconds) and then attaches a small white tag on the back of the BA-18 to indicate what
delay time has been set (3 seconds, 4 seconds, 5 seconds, and so on). To employ the
BA-18, the jumper either pulls the red arming cable knob to activate the time delay
feature or overrides the ARS by pulling the T-shaped blast handle. Personnel scheduled
to wear the BA-18 must inspect it before each use. If they note any discrepancies during
the inspection, they must not use the parachute.

2-13

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

a. BA-18 Inspection Criteria. The inspection procedures are simple, and their
sequence is not important. However, the parachute must be inspected before each
donning.

(1) Check the canopy release assemblies in the same manner as on the T-10-series or
MC1-series main parachutes.

(2) Ensure that no straps (chest, leg, and horizontal back strap) are cut or frayed.

(3) Ensure all three ejector snaps are serviceable.

(4) Between the parachute harness assembly and the pack tray, a pad is held with four
pull-the-dot fasteners (one at each corner). Open the pull-the-dot fasteners, expose the
long zipper that is behind the pad, and unzip the zipper. Ensure that the locking pins are
not bent and are routed through the white nylon cord loops, and that the cable is free of
rust or other corrosion. Re-secure the zipper and pad once the inspection has been
completed.

(5) Inspect the risers and ensure they are not cut or frayed and are secured to the
canopy release assemblies.

(6) Make an overall inspection on the outside of the pack tray to ensure that the pack
tray is free of rips, tears, oil, grease, dirt, or water and that no canopy or suspension lines
protrude from the pack tray.

(7) Open the slide fastener on the back of the pack tray. Ensure that the spring has
both hooks (one at each end) routed through the white nylon cord loops; then secure the
slide fastener.

(8) Ensure the rip cord is properly stowed and free of rust or other corrosion.

(9) Ensure the red time delay arming cable knob is properly stowed.

(10) If the parachute is equipped with a personnel lowering device, inspect it to ensure
that the associated hardware is secure inside the stow pocket. Inspect the lowering line
from where it exits the stow pocket to the point it disappears into the pack tray.

b. Planned and Unplanned Exits.

(1) Above 14,000 Feet.

(a) Once the last jumper has exited the aircraft, pull the red automatic release arming
knob to arm the ARS, and exit the aircraft.

(b) When you reach an altitude of 14,000 feet, the canopy will open. However, at
anytime during descent, you can activate the rip cord and override the ARS.

(2) Below 14,000 Feet.

(a) If the parachute is equipped with an ARS set for a delay of 4 seconds or more,
pull the automatic release arming knob and exit the aircraft.

(b) If the parachute is equipped with an ARS set for less than 4 seconds, exit the
aircraft, assume the correct body position, and pull the automatic release arming knob. To
assume the correct body position, place your chin on your chest, your elbows into your
sides, your feet and knees together, and visually locate and place your hand(s) on the rip
cord. Allow sufficient time (one second, minimum) to clear the aircraft, then pull the
rip cord.

NOTE: When bailing out of an aircraft at extremely low levels, the most important
factor is to pull the rip cord as soon as you clear the aircraft, regardless of
your body position.

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

c. Proper Method to Pull the Rip Cord.

(1) The automatic release may be overridden by pulling the rip cord. Grasp the “T”
handle with your right hand and guide or assist it with your left hand. Pull the rip cord
down toward your feet and away from your body hard and fast. Pull it to arm’s length and
then bring your arms back close to your body immediately. Ensure the rip cord clears
the housing.

(2) After exiting the aircraft, complete the normal remaining four points of
performance—check canopy and gain canopy control, keep a sharp lookout during your
entire descent, prepare to land, and land (see Chapter 3). To avoid obstacles and other
jumpers in the air, or maneuver the canopy, pull a vigorous two-riser slip in the desired
direction of travel. To execute a two-riser slip with this canopy, reach up high onto the
risers to the elbow-locked position, grasp a set of risers in the direction of the desired
movement, and pull them down to your chest.

d. Personnel Lowering Device (PLD). If you become hung in wires, trees, or rough
terrain and the parachute is equipped with a PLD, use it to climb down to safety.

(1) Visually check to see that you are securely hung in the obstacle.

(2) Take the hardware out of the stow pocket. Grasp the braking device and snap it
into the top portion of the V-ring of the chest strap with the hook side facing your
midsection.

(3) Pass the snap hook at the end of the tape through the “V” of both risers.

(4) Attach the snap hook to the O-ring (which should be in front of your face).

(5) Grasp the tape with your left hand and disconnect the right canopy release
assembly with the right hand. Exchange hands on the tape, with your left hand
disconnecting the left canopy release assembly.

(6) Lower yourself to the ground by feeding the tape through the braking device.

(7) To stop the descent, pull the tape up vertically with your right hand.

2-10. CARE OF THE PARACHUTE BEFORE JUMPING

Troop parachute assemblies and reserves may be issued in kit bags to aid handling and to
prevent damage or unintentional opening. Until removed for fitting by parachutists,
parachutes and reserves should remain in the kit bags and protected from moisture during
storage to prevent mildew. (Kit bags are not waterproof and do not provide adequate
protection from wet weather or damp ground.) Parachutes must be stored in weatherproof
areas such as adequate storage buildings, trucks, tents, or transport aircraft.

2-11. CARE OF THE PARACHUTE AFTER JUMPING
The parachute is recovered and properly cared for to minimize damage. Upon landing,
parachutists activate the canopy release assembly (while lying on their backs to observe
other landing parachutists), take off the harness, and place the parachute in the kit bag
using either the tactical recovery method or by executing a series of figure-eight folds
with the arms (Figure 2-9, page 2-16). The specific actions are as follows:

a. Remove all air items. Place harness in the aviator kit bag with the smooth side up,
leaving the waistband out. Place released riser underneath the harness.

b. Move to the apex of the canopy, grasp the bridle loop, elongate the parachute into
the wind to straighten the canopy and suspension lines, and remove all foreign objects
and debris from suspension lines and canopy.

2-15

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

c. Fold the canopy and suspension lines into a series of figure eights, using both
arms. Do not twist the canopy unnecessarily because friction can cause the nylon to fuse.

d. Lay the canopy on the top of the harness and, before closing the bag fasteners,
ensure the bridle loop is on top of the canopy and the waistband is routed through the
bridle loop. Close bag fasteners; do not zip the bag because the canopy may become
entangled in the zipper and damaged. Attach a reserve connector snap to each kit bag
handle. Carry the equipment so the reserve parachute is to the (parachutist’s) front and
the kit bag to the rear. (Reverse the carry when jumping with combat equipment.)

NOTE: If it is necessary to activate both canopy release assemblies upon landing, then
fold the canopy in figure eights by itself and place it in the kit bag on top of
the harness.

Figure 2-9. Stowing the parachute.

2-12. SHAKEOUT PROCEDURES
The parachute is suspended from a rope passed over a pulley suspended from a ceiling
(or from pole’s) high enough to allow the canopy to clear the surface area.

a. Main Canopy. A two-man shakeout team is recommended. Number 1 holds the
bridle loop, while number 2 fastens the rope to the loop. Number 2 pulls the rope until the
skirt is about 1 foot above number 1’s head. They accomplish the rest of the shakeout by
taking the following steps:

STEP 1: The team leaves the bulk of the suspension lines and the parachute
harness in the kit bag. Number 2 grasps the rope attached to the suspended canopy
while number 1 shakes the parachute.

2-16

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

STEP 2: Number 1 grasps two adjacent suspension lines at the lower lateral band,
one in each hand, and vigorously shakes the gore, making certain no grass, twigs,
insects, or other foreign matter are left on the fabric or tangled in the anti-
inversion net.

STEP 3: Number 1 then transfers both suspension lines to his left hand, grasps the
suspension lines of the next gore with his right hand and continues as in step 2,
working counterclockwise, until each gore has been shaken and all suspension
lines are in his left hand. He must pay particular attention to the anti-inversion net
to ensure no foreign material remains. Debris left in the net can result in a total
malfunction.

STEP 4: Number 2 begins to slowly pull the canopy up, elongating the suspension
lines. Number 1 shakes the suspension lines and dusts them by hand and then
turns the kit bag inside out and cleans it thoroughly to ensure no debris is in the
bag.

STEP 5: Number 1 puts the harness in the bag.

STEP 6: Number 2 then slowly lowers the parachute while number 1 coils the
suspension lines on top of the harness and places the canopy inside the bag.

b. Reserve Parachute. The shakeout procedure for the reserve parachute (if used) is
the same as that for the main canopy. Do the shakeout as soon after jumping as
practicable.

c. Wet Parachute Procedures. Parachutes used in wet weather or exposed to
moisture will be hung to dry within 24 hours of the jump. Once dry, shakeout procedures
will then occur.

Section Il. DONNING THE PARACHUTES
Using the buddy system to properly don and adjust the troop parachute harness provides
an additional safety check, prevents delays during JM inspection, and provides minimum
discomfort to the parachutist while aboard the aircraft or when receiving the opening
shock of the parachute. The buddy system method provides the best combination of speed
and accuracy for parachutists to adjust and check each other’s parachutes.

2-13. TROOP PARACHUTE HARNESS
Each parachutist first checks the parachute assembly for visible defects.
STEP 1: The parachutist lays the assembly out with the pack tray face down.
Then he—
(1) Activates the waistband quick-release and pulls up each of the activating
levers on the ejector snaps, releasing the leg straps and the chest strap.
(2) Checks for appropriate size and, if necessary—

e Lifts the pull-the-dot fasteners on the diagonal back-strap retainer and
frees the diagonal back straps from the sizing channel (using fingers only;
do not use tools).

e Sizes the parachute to one of the six sizing channels (S, 1, 2, 3, 4, and L).

e Rechannels the diagonal back strap retainer and fastens the pull-the-dot
fastener.

2-17

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

e Lets out about half of the slack in the horizontal back strap, leg straps, and
chest strap; straightens the leg straps and chest strap; and folds the kit bag,
leaving the outermost carrying handle extended.

STEP 2: The parachutist (number 1) bends slightly forward at the waist to don the
parachute. A second parachutist (number 2) holds the parachute assembly by the main
lift web under the canopy release assemblies and places it on the back of number 1.
STEP 3: Number 1 remains bent forward at the waist; number 2 pushes the pack tray
high on number 1’s back and pulls the saddle well down over the buttocks. As the
adjustment is being made, number 1 fastens the chest strap and ensures that the
activating lever is closed over the ball detent.

STEP 4: Number 2 calls out “Left leg strap,” grasps the leg strap by the quick-fit
V-ring with one hand, and with his other hand starts from the saddle (with thumb and
index finger) and feels the length of the leg strap, removing any twists and turns, and
hands the left leg strap to the jumper. Number 1 inserts the left leg strap through (over
the bottom and under the top) the kit bag carrying handle and snaps the quick-fit
V-ring into the left ejector snap. The right leg strap is passed over the other end of the
kit bag (securing it in place), and the quick-fit V-ring is snapped into the right ejector
snap. The parachutist ensures that both the left and right activating levers are closed
over the ball detents.

STEP 5: Number 1 stands erect and checks to ensure the canopy release assemblies
are in the pockets of the shoulders.

STEP 6: Number 2 locates the free-running ends of the horizontal back strap and
tightens the harness until number 1 indicates it fits snugly and comfortably. The
horizontal back strap is the main point of adjustment for the harness. After final
adjustment, number 1 should be able to stand fully erect without straining
(Figure 2-10).

Figure 2-10. Troop parachute harness fitted.

2-18

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

STEP 7: Number 1 and number 2 then change positions and repeat steps 1 through 6.
When both parachutists have donned their parachute harnesses, they face each other
and make a visual inspection. They correct any discrepancies before securing the
reserve parachute.

All excess webbing is stowed in webbing retainers.

2-14. MIRPS/T-10 RESERVE PARACHUTE

The parachutist attaches the reserve parachute by cradling the parachute in his left arm

with the connector snaps up and the rip cord grip in the palm of the left hand.
STEP 1: Using the right hand, start at the pack tray and run out the waistband
between the thumb and index finger to remove any twists or turns.
STEP 2: Thread the waistband through the two reserve waistband retainers and fasten
the right connector snap to the right D-ring. Insert the safety wire in the right
connector snap and then bend the wire down to safety it. Then connect the left
connector snap to the left D-ring.
STEP 3: Parachutists help each other in securing the waistband and forming the
quick-release. They ensure that all slack is pulled out of the waistband, and the slack
in the quick-release loop is about the width of two to three fingers.

NOTE: During the initial periods of airborne training, students receive thorough
training in the nomenclature, fitting, and wearing of the parachute assemblies.
Demonstration, followed by student participation, is the key to the success of
this instruction. Instructors constantly check to ensure students know the
proper nomenclature as well as the proper methods of wearing and fitting the
parachutes.

Section Ill. PROTECTIVE HEADGEAR
The ballistic helmet or the advanced combat helmet (ACH) is used during airborne
operations. The helmets must be fitted properly to ensure they stay on the parachutist’s
head during deployment of the parachute and during the parachute landing fall.

2-15. BALLISTIC HELMET DESCRIPTION
The ballistic helmet is a laminated, one-piece helmet. It has a low profile, a close fit, and
a low center of gravity. The helmet is available in four sizes: extra small, small, medium,
and large. It weighs from 2 pounds 8 ounces (extra small) to 3 pounds 4 ounces (large).

a. Parachutist Helmet Modifications. The ballistic helmet is modified for airborne
operations by adding a parachutist retention strap and a foam impact pad (Figure 2-11,
page 2-20). These items provide maximum safety and stability.

NOTE: Be sure the hook-pile tape on the ends of the parachutist retention strap faces
the rear of the helmet.

2-19

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

FOAM IMPACT PAD

PARACHUTIST
RETENTION STRAP
(HOOK-PILE TAPE TO REAR)

Figure 2-11. Ballistic helmet with retention strap and foam impact pad.

b. Camouflage Cover. A camouflage cover (Figure 2-12) is secured to the helmet
by placing the cover over the helmet and threading both sides of the unfastened chin strap
through the corresponding slits in the cover. The two rear attachment tabs of the cover are
tucked between the cover and the helmet. The two ends of the parachutist retention strap
are threaded through the corresponding slits in the rear of the cover. The four remaining
attachment tabs are fastened around the nylon webbing of the suspension band with
drawstring and adjustable tab.

1. FOAM IMPACT PAD

2. PARACHUTIST RETENTION STRAP

3. LONG CONTINUOUS PORTION CHIN STRAP
4. PULL-THE-DOT FASTENER WITH TAB

5. ADJUSTING BUCKLE

6. SHORT SEWN PORTION CHIN STRAP

7. PASGT HELMET WITH CAMOUFLAGE COVER

hie

Figure 2-12. Ballistic helmet and nomenclature.

2-20

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

Donning the Ballistic Helmet. The ballistic helmet is placed on the head to make

any comfort adjustments. The chinstrap is fastened and the chin cup is adjusted to fit
snugly. Then, each end of the parachutist retention strap is placed alongside the face and
wrapped around the chinstrap, and its free-running end (below the adjusting buckle) is
pulled tight and fastened to itself with the hook-pile tape attachment.

2-16. ADVANCED COMBAT HELMET DESCRIPTION

The ACH is a modular helmet system that provides ballistic, fragmentation, and impact
protection (Figure 2-13). This system is compatible with the current night vision devices
(NVGs), communications packages, and chemical defense (NBC) equipment. The ACH
is intended to replace standard government and commercial helmet systems currently

in use.

The helmet system provides 9-mm and fragmentation protection within a
spectrum of environments (cold [-40 degrees Fahrenheit]; hot [140 degrees
Fahrenheit]; salt water; fresh water; petroleum, oils, and lubricants [POL]; and
so on).

The ACH allows maximum sensory awareness for the operator. which
includes an unobstructed field of view and increased ambient hearing
capabilities.

The helmet’s retention/suspension system provides unsurpassed balance,
stability, and comfort. This unique system provides for proper size, fit, and
ventilation.

The pad suspension system provides superior impact protection throughout all
operational requirements.

Figure 2-13. Advanced combat helmet.

2-21

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

a. Helmet Assembly. The ACH has a unique, fully adjustable pad suspension
system. All seven pads are worn with the helmet (Figure 2-14).

1 TRAPEZOIDAL PAD

2 OVALIOBLONG
SIDE PADS

2 OVALIOBLONG 1 CIRCULAR

SIDE PADS CROWN PAD

1 TRAPEZOIDAL PAD
(FRONT)

HELMET FRONT

Figure 2-14. ACH pads.

(1) The placement of the oblong side pads must cover the four bolt ends in the four
internal buckles in the helmet shell.

(2) The crown pad may be replaced by two oblong/oval pads. The direction of the
side oblong/oval pads may be changed to maximize comfort: they may be routed
vertically from bolt to crown, which maximizes airflow for better temperature regulation;
or, they may be routed horizontally to make a seal around the user’s head, which is better
for cold weather environments.

NOTES: 1. If hot spots or discomfort are experienced, try rearranging the pad system
to accommodate a more comfortable fit. If discomfort persists, try resizing
the shell.

2. See the sizing and fitting troubleshooting guidelines (paragraph c, page
2-26) for problems with fit, such as tightness or looseness, or if the helmet
profile is too high or too low.

3. When trying on the helmet for the first time in a cold environment, wear
the helmet for a few minutes to allow the pads to warm up and conform to
the shape of your head.

2-22

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

WARNING
Helmet must be worn with crown pad or two

properly placed oblong/oval pads (size 6 or 8) to
meet the impact protection requirement.

b. Fitting. Adjust the chinstrap to optimize fit and comfort.
(1) Step 1. Before donning the helmet, loosen all adjustment straps (two in front, two
in back, one on nape of neck) (Figure 2-15).

Figure 2-15. ACH adjustable straps.

(2) Step 2. Position the helmet on the head and hold in place with one hand on top of
the helmet for initial adjustment (Figure 2-16, page 2-24).

2-23

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

Figure 2-16. ACH held in place for initial adjustment.

(3) Step 3. Partially tighten the two back adjustment straps (one side at a time)
(Figure 2-17).

Figure 2-17. Partially tighten two back straps.

2-24

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

(4) Step 4. Partially tighten the two front adjustment straps (one side at a time)
(Figure 2-18).

Figure 2-18. Partially tighten two front straps.
NOTE: If any one strap is pulled too tightly during steps 3 and 4, the helmet may

become uncomfortable and tilted on the head.

(5) Step 5. With both hands, fully tighten the front and back adjustment straps
(Figure 2-19).

Figure 2-19. Fully tighten front and back straps.

2-25

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

(6) Step 6. Position the nape pad up and down according to personal comfort
(Figure 2-20).

Figure 2-20. Position nape pad.

c. Sizing and Fitting Troubleshooting Guidelines. Use the following guidelines to
solve the problems discussed herein.
(1) ACH Too Tight. If the ACH feels too tight—

e Try arranging the side pads in a vertical configuration.

e Try removing the back pad and rearranging the side pads.

e Try to create space in the area that feels tight.

e Try the next smallest pad size if rearranging the pads does not alleviate the
tightness.

(2) ACH Too Loose. If the ACH feels too loose (Figure 2-21)—

e Try a larger sized pad set or increase the current number of pads in use.

e If wearing a size 8 pad set and a size large shell, downsize to a size medium
shell. If the helmet is still too loose, increase the number of pads.

2-26

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

Figure 2-21. ACH too loose.

(3) ACH Too High. If the crown pad does not touch the top of the head or the
forehead is too exposed (Figure 2-22)—
Try a smaller sized pad set.
Try a larger shell size if smaller pads do not work.

Figure 2-22. ACH sits too high.

2-27

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

(4) ACH Too Low. If the ACH sits too low on the brow, is not compatible with
eyewear, or other compatibility issues exist (Figure 2-23)—

e Try larger suspension pads.
e Try a smaller ballistic helmet shell if the larger pads do not solve the problem.

Figure 2-23. ACH sits too low.

Section IV. PARACHUTIST ANKLE BRACE
The parachutist ankle brace (PAB) stabilizes the jumper’s ankle during PLFs and reduces
the potential for ankle injury. The PAB, which is worn outside the combat boot, consists
of sidewalls that extend vertically to encircle the ankle and the lower leg. The side and
back portions are connected by a U-shaped support that fits over the boot heel. The
support has a hook-pile strap system that attaches the brace to the leg and boot. The PAB
is lined with a three-section aircell to cushion the lower leg.

NOTE: The PAB is not a required item of equipment.

2-17. OBTAINING THE PARACHUTIST ANKLE BRACE

The unit orders the PAB or the heel strap replacement kit directly from AIRCAST,
P.O. Box 709, Summit, NJ 07902-0709, commercial 1-800-526-8785. All sizes are based
on men’s shoe sizes. The size codes for ordering are small, less than men’s size 8, 02G
(NSN 8465-01-416-6217); medium, men’s sizes 8 through 11, 02H (NSN 8465-01-417-
4002); or large, larger than men’s size 11, 02I (NSN 8465-01-416-6218). European sizes
are small, less than 42; medium, 42 through 45; and large, larger than 45. The cost is
about $60 per pair.

2-28

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

NOTE: The PAB must be worn with standard-heeled boots. When worn with boots
with flat or rippled soles, the PAB tends to slip and does not provide the
proper support for the jumper’s ankles.

2-18. INSPECTING THE PARACHUTIST ANKLE BRACE
Both jumpmaster and parachutist inspect the parachute ankle brace for serviceability as
follows:

a. Inspection. Parachute ankle braces are inspected by examining the PAB cushion,
the upper and lower leg straps, and the heel strap.

(1) If the leg cushion is missing, the PAB is unserviceable. If the cushion is torn, the
jumpmaster decides whether the PAB is serviceable.

(2) If the hook portion of the hook-pile tape is missing from the leg straps, the PAB is
unserviceable and must be replaced.

(3) If the heel strap is unserviceable, it can be replaced by following the
instructions below.

b. Heel Strap Replacement. If the PAB is unserviceable because of a worn or torn
heel strap, the heel strap is replaced as follows:

(1) Use a flat-blade screwdriver to remove the screw that secures the heel strap to the
brace. Save the screw from the folded tab on the heel strap.

(2) Unthread and remove the heel strap from the buckle on the opposite side of
the brace.

(3) Fasten the hook-pile tab to the brace.

NOTE: Ensure the new heel strap size corresponds to the brace size (small, medium,
or large).

(4) Flip the brace over so the heel strap buckle is facing up. Thread the heel strap
through the buckle top slot and pull through the slack. Loop the strap through the bottom
slot and pull until snug.

(5) Flip the brace back over, remove the hook-pile tab to expose the screw hole, fold
the strap end over, line up the screw holes, insert the screw through the strap, and refasten
the screw to the brace.

2-19. DONNING THE PARACHUTIST ANKLE BRACE

To reduce the potential for jumper ankle injury, the parachutist ankle brace must be
adjusted to fit snugly around the foot, ankle, and lower leg. The PAB is adjusted to the
jumper’s foot as follows:

a. Loosen the two leg straps and the heel strap, step into the PAB with the heel strap
under the boot’s instep (the area in front of the boot heel), and tighten the heel strap and
then the two leg straps. The bottom of the shell should align with the top of the sole.

b. Fasten the leg straps using only the outer portion of the leg strap buckle. If both
inner and outer portions of the buckle are used, the PAB could be difficult to remove in a
tactical situation.

NOTE: The PAB is designed so the jumper can run short distances while wearing the
PAB if necessary due to the tactical situation.

2-29

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

2-20. DOFFING THE PARACHUTIST ANKLE BRACE

The parachutist ankle brace is removed by loosening the leg straps and pulling the PAB
off the leg and foot. The PAB is an air item and must be retained by the jumper for use
during subsequent jumps.

2-30

FM 3-21.220(FM 57-220)/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

CHAPTER 3

FIVE POINTS OF PERFORMANCE

The five points of performance are specific actions the parachutist
performs between the time of exit from the aircraft and the recovery after
landing. These points of performance are individual actions and are
essential on every parachute jump. Failure to perform any one point
correctly could result in a jump injury. They are stressed during jumper
training, and each point is taught using one or more of the training
apparatuses.

3-1. FIRST POINT OF PERFORMANCE:
PROPER EXIT, CHECK BODY POSITION AND COUNT

A proper exit, body position, and count are essential to lessen the possibility of a
parachute malfunction/bodily injury during the deployment and inflation of the
parachute. The duration of the 4000-count corresponds to the approximate time it takes
the main parachute to fully deploy when used by a jumper exiting an aircraft flying 130
knots per hour. The following must be trained reflex actions as the parachutist exits the
aircraft:

a. The parachutist starts the 4000-count at ONE THOUSAND and snaps his feet and
legs together, locking his knees and pointing his boot toes toward the ground. He lowers
his head and places his chin firmly against his chest.

b. At the same time, he rotates his elbows firmly into his sides (with the palms of his
hands on the ends of the reserve parachute, fingers spread, and right hand over the rip
cord grip), and he bends his body forward at the waist to look over the reserve and to see
his boot toes while he continues to count, TWO THOUSAND, THREE THOUSAND,
FOUR THOUSAND, at normal cadence. (He keeps his eyes open to react to situations
around him.)

WARNING
If no opening shock is felt by the parachutist at the end of the

4000-count, he must activate the reserve parachute as for a
total malfunction.

3-2. SECOND POINT OF PERFORMANCE:
CHECK CANOPY AND GAIN CANOPY CONTROL

When he finishes the 4000-count, the parachutist feels the parachute open, checks the
canopy for malfunction/damage, and controls the parachute.

a. T-10-Series. He grasps the risers (thumbs up), spreads the risers apart, and throws
his head back to inspect the entire canopy.

b. MC1-Series. He throws his head back to inspect the entire canopy and at the
same time grasps the control line toggles, with his elbows well back, for immediate
canopy control.

3-1

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

c. Twists. The main parachute may have twisted suspension lines, risers, or both.
This condition may be caused by a single action or a combination of actions. The most
common causes include the following:

e The deployment bag spinning before the canopy deploys.
e The canopy spinning when it comes out of the deployment bag and before
it inflates.
e The parachutist tumbling or spinning (caused by improper exit and body
position) during his descent.
If the suspension lines are twisted and the parachutist cannot raise his head enough to
check the canopy properly, he compares his rate of descent with that of nearby
parachutists.

(1) Rate of descent same as others around him. If his descent is the same as other
jumpers around him, the parachutist untwists his suspension lines by reaching behind his
neck, grasping each pair of risers (thumbs down, knuckles to the rear), and exerting an
outward pull on each pair. He kicks his legs in a bicycle motion, continues to pull
outward on the risers, and kicks until the twists are out of the suspension lines. When the
twists are out of the lines, he checks the canopy and gains canopy control.

(2) Partial malfunction and rate of descent too fast. If the parachutist’s main canopy
has a partial malfunction and his descent is too fast (when compared to nearby
parachutists), he activates the reserve parachute. (If using the T-10 reserve parachute, he
uses the down-and-away method of activation.) See Chapter 6 for more information on
activation of the reserve.

(3) No comparison can be made. When other parachutists are not close enough to
compare rates of descent, he activates the reserve parachute (down-and-away method if
using the T-10).

3-3. THIRD POINT OF PERFORMANCE:

KEEP A SHARP LOOKOUT DURING THE ENTIRE DESCENT
The ability to hit a specific landing spot and to avoid other parachutists during descent is
essential to successful airborne operations.

WARNING
During descent, the parachutist must watch to

avoid collisions and entanglements with other
parachutists and to avoid obstacles on the DZ.
Jumpers stay 25 feet away from other jumpers.

a. T-10-Series Parachute. The degree of maneuverability with a T-10-series
parachute is limited compared to the MC1-series. The jumper maneuvers the T-10-series
parachute using slips.

(1) Use of Slips. The parachutist performs slips to avoid other parachutists, to avoid
obstacles on the ground, and to prepare to land.

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

(2) Types of Slips. The two types of slips are the two-riser and the one-riser. For an
effective slip of either type, the parachutist must ensure his hands are not placed through
or behind the riser(s).

(3) Execution. When slipping, the parachutist looks in the direction that the slip is
being made, makes a sharp initial pull to effectively spill air from the canopy, and
releases the riser(s) slowly to prevent spinning or oscillations.

(a) Two-riser slip. A two-riser slip is made by reaching up to the elbow-locked
position, grasping a pair of risers in the direction of the desired movement, and pulling
them down to your chest.

(b) One-riser slip. A one-riser slip is made by pulling down three full arm lengths of
the one riser nearest the desired direction of movement with a hand-over-hand motion.

b. MC1-Series Parachute. Depending on the wind conditions and his skill, the
parachutist can steer his parachute to a selected point of impact on the DZ to avoid other
parachutists in the air, to avoid obstacles on the ground, or to use a preferred PLF. To
control MC1-series movement, the parachutist must know the principles by which the
canopy operates and the factors that govern its control. The movement of the canopy is
controlled by the action of the wind, the position of the canopy orifice (opening) relative
to wind direction, and the way in which the control lines are manipulated.

WARNING
Due to the canopy’s steerability, parachutists

should stay at least 50 feet apart in the air to
prevent collisions.

(1) Opening Away from Wind. When the orifice is located directly opposite the wind,
the thrust of the orifice will be acting against the wind. This reduces the effect of wind
velocity on the canopy and will retard the lateral movement of the canopy in the direction
of the wind. This technique is called holding.

(2) Opening with the Wind. When the orifice is located directly with the wind, the
thrust of the orifice combines with the thrust of the wind to speed the movement of the
canopy in the direction of the wind. This technique is called running.

(3) Opening at an Angle. When the orifice is at an angle to wind direction, then the
force of the wind from one direction and the thrust of the orifice at the angle moves the
canopy in a direction near to a right angle to the direction of orifice thrust. The direction
of movement varies with wind velocity and the angle at which the orifice is pointed. This
technique is called crabbing.

WARNING

Before attempting any maneuvers, the parachutist
must check around him to prevent collisions with
other parachutists.

3-3

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

(4) Canopy Manipulation. Properly executed MC1-series maneuvers require correct
canopy manipulation to combine the force of the wind and the thrust of the canopy orifice
to move the parachute in a given direction. To maneuver the parachute to a certain point
on the ground or to avoid ground obstacles, the parachutist may have to turn and hold
into the wind, run with the wind, or crab to the left or right while running or holding.

(a) Turning. This is accomplished by pulling down on one control line toggle. The
farther down the toggle is pulled, the faster the turn. Pulling the right toggle causes a right
turn. Pulling the left toggle causes a left turn. Pulling both at the same time reduces
forward speed but increases the rate of descent. This is called braking. To deliberately
lose altitude quickly, the parachutist pulls down on both toggles. This maneuver should
be stopped before he is less than 250 feet above the ground.

(b) Holding into the Wind. Holding into the wind is done by rotating the MC1-series
canopy until the orifice is on the downwind side. Thereafter, the parachutist manipulates
the control line toggles to retain this position.

(c) Running with the Wind. Running with the wind is accomplished when the
parachutist rotates the canopy until the orifice is on the upwind side. Thereafter, control
line toggles are manipulated as needed to retain the position.

WARNING
Running with the wind just prior to landing can

cause injury and must be avoided below 100 feet
above the ground.

(d) Crabbing. Maneuvering while holding into, or running with or at an angle to the
wind, is performed by rotating the canopy to the left or right. As the canopy begins to
move in the desired direction, the parachutist manipulates the control line toggles to
maintain this direction.

(e) Maneuvering with a Broken Control Line. If a right or left control line is broken,
the canopy can still be maneuvered, though more slowly. The parachutist reaches high on
the right or left rear riser, on the same side as the broken control line, and pulls down.

(f) Maneuvering with an Inversion. If the canopy has inverted while opening, the
parachutist reverses the maneuvering technique. To turn left, the parachutist pulls down
on the right control line; to turn right, he pulls down on the left control line.

(g) Maneuvering with a Tangled Control Line. If the control line becomes tangled in
a suspension line, the parachutist uses the same procedure as with a broken control line.

c. Collisions and Entanglements. A collision is the physical impact or contact,
however slight, of one parachutist or parachutist’s equipment with that of another
parachutist. An entanglement is the entwining or attachment of a parachutist or
parachutist’s equipment with that of another parachutist during descent, whether or not
the entanglement lasts until the parachutists contact the ground.

(1) Collisions. Parachutists must be alert in the air and warn each other of impending
collisions. If a collision cannot be avoided by slipping or turning, the parachutist attempts
to bounce off the other parachutist’s suspension lines or canopy by spreading his arms
and legs just before making contact.

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

(2) Entanglements. If a parachutist becomes entangled with one or more suspension
lines of another parachute, the parachutist does one of the following, depending on the
type of parachute being used.

(a) T-10-Series. Release entanglements as follows:

e The upper parachutist firmly grasps a portion of the lower parachute and
moves hand under hand down the suspension lines of the lower parachute
until each parachutist can grasp and hold the main lift web of the other’s
parachute, being careful not to grip the canopy release assemblies.

e If neither parachutist has a fully inflated canopy, both parachutists will push
away from each other and activate their reserves using the pull-drop method.

e When the balls of the feet strike the ground, both parachutists release their
grips and make either right, left, or rear PLFs away from each other. No front
PLFs will be made.

e With the T-10-series, both jumpers can ride one good canopy to the ground. If
both canopies collapse, both jumpers must activate their reserves using the
pull-drop method.

(b) MC1-Series. Both jumpers remain where they are and activate their reserves for a
partial malfunction. When using the MIRPS, jumpers must have a clear path to their front
for the spring-assisted deployment device.

d. Stealing Air. A descending parachute causes an area of partial air compression
immediately below the canopy and an area of partial vacuum and descending turbulent
air above the canopy. This turbulent air extends about 50 feet above the canopy.

(1) A parachute falling into an area of partial vacuum (from a parachute below) does
not capture enough air to stay fully inflated. The top parachute may partially collapse and
drop below the other parachutist’s canopy until the force of unaffected air reinflates it.
Then this canopy, being lower, “steals” the air from the canopy above; this causes the
canopy above to partially collapse and the jumper to drop past the lower canopy. This
“leap-frogging” action continues unless corrective action is taken by the parachutist.
Depending on the type of parachutes involved, the parachutist does one of the following:

(a) T-10-Series. He slips vigorously to maintain a lateral distance of at least 25 feet
between the parachutes.

(b) MC1-Series. He turns in the opposite direction to provide at least a 50-foot
distance between the parachutes. (When facing another parachutist, both parachutists
execute a right turn.)

(2) When 250 feet or less above the ground, parachutists must exercise care to avoid
stealing air from another parachute, because a deflated canopy will not be high enough
above the ground to reinflate completely. If this situation occurs, the parachutist
immediately prepares to land and to execute a PLF.

3-4. FOURTH POINT OF PERFORMANCE:

PREPARE TO LAND
A proper landing attitude is necessary to lessen the risk of injury to the parachutist when
he hits the ground (Figure 3-1, page 3-6). The preliminary movements of the parachutist
vary, depending on the type of parachute used. However, lowering his individual
equipment is the same with either parachute. He lowers the equipment on a lowering line
when he is between 200 and 100 feet above the ground.

3-5

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

a. T-10-Series. When he is about 100 feet above the ground, the parachutist checks
the direction of drift and pulls a two-riser slip into the wind. He holds the risers firmly
against his chest and presses his elbows against his body. He keeps his head erect with
his eyes on the horizon. He keeps his legs slightly bent and knees unlocked, and he keeps
his feet and knees together with the balls of his feet pointed slightly toward the ground.
He maintains moderate muscular tension in the legs, which absorb a significant portion of
the landing impact, and he avoids becoming stiff or tense.

b. MC1-Series. When he is about 100 feet above the ground, the parachutist turns
and holds into the wind. When nearing the ground, he holds the control line toggles at eye
level. On impact, he holds the toggles, rotates his arms into his body, and executes a PLF.

c. Obstacles. The parachutist slips or turns to avoid obstacles. If obstacles (trees,
water, or high tension wires) cannot be avoided, the parachutist takes the following
precautions.

Figure 3-1. Landing attitude. Figure 3-2. Tree landing attitude.

(1) Tree Landing. Initial precautions taken depend on the type parachute worn.

(a) T-10-Series. The parachutist continues to execute a diagonal slip to avoid the
trees. Once he sees he cannot avoid them, he immediately assumes a normal
prepare-to-land attitude. Just before he makes contact with the trees, he brings his hands
up in front of his head and elbows in front of his chest while he continues to grasp the
risers (Figure 3-2). He keeps his equipment attached. If he has lowered his equipment
before realizing a tree landing is imminent, he looks below prior to jettisoning his
equipment and then jettisons the equipment. He continues to watch the ground and trees.
He keeps his feet and knees together and prepares to make a good PLF should he pass
through the trees.

3-6

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

(b) MC1-Series. The parachutist keeps his feet and knees together and toes pointed
downward. He continues to control the canopy to avoid the trees if possible. He keeps his
equipment attached and wears his ballistic helmet. If he has lowered his equipment before
realizing a tree landing is imminent, he looks below prior to jettisoning his equipment
and then jettisons the equipment. He continues to watch the ground and trees. Just before
impact, he assumes a normal prepare-to-land attitude, but he rotates his arms inward with
his elbows high. Upon impact with a tree, the jumper places his hands in front of his face.
He must be prepared to execute a parachute landing fall. If he gets hung up in a tree, he
takes the following action:

He reaches up high on both sets of risers and tugs on them three or four times
to determine if he is securely hung. He prepares to do a good PLF in case
he drops.

He tries to reach the tree trunk or a large limb to allow him to climb down to
the ground.

If this does not work, he pulls the saddle down and over his buttocks and sits
well in the saddle.

He locates the D-ring attaching straps on his combat equipment and looks to
see if it is clear below. Then he pulls down and out on the D-ring attaching
straps and lowers and jettisons his combat equipment.

He releases the chest strap by pulling outward on the ejector snap
activating lever.

He activates the reserve parachute by pulling the rip cord grip. (When using
the MIRPS, the jumper ensures his left hand covers the ripcord protector flap
to control the spring-loaded deployment assistance device.) He helps feed the
canopy of the reserve out to ensure that all of the suspension lines are
completely out of their retainers.

WARNING
Make sure the reserve reaches the ground, or is

close to it, before continuing with the following
actions.

He activates the quick release in the waistband and frees it from the
metal adjuster.

He unfastens the left connector snap of the reserve from the left D-ring and
pushes the reserve behind his right arm.

He seats himself well into the saddle.

He wraps his legs around the suspension lines of the reserve parachute and
then carefully gets out of the harness.

With one hand, he grasps the main lift web and holds it firmly.

With the other hand, he grasps the activating lever of either the left or right leg
strap and pulls outward, releasing the leg strap. He releases the other leg strap
in the same manner.

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

He climbs down the suspension lines and canopy, staying to the outside of the
canopy.

(2) Water Landing. As soon as the parachutist realizes he is going to land in water,
he does the following:

He tries to slip, or steer, away from the water.

He looks below to be sure the area is clear. Then he jettisons his helmet.

He releases all equipment tie-downs.

He looks below to be sure the area is clear. Then, he lowers any attached
equipment.

He activates the waistband quick release.

He unhooks the left connector snap of the reserve parachute from the D-ring
and rotates the reserve parachute to his right side.

(a) Without a Life Preserver. When wearing the troop parachute harness and a water
landing without a life preserver is imminent, the parachutist does the following
(Figure 3-3):

He pulls the saddle well under his buttocks.

He releases the chest strap by pulling on the activating lever of the
ejector snap.

He makes all possible attempts to remove the pistol belt and all equipment
attached to his body that may hinder movement in the water.

He releases the leg straps ejector snaps when his feet touch the water.

He prepares to make a PLF in case the water is shallow (2 feet or less
in depth).

Figure 3-3. Landing without a Figure 3-4. Landing with a B-7
life preserver. life preserver.

3-8

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

(b) With a Life Preserver. When wearing a troop parachute harness and jumping with
a B-7 or service approved life preserver (Figure 3-4), the parachutist does the following:

e He activates the B-7 after checking the canopy. If the B-7 fails to inflate, the
parachutist inflates the B-7 manually by blowing air into the inflation valve
hose. The parachutist activates one canopy release assembly after entering the
water and signals “All okay” to the recovery boat.

e He pulls the safety clip out and away from his body (exposing the cable loops)
and activates the canopy release assembly using one of the two methods used
in the recovery from the drag as his feet touch the water.

e He does not remove the harness and equipment, since the B-7 will support up
to 500 pounds.

NOTE: For more information on life preservers, see Chapter 12, Section II.

WARNING
When wearing the B-5, the parachutist does not

inflate the B-5 until the parachute harness is
removed. If restricted by the harness, the inflation
force may crush his ribs.

(3) High Tension Wire Landing. The parachutist does the following if unable to
avoid high tension lines when landing (Figure 3-5):

Figure 3-5. Wire landing attitude.

3-9

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

He tries to slip away from the wires.
He keeps his feet and knees together and toes pointed downward.
He looks below and checks for fellow jumpers.
He jettisons his combat equipment.
He holds his hands high, inside the front set of risers with palms out and
thumbs behind the risers, elbows back, with the fingers extended and joined.

e He keeps his chin on his chest, his body straight, with an exaggerated bend to

his knees.

e He prepares to make a normal parachute landing fall.
If he contacts the wires, he begins a rocking motion with his body by pushing forward on
the front risers and kicking back with his legs; this may keep him from getting entangled
in the wires. He prepares to execute a PLF should he pass through the wires.

NOTE: If the jumper becomes entangled in the wires, he makes no attempt to climb
down, but waits to be rescued by a recovery team.

3-5. FIFTH POINT OF PERFORMANCE: LAND

Most jump injuries occur because of improper PLF techniques. To lessen the possibility
of injuries, the parachutist is trained to absorb the impact of landing by executing a
proper PLF. To do this, the following five fleshy portions of the body must contact the
ground in sequence: balls of feet, calf, thigh, buttock, and pull-up muscle(s). The three
basic PLFs are side (right or left), front (right or left), and rear (right or left). The type
of fall to be made is dictated by the direction of the wind drift. Before the landing attitude
is assumed, the parachutist judges the direction of drift by looking at the ground. Then he
prepares to make the appropriate PLF.

a. Side PLF. As the balls of his feet strike the ground, the parachutist begins several
actions at the same time. As the fall continues, he does the following to complete a
left-side PLF. (The right-side PLF is similar to the left-side PLF, except the points of
contact on the right side of the body are used.)

(1) He lowers his chin firmly to his chest and tenses his neck. He brings his hands up
in front of his head and elbows in front of his chest, continuing to grasp the risers
(T-10-series) or the toggles (MC1-series). Then he bends and twists his torso sharply to
the right. This movement forces the body into an arc. The twisting motion of the hips
pushes both knees to the left as the fall continues, and it exposes the second through the
fifth points of contact (calf, thigh, buttock, side).

(2) As the PLF is completed in the direction of drift, the parachutist maintains tension
in his neck to prevent his head from striking the ground. The momentum caused by drift
brings his feet around to the right and into the line of drift. After completing the PLF, he
activates the canopy release assembly to keep from being dragged.

b. Front PLF. The two types of front falls are right-front fall and left-front fall.
The right-front fall is used if the direction of (wind) drift is slightly to the right. The
left-front fall is used if the direction of drift is slightly to the left. If the direction of drift
is directly to the front, the parachutist selects either PLF. For a left-front PLF, he rotates
from the waist down 45 degrees to his right, exposing his second and third points of
contact to the line of drift. Upon contact, he continues to rotate his body to the right,

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

exposing the second, third, fourth, and fifth points of contact. (When executing the
right-front PLF, he rotates to the left.)

c. Rear PLF. The two variations of the rear PLF are right-rear PLF and
left-rear PLF.

(1) The parachutist determines what PLF to make by checking the direction of drift.
If the drift is directly to the rear, he selects the appropriate PLF.

(2) For a left-rear PLF, he rotates from the waist down 45 degrees to his left,
exposing the second and third points of contact to the line of drift. Upon contact, he
continues to rotate his body and bend his upper torso away in the opposite direction,
exposing the second, third, fourth, and fifth points of contact. When executing the
right-rear PLF, he rotates to the right.

3-11

FM 3-21.220(FM 57-220)/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

CHAPTER 4

TRAINING APPARATUSES

The apparatuses described in this chapter are used in basic airborne
training. They allow the student to demonstrate proficiency in the tasks
necessary to complete the course.

Section |. PARACHUTE LANDING FALL DEVICES

The three types of PLF training devices are the 2-foot high platform, the lateral drift
apparatus, and the swing landing trainer. The 2-foot high platform may be portable or
permanently fixed. A soft landing area of pea gravel or like material is used with all of
the training apparatuses. These devices are used to teach front, side (right and left), and
rear PLFs. They are high enough to simulate the shock the student will feel when he
contacts the ground during parachute jumps. Initial instruction for each PLF is given
without using the apparatuses. Once students are familiar with the techniques, they
progress to the 2-foot high platform, the lateral drift apparatus, and the swing landing
trainer. The swing landing trainer provides a means for gaining forward momentum and
simulating the lateral movement experienced during a parachute landing.

4-1. INSTRUCTOR CRITIQUES

Table 4-1, on page 4-3, lists common PLF errors, their causes, and ways to correct them.
Instructor PLF critiques should be brief and clear, and should emphasize the following
points to students (Figure 4-1, page 4-2).

a. When the balls of your feet make contact with the ground, several actions occur at
the same time: Place your chin on your chest, tense your neck muscles, bring your elbows
high in front of your face, and expose the second (calf) and third (thigh) points of contact
by shifting and bending your knees, maintaining pressure with your opposite knee.

b. Rotate your upper body (from the waist up) around toward the opposite direction
of drift. Your body should be contorted in an arc, and the four remaining points of contact
should be exposed at this time.

c. Lay the points of contact down on the ground in sequence and complete the fall
by bringing your feet up and around your opposite shoulder, completing the fall on
your back.

4-1

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

Figure 4-1. PLF sequence.

4-2

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

ERROR CAUSE CORRECTION
Feet apart Anticipation of landing. Keep moderate muscle tension
in the legs. Keep feet and knees
together.
Drawing the legs up Anticipation of landing. Relaxing Keep moderate muscle tension
under the buttocks the knees. Exaggeration of the in legs. Maintain a proper
bend in the knees. Pulling feet up | prepare-to-land attitude,
upon landing. naturally exposing the balls of
the feet to the ground.
Missing the second Feet and knees apart. Bend the knees slightly. Keep
(calf) and third (thigh) Straightening the legs. Failure to | feet and knees together. Shift
points of contact shift the knees. and bend the knees throughout
the fall.
Knees into the ground Hesitation upon landing. Pushing | Do not hesitate upon landing.
knees forward toward ground. Shift knees to the side. Keep
Excessive bend in knees. moderate muscle tension in
Turning the feet toward the legs. Maintain the proper
direction of drift. prepare-to-land attitude.
Elbows hit the ground Leaning forward toward ground. Rotate upper body away from
Failure to rotate upper body away | the ground with elbows up in
from ground. Breaking fall with front of face.
elbows.
Head strikes the ground | Relaxing the neck. Arching the Keep chin on chest. Tense neck

back during the prepare-to-land muscle throughout the PLF.
attitude. Rotating the upper body | Assume proper prepare-to-land
into the ground. Missing the attitude. Rotate upper body
points of contact. away from the ground.

Table 4-1. Common PLF errors.

4-2. TWO-FOOT HIGH PLATFORM
Each platform is divided into dismount points. One instructor controls each point.

a. On the command READY, the student rocks up on the balls of the feet with feet
and knees together and knees slightly bent, naturally exposing the balls of the feet to the
ground. Arms are skyward, simulating the grasping and spreading of the risers for the
T-10-series parachute, or, for the MC1-series, palms are facing forward at eye level with
elbows out to the side and back.

b. On the command SLIP (TURN for MC1-series), the student assumes a landing
attitude by simulating the grasping of a set of risers opposite the direction of drift and
pulling down into his chest with his head and eyes on the horizon, back straight, elbows
tight into the side, and feet and knees together. If executing front or rear parachute
landing falls, the student rotates his lower body (from the waist down) 45 degrees to
expose the second and third points of contact.

c. Onthe command LAND, the student jumps straight off the platform, executes the
PLF, and makes a quick recovery.

d. The instructor critiques each PLF immediately, emphasizing the significance of
the five points of contact.

4-3

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

4-3. LATERAL DRIFT APPARATUS

A platoon is distributed among several apparatuses. Each apparatus requires a
parachutist, a ropeman, and a safety officer. The safety officer is positioned on the top
step of the platform to catch the trolley when it is returned by the ropeman, who is
located to the left side at the base of the platform (Figure 4-2). The parachutist mounts
the platform, grasps the bar with his palms facing toward his face, and assumes a good
landing attitude. On the command CLEAR THE PLATFORM, the parachutist maintains
a grasp on the trolley with both hands, picks up his feet, and drifts off the platform. On
the command LAND, the parachutist releases the bar and executes the PLF.

Figure 4-2. Lateral drift apparatus.

4-4. SWING LANDING TRAINER

The swing landing trainer (SLT) apparatus is suspended above a 12-foot-high platform
from which students, wearing a parachute harness, descend to practice PLFs (Figure 4-3).
The apparatus provides a downward motion and oscillation similar to that experienced
during a parachute jump. The suspension is placed so that the student swings when
stepping off the platform. Using a control line, the instructor controls the rate of descent.
Students receive practical work in two fundamental training objectives: assuming the
correct landing attitude (T-10-series and MC1-series) and executing front, side, and rear
PLFs.

4-4

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

san augit ag

Figure 4-3. Swing landing trainer.

a. Personnel and Equipment Requirements. Personnel required to train on the
SLT apparatus include one instructor for every two dismount points in use and four detail
personnel for each unit (Figure 4-4, page 4-6). Enough harnesses to accommodate the
students are also required.

4-5

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

PLATFORM

SAWDUST PIT

1. JUMPER 5. INSTRUCTOR

2. HOLDMAN 6. UNHOOKMAN

3. STATIONARY ROPEMAN 7. STUDENTS OBSERVING

4. ROPEMAN 8. STUDENTS PREPARING TO JUMP

Figure 4-4. Personnel positioning for the SLT.

b. Training. The swing landing trainer provides practical exercise in the various
PLFs and may be used to practice the last two points of performance. Students must—
e Secure a harness and reserve parachute, and put them on using the buddy
system.

NOTE: The instructor inspects students before they mount the steps.

e Move to and mount the stairs at an assigned point. One student covers each
open point. If a point is not open, the students wait on the stairs. Students
stand on alternate steps of the stairs while waiting.

e Jump from two even or odd points in a section. They do not change sections
or switch sides of the apparatus unless directed to by an instructor.

Detail personnel hook up students, who await commands from instructors.

4-6

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

c. Platform Personnel Duties. The following detail personnel are needed for
training with the SLT.

(1) Stationary Ropeman. The stationary ropeman stands by the stationary rope and—

e Pulls up the stationary rope with risers hooked to it.

Unhooks the risers from the rope.

Passes one set of risers to the holdman.

Hooks one set of risers to one of the jumper’s D-rings and butterfly snaps.
Grasps the horizontal back strap of the parachutist to prevent him from
clearing the platform before being told to do so. The stationary ropeman
grasps the platform handhold with his free hand.

e Releases the parachutist on the command, CLEAR THE PLATFORM.

(2) Holdman. The holdman on the platform stands beside the rail padding, allowing
space for the parachutist between himself and the stationary ropeman. He—

e Receives one set of risers from the stationary ropeman and removes any
twists.

e Hooks the risers to the jumper’s D-rings and butterfly snaps.

e Grasps the horizontal back strap of the parachutist to prevent the parachutist
from clearing the platform before being told to do so. The holdman grasps the
platform handhold with his free hand.

e Releases the parachutist on the command, CLEAR THE PLATFORM.

(3) Unhookman. The unhookman stands in the pit at parade rest near the outside pole
at each point. The unhookman—

e Commands the ropeman, TAKE UP THE SLACK, ROPEMAN.

e Unhooks the parachutist’s risers after each PLF.

e Hooks the risers to the stationary rope and returns to his assigned position.

(4) Ropeman. The ropeman stands beneath the platform and—

e On the command TAKE UP THE SLACK, ROPEMAN, grasps the rope in
both hands and moves toward the instructor while taking up the slack.

e Gives the rope to the instructor and sounds off, “Rope, Sergeant”; he then
returns to his assigned position.

d. Instructor Duties. When ready to drop a student, the instructor takes the rope
from the ropeman and tells the parachutist the direction of drift and type of parachute
(T-10-series or MC1-series) before commanding CLEAR THE PLATFORM. Then the
following occurs:

e The platform detail personnel release the parachutist.

e The parachutist executes a half chin-up on the risers, clears the platform, and
assumes the correct landing attitude.

e The instructor lowers the student to the ground.

e At the completion of the PLF, the parachutist activates one canopy release
assembly, makes a quick recovery, and reports to the instructor for a critique
and grade.

e The parachutist sounds off “Clear” or “Not clear” at the completion of the
critique and moves directly out of the pit.

e The detail personnel perform their duties in sequence to prepare another
student for the exercise.

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

4-5.

SAFETY CONSIDERATIONS

The following precautions are taken to ensure the student’s safety.

The landing area must be constructed of at least 12 inches of pea gravel or like
material.

The pea gravel must be loosened by raking before each period of instruction.

The ropes on the apparatus must be checked daily for wear.

The spreader bars and risers must be checked for wear.

The harnesses and canopy release assemblies must be checked for completeness
and serviceability.

The student must not be dropped from more than 3 feet.

The student must not be dropped on the initial oscillation or when unprepared for
the PLF.

The student must be dropped at a point in oscillation that aids in executing the
desired PLF.

Any student with a prior head injury will have the letter H on his helmet to allow
close instructor monitoring.

Section Il. MOCK DOOR

The mock door is a replica of the cargo/troop compartment of a troop carrier aircraft.
This apparatus includes openings about the size of the aircraft door and anchor line cables
for each door (Figure 4-5). For training purposes, the instruction is divided into a basic
phase and an advanced phase. The basic phase teaches basic jump techniques and
familiarizes students with equipment, aircraft terms, and safety procedures. The advanced
phase provides instruction in the sequence of jump commands and the mass exit
technique.

Figure 4-5. Mock door apparatus.

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

4-6. BASIC PHASE

Students are taught the terms and nomenclature of military parachuting and the use of
aircraft equipment. Teaching objectives include the shuffle position, static line control,
the STAND BY position, the exit and body positions, and the 4000-count.

a. Personnel and Equipment Requirements. One instructor is required for each
mock door in use. One section of static line (about 4 feet long and not attached to the
parachute assembly) is required for each student. Loudspeakers will be needed if the class
or facilities are large.

b. Training. The initial instruction in the mock door apparatus includes a lecture
and demonstration followed by practical exercises.

(1) Each student is given the commands STAND BY and GO. The student is
critiqued and corrected by the instructor on the movement to the door, his exit, his body
position, and the 4000-count.

(2) Repetition is the key to this training; however, its value is decreased if allowed to
become boring. Correct and automatic reactions by each student is the goal.

(3) The “Hit It” exercise is given as a test of mental alertness and for practical work
in assuming the proper body position. On the command HIT IT, the student—

e Snaps into the proper body position and at the same time commences the
4000-count.

e Remains in the body position until commanded to RECOVER, or until he is
told to CHECK CANOPY and GAIN CANOPY CONTROL. The student
simulates checking the canopy. Then he is told to RECOVER or that there is a
MALFUNCTION. In the latter case, the student returns to a modified body
position and simulates activation of the reserve. The command RECOVER is
given.

e Receives instruction on the right and left jump doors of the mockup.

c. Terms. The following terms are important in mock door training and are
explained during the initial phase of instruction.

(1) Left and Right Door. When the parachutist is facing the pilot’s compartment, the
door on his right is the right door; the door to his left is the left door.

(2) Anchor Line Cable. A cable is normally extended along the long axis of the
cargo/troop compartment and secured at both ends. The cable is designed to
accommodate the static line snap hook and to initiate parachute deployment.

(3) Stick of Parachutists. This is a group of parachutists exiting from the same door
(or from one side of a ramp) during one pass over the DZ.

(4) Drop Zone. This is a designated area where personnel or equipment are delivered
by means of parachute or free drop. The GUC designates the DZ location.

(5) Shuffle Position. This is a method of moving toward the jump door, used to avoid
losing balance or tripping (Figure 4-6, page 4-10).

(a) The guide hand is extended down and out to maintain balance; the other hand
grasps the static line. When jumping the left door, the parachutist has the static line over
the left shoulder; when jumping the right door, he has the static line over the right
shoulder.

(b) Facing the rear of the aircraft, the parachutist keeps both feet directly beneath the
body and staggered with the outboard foot forward; this is the shuffle foot. The inboard
foot is the trail foot.

4-9

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

(c) The parachutist moves by stepping forward 6 to 8 inches with his shuffle foot and
then his trail foot. Both feet are staggered in the same heel-and-toe position.

Figure 4-6. Shuffle position.

(6) Bight. The parachutist forms a bight of about 6 inches in the static line by making
one fold and grasping the loop at eye level about 6 inches to the front (Figure 4-7). The
remainder of the static line is routed over the shoulder. The free hand is used to steady the
parachutist while moving toward the door.

Figure 4-7. Static line bight.

4-10

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

(7) Jump Commands. The last two jump commands, STAND BY and GO, are used
for each student when practicing exits.
(a) On the command STAND BY, the parachutists shuffle toward the jump door.

When the first jumper is perpendicular to the jump door, he takes one more
shuffle step and halts his movement about 2 feet from the center of the jump
platform. He keeps his feet spread and legs slightly flexed so that his weight is
equally distributed over both feet to maintain balance.

He makes eye-to-eye contact with the safety and hands the static line to the
safety.

He executes a left or right turn to face the open jump door, ensures his arm is
not entangled with the static line, holds his elbows firmly into his sides, and
places the palms of his hands (fingers spread) on the ends of the reserve
parachute with his right hand protecting the rip cord grip.

At the command STAND BY, the number 2 jumper will be positioned about
even with the leading edge of the jump door, 2 feet from the skin of the
aircraft and facing to the rear, in the shuffle position with his feet spread and
legs slightly flexed so that the weight is equally distributed over both feet to
maintain balance.

Follow-on jumpers close up behind the preceding jumper and keep the shuffle
position with the feet spread and legs slightly flexed so that their weight is
equally distributed over both feet to maintain balance.

(b) At the command GO, the number 1 jumper walks toward the door and onto the
jump platform, focusing on the horizon. He pushes off with either foot and vigorously
jumps up and out away from the jump platform, immediately snapping into a good tight
body position.

He shuffles toward the jump door, ensuring he is about 2 feet from the skin of
the aircraft.

As he begins to shuffle, he assumes an elbow-locked position with the arm
that is controlling his static line. He places his static line control hand so that it
is nearly touching the back of the pack tray of the jumper in front of him,
which establishes the proper interval between jumpers. He does not place his
static line control hand in a position so that it extends past the pack tray of the
jumper in front of him.

When about perpendicular to the jump door, he takes one more shuffle step,
makes eye-to-eye contact with the safety, and hands the static line to the
safety.

He ensures his arm is not entangled with the static line, and he holds his
elbows firmly into his sides.

He places the palms of his hands (fingers spread) on the ends of the reserve
parachute, with his right hand protecting the rip cord grip.

He executes a left or right turn to face the open jump door.

He walks toward the door and onto the jump platform, focusing on the
horizon. He pushes off with either foot and vigorously jumps up and out
away from the jump platform, immediately snapping into a good tight body
position.

4-11

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

(8) Body Position. The student remains in the body position, is critiqued by the
instructor, and is told to RECOVER and wait for further instruction.

4-7. ADVANCED PHASE
The training provided during the advanced phase is presented in the same manner as in
the basic phase except that the entire sequence of time warnings and jump commands is
given, and mass exits are substituted for individual exits.

a. Personnel. Extra instructors may be needed to ensure that all students in the mock
door apparatus react properly to each of the jump commands.

b. Execution. When the mass exit technique is taught, each stick receives the
commands STAND BY and GO. Each succeeding student shuffles to the door and exits
the aircraft. A one-second interval must be maintained between students.

Section Ill. SUSPENDED HARNESS
The suspended parachute harness apparatus is a modified troop parachute harness
suspended from a spreader bar assembly by four web risers (Figure 4-8). The spreader
bars react to riser (T-10-series) or toggle (MC1-series) manipulation much the same as
the canopy. The suspended harness simulates the third and fourth points of performance:
canopy control and prepare to land.

Figure 4-8. Suspended harness.

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

4-8. OBJECTIVES
The suspended harness apparatus is designed to teach the student to execute the following
maneuvers:

e T-10-series slips (two-riser and one-riser).

e MC1-series turning, holding, running, and crabbing.

e T-10-/MC1-series landing attitude.

e T-10-/MC1-series emergency landings (tree, water, and wire).

e React to twists, collisions, and entanglements.

4-9. PERSONNEL AND EQUIPMENT REQUIREMENTS
The following personnel and equipment are needed to conduct training on the
suspended harness.

a. One instructor is needed to give commands, and at least one assistant instructor is
needed for each platform to control and supervise student performance. One troop
harness is required for every two students. A modified MC1-series riser assembly is used,
which facilitates training on a simulated T-10-series or MC1-series parachute.

b. A platoon is divided into teams of two students each. Number 1 is the parachutist,
and number 2 is the coach.

(1) The parachutist obtains a troop parachute harness and moves to a specific point at
the suspended harness apparatus.

(2) The coach mounts the platform and adjusts the risers so that the male fitting of the
canopy release assembly is level with the parachutist’s shoulders below. The coach
dismounts the platform and helps the parachutist don the harness and attach it to the
risers. The coach remounts the platform and takes up all the slack in the
parachutist’s risers.

(3) All parachutists face the instructor and await commands.

4-10. SEQUENCE OF COMMANDS
The instructor uses the following sequence of commands. (The let-up position is the
starting position for all training on the suspended harness.)

a. LET UP. On this command, each parachutist:

e Has his head erect and his eyes on the horizon.

e Grasps all four risers (T-10-series) with his hands and locks his elbows.

e Grasps the steering toggles (MC1-series) with his hands (palms outward, eye
level, elbows back) and applies moderate tension (enough to take out any
slack in the control lines).

e Has his back straight.

e Has his feet and knees together. (The parachutist is standing flat-footed on the
ground.)

b. AT EASE IN THE HARNESS. On this command, each parachutist comes to a
modified position of parade rest in the harness. From the let-up position, the instructor
directs the parachutist to practice appropriate parachute maneuvers.

c. CHANGE OVER. Number 2 switches places with number 1 and becomes the
parachutist; number 1 becomes the coach. Instructors may give additional commands and

4-13

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

instruction to ensure proper fitting, wearing, or removal of equipment and proper student
performance on the apparatus.

Section IV. THE 34-FOOT TOWER

The 34-foot tower supports a replica of a section of a troop carrier aircraft (Figure 4-9). A
jump door is on each side of the replica. Four steel cables are suspended parallel to the
ground and slightly above each door. A trolley, which supports tow trolley risers, is
attached to each cable. Each trolley riser has a ring attached to its free end. This ring is
connected to a modified harness worn by students during training on the tower. The
tower is a primary training apparatus to help teach basic jump techniques and points of
performance. For ease in training, the instruction is divided into two phases: The basic
training phase continues instruction presented on the mock door apparatus. The
advanced training phase continues instruction on the mass exit technique, simulates
parachute malfunctions, and familiarizes the students with jumping combat equipment.

VEA POZA
; he A A aA
SN 277 hall Za APA

ARE ,

Figure 4-9. The 34-foot tower.

4-14

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

4-11. BASIC TRAINING OBJECTIVES

Students practice the exit technique, the proper body position, and the 4000-count. The
tower also gives each student experience to overcome his fear of height, and it simulates
the opening shock.

a. Training. The initial period of instruction on the tower apparatus includes an
orientation and demonstration of the apparatus, duties of instructor personnel (graders,
JMs, harness checker), and duties of all detail personnel. Each student is given the
commands STAND BY and GO by the JM in the tower. The student’s exit, body
position, 4000-count, and simulated canopy checks are critiqued and graded by the grader
on the ground.

b. Safety. To prevent safety problems, all personnel must be safety conscious. The
following measures are taken to prevent unsafe conditions:

(1) Tower JMs must wear safety belts.

(2) Students must have equipment adjusted properly, and instructors must check them
to ensure a snug fit, the absence of frays or tears, the serviceability of snaps, and a
properly fitted helmet.

(3) Qualified maintenance personnel must perform and record thorough inspections
of the tower weekly. Inspections must include trolley risers, cables, trolleys, and JM
safety belts.

(4) Students must lift their legs as they approach the mound at the end of the cable
run to prevent injury.

4-12. PERSONNEL AND EQUIPMENT REQUIREMENTS
The following personnel manage, operate, and carry out 34-foot tower training.

a. Instructors. A minimum of seven instructors are required to operate this
apparatus. Their positions are indicated in Figure 4-10 (page 4-16).

(1) Two JMs hook up students in the tower and issue the last two jump commands.

(2) One harness checker inspects all harnesses before students exit the tower.

(3) Two graders on the ground critique and grade the students’ performance on
the apparatus.

(4) Two mock door instructors correct students on problem areas and give them
additional practice.

b. Detail Personnel. A minimum of 38 detail personnel are required.

(1) Mound Safety Officers/NCOs. A student stands at parade rest on top of the
mound between and slightly to the rear of the moundmen assigned to his side of the
tower. He is responsible for the safety and conduct of the moundmen. He should be the
most senior officer or NCO on the mound on each side (2 total).

(2) Moundmen. Two students are assigned to each cable on the tower (16 total).
They stand at parade rest on top of the mound, facing the tower. After the parachutists
reach the mound and come into contact with the stop cable, the moundmen unhook the
parachutist and then hook the rope to the trolley risers.

(3) Ropemen. One student at each point along the beaded path returns the trolley
risers (with rope attached) to the tower after the parachutist is detached. The ropemen
take commands from the ropeman safety and rope line safety/relay. The ropemen for each

4-15

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

two points rotate, and there are always two additional ropemen standing at the base of the
pole supporting the tower (12 total).

(4) Riser Safeties. One student stands at parade rest off each side of the mound and
outside of the path leading to the grader’s booth (2 total). He is responsible for attaching
the butterfly snaps on the risers to the D-rings of the harness.

(5) Ropeman Safeties. One ropeman safety is located between points 2 and 3 and the
other between points 6 and 7 on the beaded path (2 total). They are responsible for
controlling the flow of the ropemen from the mound to the tower.

(6) Rope Line Safeties/Relays. One student (officer or NCO) for each side of the
tower (2 total) stands at parade rest near the base of the pole supporting the cables facing
the rope line. He relays the commands of the jumpmaster to the ropemen and ensures
students do not pass under the safety ropes and anchor cables.

(7) Base Safety Officers/NCOs. One student (officer or NCO) for each side of the
tower (2 total) stands inside the base of the tower next to the stairs. He places the risers
over the proper shoulder for the door (right or left) each parachutist will jump.

LEGEND
. MOUND SAFETY OFFICER / NCO
JUMPMASTER
STUDENT AWAITING TURN
HARNESS CHECKER
GRADER
BLEACHERS
ROPEMAN
MOUNDMAN
. RISER SAFETY
. ROPEMAN SAFETY

. ROPE LINE SAFETY / RELAY |
12. BASE SAFETY OFFICER / NCO

2.
3.
4.
5.
6.
7.
8.
9

== ROPEMAN MOVEMENT
=> STUDENT MOVEMENT

Figure 4-10. Tower personnel positions.

4-16

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

c. Equipment. The equipment includes one troop parachute harness assembly (with
four risers) and a training reserve parachute for each student.

4-13. ADVANCED TRAINING OBJECTIVES

These objectives have the student practice exits using the mass exit technique with and
without combat equipment. If exiting with combat equipment, he must also practice
lowering the equipment. The student must practice simulating activation of the reserve
parachute. He must do this instantly when told a malfunction has occurred.

a. Training. The initial period of instruction during this phase includes a lecture and
demonstration on the mass exit technique.

b. Common Student Errors. The following errors are often made by students.

e Failing to maintain a 1-second interval between jumpers.
e Using improper body position (caused by rushing).

e Improper exit.

e Falling out of the door.

e Failing to count.

c. Safety. Safety considerations for the advanced phase are the same as in the
basic phase.

d. Personnel. Personnel requirements are reduced slightly from the basic phase to a
minimum of 29: 16 moundmen, 8 ropemen, 2 mound safety officers, 2 rope line safety
officers, and a harness checker.

e. Equipment. Combat equipment is required for the students. (Actual packed
combat equipment containers, or combat equipment containers which approximate
packed loads, can be used to train students in the techniques of exiting with this type
of load.)

Section V. METHODS OF RECOVERY
During methods of recovery training, the jumper learns the steps he must take to
consolidate with his unit as a member of the fighting force. Once the jumper lands on the
drop zone, he must quickly recover, correctly stow his air items, and quickly proceed to
the unit assembly area.

4-14. TRAINING OBJECTIVES

This phase of training teaches the student to properly activate the canopy release
assemblies on the parachute harnesses. He learns to perform the buddy-assist method of
recovery and to react properly when using the various recovery training apparatuses. He
is also taught how to recover the parachute and individual equipment from the DZ and to
rapidly clear the DZ.

4-15. PERSONNEL AND EQUIPMENT REQUIREMENTS

Personnel required are one instructor, one assistant for every two dismount points, and
four detail personnel for each dismount point. Sufficient harnesses and combat gear
properly rigged to accommodate each student are also needed.

4-17

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

4-16. TRAINING APPARATUS
The hand-towed drag pad training apparatus is used in teaching students how to activate
the canopy release assemblies. The hand-towed drag pad is made of two pieces of
webbing attached to a metal bar with a loop on each end. Attached to the bar are two
risers with the male fitting of the canopy release assemblies attached to the opposite ends
(Figure 4-11). Students train in three-man teams as follows:

e Number 1 is the parachutist and wears the drag pad.

e Number 2 and number 3 pull the drag pad.

Figure 4-11. Hand-towed drag pad.

e Number 1 puts on the harness and passes the risers to numbers 2 and 3.
Numbers 2 and 3 then attach the risers to the canopy release assemblies, and
number 1 lies on his back.

e On the command PREPARE TO DRAG, number 1 places his chin on his chest,
raises his feet 6 inches off the ground, and places his hands on the canopy release
assemblies.

e On the command DRAG, numbers 2 and 3 drag number 1 across the ground.

e On the command RELEASE, number 1 reaches down and activates the canopy
release assemblies using the prescribed method.

e The three students immediately return to the starting line.

e Numbers 2 and 3 hook up the parachutist to the drag pad again.

e At the command CHANGE OVER, number 2 becomes the parachutist
(number 1), number 3 becomes number 2, and number 1 becomes number 3.
Students rotate numbered positions until each student becomes proficient in
the procedures.

4-17, CANOPY RELEASE ASSEMBLIES

Before the canopy release assemblies can be activated, the safety clip must be pulled
down to expose the cable loop. There are two ways to activate the canopy release
assembly. One is the hand-to-shoulder method and the other is the hand-assist method.

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

4-18. CANOPY RELEASE ASSEMBLY ACTIVATION

The instructor tells the student to pull the safety clip out and away from the body. The
cable loop release does not require a great deal of strength to activate, and, if the
parachutist is injured, the cable loop release can be easily activated by the thumb or
fingers of either hand (Figure 4-12).

1. CABLE LOOP
2. LATCH

3. SAFETY CLIP

4. FEMALE FITTING CANOPY RELEASE ASSEMBLY

5. MALE FITTING CANOPY RELEASE ASSEMBLY

Figure 4-12. Cable loop release.

4-19. JUMP REFRESHER TRAINING

Before making a parachute jump, students make several refresher jumps from platforms.
They are required to make a satisfactory PLF in each of the principal directions before
they leave the platform area. (A detailed description of refresher training is in
Appendix A.)

4-19

FM 3-21.220(FM 57-220)/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

CHAPTER 5

JUMP COMMAND SEQUENCE AND JUMPER ACTIONS

The JM gives a sequence of nine jump commands to ensure positive
control of parachutists inside the aircraft and immediately before exiting.
Every command requires specific actions by each parachutist. When
commands are executed properly, they ensure a safe exit from the aircraft.

5-1. PRESENTATION

The commands are given orally but, as a backup, arm-and-hand signals are also used with
each command because of the aircraft engine noise. The signals must be smooth,
coordinated, and precisely executed.

a. The commands listed, with variations explained in Chapters 17, 18, and 19, are
employed on high-performance jump aircraft. JMs ensure that the correct sequence is
used for a particular aircraft. The correct commands are explained and demonstrated to
parachutists during prejump briefing.

b. Prior to the 10-minute time warning, the JMs hook up to the inboard anchor line
cable, hand the static line to the safety, and announce, SAFETY, CONTROL MY
STATIC LINE. The JMs then issue the jump commands. If the aircraft is configured with
only one anchor line cable, the JMs hook up to the one cable.

5-2. GET READY
GET READY is the first jump command.

a. Command. This jump command alerts the parachutists seated in the aircraft and
directs their complete attention to the JM.

(1) The JM starts the command with his arms at his sides and gives the arm-and-hand
signal by extending both arms to the front at shoulder level with his palms facing the
parachutists.

(2) He begins at shoulder level, fingers and thumbs extended and joined, palms facing
toward the parachutists. He extends both arms forward until the elbows lock, with the
palms toward the parachutists. He gives the oral command GET READY, then returns to
the start position with arms at the sides (Figure 5-1).

Figure 5-1. GET READY.

5-1

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

b. Static Line. The static line is over the appropriate shoulder and fastened to the
top carrying handle of the reserve parachute. Parachutists do not remove the static line
snap hook from the reserve parachute after the JM inspection or anytime before the
command HOOK UP.

c. Jumper Actions. Each parachutist signifies alertness by leaning forward and
placing both hands on his knees. Each parachutist positions his foot nearest the jump door
under the seat and places his foot nearest the pilot’s compartment in the aisle.

5-3. OUTBOARD PERSONNEL, STAND UP

OUTBOARD PERSONNEL, STAND UP is the second jump command. For this

command, the arm-and-hand signal has two parts.
Part One. The JM starts at the shoulders, index and middle fingers extended and
joined, with remaining fingers and thumbs curled to the palms. He gives the
command OUTBOARD PERSONNEL, lowers the arms down to the sides at a
45-degree angle, and locks the elbows.
Part Two. The JM gives the command STAND UP. He extends and joins the fingers
and thumb of each hand, rotates the hands so the palms face up, and then raises the
arms straight overhead, keeping the elbows locked (Figure 5-2). At this command,
parachutists sitting nearest the outboard side of the aircraft stand up, raise and secure
the seats, face the jump doors, and assume the shuffle position.

NOTE: The method of releasing the seats from the floor varies, depending on the
model and year of aircraft. Before takeoff, these devices are inspected and the
method of release explained.

Figure 5-2. OUTBOARD PERSONNEL, STAND UP.

5-2

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

5-4. INBOARD PERSONNEL, STAND UP

INBOARD PERSONNEL, STAND UP is the third jump command. The arm-and-hand

signal has two parts.
Part One. The JM starts with the hands centered on the chest at shoulder level, index
and middle fingers extended and joined, remaining fingers and thumbs curled to the
palms. He gives the command INBOARD PERSONNEL, extends the arms forward
at a 45-degree angle, toward the inboard seats, and locks the elbows.
Part Two. The JM gives the command STAND UP. He first rotates his arms to the
sides and down at a 45-degree angle. Then he extends and joins the fingers and thumb
of each hand, rotates his hands so the palms face up, and raises his arms straight
overhead, keeping the elbows locked (Figure 5-3).

The parachutists seated inboard react in the same manner as the outboard personnel

described in the previous paragraph.

Figure 5-3. INBOARD PERSONNEL, STAND UP.

5-3

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

5-5. HOOK UP
HOOK UP is the fourth jump command.

a. Command.

(1) The JM begins with his arms either extended directly overhead with elbows
locked or with arms bent, hands at shoulder level.

(2) He forms a hook with the index finger of each hand. He forms fists with the
remaining fingers and thumb of each hand (Figure 5-4).

(3) As he gives the oral command, he moves his arms down and up in a pumping
motion. He repeats the arm-and-hand signal at least three times.

iH, ø y
GED
A (> Ue a

Tann Srk AYA

Figure 5-4. HOOK UP.

b. Jumper Actions.

(1) At this command, each parachutist detaches the static line snap hook from the top
carrying handle of the reserve parachute and hooks up to the appropriate anchor line
cable, with the open portion of the snap hook toward the outboard side of the aircraft.
Each parachutist must ensure that the snap hook locks properly.

(2) The safety wire is inserted in the hole and folded down. To protect the eyes, the
wire is inserted by pointing it toward the rear of the aircraft. Then a bight is formed in the
static line and held at eye level. The bight is not released until the parachutist moves into
the door.

(3) Personnel jumping the left (right) door have the static line over the left (right)
shoulder.

5-4

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

5-6. CHECK STATIC LINES
CHECK STATIC LINES is the fifth jump command.

a. Command.

(1) This is a plural command since there are several static lines attached to the anchor
line cable. It begins at eye level, with the thumb and index finger of each hand forming
an “O.”

(2) The JM extends and joins his remaining fingers with the palms facing in. As he
gives the oral command, he extends his arms to the front until the elbows are nearly
locked, then returns to the starting position.

(3) He repeats the arm-and-hand signal at least three times, ensuring the knife edge of
his hands are toward the parachutists and the palms face each other (Figure 5-5).

b. Jumper Actions.

(1) Upon receiving this command, each parachutist checks his static line and the
static line of the parachutist to the front.

(2) Each parachutist checks visually and by feeling with his free hand. He does not
release the bight for checks. He verifies the following items:

e Static line snap hook is properly attached to the anchor line cable with the
safety wire properly inserted. Static line is free of frays and tears.

e Static line is not misrouted and is properly stowed on pack tray.

e All excess slack in the static line is taken up and stowed in the static line slack
retainer.

e Pack closing tie is routed through the pack opening loop.

e Pack tray is intact.

NOTE: The last two jumpers in each stick face about. The next to last jumper inspects
the last jumper’s static line and gives him a sharp tap to indicate that the static
line and pack tray have been checked and are safe for jumping.

(3) Each parachutist gives the parachutist to the front a sharp tap signifying that the
static line and pack tray have been checked and are safe for jumping.

Figure 5-5. CHECK STATIC LINES.

5-5

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

5-7. CHECK EQUIPMENT
CHECK EQUIPMENT is the sixth jump command.

a. Command.

(1) The JM starts this arm-and-hand signal with the fingertips centered on his chest,
palms facing the chest, and fingers and thumb of each hand extended and joined; or with
his arms extended to the sides at shoulder level, fingers and thumbs extended and joined,
and palms facing toward the parachutist.

(2) He gives the oral command, extends his arms to the sides at shoulder level, and
then returns them to the chest; or bends his arms at the elbows, bringing the fingertips to
the center of the chest, and then returns to the extended position (Figure 5-6).

(3) He repeats the arm-and-hand signal at least three times. (The JM must check his
own equipment.)

Figure 5-6. CHECK EQUIPMENT.

b. Jumper Actions.

(1) At this command, each parachutist checks his equipment, starting at the helmet,
and ensures there are no sharp edges on the rim of the ballistic helmet and that the chin
strap and parachutist retention straps are properly routed and secured. The parachutist
then physically seats the activating lever of the chest strap ejector snap and the leg strap
ejector snaps. If jumping combat equipment, the parachutist also ensures the ejector snap
of the HPT lowering line is properly attached and seated.

(2) The parachutist completes these actions with the free hand while maintaining a
firm grip on the static line bight with the other hand.

5-8. SOUND OFF FOR EQUIPMENT CHECK
This is the seventh jump command.
a. Command.
(1) The JM cups his hands and places the thumbs behind the ears.

5-6

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

(2) He gives the oral command SOUND OFF FOR EQUIPMENT CHECK
(Figure 5-7).

Figure 5-7. SOUND OFF FOR EQUIPMENT CHECK.

b. Jumper Actions.

(1) At this command, the last parachutist in the outboard stick sounds off, saying
“OK,” and gives the parachutist in front a sharp tap on the thigh. The signal is continued
until it gets to the number 1 parachutist, who notifies the JM by pointing to the JM and
saying, “All OK, jumpmaster.”

(2) For a C-130 aircraft, this signal is passed to number 25 parachutist (just forward
of the wheel well), who forms a circle with his index finger and thumb of his free hand,
turns toward the center of the aircraft, and gives the okay signal to number 24 (the last
parachutist of the inboard stick). The tap and indication that all previous parachutists are
okay is passed up to number 4, first parachutist of the inboard stick, who signals
number 3, first parachutist to the rear of the wheel well. The signal is continued until it
gets to the number 1 parachutist, who notifies the JM by pointing to the JM and saying,
“All OK.”

(3) A parachutist who has an equipment problem notifies the JM, AJM, or safety
personnel by raising his outboard hand high above the anchor line cable, palm facing the
JM. The parachutists do not pass this signal. The JM, AJM, or safety either corrects the
deficiency or removes the parachutist from the stick.

NOTE: After the JM receives “All OK, jumpmaster,” he regains control of his static
line from the safety and takes the number 1 parachutist position.

5-9. STAND BY
STAND BY is the eighth jump command. This command (Figure 5-8, page 5-8) is given
about 10 seconds before the aircraft reaches the release point and only after the aircraft
has cleared all obstacles near the DZ.

a. Command.

(1) Starting at the shoulders, the JM extends and joins his index and middle fingers,
curling the remaining fingers and thumb of each hand toward the palm.

(2) He extends his arms down to the sides at a 45-degree angle by locking the elbows,
and points to both doors at the same time.

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

Figure 5-8. STAND BY.

b. Jumper Actions.

(1) At this command, parachutist number 1 shuffles toward the door, establishes eye-
to-eye contact with the safety, hands the safety his static line, holds his elbows firmly into
his sides with his palms on the end of the reserve, turns and centers himself in the open
jump door, and awaits the command GO.

(2) All following parachutists maintain the static line bight and close up behind the
preceding parachutist (Figure 5-9).

*
SAFETY
D w ae ss O aD ses
a> 9D Go MOS Co tS S94

DIRECTION
OF FLIGHT

ac) aD ac acd
acD

acD acD acD o Era qc N * SAFETY

S SO

K \.

%* JUMPERS WEARING THE SMJP MUST LEAD WITH THE LEFT FOOT WHEN
EXITING. (NUMBERS AND ARROWS AT ©) ONLY PERTAIN TO JUMPERS
WEARING SMJP. ALL OTHER JUMPERS EXIT WITH EITHER FOOT.)

Figure 5-9. Jumper execution upon receiving the command STAND BY.

5-8

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

5-10. GO

GO is the ninth jump command. The green light is the final time warning on USAF
aircraft. It tells the JM that as far as the aircrew is concerned, conditions are safe and it is
time to issue the ninth jump command, GO.

a. Command.

(1) The JM gives the verbal command GO and may also tap the first parachutist out.

(2) In this case, the command GO and a sharp tap on the thigh is the signal to exit. If
this signal is used, it is explained during the JM’s briefing.

b. Jumper Actions.

(1) At the command GO, the first parachutist exits the aircraft. All subsequent
jumpers begin moving toward the door using a shuffle.

(2) Once the jumpers begin to shuffle, they assume an elbow-locked position with the
arm that is controlling their static line. The jumpers place their static line control hand so
that it is nearly touching the back of the pack tray of the jumper in front of them. This
establishes the proper jump interval. Jumpers do not place their static line control hand in
a position so that it extends past the pack tray of the jumper in front of them.

(3) As each jumper 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 jumper’s
static line, the jumper returns his hand to the end of the reserve parachute with his fingers
spread.

(4) After handing his static line to the safety (vicinity of the lead edge of the door),
the jumper 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.

NOTE: The commands STAND BY and GO are first taught during the initial training
periods on the mock door and the 34-foot tower. As training progresses, the
complete command sequence is taught.

5-9

FM 3-21.220(FM 57-220)/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

CHAPTER 6

MAIN PARACHUTE MALFUNCTIONS AND
EMPLOYMENT OF THE RESERVE PARACHUTE

A malfunction is any failure in the deployment or inflation of a
parachute; or it is canopy damage, which can create a faulty, irregular, or
abnormal condition that increases the jumper’s rate of descent. The two
classes of main parachute malfunction (total and partial) demand the
jumper’s immediate attention. Jumpers must be trained to identify the
malfunction and take the appropriate action. Thorough training in what
actions to take in the case of a malfunction is essential for parachutists.
Practical exercises involving the activation of the reserve parachute are
incorporated into all phases of training. Each type of malfunction is
demonstrated so that jumpers can see exactly how each type of
malfunction looks.

6-1. _PULL-DROP METHOD (FOR MIRPS AND T-10 RESERVE)
When a total malfunction occurs, or the parachute provides no lift, the jumper must
activate his reserve using the pull-drop method. Also, at the end of the 4000-count, if the
jumper feels no opening shock, he should immediately activate his reserve using the pull-
drop method. The jumper—

e Keeps a tight body position.
Keeps his feet and knees together.
Grasps the left carrying handle of the reserve parachute with his left hand.
Turns his head left or right.

e Pulls the rip cord grip with his right hand and drops it to the ground.
When descending with only the reserve parachute inflated, the parachutist controls
directional movement by slipping. The proper landing attitude is obtained by reaching up
and grasping as many suspension lines in the opposite direction of drift as possible and
slipping (as in the prepare-to-land attitude with the T-10-series parachute). Upon landing,
the parachutist makes a quick recovery and collapses the canopy. In strong winds, if a
quick recovery is impossible, the parachutist grasps one suspension line from either
suspension line group and pulls the suspension line toward himself until the canopy
collapses.

NOTE: If the MIRPS does not activate immediately, the jumper remains in a good
tight body position while still grasping the left carrying handle. With the right
hand forming a knife cutting edge, he sweeps the top panel of the reserve up
and away, ensuring that the right hand does not interfere with the
spring-loaded deployment assistance device.

6-2. DOWN-AND-AWAY METHOD (FOR T-10 RESERVE ONLY)
To activate the reserve parachute using the down-and-away method, the jumper—
e Returns to a tight modified body position with his feet and knees together.

6-1

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

e Places his hand on the middle of the reserve (over the rip cord protector flap). He
exerts pressure on the reserve and grasps the rip cord grip with his right hand.

NOTE: Strong pressure must be maintained with the left hand to prevent the pilot
chute and reserve canopy from springing out.

e Pulls the rip cord grip and drops it.

e With the right hand forming a knife edge, palm facing out, reaches between the
pack assembly and canopy, and grabs as much canopy and reserve parachute
suspension lines as possible.

e Throws the reserve parachute down and to the right (or left) side at about a
45-degree angle. (If the jumper is spinning, the canopy is thrown in the direction
of the spin.) (If the reserve does not inflate, the jumper must retrieve the canopy
and continue to throw it down and away until it inflates.)

e Uses the thumbs to clear all remaining suspension lines from the pack tray.

When the reserve parachute has activated, the jumper may have two inflated canopies.
When descending with two inflated canopies, he has no direction control over the
parachutes; all other jumpers remain clear.

6-3. TOTAL MALFUNCTION
A total malfunction is the failure of the parachute to open or to deploy.

a. Causes of a Total Malfunction. The failure of the parachute to deploy can be
caused by a severed static line, a broken snap hook, or a broken anchor line cable. The
jumper’s failure to hook up also results in the failure of the parachute to deploy.
Malfunctions of these types are rare.

b. Streamer. Although not defined as total malfunction, a deployed parachute with a
“cigarette roll” or “streamer” provides little or no lift for the jumper. This malfunction
must be treated as a total malfunction. This malfunction occurs when a portion of the
skirt blows between two suspension lines and begins to roll with the opposite fabric. The
heat generated by the friction of the fabric being rolled causes the nylon to fuze and
blocks the air channel in the canopy. The jumper immediately activates his reserve using
the pull-drop method.

c. Towed Jumper. Although not classed as a parachute malfunction, a parachutist
can be towed behind the aircraft by a misrouted static line or by a piece of equipment that
has snagged the aircraft during the jumper’s exit. During the 4000-count, the jumper feels
an excessive opening shock and then feels himself being towed by the aircraft. The
jumper remains in a tight body position, protecting his rip cord grip until he is either
retrieved inside the aircraft or is cut free by the loadmaster on the pilot’s order. If the
jumper is being towed by the static line and is cut free, the main parachute will not
deploy, and the jumper will have to activate his reserve using the pull-drop method. The
jumper’s actions are as follows:

(1) Retrieving the Jumper Inside the Aircraft. The jumper remains in a tight body
position until he is completely inside the aircraft. A towed jumper must not use his hands
to assist the retrieving personnel. The most important action of a towed jumper is to
protect his rip cord grip.

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

(2) Cutting the Jumper Away. Once the jumper is cut free of the aircraft, the main
parachute may, or may not, deploy. If the jumper was towed by something other than the
static line, the main parachute will deploy and inflate. There is no need to activate the
reserve parachute. If the jumper was towed by the static line and is cut free, the jumper
must immediately deploy his reserve using the pull-drop method.

WARNING
The towed jumper must remain in tight body position and

protect the rip cord grip with his right hand. Accidental
activation of the reserve while being towed may be fatal.

6-4. PARTIAL MALFUNCTION
The four types of partial malfunctions are complete inversion, semi-inversion, blown
section or gore, and broken suspension lines.

a. Complete Inversion. This malfunction may occur when a portion of the skirt
blows inward between a pair of suspension lines on the opposite side of the parachute.
This portion of the skirt forms a secondary lobe that fills with air and enlarges at the
expense of the rest of the canopy. The portion of the canopy forming the secondary lobe
is inverted. The canopy turns inside out with no decrease in its lifting surface.

(1) It is difficult to detect if a complete inversion occurs during the initial deployment
of the canopy. With a T-10-series, the rear risers control the front of the canopy and the
front risers control the rear of the canopy. With an MC1-series, the orifice and control
toggles are to the parachutist’s front and maneuvering techniques are reversed.

(2) There may be no need for the parachutist to activate the reserve parachute unless
the canopy was damaged during inversion. The parachute failed to function properly, but
will support the parachutist. The inversion may increase the jumper’s rate of descent. If
the jumper’s rate of descent is greater than that of other jumpers, he deploys his reserve.
If he is using the T-10 reserve and his rate of descent is only slightly greater than other
jumpers, he uses the down-and-away method. Otherwise, he uses the pull-drop method
(the only method of activating the MIRPS).

b. Semi-Inversion. This malfunction may occur if development of the secondary
lobe stops before completely inverting. This malfunction may remain stable, become
completely inverted, or revert to normal during descent. The total lifting capability of the
canopy is decreased by the formation of a secondary lobe. The fabric can be burned by
friction and weakened during descent. With this malfunction, the parachutist must deploy
his reserve. (If he is using the T-10 reserve, he uses the down-and-away method.) The
T-10-series and MC1-series parachutes have anti-inversion nets that reduce the chance of
this type of malfunction.

c. Blown Section or Gore. This malfunction occurs when the strain placed on the
canopy during inflation is great and a panel, section, or gore is ripped or torn out,
resulting in a hole(s) in the canopy. The jumper compares his rate of descent with that of
other jumpers. If the jumper is falling faster than other jumpers around him, he must
deploy the reserve parachute. (If he is using the T-10 reserve, he uses the down-and-away
method.) Large holes in the canopy should be treated like a blown section or gore.

6-3

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

d. Broken Suspension Lines. This malfunction occurs when enough suspension
lines break causing the jumper’s rate of descent to be greater than fellow jumpers; the
parachutist must activate his reserve using the down and away method. If control lines on
an MC1-series canopy break, the parachutist controls the canopy by pulling only one of
the rear risers in the direction that he wishes to turn. He must use a rear riser.

6-4

FM 3-21.220(FM 57-220)/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

PART TWO
Duties and Functions of Key Personnel,

Advanced Airborne Techniques and Training

CHAPTER 7

RESPONSIBILITIES AND QUALIFICATIONS
OF KEY PERSONNEL

The initial training and follow-on refresher training of key personnel
are of major concern to commanders. The proper training and supervision
of key personnel ensure that correct procedures and operational safety
measures are followed during airborne operations.

7-1. COMMANDER’S RESPONSIBILITIES

The airborne commander designates the key personnel for each airborne operation. These
key personnel are the primary jumpmaster (JM), assistant jumpmasters (AJMs), safety
personnel, departure airfield control officer (DACO), drop zone support team leader
(DZSTL), drop zone safety officer (DZSO), and malfunction officer (MO).

a. Each aircraft has designated JM, AJM, and safety personnel. The airborne
commander gives the designated JM command authority over, and responsibility for, all
personnel onboard a jump aircraft. JM, AJM, and safety duties are described in Chapters
8, 9, and 10.

b. The DACO is located at the departure airfield and has coordination responsibility
with the GLO and TALCE/aircrew for the loading of personnel, equipment, and supplies
into the aircraft. Also, the DACO provides the JM with changes to station time and the
overall operational plan, current DZ weather, airfield crossing procedures, and the aircraft
parking plan. Complete DACO duties are discussed in Chapter 11.

c. Each DZ has a DZSO or DZSTL. The DZSO or DZSTL has command authority
over the actions and safety of all personnel on the drop zone. DZSO and DZSTL
procedures for DZ operations are described in Chapters 20, 21, and 22.

d. The MO, as a member of the DZST, is located on the DZ. Detailed MO duties are
described in Chapter 23.

The JM, DACO, DZSTL, or DZSO can delegate their authority to subordinates, but they
cannot delegate their responsibilities.

7-2. KEY PERSONNEL PREREQUISITES
The following minimum standards must be met before personnel will be allowed to
perform JM, AJM, safety, DACO, DZSO, DZSTL, or MO duties for personnel and heavy
equipment airdrop operations. Tables 7-1 and 7-2 (pages 7-3 and 7-4) indicate the duties
that JM, DZSO, and DZSTL qualified and current personnel may perform, the airdrop
method that will be used, and the type of airdrop mission that may be flown.

a. JM, AJM, and Safety Personnel. To be appointed as JM, AJM, or safety
personnel, individuals must meet the following prerequisites:

7-1

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

(1) Primary Jumpmaster.

(a) Commissioned officer, warrant officer, or NCO (US Army and US Navy: E5 or
above; USMC and USAF: E4 or above).

(b) JM qualified. To be JM qualified, the JM must be a graduate from an authorized
JM course (see Appendix B) at Fort Benning, GA; at a Fort Benning MTT; at Fort Bragg,
NC; at a Fort Bragg MTT; or from an SOF JM course. (JMs qualified through SOF JM
course must be JM refreshed prior to assuming JM duties outside SOF units.)

(c) JM current. To be JM current, the JM must have either performed JM or AJM
duties within the preceding 180 days; or, if a senior or master rated parachutist,
performed duty as a safety on military fixed-wing aircraft, utilizing door or ramp exit
within the preceding 180 days; or completed a JM refresher course (see Appendix C) in
the preceding 180 days and be a current jumper. (JM or safety duties performed on
rotary-wing aircraft will apply for JM currency.)

(d) Prior experience. Perform duties twice as the AJM and perform duties twice as
a safety. USAF personnel must complete the job qualification requirements for their Air
Force specialty code (AFSC).

(2) Assistant Jumpmaster.

(a) Commissioned officer, warrant officer, or NCO (US Army and US Navy: E5 or
above; USMC and USAF: E4 or above).

(b) JM qualified and current.

(3) Safety Personnel.

(a) Commissioned officer, warrant officer, or NCO (US Army: E5 or above; USMC,
USN, USAF: E4 or above).

(b) JM qualified and current.

b. DACO, DZSO, DZSTL, and MO. To be appointed a DACO, DZSO, DZSTL, or
MO, individuals must meet the following prerequisites:

(1) DACO.

(a) Commissioned officer, warrant officer, or NCO (US Army: E5 or above; USMC,
USAF: E4 or above).

(b) JM qualified and current.

(2) DZSO.

(a) Commissioned officer, warrant officer, or NCO (US Army and US Navy: E5 or
above; USMC, USAF: E4 or above).

(b) JM qualified and current or CCT/STS certified.

(c) Prior experience. Perform the duties of assistant DZSO in support of an airborne
operation involving personnel or heavy equipment at least once.

NOTE: For combination airdrop operations the DZSO/DZSTL must follow the
procedures for heavy drop operations, but observe the jumpers as they exit the
aircraft.

(3) DZSTL.
(a) Commissioned officer, warrant officer, or NCO (US Army: E5 or above; USMC,
USAF: E4 or above), or civilian equivalent. (This position is not required for USN.)

7-2

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

(b) JM qualified and current for PE or HE.
(c) Certified as a DZSTL by having attended one of the following since 1988:
e USAIS Pathfinder Course.
e USAIS Jumpmaster Course (for CARP DZs only).
e USAIS DZSTL MTT.
e 82d Airborne Division Advanced Airborne School DZSTL Course.
e 82d Airborne Division Advanced Airborne School JM Course (for CARP DZs
only).
e US Army Special Operations Command (USASOC) Jumpmaster Course.

(d) Prior experience. Observed and assisted a qualified and current DZSTL while
performing his duties during an airdrop operation involving personnel or heavy
equipment.

(e) DZSTL current. To be DZSTL current, the DZSTL must have performed the
duties of DZSTL or assistant DZSTL within the preceding 180 days or completed a
DZSTL refresher course taught by a current DZSTL within the preceding 180 days.

NOTE: DZSTLs in support of CDS airdrops are not required to be airborne qualified,
on jump status, or JM qualified and current, but they must have attended an
authorized Pathfinder or DZST course. For combination airdrop operations the
DZSO/DZSTL must follow the procedures for heavy drop operations, but
observe the jumpers as they exit the aircraft.

(4) Malfunction Officer.

(a) Commissioned officer, warrant officer, or NCO (US Army and US Navy: E5 or
above; USMC, USAF: E4 or above), or civilian equivalent. USAF: DZC/DCSO will fill
the duties as the MO and be designated in writing as an MO. He will have a thorough
understanding of the parachute equipment used for the operation. USAF combat control
personnel are authorized to perform the duties of MO during unilateral operations.

(b) Qualified parachute rigger from the unit providing the air items used during the
operation IAW AR 59-4/MCO 13480.1B). (For the USMC only, the malfunction officer
does not have to be from the organization providing the air items.)

DUTY TO AIRDROP TYPE
PERFORM METHOD AIRDROP
1. JM SCHOOL GRADUATE BEFORE SEP 1988:
(A) JM (C) JM, DZSO, CARP, VIRS, WSVC, | CDS, HE, PERS
DZSTL GMRS
(B) JM (NC) NONE
2. JM SCHOOL GRADUATE AFTER SEP 1988:
(A) JM (C) JM, DZSO CARP CDS, HE, PERS
(B) JM (NC) DZSO CARP CDS
C = CURRENT NC = NOT CURRENT

Table 7-1. Duties that Juampmaster School certified personnel may perform.

7-3

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

DUTY TO AIRDROP TYPE
PERFORM METHOD AIRDROP
1. USAIS PATHFINDER SCHOOL GRADUATE AFTER SEP 1988:
(A) JM (C) DZST (C) JM, DZSTL CARP, *GMRS, VIRS | CDS, HE,
PERS
(B) JM (NC) DZST (C) DZSTL CARP CDS
(C) JM (C) DZST (NC) JM
(D) NONAIRBORNE DZST | DZSTL CARP CDS
(C)
C = CURRENT NC = NOT CURRENT
* GMRS DZ NORMALLY RESERVED FOR SOCOM UNITS, AND REQUIRES
DOCUMENTED TRAINING FROM DZSTL MTT

Table 7-2. Duties that USAIS Pathfinder School graduates may perform.

7-4

FM 3-21.220(FM 57-220)/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

CHAPTER 8

JUMPMASTER DUTIES AT THE UNIT AREA

The success of airborne operations depends mainly on how well the
JM executes his duties. He must receive mission briefings, conduct
prejump training, supervise rigging of equipment, and move to the
departure airfield, all within a rigid time schedule.

Section I. ESSENTIAL INFORMATION

A key factor in the JM duties is the mission briefing. H-hour (TOT) is established at this
time and the backward planning process begins.

NOTE: Jumpmaster duties begin immediately upon notification.

8-1.

DESIGNATION NOTIFICATION

Upon notification that he has been designated as JM, the individual obtains or is provided
the following information:

Mission and ground tactical plan.

Air movement plan to include time of flight, formations, route, direction of flight
over drop zone, drop altitude, location and design of code letters, racetracks, and
emergency call signs/frequencies.

Names of AJM(s) and safety personnel, and time and place to brief them.

Time and place of initial manifest call.

Time and place of final manifest call.

Time and place to conduct operations briefing.

Time and place to conduct prejump training.

Time and place to check and inspect parachutists’ uniforms and equipment.
Transportation (movement to marshaling area and departure airfield plan and
times).

Tactical cross-load plan.

Time and place of parachute issue, including types of parachutes.

Weather decision time(s).

Time and place of troop safety briefing.

Type of aircraft for the operation and special items of equipment being worn by
jumpers (DMJP, AIRPAC, AT4JP, SMJP, or CWIE) or A-series containers
aboard aircraft (door bundles or wedge).

Aircraft tail numbers, chalk numbers, and parking spots.

Load time.

Time and place of aircrew/JM briefing.

Station time.

Takeoff time.

Time on target.

8-1

FM 3-21.220/MCWP 3-15.7/AFMAN11-420/NAVSEA SS400-AF-MMO-010

NOTE: _ If, during the joint planning and preparation phase for airborne operations, it is
decided host nation aircraft are to be used without navigational equipment, a
detailed pilot, loadmaster, and JM brief must take place.

e Landing plan to include drop zones, drop times, delivery sequence, number/type
of loads (PP, HD, CDS, LAPES), and types of drops (CARP, GMRS, VIRS, or
WSVC).

e Mission and ground tactical plan.

e Air item turn-in plan.

e Medical support plan.

8-2. ASSISTANT’S BRIEFING

After he receives the initial operation briefing, the JM returns to the unit and briefs his
AJM and safety personnel. The JM assigns them duties for the remainder of the
operation. At this time, the JM determines who assumes responsibility for parachutists
remaining onboard. The manifest of personnel scheduled to jump is prepared. The JM
schedules a full rehearsal with the JM team before the JM team assembles the chalk
(planeload).

a. Upon completion of the briefing, the JM organizes the chalk IAW the cross-
loading plan and conducts the initial manifest call. AJM(s) and safety personnel check the
identification card and identification tags of each parachutist.

b. Items for cross-loading include door bundles and large, bulky equipment carried
by individual parachutists (CWIE, DMJP). The JM determines which chalk and informs
parachutists which position and door they will jump.

c. The JM, aided by his AJM(s) and safety personnel, inspects each parachutist’s
equipment to ensure proper rigging. Parachutists pack and rig their equipment and
containers before airborne operations.

NOTE: Primary jumpmaster can delegate authority, but not responsibility.

8-3. JUMPMASTER/SAFETY KIT BAG
The JM ensures aviator kit bags for use onboard the aircraft have been prepared to
contain extra items that may be needed during any phase of the airborne operation. This
is referred to as the JM/safety kit bag and is used by the JM, AJM, and safety personnel.
Items to consider for use onboard the aircraft (depending on the type of airborne
operation) are—

e Flashlight (night operations).

e Masking tape/cloth.

e Roll of 1/4-inch cotton webbi
…[truncated]

Related across Profoundd

Oregon Climate Docs

Ashland — Climate and Energy Action Plan (CEAP) p.165
CLIMATE TRENDS & PRO JECTIONS | CITY OF ASHLAND, OREGON | FINAL REPORT | 36 References Abatzoglou, J. T., & Brown, T. J. (2012). A comparison of statistical downscaling methods suited for wildfire applications. I…
Medford — Transportation System Plan 2018-2038 p.199
entrance road with Biddle Road as an interm ediate term improvem ent (needed between 2006 and 2010). However, there has been recent industrial park devel opment activity in the vicinity of the existing at- grade inter…
Ashland — Climate and Energy Action Plan (CEAP) p.260
33 All the consequences of a warming planet are exhibited in the above questions, and they are all impactful to our community. 6/1/2016 2:22 PM 34 Summer smoke and unsustainable cannabis production is if greatest concern…

WEF Publications

Future of Jobs Report 2025 p.220
Contextual indicators Regional average Income Gr oup average Labour for ce par ticipation (2023) 76% Vulnerable employment (2022) 61% Share of youth not in employment, educat ion, or training (NEET)(2023) 30% Unemploymen…
Future of Jobs Report 2025 p.238
31% Global 22% Labour-market churn Five-year structural labour -force chur n40% Global 39% Skill disruption Shares of cor e skills wh ich w ill change96% Global 83% Organizations with DEI priorities Share of organ izatio…
GFC White Paper on New Leadership Models for Future Generations 2026 p.19
Endnotes 1. Edelman Trust Institute. (2025). 2025 Edelman Trust Barometer: Trust and the Crisis of Grievance. Retrieved from https:// www.edelman.com/sites/g/files/aatuss191/files/2025-01/2025%20Edelman%20Trust%20Baromet…

Epstein Files

EFTA00590236 — EFTA00590236
EFTA00590236 KARAKORAM GROUP INTERNATIONAL MOST EXPERIENCED PROBLEM SOLVERS IN THE WORLD .4& KGI Founded by two former commanders of the nation's premier Army and Navy Counter Terrorism units, the Karakoram Group Interna…
EFTA02444651 — Whitesides Group - Research Page 1 of 7
Whitesides Group - Research Page 1 of 7 The Whitesides Research Group Research Microfluidics The Whitesides Group is very active in microfluidics. Our previous accomplishments in the field include work on laminar flow in…
EFTA00598402 — ri.:Ijc Neuf fork 61utc0 December 31, 2012
ri.:Ijc Neuf fork 61utc0 December 31, 2012 Mali Prime Minister Arrested In an apparent second coup, soldiers arrested Prime Minister Cheikh Modibo Diarra at his home late on Dec. 10, 2012. Hours later, a grim faced Mr. D…

Federal Writers' Project

[Andrew Johnson]
k?4.4_,C4 Forms to be /iMed out for Each Interview FOLKLORE NEW YORK STATE New York City NAME OF WORKER FORMA Circumstances of Interview Levi C. Hubert ADDRESS 353 West 118th St. Manhattan. DATE November 28, 1938 SMUT II…
[Mountain Sharecroppers]
February 16, 1939 Jake Mack (white) Valley Street Emma, N. C. Day laborer, sharecropper Ann. Winn Stevens, writer. Douglas Carter, reviser. MOUNTAIN SHARECROPPERS Original Names Jake Mack "Mother Mack" Julia Plemmons Fra…
[Dave Hoffman]
'aouti,ier.arteidon S. .e.tore. Tarnalt co.,Dist*,47 eage FC 240 Dave '1offaan,38, living at 341b Ave. ,J, Fort ;$arth,lexast was born at Avon ,July 1,1900. !Is father, Jessie eoefman, was a breeder and racer of race hor…

Recent News

Congress Must Protect the Role of JAGs in the Military
Recent reporting indicates that United States Secretary of Defense Pete Hegseth—certainly no fan of the military rules of engagement (ROE) and international law of war —has directed a new key member of his staff to overs…
Smith helps Colts avoid elimination – Medford News, Weather, Sports, Breaking News
Smith helps Colts avoid elimination Aug 03, 2003 12:00 AM A A PORTLAND ' Allen Smith came up with the clutch hits as the South Medford Colts avoided elimination in the American Legion A State Tournament Saturday at Sckav…
Ashland sweeps Roseburg, keeps Indians winless in SOC - April 20, 2003
CLOUDY Temp: 61 °F Wind: WNW at 5 mph Monday, September 29, 2003   SECTIONS Home Page Local News Sports Business Obituaries   Life   Opinion - Politics   AP News   Weather   Classified …