U.S.

ARMY JUMPMASTER SCHOOL

NOMENCLATURE STUDY GUIDE

5 FOOT UNIVERSAL STATIC LINE EXTENTION 1. 5 FOOT UNIVERSAL STATIC LINE EXTENSION 2. COTTON BUFFER

UNIVERSAL STATIC LINE 1. STATIC LINE SLEEVE 2. PACK OPENING LOOP 3. UNIVERSAL STATIC LINE 4. UNIVERSAL STATIC LINE SNAP HOOK 5. SPRING OPENING GATE 6. RIVET PIN

CANOPY RELEASE ASSEMBLY 1. MALE FITTING CANOPY RELEASE ASSEMBLY 2. CABLE LOOP 3. LATCH 4. FEMALE FITTING CANOPY RELEASE ASSEMBLY 5. SAFETY CLIP

HARNESS ASSEMBLY 1. DIAGONAL BACKSTRAP 2. CANOPY RELEASE ASSEMBLY 3. CANOPY RELEASE ASSEMBLY PAD 4. BACKSTRAP ADJUSTER 5. MAIN LIFT WEB 6. EJECTOR SNAP PAD 7. QUICK FIT V RING 8. CHEST STRAP 9. EJECTOR SNAP 10. WEBBING RETAINER 11. D RING 12. HORIZONTAL BACKSTRAP 13. SADDLE 14. LEG STRAP 15. LOWERING LINE ADAPTER WEB TIE 16. LOG RECORD STOW POCKET

EJECTOR SNAP 1. ACTIVATING LEVER 2. OPENING GATE 3. BALL DETENT

PACK TRAY 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 BACKSTRAP RETAINER 9. PULL THE DOT FASTENER 10. DIAGONAL BACKSTRAP KEEPER 11. HORIZONTAL BACKSTRAP RETAINER 12. HORIZONTAL BACKSTRAP KEEPER 13. WAISTBAND 14. WAISTBAND ADJUSTER PANEL 15. METAL ADJUSTER

PACK ASSEMBLY (BACK) 1. WAISTBAND RETAINER 2. CONNECTOR SNAP 3. CONNECTOR SNAP TIE 4. CONNECTOR SNAP GROMMET 5. TOP CARRYING HANDLE 6. LEFT CARRYING HANDLE 7. SAFETY WIRE AND LANYARD

PACK ASSEMBLY (FRONT) 1. END PANEL 2. RIP CORD GRIP 3. RIP CORD GRIP STOW POCKET 4. TOP CARRYING HANDLE 5. LEFT CARRYING HANDLE 6. PACK OPENING SPRING BAND 7. RIP CORD PROTECTOR FLAP 8. TOP PANEL 9. BOTTOM PANEL 10. RIP CORD ASSEMBLY 11. EYELET 12. CABLE 13. STEEL SWAGED BALL 14. PACK FASTENER 15. HOOK TAPE 16. LOCKING PIN 17. PILE TAPE 18. GROMMET 19. CONE 20. HOOK 21. YELLOW BINDING TAPE

BALLISTIC HELMET 1. PARACHUTIST RETENTION STRAP 2. LONG CONTINUOUS PORTION CHINSTRAP 3. PULL THE DOT FASTENER WITH TAB 4. ADJUSTING BUCKLE 5. SHORT SEWN PORTION CHINSTRAP 6. SUSPENSION BAND WITH DRAWSTRING AND ADJUSTABLE TAB 7. HEADBAND 8. ADJUSTING BUCKLE WITH TAPE 9. ATTACHING CLIP 10. BALLISTIC HELMET 11. MODIFIED HEADBAND 12. SECURING TABS 13. ADJUSTABLE TAB 14. MODIFIED SUSPENSION BAND WITH DRAWSTRING AND ADJUSTABLE TAB 15. FOAM IMPACT PAD 16. MODIFIED FOAM IMPACT PAD

M1950 WEAPONS CASE 1. FEMALE PORTION, LIFT FASTENER 2. MALE PORTION, LIFT FASTENER 3. UPPER TIE DOWN TAPE 4. LOWER TIE DOWN STRAP 5. SLIDE FASTENER AND TAB THONG 6. CLOSING FLAP 7. FLAP THONG 8. LIFT FASTENER 9. LOWERING LINE STOW POCKET 10. V RING 11. QUICK RELEASE LINK 12. ADJUSTING STRAP CONNECTOR 13. ADJUSTING STRAP 14. LOWER TIE DOWN TAPE

QUICK RELEASE SNAP 1. QUICK RELEASE SNAP 2. ACTIVATING ARM 3. SNAP FASTENER 4. FEMALE PORTION QUICK RELEASE SNAP 5. ROTATING CLAW 6. OPENING GATE

HOOK PILE TAPE LOWERING LINE 1. LOOPED END HOOK PILE TAPE LOWERING LINE 2. RETAINER FLAP 3. YELLOW SAFETY LANYARD 4. EJECTOR SNAP 5. HOOK TAB 6. PILE TAB

HARNESS SINGLE POINT RELEASE 1. EQUIPMENT RETAINER STRAP 2. MALE PORTION, LEG STRAP RELEASE ASSEMBLY 3. FEMALE PORTION, LEG STRAP RELEASE ASSEMBLY 4. WEBBING RETAINER 5. CABLE LOOP RETAINER 6. GROMMET 7. TRIANGLE LINK 8. ADJUSTABLE D RING ATTACHING STRAP 9. SNAP HOOK 10. RELEASE HANDLE ASSEMBLY 11. ADJUSTABLE CROSS STRAP 12. RELEASE HANDLE CROSS STRAP 13. RED ATTACHING LOOP 14. GREEN ATTACHING LOOP 15. WHITE ATTACHING LOOP 16. FRICTION ADAPTER 17. RELEASE HANDLE CABLE 18. RELEASE HANDLE 19. RELEASE HANDLE LANYARD 20. ADJUSTABLE LEG STRAP.

U.S. ARMY JUMPMASTER SCHOOL

PRE-JUMP STUDY GUIDE

PRE-JUMP TRAINING
Prior to Pre-jump Training, place the jumpers into a formation that allows the jumpmaster to easily control them and make on the spot corrections. The extended rectangular formation and the horseshoe formation are the two preferred formations. Prior to placing the jumpers into formation, ensure the jumpmaster team inspects the ballistic helmets, ID tags and ID cards. The jumpmasters or the safeties can accomplish this inspection. Although Pre-jump can be given by anyone on the jumpmaster team, the primary jumpmaster can delegate authority but not responsibility. Holding, running, one riser slips, and other information can be inserted into Prejump as the Airborne Commander sees fit. Although Pre-jump training should be tailored to fit the mission, emergency landings will always be covered due to the many variables involved with emergency situations; i.e. if jumpers have to conduct an emergency bailout over unfamiliar terrain. Pre-jump training is performance-oriented training and the jumpmaster team must ensure that the jumpers are performing the actions as they are being covered. During Prejump training, use the HIT IT exercise as often as needed to keep the jumpers actively involved. Jumpmasters will refer to their unit ASOPs for additional guidance. When jumping rotary wing aircraft, jumpers will extend their count to six thousand. The first items I will cover are the points of performance. Your first point of performance is PROPER EXIT, CHECK BODY POSITION AND COUNT. Jumpers HIT IT. Upon exiting the aircraft, snap into a good tight body position. Keep your eyes open, chin on your chest, elbows tight into your sides, hands on the end of the reserve, with your fingers spread, right hand covering the ripcord grip. Bend forward at the waist keeping your feet and knees together, knees locked to the rear and count to four thousand. At the end of your four thousand count immediately go into your second point of performance, CHECK CANOPY AND GAIN CANOPY CONTROL. When jumping the T-10 series parachute, reach up to the elbow locked position and secure a set of risers in each hand, simultaneously conduct a 360-degree check of your canopy. When jumping the MC1-1 series parachute, secure a toggle in each hand and pull them down to eye level, simultaneously conducting a 360-degree check of your canopy. If, during your second point of performance, you find that you have twists, reach up and grasp a set of risers with each hand, thumbs down, knuckles to the rear. Pull the risers apart and begin a vigorous bicycling motion. When the last twist comes out, immediately check canopy and gain canopy control. Your third point of performance is KEEP A SHARP LOOKOUT DURING YOUR ENTIRE DESCENT. Remember the three rules of the air and repeat them after me. Always look before you slip/turn; Always slip/turn in the opposite direction to avoid collisions, and the lower jumper always has the right of way. Avoid fellow jumpers all the way to the ground and maintain a 25-foot separation when jumping the T10 series parachute and a 50-foot separation when jumping the MC1-1 series parachute. Some time during your third point of performance, release all appropriate equipment tie downs.

This brings you to your fourth point of performance, which is PREPARE TO LAND. At 100-200 feet AGL, look below you to ensure there are no fellow jumpers and lower your equipment. Regain canopy control. At approximately 100 feet AGL, slip/turn into the wind and assume a landing attitude. When jumping the T-10 series parachute and the wind is blowing from your left, reach up on left set of risers and pull them deep into your chest. If the wind is blowing from your front, reach up on the front set of risers and pull them deep into your chest. If the wind is blowing from your right, reach up on your right set of risers and pull them deep into your chest. If the wind is blowing from your rear, reach up on your rear set of risers and pull them deep into your chest. When jumping the MC1-1 series parachute and the wind is blowing from your left, pull your left toggle down to the elbow locked position. When you are facing into the wind, let up slowly to prevent oscillation. If the wind is blowing from your right, pull your right toggle down to the elbow locked position. When you are facing into the wind, let up slowly to prevent oscillation. If the wind is blowing from your rear, pull either toggle down to the elbow lock position. When you are facing into the wind let up slowly to prevent oscillation. If the wind is blowing from your front, make minor corrections to remain facing into the wind. Once you are facing into the wind, assume a landing attitude by keeping your feet and knees together, knees slightly bent, with your head and eyes on the horizon. When the balls of your feet make contact with the ground, you will go into your fifth point of performance, LAND. You will make a proper PLF by hitting all five points of contact. Touch them and repeat them after me. 1) BALLS OF THE FEET. 2) CALF. 3) THIGH. 4) BUTTOCKS. 5) PULL UP MUSCLE. You will never attempt to make a stand up landing. Remain on your back and activate one of your canopy release assemblies using either the hand to shoulder method or the hand assist method. To activate your canopy release assembly using the hand to shoulder method, with either hand reach up and secure a safety clip and pull it out and down exposing the cable loop. Insert the thumb from bottom to top through the cable loop, turn your head in the opposite direction and pull out and down on the cable loop. To activate the canopy release assembly using the hand assist method, with either hand reach up and secure a safety clip and pull it out and down exposing the cable loop. Insert the thumb from bottom to top. Re-enforce that hand with the other hand, turn your head in the opposite direction and pull out and down on the cable loop. If your canopy fails to deflate, activate the other canopy release assembly. Place your weapon into operation and remain on your back to get out of the parachute harness. I will now cover RECOVERY OF EQUIPMENT. Once out of the parachute harness, remove all air items from the parachute harness. Roll the aviators kit bag two thirds down and place the parachute harness inside the aviators kit bag smooth side facing up, leaving the waistband exposed. Remain on a knee and begin pulling the suspension and canopy to the aviators kit bag, stuffing them into the aviators kit bag as you go. Route the waistband through the bridal loop leaving six to eight inches of the waistband exposed and snap, do not zip, the aviators kit bag. Secure the reserve parachute to the aviators kit bag, place it over your head, conduct a 360-degree police of your area and move to your assembly area.

I will now cover TOWED JUMPER PROCEDURES. JUMPERS HIT IT. If you become a towed jumper and are being towed by your static line and are unconscious, you will be retrieved inside the aircraft. If you are conscious, maintain a good tight body position with your right hand protecting your ripcord grip, and an attempt will be made to retrieve you inside the aircraft. As you near the jump door, DO NOT REACH FOR US, continue to protect your ripcord grip. If you cannot be retrieved, you will be cut free. Once you feel yourself falling free from the aircraft, immediately activate your reserve parachute for a total malfunction. If you are being towed by your equipment, regardless of whether you are conscious or unconscious, we will cut or jog your equipment free and your main parachute will deploy. NOTE: If you are being towed from a rotary wing aircraft, maintain a good tight body position and protect your ripcord grip. The aircraft will slowly descend to the DZ, come to a hover and the jumpmaster will free you from the aircraft. The next item I will cover is MALFUNCTIONS There are two types of malfunctions, total and partial. A total malfunction provides no lift capability what so ever; therefore, you must activate your reserve using the PULL DROP METHOD. While cigarette rolls and streamers are partial malfunctions, they provide no lift capability and you must activate your reserve using the PULL DROP METHOD. There are several types of partial malfunctions and actions for each. If you have broken suspension lines, blown sections or gores, compare your rate of descent with fellow jumpers. If you are falling faster than fellow jumpers, activate your reserve for a partial malfunction. If you have a squid, semi-inversion, or a complete inversion with damage to the canopy or suspension lines you must immediately activate your reserve for a partial malfunction. If you have a complete inversion with no damage to the canopy or suspension lines, do not activate your reserve parachute. I will now cover ACTIVATION OF THE MODIFIED IMPROVED RESERVE PARACHUTE SYSTEM. To activate the MIRPS; you will use the PULL DROP METHOD. JUMPERS HIT IT. Maintain a good tight body position. Grasp the left carrying handle with your left hand; with your right hand grasp the ripcord grip. Pull out on the ripcord grip and drop it. Your reserve will activate. If your reserve does not activate, maintain a good tight body position, and with your right hand form a knife cutting edge and sweep the ripcord protector flap up and away allowing the deployment assistance device to properly deploy. To activate the T-10 reserve for a total malfunction, use the PULL DROP METHOD JUMPERS HIT IT. If you do not feel an opening shock at the end of your count, maintain a good tight body position. With your left hand grasp the left carrying handle; with your right hand grasp the ripcord grip. Turn your head to the left or right; pull the ripcord grip and drop it. Your reserve will activate. To activate the T-10 reserve for a partial malfunction, use the down and away method. JUMPERS HIT IT. CHECK CANOPY AND GAIN CANOPY CONTROL. Snap back into a good tight body position. With the left hand cover the ripcord protector flap and with the right hand

grasp the ripcord grip. Apply inward pressure with the left hand and with the right hand pull the ripcord grip and drop it. Form a knife cutting edge with the right hand and insert it into the upper right hand corner of the reserve. Grasp as much canopy and suspension lines as possible and pull it out and up over either shoulder and throw it down and away in the direction you are spinning. If the canopy fails to inflate, pull it back into your body and throw it down and away in the opposite direction. Once your reserve activates, with each hand form a fist, thumbs exposed, and with a sweeping motion, clear all of the suspension lines from the pack assembly ensuring they are deployed. NOTE: If you have to activate the reserve for a partial malfunction, any attempt to control either canopy will be useless as one canopy will act as a brake for the other. The next items I will cover are COLLISIONS AND ENTANGLEMENTS. JUMPERS HIT IT. CHECK CANOPY AND GAIN CANOPY CONTROL. If you see another jumper approaching, immediately attempt to slip/turn away. If you cannot avoid the collision assume a spread eagle body position and attempt to bounce off the jumpers canopy and suspension lines and immediately slip/turn away. If you pass through the suspension lines, snap into a modified position of attention. With your right hand protect your ripcord grip and with your left hand attempt to weave your way out of the suspension lines the same way you entered and then slip/turn away. If you become entangled and are jumping the T-10 series parachute, the higher jumper will climb down to the lower jumper using the hand under hand method. Once both jumpers are even, you will face each other and grasp each others left main lift web with your left hand. Both jumpers will discuss which PLF to execute. Both jumpers will conduct the same PLF. Neither jumper will execute a front PLF. Both jumpers will continue to observe their canopies. If one canopy collapses, neither jumper will activate their reserve as one T-10 series parachute can safely deliver two combat equipped jumpers to the ground. If both canopies collapse the jumpers will pull towards each other to create a clear path for the activation of their reserve parachutes, then activate their reserves using the pull drop method. If you are jumping the MC1-1 series parachute, both jumpers will remain where they are, obtain a clear path and immediately activate their reserve parachutes using the PULL DROP METHOD. The next items I will cover are EMERGENCY LANDINGS. The first emergency landing I will cover is the Tree Landing. If you are drifting towards the trees, immediately slip/turn away. If you cannot avoid the trees and have lowered you equipment, look below you to ensure there are no fellow jumpers and jettison your equipment making a mental note of where it lands. If you have not lowered your equipment, keep it on you to provide extra protection while passing through the trees. At approximately 100 feet AGL, assume a landing attitude by keeping your feet and knees together, knees slightly bent with your head and eyes on the horizon. When the balls of your feet make contact with the trees, rotate your hands in front of your face with your elbows high. Be prepared to execute a PLF if you pass through the trees.

If you get hung up in the trees keep your ballistic helmet on and lower and jettison all unneeded equipment. Activate the chest strap ejector snap and activate the quick release in your waistband. Place your left hand over the ripcord protector flap and apply pressure. Grasp the ripcord grip with your right hand and pull it and drop it. Control the activation of the reserve parachute toward the ground ensuring that all suspension lines are completely deployed. Disconnect the left connector snap and rotate the reserve to the right. Grasp the main lift web with either hand below the canopy release assembly and with the other hand activate the leg strap ejector snaps and climb down the outside of the reserve. Remember, when in doubt, stay where you are and wait for assistance. The next emergency landing I will cover is the Wire Landing. If you are drifting toward wires, immediately slip/turn away. If you cannot avoid the wires, look below you to ensure there are no fellow jumpers and lower and jettison your equipment making a mental note of where it lands. Assume a landing attitude by placing your hands, fingers and thumbs extended and joined high on the inside of the front set of risers with the elbows locked. Place your chin on your chest, keep your feet and knees together and exaggerate the bend in your knees. When the balls of your feet make contact with the wires, begin a vigorous rocking motion in an attempt to pass all the way through the wires. Be prepared to execute a PLF if you pass all the way through the wires. If you get hung up in the wires, stay where you are and wait for assistance. The last emergency landing I will cover is the Water Landing. The water landing is the most dangerous emergency landing because it takes the most time to prepare for. If you are drifting towards a body of water, immediately slip/turn away. If you cannot avoid the water, look below you to ensure there are no fellow jumpers and lower, do not jettison your equipment. Next, jettison your ballistic helmet. Activate the quick release in your waistband, disconnect the left connector snap and rotate the reserve to the right. Seat yourself well into the saddle and activate the chest strap ejector snap. Regain canopy control. Prior to entering the water assume a landing attitude by keeping your feet and knees together, knees slightly bent and place your hands on the leg strap ejector snaps. When the balls of your feet make contact with the water, activate the leg strap ejector snaps, arch your back, throw your arms above your head and slide out of the parachute harness. Swim upwind or upstream away from the canopy. Be prepared to execute a PLF if the water is shallow. If the canopy comes down on top of you locate a radial tape, follow it to the skirt of the canopy and swim upstream or upwind away from the canopy. The next items I will discuss are MISSION ORIENTED items. Since intentional water landings, night operations and operations under AWADS conditions require additional considerations, you must be prepared to brief them to your jumpers. NOTE: If you are jumping the B-7 life preserver, activate it in the air. Lower but do not jettison combat equipment. NIGHT JUMPS: When conducting night jumps, be sure to give your canopy an extra look, and maintain noise and light discipline all the way to the ground.

AWADS: When jumping under AWADS conditions, do not lower your equipment until you have passed through the clouds. Do not slip/turn unless you have to avoid a collision. If you have any type of malfunction, you must immediately activate your reserve using the pull drop method because you cannot compare your rate of descent with fellow jumpers. Ensure you recheck your canopy once you pass through the clouds. PLFS: We will now move to the PLF platform and conduct one satisfactory PLF in each of the four directions ensuring you conduct a proper PLF.

ITEMS TO BE COVERED DURING PRE-JUMP TRAINING

1. 2. 3. 4. 5. 6.

7.

8.

FIVE POINTS OF PERFORMANCE RECOVER OF EQUIPMENT TOWED PARACHUTIST PROCEDURES MALFUNCTIONS A. ACTIVATION OF RESERVE COLLISIONS AND ENTANGLEMENTS EMERGENCY LANDINGS: A. TREE LANDING B. WIRE LANDING C. WATER LANDING MISSION ORIENTED ITEMS A. B-7 LIFE PRESERVER B. NIGHT JUMPS C. AWADS PARACHUTE LANDING FALLS

UNITED STATES ARMY

JUMPMASTER SCHOOL

CARP DROP ZONES

Student Handout - DUTIES AND RESPONSIBILITIES OF THE DROP ZONE SAFETY OFFICER (DZSO) AND THE DROP ZONE SUPPORT TEAM LEADER (DZSTL) Scope - During this period of instruction you will learn the prerequisites for performing the duties of the DZSO/DZSTL. We will also discuss the minimum information that you should receive during the premission coordination, the support requirements necessary to operate a drop zone, and specific duties and

responsibilities of the DZSO/DZSTL. We will also discuss the additional duties you will assume when replacing the USAF CCT. Prerequisites - DZSO Be an officer or Noncommissioned officer in the pay grade of E5 or above. Be Jumpmaster qualified and current as a Jumpmaster. Have previously observed the DZSO on a personnel jump. Have performed the duties of assistant DZSO at least once. NOTE: The DZSO is a key member of what we refer to as a Drop Zone Support Team. NOTE: The difference in the required duties of the DZSO as opposed to those of the DZSTL is tied to whether or not the mission is supported by an Air-Force Combat Control Team. As a result of a signed Memorandum of Agreement (MOA) we are training you to perform duties for select Computed Air Release Point (CARP) operations without the presence of CCT, therefore your designation for those operations will become Drop Zone Support Team Leader (DZSTL). Prerequisites - DZSTL Must be an NCO, Officer, or Civilian equivalent. Must have received training and certification on drop zone operations for airdrops made without USAF CCT. For personnel and heavy equipment drops, must be a qualified and current Jumpmaster. NOTE: The Drop Zone Support Team will consist of at least two personnel. The senior person meeting these prerequisites will be designated as the Drop Zone Support Team Leader. Specific Duties and Responsibilities of the DZSO Attends pre-mission briefings. Coordinates with USAF CCT if required. Opens the DZ through range control and closes it when accountability of personnel, air items, and equipment is completed. Has the DZ fully operational one hour prior to the drop time. Conduct group aerial recon of DZ prior to drop time from the PI Establish communications with DACO one hour prior to drop time. Collocates with USAF CCT one hour prior to drop time. Monitor surface winds from the point of impact. The assistant DZSO (if required) will monitor surface winds from highest point on the drop zone or the far end if there is little or no change in elevation. Establish a 10 minute window NLT 12 minutes prior to the scheduled drop time. Give a GO or NO GO 2 minutes before drop time. Controls all ground and air medical evacuation. Ensures no drop communication signal is relayed to the aircraft when: 1. Surface winds exceed 13 knots for a personnel drop. 2. Any unsafe act is observed either on the ground or in the air. Marks the DZ for day or night. Operates all visual acquisition aids. Submits post mission reports properly.

Mission Briefing Checklist 1. 2. 3. 4. Verify JA/ATT mission sequence number Verify DZ Name/Location TOT (s) Block time No Drop procedures

5. 6. 7. 8. 9. 10. 11.

12.

13. 14. 15.

Verify current DZ survey data Type drop (PE, CDS, HE). Type release (CARP, GMRS, VIRS, Visual, and AWADS). Type parachutes Number of jumpers/bundles (ground quick disconnects) Type/number of aircraft. DZ markings Ram Panels/lights Smoke/Flares Emergency no drop procedures Mission Cancellation indication. DZ support Communications available Frequencies/call signs Visual acquisition aids NAVAIDS MEW Equipment Aircraft/Mission commanders name, unit, telephone number DZSO/DZSTL name, rank, unit, telephone number. Post mission reports

Personnel Airdrops - Multiple aircraft or single aircraft operations on drop zones 2100 meters and more in length. 1 DZSO and 1 Assistant DZSO 2 Medical personnel (with vehicle) Malfunction officer/NCO (with camera) Parachute recover detail Parachute turn-in detail 2 radios 2 AN/PMQ-3A Anemometers, or Authorized Equivelient 2 compasses Smoke grenades (as required) Vehicles (as required) Road guards (if applicable) Military Police (if applicable) Boat detail (if applicable) VS-17 Panels (as required) Pibal Equipment with helium source (if applicable) Signal mirror, strobe light, binoculars.

Personnel Airdrops - Single aircraft operations on drop zones 2099 meters or less in length 1 DZSO 1 Medic (with vehicle) 1 radio 1 AN/PMQ-3A Anemometer, or Authorized Equivelient 1 Compass All other requirements remain unchanged.

DZSTL Additional Support Requirements Eleven white omni-directional lights

 One white air traffic control light and/or flares One red lens for air traffic control light and/or red flares NOTE: Having met the prerequisites does not mean we can replace the CCT on all missions. Certain missions will still require their presence. The specific missions the DZSTL will be allowed to support are as follows: 1. Army Primary Mission responsibilities Wartime CDS airdrops to Army units of battalion size or smaller. Peacetime VMC airdrops involving single ship and formations of up to three aircraft. 2. Army Secondary Mission Responsibility Wartime airdrops to Army units of Brigade size or larger. Peacetime C130 AWADS airdrops involving single ship or up to three aircraft in formation All VMC formation drops of four or more aircraft. 3. Marine Corps Primary Mission Responsibility Wartime CDS airdrops to Marine Corps forces. Peacetime VMC airdrops involving single ship and formations of up to three aircraft. Peacetime C-130 AWADS airdrops involving single ship and formations of up to three aircraft. 4. Marine Corps Secondary Mission Responsibility Wartime equipment and personnel airdrops to Marine Corps forces AF FORM 3823 As the Drop Zone Support Team Leader you must be familiar with AF FORM 3823 (see fig 1), used for drop Zone surveys. You must know its use and what information should be recorded on it. The actual survey of the drop zone is known as a tactical assessment. This assessment can be done by either an Air Force CCT, or personnel trained to perform duty as a drop zone support team leader. Tactical DZ Assessment (Survey) 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. DZ name or intended call sign. Topographical map series and sheet number Recommended approach axis (magnetic course) PI location (8 digit grid coordinate) Leading edge centerline coordinate (8 digit) DZ size in yards/meters Air traffic restrictions/hazards. Name or surveyor and unit Recommendation for approval/disapproval Remarks (as minimum include a recommendation for airdrop options, CARP, GMRS, VIRS, Blind Drop) Airdrop operations on tactically assessed DZ's will be made only under the following conditions: 1. During training events, the airdrop will be located within a military reservation or upon US government leased property. 2. The supported service will accept responsibility for any damage which occurs as a result of the airdrop activity. 3. There is adequate time for safe effective planning.

NOTE: A tactically assessed DZ can be used only if the following are met: During contingency/wartime and major training exercise participation, DZSTL's may be expected to tactically locate and assess a potential drop zone for follow-on airdrop resupply/reinforcement missions.

Normally the Air Force Combat Control Teams would be tasked to accomplish this reconnaissance type mission using the AF FORM 3823, but when a CCT is unavailable, the DZSTL may accomplish a tactical drop zone assessment using the tactical assessment checklist. Once the tactical assessment has been done and approved by the Air Force a guide line for CARP markings must be followed. AF FORM 3823 All the information we need concerning the drop zone is on an Air Force form called the AF FORM 3823. Refer to figure 1. The Air Force has a listing of all available drop zones that were approved for use. The list is called and Assault Zone Availability Report (AZAR) This list is attainable through the Air Force. AZAR is compiled from inputs provided by 21st AF, McGuire AFB, NJ, and 22nd AF, Travis AFB, CA. It identifies drop zones, landing zones, and extraction zones available in CONUS for use by the Air Mobility Command. The columns of the AF FORM 3823 are explained below and all blocks require an entry including N/A if applicable. 1A. DZ name. Self explanatory 1B. If the survey will be submitted to HQ AMC/DOTK for inclusion in the ZAR database, then leave blank. If the survey is for local use then the group tactics office should fill in. 2A. Enter the Country where the DZ is located. 2B. Enter the state, province, territory, etc. 3. Enter map series, sheet number, edition, and date of map used 4A1-4A4. Enter the date the original survey was conduced, surveyors name, grade, telephone number, and unit of assignment. The surveyor will sign above their typed name. 4B. The surveyor will fill out this item. Enter approval or disapproval symbol for each drop category by using the letter A for approved, and the letter D for disapproved. Leave no blank spaces under the preprinted categories. The blank column is for additional special approvals. 4C. The ground operations approval authority will verify and sign. 4D. A safety of-flight review is completed by the chief, group tactics, or as assigned by the OG/CC or equivalent, on all DZ surveys. Safety-of-flight reviewers signature gives authority for the aircraft to conduct operations over the DZ. 4E. Once this block is signed; the DZ is ready for use. Signing authority is the OG/CC or the ACC. If operational requirements dictate, forward the survey to HQ AMC/DOKT, 402 Scott Drive, Unit 3A1, and Scott AFB, IL 62225-5302, to maintain the most current data in the ZAR database. Group Tactics offices are the local area repositories for DZ surveys. 5A-5E. Enter the controlling agency responsible for scheduling the DZ. If the DZ is within a controlled or monitored area, enter the range control data for that location. If the DZ is not located on government owned property. It may be necessary to obtain a Land Use Agreement (LUA) or Memorandum of Understanding (MOU). This is the responsibility of the requesting unit. Check the block that applies and attach a copy of memorandum if applicable. If the DZ is within a controlled area, enter the range control data needed for that location. 6A-6C. Enter the DZ dimensions using either meters or yards. Enter the DZ radius for a circular DZ. 6D-6F. Enter the distance from the leading edge of the DZ to each point of impact using either meters or yards. 7A-7D. Enter the primary DZ axis in Magnetic, Grid, and True North, and include Source and Date of variation data. Use the current year when obtaining the information from a GPS. If DZ is circular, enter N/A. List applicable DZ axis restrictions in remarks. 8A-8D. Enter the elevation in mean sea level (MSL) for each point of impact as well as the highest point on the DZ. 9A. Enter the spheroid used in computing coordinates for the DZ. This information can be found on the map legend. If you use the GPS in WGS-84, then enter the ellipsoid (WGS-84) in this block.

9B. Enter the datum used in coordinate computation. This information is in the legend information on the map. If the GPS is used, enter WGS-84. 9C-9E. Enter grid zone, Easting, and Northing obtained from the map. 9F. Place an X in the appropriate block. 9G. Enter the grid zone designator, grid square identifier, and the ten-digit MGRS coordinates. Include a short verbal description of an easily recognized point on or near the DZ (i.e., road intersection, benchmark, pond, etc.) that can be used by the DZ party to find the PIs. Include a distance and azimuth from this point to the nearest PI. Continue the Point of Origin remarks in the Remarks section of the form if necessary. 9H. Enter the ten-digit MGRS coordinates in local datum and spheroid and the WGS 84 latitude/longitude coordinates to the nearest one-hundredth minute for each indicated point. 9I. Enter the ten-digit MGRS coordinates in local datum and spheroid and the WGS 84 latitude/longitude coordinates to the nearest one-hundredth minute for each corner of the DZ. 10. Provide a legible sketch or CAD drawing of the DZ including all obstacles or prominent features located within the DZ boundaries. Include an arrow indication magnetic north to assist in sketch orientation. Enter DZ name in space indicated. 11. Include any pertinent comments regarding operations on the DZ. Also include any statements concerning safety in the DZ area (i.e., hazards, towers, etc.). Annotate all charted or observed bodies of water and power lines within 1,000 meters of the DZ boundaries. 12. Indicate in the appropriate section whether photographs of the DZ and approaches are available and whether a low level route is associated with the DZ. Individual completing the safety-of flight review should know this information and will mark accordingly. NOTE: When performing a safety-of-flight review on a foreign DZ, as much information as possible should be filled in on the AF Form 3823. At a minimum, the following items must be filled in: Items 4D, 6A, 6B, 7, 9A-9F, and 9H. A copy of the foreign DZ should be attached to the safety-of-flight review.

FIGURE 1

FIGURE 1 (cont.)

NOTE: On most USAF drop zones it is required that the location where the first jumper or container hits the ground be recorded. The clock direction and distance from the PI will be recorded on the AF FORM 4304 and forwarded to higher headquarters. These strike reports are used to evaluate the aircrew. Upon completion they should be forwarded through your unit S3 AF FORM 4304 The AF FORM 4304 is basically a score card for the Air Force. Since the release point is computer by the aircrew on the CARP drop zone, the Air Force must have some documentation on the crews performance. The following is a list of the blocks and an explanation of the contents on the AF FORM 4304 (refer to figure 2) 1. DATE: Enter date and year. Use either calendar or Julian date. When a time is required use local or GMT consistent with the date. 2. LOCATION: Enter DZ name. 3. CCT AND UNIT: DZSTL name and unit. 4. DZ/LZ CONTROL OFFICER AND UNIT: Self-explanatory. 5. DROP ZONE SAFETY OFFICER AND UNIT: Self-explanatory. 6. LINE NO: Mission sequence number of each aircraft. No drop passes should use a line number also. The remarks column should reflect the reason for the no drop situation. 7. TYPE ACFT: Mission design series. 8. UNIT: Unit of aircraft. 9. CALL SIGN: Call sign of lead and, if applicable, formation position number. 10. TYPE MISSION: Refer to LEGEND for abbreviations. Your initial appropriate training will dictate what type of drop zone you are qualified to operate. 11. ETA: Estimated time of arrival, estimated TOT, or S3 air brief. Keep the unit of time consistent throughout the form (e.g., local or GMT). 12. ATA/ATD: Actual time of every pass or actual time of departure. 13. STRIKE REPORT: *YDS: Distance first jumper/container/pallet lands from PI in yards. If within 25 yards it is scored a PI *CLOCK: Use direction of flight as 12 oclock and back its azimuth as 6 oclock, estimate direction from PI to first jumper/container/pallet. If item and conditions permit, the actual measurement is preferred. 14. LZ: Mark the S box if a landing occurred between the beginning of the touchdown zone and the first 500 fee. If the landing was not successful (i.e., go-around), short of the touchdown zone, or 500 feet beyond the beginning of the touchdown zone, mark the U box and provide comments in the REMARKS box. 15. SURF WIND: Surface wind direction in degrees, and velocity in knots. 16. SCORE METHOD: Refer to LEGEND for abbreviations. 17. MEAN EFFECTIVE WIND: Time taken and at what altitude. * TIME: Self-explanatory. * ALT: Should be drop altitude * DIR & VEL: Wind direction in degrees and velocity in knots. 18. Remarks: Enter remarks as appropriate. NOTE: The DZSTL forwards the AF Form 4304 to his air operations officer who in turn submits it through the chain of command to the USAF representatives.

FIGURE 2

SECTION FIVE Computed Air Release Point Drop Zones The DZSTL and DZ party marks the PI on the DZ, and the aircraft navigator computes the release point from the air. The primary means of marking the point of impact for daytime is the raised angle marker (RAM) The Ram will be aligned into the aircraft line of flight with the base placed at the PI For night time operations markings will consist of a code letter at the PI. One flanker light will be placed 250 meters to the left and one 250 meters to the right of the PI, and an amber rotating beacon light as the trail edge marker. The trail edge marker (for night drops only) will be an amber rotating beacon placed a minimum of 1000 meters from the PI or at the trailing edge of the surveyed DZ whichever is closer to the PI (normally on DZ centerlines). For DZ identification/authentication, one and only one, of the point of impact lights may be covered with a green or blue filter. The particular color and position of the colored light will be used for DZ identification. This identification must be agreed upon by the planning staff and pre-coordinated with the aircrew. *** Example: A drop zone marked with a NATO Code Letter, with a green light at the top, could be used to authenticate a particular personnel drop zone for a specific mission. *** A circular/random approach drop zone is one that does not have a set drop heading. Therefore, the aircraft can approach the drop zone from any direction. When mission requirements dictate the use of circular or random approach DZs, the MISSION COMMANDER will notify the aircrew and the DROP ZONE COMMANDER of drop heading to be used at least 24 hours in advance. For circular or random approach drop zones the authorized shape designator is the same as for rectangular DZs. NOTE: Circular/random approach drop zones will be used during VMC operations only. For other than CDS drops, smoke, if used, will be displayed next to and down wind of the RAM. NATO Combined Exercise Markings The primary means of marking the point of impact for daytime is the RAM. A code letter may be used to supplement the RAM when it is necessary to provide authentication and/or to differentiate between DZs within the same local area. These code letters will form a block letter. A minimum of 9 panels will be used to form a block letter for day time operations with a minimum size of 35 feet by 35 feet (refer to figure 6 ). For night time operations a minimum of 9 omni-directional white lights will be used to form the block type code letter. Night code letters are a minimum of 35 feet by 35 feet. The authorized code letters for use on rectangular DZs are J, C, A, R and S. For circular or random approach drop zones the authorized code letters are H and O. A circular/random approach drop zone is one that does not have a pre- determined drop heading. Therefore, the aircraft can approach the drop zone from any direction. The PI markings are the only markings required on a circular CARP drop zone. Smoke, other than red, may be displayed adjacent to and downwind side of the RAM/letter identifier to assist in visual acquisition of the DZ and to indicate the surface wind direction. For daytime operations either side of the VS-17 panels may be used. Whatever color best contrasts with the surrounding environment. NOTE: The panels in the block code letter are not elevated. Nine is only the minimum number of panel and lights; you may use more if available. *** For example, the Romeo will not be very distinct using only nine lights. This could be important if you are using the code letters for authentication purposes. *** When mission requirements dictate, the random PI placement option my be used. In this option, the mission commander will notify the DZC at least 24 hours in advance that the random PI placement is to be used. When the DZ is set up the DZC will randomly select a point on the DZ and establish that point as the

PI for the drop. The DZC will ensure that the DZ minimum size requirements for the load being dropped are met and that the entire DZ falls within the surveyed boundaries. The MISSION COMMANDER or SUPPORTING FORCE COMMANDER may also request that the DZ be set up with the PI at a specific point on the DZ. These requests must also be made at least 24 hours in advance. The requester will either ensure the minimum DZ size criteria is met for the type of load being dropped and the entire DZ falls within the surveyed boundaries or accepts responsibility for the drop if they do not. Both of these procedures will be used during VMC operations only. Mission planners will insure requests for these types of operations are consolidated to prevent more than two PI location changes on one DZ during a mission or operation. For CDS, the visual acquisition signals will normally be displayed on DZ centerline, 150 yards/137 meters short of the intended PI. On small CDS DZs where obstacles may prevent timely visual acquisition by the aircrew, the visual signals may be displayed at the trailing edge of the DZ on centerline or at another location on the DZ. If this option is exercised, the DZC must insure that all participating air crews are thoroughly briefed on the change in location. CARP DZ Sizes (Refer to figure 3). Peacetime requirements: Computed Air Release Point CARP DZs for one jumper will be a minimum of 600 yards by 600 yards. Add 75 yards to the length for each additional jumper. CARP DZs for the Container Delivery System (CDS) can be found in AFI 13-217. CARP DZs for heavy equipment will be a minimum of 600 yards wide and 1000 yards long for one platform. If utilizing a C-130, add 400 yards to the length for each additional platform. If utilizing a C141 add 500 yards to the length for each additional platform. If using more than one aircraft not in trail formation, add 100 yards to the width of all CARP DZs From official sunset to sunrise, add 100 yards to the length and width of all CARP DZs. NOTE: To convert yards to meters, multiply yards by .9144 to convert meters to yards, divide meters by . 9144

Figure 3

Point of Impact Locations ,(Refer to figure 4). For C-130 CDS drops, the PI will be a minimum of 200 yards from the leading edge of the drop zone and centerline, 250 yards at night. C-141 CDS drops will be a minimum of 225 yards from the leading edge and centerline, 275 yards at night. For personnel drops the PI will be a minimum of 300 yards from the leading edge of the drop zone and centerline, 350 yards at night. For heavy equipment drops the PI will be a minimum of 500 yards from the leading edge of the drop zone and centerline, 550 yards at night.

Figure 4

Figure 5

Figure 6

The added acronyms are as follows: CRS - Containerized Release System HAHO - High Altitude High Opening CRRC - Combat Rubber Raiding Craft HSLLADS - High Speed Low Level Aerial Delivery System NOTE: Zone markers are used in conjunction with AWADS drops. This is considered part of the DZSTL's secondary mission. Control Center Locations (CARP DZs) The control center is the location where the DZSTL will control and observe the airborne operation. This is one of the locations where wind readings are taken. The DZSTL should have all radios, signaling devices, and appropriate forms positioned at the control center. The location of the control center will be determined by the type of mission. For personnel drops the control center will be located at the PI For CDS drops the control center will be located 150 yards to the 6 o'clock position of the PI. For free drops, heavy equipment, and AWADS with a ceiling of less than 600 feet the control center will be located off the drop zone. However, it should be located so that the approaching aircraft can be observed along with the PI. For example the leading edge may be a poor location due to obstruction by the woodline. No Drop Signals/Mission Cancellation Signals No drop signals: the lack of a code letter, red smoke, red flares, red beam from a B-2 light gun, or any other precoordinated signal on the DZ indicates a NO DROP condition. Communication security permitting, these visual signals are confirmed by radio communication to the aircraft. The drop aircraft should continue to do racetracks until a signal for clearance to drop is given. A no drop may be given when winds exceed the maximum limitations for that type of drop, when there are vehicles moving on the drop zone, or any other unsafe act is observed on the drop zone. In precoordination it should be determined how many NO DROP passes the aircraft will fly until the mission is canceled and the aircraft begin to return to base. To signal a mission cancellation to the aircraft, form VS-17 panles into a block X, scramble the code letter, remove the markings or any other precoordination signal on the drop zone. Signals for clear to drop should be covered also. Unless radio communications are specifically required, any precoordinated markings, other than red smoke, flares, or lights displaced on the DZ indicate clearance to drop. SECTION SIX DZST Equipment Familiarization AN/PMQ 3A (anemometer): This is a calibrated, hand held wind measuring device, used for measuring ground wind. Oriented correctly, it will give wind direction in degrees, by pressing the trigger. It is capable of reading the wind from 0 to 15 knots on the low scale and from 0 to 60 knots on the high scale. Select High or low using the High/Low selector switch. The anemometer must be calibrated every six months. NSN: 6660-00-515-4339 Turbo meter: This is an electronic wind speed indicator. It provides wind speed accurately, and is pocket size for convenience. The turbo meter has four scales which are displayed on a three digit light Emitting Diode display. The scales are knots per hour, feet per second, meters per second, and miles per hour. For best results, keep axis of turbo meter within 20 degrees of the direction of wind. NSN: 1670-00-T33-900 Amber rotating beacon: Electric driven light which provides amber rotating light for trail edge marker on a night CARP drop zone. NSN: Local purchase item.

VS-17 Marker Panel Aerial: Two sided panel. One side is fluorescent orange, sometimes referred to as international orange. The other side is cerise or commonly referred to as red. The panel is 2 feet wide and 6 feet long. It has six tie down points used to attach the panel to stakes. It also has three snap fasteners on the short ends in the stow pocket. It should be folded up so the olive drab (OD) green is showing. The color of the panel used should best contrast the surrounding area. NSN: 8345-00-174-6865 Light, Marker, Ground Obstruction: Also known as the beanbag light. It is powered by one BA-200. The color of the light can be changed with the use of interchangeable colored plastic domes. These can be used in light holes or on the surface, secured with tent pegs, or by filling the bottom with sand or rocks. NSN: 6230-00-115-9996 Whelen Light: Named after the Whelen Corporation which manufactured the light. It is powered by either the BA-4368 or the lithium battery used in the PRC-77 radios. The light is placed on top of the battery and is ready for operation. The color of the light can be changed with different colored domes. NSN: Local purchase item M-2 Light Baton: A flashlight powered by 2 BA-30's. The color of the light can be changed with different lenses that are stored in the base compartment of the light. This light is used in light holes or on top of the ground attached to a tent peg. NSN: 6230-00-926-4331 Aerial, Marker, Distress: An omni-directional flashing (strobe) light. This has a very far range. A directional cover can snap on the top for the stealth operator. Colors can be changed with snap on caps. The strobe light also has infrared (IR) capabilities. NSN: 6230-00--67-5209 Mirror, Emergency signaling, type II: The signal mirror when used properly, can be used to signal aircraft by reflecting sunlight. There is a set of instructions on the back of the signal mirror for proper use and aiming. The signal mirror can still be used on hazy days. One misconception is that it can only be used when facing the sun. It can be used in all directions and can be seen as far as the horizon will go. NSN: 6350-00-105-1252 SE-11 Light Gun: A long range directional visual signaling device used to signal aircraft to mark the release point on the drop zone. It is powered by 5 BA-30's and can be set up for remote operations. It has a red cap/lens, normally used as a no drop signal. Light, Traffic Air B-2 replaces SE-11 NSN: 6210-00-578-6754 Pilot Balloon: the piball is a ten or thirty gram rubber balloon that, when filled with helium to the specified circumference is used to measure the mean effective wind which is the average wind from the ground to drop altitude. NSN: Balloon Meteorological 10 Gram 6660-00-663-7933 Balloon Meteorological 30 Gram 6660-00-663-8159 10 gram 57 inch day, 74 inch night 30 gram 78 inch day, 94 inch night Lighting Unit (Piball): This light is attached to the piball for night operations. The piball is inflated to a greater dimension to compensate for the weight of the light so that the same ascension rate is achieved. The piball light has a wet cell battery that is activated by water, or fluid. When temperatures fall below 50 degrees the piball light activates faster by using warm water. NSN: 6660-00-839-4927

Drift Scale: Slide type scale that uses a 90 degree angle to measure the ascent of the piball for determining the mean effective wind. NSN: Locally produced by TASC (a protractor with a string through the center with a weight can be used). Also for this purpose, the Thedolite, NSN 6675-00-861-7939, Pocket Transit (with built in clinometer) NSN 6675-00-641-5735, and the Clinometer, NSN 6675-00-313-9730 AN/PRC-119; Frequency modulation of FM man portable radio used for contacting the aircraft with FM communication capabilities. This radio can also be used for Navaid with aircraft that have FM homing capabilities. It has a range of 4 to 16 kilometers without power increasing accessories. Prc-113: Is a man portable UHF/VHF AM and has quick jam resistant electronic counter-countermeasures (ECCM) transceiver. Designed for short range (5 to 15 miles) tactical ground to ground or ground to air communications. DZST GUIDE TO REFERENCES: AFI 13-217 AFI 11-231 AFI 11-2c130 Volume 1 AFI 11-2c141 Volume 1 FM 3-21.220 FM 3-21.38 TC 31-24 Memorandum of agreement, Airdrop operations without combat control teams (CCTs), dated 27 June 1987

CONVERSION CHART FOR ELEVATION ANGLES TO WIND SPEED IN KNOTS (10 GRAM PI-BALL)
ANGLE 70 60 55 50 45 40 35 30 25 24 23 22 21 20 19 18 17 16 15 14 13 12 11 10 9 500 2 3 3 4 5 6 7 8 10 11 11 12 12 13 14 15 16 17 18 19 21 22 24 27 30 750 2 2 3 4 4 5 6 7 9 10 10 11 11 12 13 13 14 15 16 17 19 20 22 25 26 1000 1 2 3 3 4 5 6 7 8 9 10 10 11 11 12 13 13 14 15 16 18 19 21 23 26 1250 1 2 3 3 4 5 6 7 8 9 9 10 10 11 12 12 13 14 15 16 17 19 21 23 26 1500 1 2 3 3 4 5 6 7 8 9 9 10 10 11 11 12 13 14 14 16 17 18 21 22 25 1750 1 2 3 3 4 5 5 7 8 9 9 10 10 11 11 12 13 13 14 15 17 18 20 22 24 2000 1 2 3 3 4 5 5 7 8 8 9 9 10 11 11 12 12 13 14 15 17 18 20 22 24 2500 1 2 3 3 4 4 5 7 8 8 8 9 10 10 11 12 12 13 14 15 16 18 20 21 24 3000 1 2 3 3 4 4 5 6 8 8 8 9 10 10 11 11 12 13 14 15 16 17 19 21 24 3500 1 2 3 3 4 4 5 6 8 8 8 9 10 10 11 11 12 13 14 15 16 17 19 21 23 4000 1 2 3 3 4 4 5 6 8 8 8 9 10 10 11 11 12 13 14 15 16 17 19 21 23 4500 1 2 3 3 4 4 5 6 8 8 8 9 10 10 11 11 12 13 14 15 16 17 19 21 23 Time/Heigh t ascent rate 0:10/80 0:20/170 0:30/250 0:40/330 0:50/400 1:02/500 1:10/540 1:20/610 1:30/670 1:43/750 1:50/790 2:25/1000 2:44/1100 3:05/1250 3:49/1500 4:30/1750 5:11/2000 6:34/2500 7:58/3000 9:22/3500 10:58/4000 12:08/4500 DAY-57 NIGHT-74

When transmitting the wind to the aircraft, make sure that it is identified as the "mean effective wind" or "surface wind." If transmitting the MEW include the altitude to which it was taken in your transmission. Any indication of erratic winds or wind shears should be reported at this time. Phraseology for MEW: Lifter one-six, mean effective wind to one-thousand feet, threefive-zero at one-nine. Phraseology for surface wind: Lifter one-six, surface wind three-six-zero at seven. If surface wind is three knots or less it will be broadcast as wind calm. Phraseology for no surface wind: Lifter one-six, wind calm, clear to drop. Phraseology for surface wind and MEW: Lifter one-six, surface wind three-six-zero at seven and mean effective wind to eight-hundred feet, three-five-one at one-three. Note: The MEW speed has NO influence on no-drop situations. Only the surface wind will determine whether a no-drop is applicable.

CONVERSION CHART FOR ELEVATION ANGLES TO WIND SPEED IN KNOTS (30 GRAM PI-BALL)
ANGLE 80 70 60 55 50 45 40 35 30 25 24 23 22 21 20 19 18 17 16 15 500 1 3 4 5 6 7 9 10 12 15 16 17 18 19 20 21 22 23 25 27 750 1 3 4 5 6 7 8 10 12 15 16 17 18 19 20 20 22 23 25 27 1000 1 3 4 5 6 7 8 10 12 15 15 17 18 19 19 20 21 23 24 26 1250 1 3 4 5 6 7 8 10 12 15 15 16 17 18 19 20 21 23 24 26 1500 1 2 4 5 6 7 8 10 12 15 15 16 17 18 19 20 21 22 24 25 1750 1 2 4 5 6 7 8 10 12 15 15 16 17 18 19 20 20 22 24 25 2000 1 2 4 5 6 7 8 10 12 14 15 15 17 17 18 20 20 22 23 25 2500 1 2 4 5 6 7 8 10 11 14 15 15 16 17 18 19 20 22 23 25 3000 1 2 4 5 6 7 8 9 11 14 15 15 16 17 18 19 20 21 23 24 3500 1 2 4 5 5 6 8 9 11 14 15 15 16 17 18 19 20 21 23 24 4000 1 2 4 4 5 6 8 9 11 14 15 15 16 17 18 19 20 21 23 24 4500 1 2 4 4 5 6 8 9 11 14 15 15 16 17 18 18 20 21 23 24 Time/Heigh t ascent rate 0:10/120 0:20/240 0:30/360 0:42/500 0:50/600 1:02/750 1:10/830 1:17/1000 1:46/1250 2:10/1500 2:34/1750 2:56/2000 3:43/2500 4:31/3000 5:21/3500 6:09/4000 7:00/4500 DAY-78 NIGHT-94

When transmitting the wind to the aircraft, make sure that it is identified as the "mean effective wind" or "surface wind." If transmitting the MEW include the altitude to which it was taken in your transmission. Any indication of erratic winds or wind shears should be reported at this time. Phraseology for MEW: Lifter one-six, mean effective wind to one-thousand feet, threefive-zero at one-nine. Phraseology for surface wind: Lifter one-six, surface wind three-six-zero at seven. If surface wind is three knots or less it will be broadcast as wind calm. Phraseology for no surface wind: Lifter one-six, wind calm, clear to drop. Phraseology for surface wind and MEW: Lifter one-six, surface wind three-six-zero at seven and mean effective wind to eight-hundred feet, three-five-one at one-three. Note: The MEW speed has NO influence on no-drop situations. Only the surface wind will determine whether a no-drop is applicable.