UNCLASSIFIED//FOUO

BY ORDER OF THE SECRETARY 8 June 2012

OF THE AIR FORCE
AIR FORCE TACTICS,
TECHNIQUES, AND PROCEDURES
3-3.C-130E/H
Change 1
COMBAT AIRCRAFT
FUNDAMENTALS
C-130 E/H

Distribution of this publication is authorized to US Government agencies only for

operational use to protect data or information from automatic dissemination. Other
requests shall be referred to the 561st Joint Tactics Squadron.

UNCLASSIFIED//FOUO
THIS PAGE INTENTIONALLY LEFT BLANK
BY ORDER OF THE AIR FORCE TACTICS, TECHNIQUES,
SECRETARY OF THE AIR FORCE AND PROCEDURES 3-3.C-130E/H
O F THE
NT
A Change 1
E

IR
DEPARTM

8 June 2012
FORCE

Tactical Doctrine
U

IT
N

IC

MC I
ED MX LVI ER
S TA AM
TE S OF

Combat Aircraft Fundamentals—C-130E/H

ACCESSIBILITY. The AFTTP 3-3-series volumes are available on-line at https://
wwwmil.nellis.af.mil/units/561jts/.
RELEASABILITY. Access to this publication is restricted. This publication is
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OPR: 561 JTS Certified by: AMC/A3
Supersedes: AFTTP 3-3.C-130E/H, Combat Pages: 436
Aircraft Fundamentals—C-130E/H,
14 May 2010

PURPOSE: The Air Force Tactics, Techniques, and Procedures (AFTTP) 3-3 series publications
are the primary aircraft fundamental reference documents for the USAF. This series provides
considerations to be used in planning and execution for effective mission accomplishment. These
recognized best practices are presented as the foundation of employment and standardization for
all USAF weapon systems.
APPLICATION: This publication applies to all regular, Air Force Reserve, and Air National
Guard personnel. AFTTP and AFTTP(I) publications are not directive. IAW AFI 33-360,
“Complying with publications in this category is expected, but not mandatory.” The tactics,
techniques, and procedures in this document are still authoritative; deviations require sound
judgment and careful consideration. In cases where this publication and AFIs conflict, the
applicable AFI will take precedence. The following joint publication definitions apply:
Tactics—The employment and ordered arrangement of forces in relation to each other.
(JP 1-02)
Techniques—Non-prescriptive ways or methods used to perform missions, functions, or
tasks. (JP 1-02)
Procedures—Standard, detailed steps that prescribe how to perform specific tasks.
(JP 1-02)
SCOPE: This manual addresses basic weapon system tasks. AFTTP 3-3 provides information and
guidelines on basic procedures and techniques used for standardization. It presents a solid
foundation on which effective tactics can be executed.
 The following people assisted in writing and preparing this volume:
Lt Col Wes Kirk 374 OSS
Lt Col Eric Keoni Knight 537 AS
Lt Col Rod Orr AATTC
Lt Col Rob Walling AATTC
Lt Col Timothy Weiher 403 OSS/OSK
Maj Mike Brooks 561 JTS (Model Manager)
Maj Robert Foster HQ AMC/A3VX
Maj J. Randall Hood 165 AS
Maj Josh Imme 537 AS
Maj Jason Kuhns HQ AMC/A3TA
Maj Mason Stewart 314 OG
Capt Will Atkins 29 WPS
Capt AJ Baker 30 AS
Capt Jason Childs 86 OSS
Capt Daniel Hilferty 40 AS
MSgt John Gorsuch AMC Air Operations Sq/TD
Mr. Charlie Carstensen GTRI
The following individuals prepared, edited, and published this
volume:
Capt Benjamin Snell 561 JTS Volume Manager
Tim Wilson 561 JTS Technical Editor
Ursulla Jones NSAWC Editor
Michal Mims 561 JTS Visual Information Specialist
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SAFIAPD.WORKFLOW@pentagon.af.mil

FREDERICK H. MARTIN
Major General, USAF
Director of Operations
 This document is substantially revised and must be completely reviewed

• Moved Mission Planning Cell paragraphs to Attachment 7.

• Deleted reference to NVG operations weather software (NOWS) since it is no longer in use.
• Added OUTCAST OA Analysis acronym.

• Modified Preflight Requirements reference to the Combat Mission Guide.

• Modified Material Handling Equipment personnel briefed.
• Clarified rudder stabilization during Reverse Taxi.

• Added low-level effects aircrew and systems.

• Added additional route selection considerations.
• Clarified altitude chart symbology.
• Changed NVG segmentation from turnpoint-to-turnpoint to obstacle-to-obstacle.
• Changed NVG segmentation diagram to include new symbols.
• Clarified climb/descent arrow usage.
• Added emphasis to note factor obstacles that are within 2 NM of tactical corridor boundary.
• Added note about NVG incompatible LED lighting systems.
• Added bank angle guidance.
• Added terrain effects on advisory employment.
• Added airspeed considerations in high-speed zoom.

• Added and modified Advantages and Disadvantages of the following: General Airland,
Penetration Descent, Rapid Descent at Dive Speed, Low-Level Arrivals, Straight-In, Teardrop,
Beam, and Spiral Down.
• Modified and expanded Maximum on Ground.
• Added defensive systems consideration Note in Approach and Arrival Planning, Visual
Approaches, and Departures.
• Modified Letdown Corridor Decision Point.
• Added and modified descriptions to the following: Penetration Descent, Rapid Descent at
Dive Speed, Rapid Descent (Configured), and Departures.
• Modified Tactical Arrival and Departure corridors and added Alternate Iron Cross option.
• Modified wind effect formula to utilize average headwind/tailwind component and yield
NM as a result.
• Added caution to modified Method A combat offload procedures.
• Added description and use of Swiss seats as an alternate Passenger Combat Load.
• Added Alternate Loading/Offloading section.
• Deleted NVG Takeoff and Landing Advisories calls which were incorporated in
AFI 11-2C-130, Volume 3, C-130 Operations Procedures.
• Modified Rapid Departures acronym.
• Added Launch to Survive considerations.

• Clarified Drop Zone Analysis.

• Added airdrop damage estimation.
• Added verbiage regarding SMOE and updated the IMC slowdown Chart including an
equation for non-standard descent rates.
• Clarified standard IFR drop profile Figure.
• Added minimum SD example to Pop-Up Figure.
• Added TOT and SCNS technique to Pop-Up and Pop-Low Maneuvers.
• Changed all references of CAPS, Leaflet Tool and JPADS-MP to CAT.
• Changed CDS safety box calculation and added dispersion formula.
• Moved high altitude airdrops to the end of airdrop planning considerations.
• Added low cost/low altitude airdrop.
• Deleted section on CDS flap settings during acceleration.
• Added information on T-11 parachute.
• Deleted Table 7.6 Free-fall and parabundle drop examples.
• Updated TRIADS paragraph based on AMC Test 38-011-03.
• Moved multiple paragraphs regarding leaflet drops for clarification.
• Deleted JPADS Wing Level planning paragraph.

• Added techniques to compensate for IAS differences between Rosemount and standard pitot
static systems.
• Added technique for H-models to reduce torque settings to E-model torque if TOLD
supports reduced power setting.
• Added technique for using SKE to signal takeoff roll. Added technique for taking runway
centerline during takeoff roll.
• Changed feed-on note that “departure interval is slightly longer” to “departure interval could
be significantly shorter than normal.”
• Added ability to climb and maintain MSA if the formation will remain within 5 nm of
centerline during inadvertent weather penetration.
• Added conditions to IWP in Mountainous Terrain and Alternate Geometries.
• Added “Knock-it-Off” definition.
AFTTP 3-3.C-130E/H, Change 1, 8 June 2012 ix

• Deleted “Box” formation geometry.

• Moved TFM from “Visual Formation Geometries” to “En Route.”
• Added Check Turn techniques.
• Added clarification for element lead run-ins.
• Added ability for non-AWADS element leads to validate SCNS solutions at a pre-briefed
point but no later than flight lead’s “GREEN LIGHT.”
• Added element lead requirement to maintain SKE airdrop contract throughout the drop with
a final check by the crew no later than the “5 SECONDS” advisory.
• Changed Pilot Monitoring and Pilot Flying duties during an AWADS/SKE run-in.
• Added independent approach criteria.
Chapter 9, Change 1
• Clarified paragraph 9.6.5.3.5, NOTE.
• Deleted “or have a GPS FOM 3 or better to drop outside SKE contracts.”
Chapter 10
• Added brief explanation of ducting and the effects on radar.
• Added section outlining LMP/NMP.
• Added two figures for LMP/NMP.
• Expanded upon scanner duties.
• Clarified LM duties in Lookout Responsibilities Table.
• Added paragraph on BDA checks.
Attachments 6
• Deleted redundant AE info (already in AFI 11-2C-130v3).
• Deleted MAAFs procedures (already in AFI 11-2C-130 Addenda B).
Paragraph Page

......................................................................................................................... 1-1
........................................................................................................................... 1-1
......................................................................................................... 1-1
1.3.1 Planning .................................................................................................................. 1-1
1.3.2 Execution ................................................................................................................ 1-1
1.3.3 Supplemental Material ............................................................................................ 1-1
........................................................................................................ 1-1

............................................................................................................................ 2-1
2.1.1 Philosophy .............................................................................................................. 2-1
2.1.2 Prioritization ........................................................................................................... 2-1
.................................................................................................. 2-1
2.2.1 Deployment Order .................................................................................................. 2-1
2.2.2 Operations Order..................................................................................................... 2-1
..................................................................................... 2-1
2.3.1 Special Instructions................................................................................................. 2-1
2.3.2 Air Tasking Order ................................................................................................... 2-1
2.3.3 Airspace Control Plan ............................................................................................. 2-2
2.3.4 Airspace Control Order........................................................................................... 2-2
2.3.5 Air Movement Table............................................................................................... 2-2
........................................................................................ 2-2
2.4.1 Performance ............................................................................................................ 2-2
2.4.2 Conditions ............................................................................................................... 2-2
2.4.3 Standards................................................................................................................. 2-2
............................................................................................. 2-2
2.5.1 Mission Tasking...................................................................................................... 2-2
2.5.2 Operations Security................................................................................................. 2-2
2.5.3 Mission Commander............................................................................................... 2-2
Paragraph Page
2.5.4 Mission Planning Cell............................................................................................. 2-3
2.5.5 Aircrew and Intelligence Interface.......................................................................... 2-3
2.5.6 Weather Information............................................................................................... 2-3
2.5.7 Charts, Maps, and Imagery ..................................................................................... 2-4
2.5.8 Airspace Management ............................................................................................ 2-5
............................................................................................. 2-9
2.6.1 Mission Objectives ................................................................................................. 2-9
2.6.2 Identify Mission Constraints................................................................................... 2-9
2.6.3 Mission Planning Tools .......................................................................................... 2-9
2.6.4 Objective Area Analysis ....................................................................................... 2-13
2.6.5 En Route ............................................................................................................... 2-15
2.6.6 Communications Plan ........................................................................................... 2-15
2.6.7 Contingency Planning........................................................................................... 2-17
2.6.8 Combat Mission Folder ........................................................................................ 2-17
...................................................................................................................... 2-17
........................................................................................................... 2-17
2.8.1 Execution/Step Briefing........................................................................................ 2-18
2.8.2 Specialist Briefing................................................................................................. 2-19
2.8.3 Serial Lead Briefing.............................................................................................. 2-19
.......................................................................... 2-19
2.9.1 Tactics and Intelligence Debrief ........................................................................... 2-19
2.9.2 Air Mobility Liaison Officer Debrief ................................................................... 2-19
2.9.3 Escort Unit Debrief ............................................................................................... 2-19
2.9.4 Mission Debrief .................................................................................................... 2-19

............................................................................................................................ 3-1
......................................................................................................... 3-1
3.2.1 Preflight Requirements ........................................................................................... 3-1
............................................................................................................ 3-2
3.3.1 Interior Checks........................................................................................................ 3-2
Paragraph Page
....................................................................................................... 3-2
3.4.1 Materiel Handling Equipment ................................................................................ 3-2
.................................................................................................................................. 3-4
3.5.1 Wing Walkers ......................................................................................................... 3-4
3.5.2 Power Settings ........................................................................................................ 3-5
3.5.3 Reverse Taxi ........................................................................................................... 3-5
............................................................................................................................. 3-5
........................................................................................................................ 3-6
3.7.1 Initial Actions ......................................................................................................... 3-6
3.7.2 Flight Director Settings........................................................................................... 3-6
3.7.3 Airborne Radar Approaches ................................................................................... 3-6
3.7.4 Visual Approaches .................................................................................................. 3-6
........................................................................................................................... 3-6
3.8.1 Landing Considerations .......................................................................................... 3-6

............................................................................................................................ 4-1
......................................................................................................... 4-1
4.2.1 Altitude Selection ................................................................................................... 4-1
4.2.2 Very Low-Altitude (Low-Level) Flight Considerations......................................... 4-1
4.2.3 Low- to Medium-Altitude Flight Considerations ................................................... 4-3
4.2.4 Route Selection ....................................................................................................... 4-3
4.2.5 Navigational Chart Preparation .............................................................................. 4-5
...................................................................................... 4-11
4.3.1 Individual Crew Duties ......................................................................................... 4-11
4.3.2 Radio Communications......................................................................................... 4-12
................................................................................... 4-13
................................................................................. 4-13
4.5.1 Night Vision Goggle Performance ....................................................................... 4-13
4.5.2 Internal Aircraft Lighting...................................................................................... 4-13
4.5.3 Night Vision Goggle Operations .......................................................................... 4-15
Paragraph Page
4.5.4 Night Vision Goggle Limitations ......................................................................... 4-15
.............................................................................................. 4-16
4.6.1 Temperature Datum System ................................................................................. 4-16
4.6.2 Time Control......................................................................................................... 4-16
4.6.3 Bank Angles.......................................................................................................... 4-20
4.6.4 Maneuvering Near Terrain.................................................................................... 4-20
4.6.5 Terrain Considerations.......................................................................................... 4-22
4.6.6 Contour Flying ...................................................................................................... 4-26
4.6.7 Altimeter Usage .................................................................................................... 4-32
4.6.8 Low Altitude Emergencies ................................................................................... 4-33
................................................................................. 4-34
4.7.1 Threat Avoidance.................................................................................................. 4-34
4.7.2 Mission Enhancement........................................................................................... 4-35

............................................................................................................................ 6-1
6.1.1 Airland Advantages ................................................................................................ 6-1
6.1.2 Airland Disadvantages ............................................................................................ 6-1
................................................................................. 6-1
6.2.1 Closure and Exposure ............................................................................................. 6-1
6.2.2 Airfield Analysis..................................................................................................... 6-1
6.2.3 Approach and Arrival Planning .............................................................................. 6-4
6.2.4 Departure Planning ............................................................................................... 6-15
6.2.5 Aircraft Performance ............................................................................................ 6-15
................................................................................................... 6-15
6.3.1 Contingency Response Group/Element ................................................................ 6-15
6.3.2 Special Tactics Team ............................................................................................ 6-16
6.3.3 Phoenix Raven ...................................................................................................... 6-16
6.3.4 Fly Away Security Team ...................................................................................... 6-16
6.3.5 Aircraft Rescue and Firefighting .......................................................................... 6-16
Paragraph Page
........................................................................................................................... 6-16
6.4.1 High-Low Transitions........................................................................................... 6-16
6.4.2 Low-Level Arrivals............................................................................................... 6-19
...................................................................................................................... 6-21
6.5.1 Approach Considerations...................................................................................... 6-21
6.5.2 Instrument Approaches ......................................................................................... 6-21
6.5.3 Visual Approaches ................................................................................................ 6-26
.................................................................................................................... 6-39
6.6.1 Go-Around Point................................................................................................... 6-39
6.6.2 Go-Around Execution........................................................................................... 6-40
......................................................................................................................... 6-40
6.7.1 Unprepared Surfaces............................................................................................. 6-40
6.7.2 Bleed Air............................................................................................................... 6-40
6.7.3 Glide Path ............................................................................................................. 6-40
6.7.4 Touchdown ........................................................................................................... 6-40
6.7.5 Ground Roll .......................................................................................................... 6-40
...................................................................................................... 6-41
6.8.1 Taxi Operations..................................................................................................... 6-41
6.8.2 Ramp Considerations ............................................................................................ 6-41
6.8.3 Loading Operations............................................................................................... 6-41
6.8.4 Adverse Environment Operating Techniques....................................................... 6-47
.................................................................................................................... 6-48
6.9.1 Departure Considerations ..................................................................................... 6-48
6.9.2 Takeoff and Landing Data for Tactical/Maximum Effort Operations.................. 6-49
6.9.3 Tactical Departure Options ................................................................................... 6-49
6.9.4 Rapid Departures .................................................................................................. 6-51
.......................................................... 6-52
6.10.1 Night Vision Goggle Illumination ...................................................................... 6-52
6.10.2 Night Vision Goggle Crew Resource Management ........................................... 6-52
6.10.3 Night Vision Goggle Terminal Airland Operations ........................................... 6-53
Paragraph Page
6.10.4 Night Vision Goggle Ground Operations ........................................................... 6-53
6.10.5 Emergencies........................................................................................................ 6-55

............................................................................................................................ 7-1
7.1.1 Airdrop Advantages ................................................................................................ 7-1
7.1.2 Airdrop Disadvantages ........................................................................................... 7-1
................................................................................ 7-1
7.2.1 Airdrop Objective Area Planning ........................................................................... 7-1
7.2.2 Airdrop Altitudes and Airspeeds ............................................................................ 7-2
7.2.3 Run-In ..................................................................................................................... 7-3
7.2.4 Slowdown Planning ................................................................................................ 7-6
7.2.5 Targeting ................................................................................................................. 7-6
7.2.6 Safety Box............................................................................................................. 7-10
7.2.7 Time Sensitive Airdrop (Including On-Call Airdrop) .......................................... 7-10
7.2.8 Airdrop Contingency Planning ............................................................................. 7-11
............................................................................................... 7-14
7.3.1 Wind Analysis....................................................................................................... 7-14
7.3.2 Other Considerations ............................................................................................ 7-14
7.3.3 Military Free-Fall/High-Altitude Personnel Airdrops .......................................... 7-15
7.3.4 Drop Configuration............................................................................................... 7-16
7.3.5 High-Altitude Container Delivery System ........................................................... 7-16
.............................................................................. 7-16
7.4.1 Visual Airdrop ...................................................................................................... 7-16
7.4.2 Mission Computer Airdrop ................................................................................... 7-17
7.4.3 Alternate Airdrop Methods ................................................................................... 7-18
7.4.4 On-Call Airdrop Execution................................................................................... 7-20
7.4.5 Airdrop Execution................................................................................................. 7-24
7.4.6 Escape ................................................................................................................... 7-28
.................................................................................................... 7-28
7.5.1 Parachutes ............................................................................................................. 7-29
AFTTP 3-3.C-130E/H, 7 December 2011 xvii
Paragraph Page
7.5.2 Extraction Parachute Jettison System ................................................................... 7-29
7.6 Container Delivery System Airdrops ......................................................................... 7-29
7.6.1 Low-Velocity Container Delivery System ........................................................... 7-29
7.6.2 High-Velocity Container Delivery System........................................................... 7-30
7.6.3 Low-Cost/Low-Altitude Airdrop. ......................................................................... 7-32
7.6.4 Flap Settings ......................................................................................................... 7-32
7.6.5 Load Exit............................................................................................................... 7-32
7.7 Personnel Airdrop........................................................................................................ 7-33
7.7.1 Parachutes ............................................................................................................. 7-33
7.7.2 Ramp and Door (Tailgate) Personnel Airdrops .................................................... 7-33
7.8 Standard Airdrop Training Bundle............................................................................ 7-34
7.9 Combination Airdrop .................................................................................................. 7-34
7.10 Door Bundle Airdrops ............................................................................................... 7-34
7.11 Combat Rubber Raiding Craft ................................................................................. 7-34
7.12 Rigging Alternate Method Zodiac............................................................................ 7-34
7.13 Free-Fall and Parabundle Drop................................................................................ 7-34
7.14 Tri-Wall Aerial Delivery System............................................................................... 7-35
7.14.1 Employment........................................................................................................ 7-38
7.14.2 Considerations .................................................................................................... 7-38
7.14.3 Ballistics.............................................................................................................. 7-38
7.15 Leaflet Operations in Support of Psychological Operations ................................. 7-38
7.15.1 Mission Coordination ......................................................................................... 7-38
7.15.2 Leaflet Characteristics ........................................................................................ 7-39
7.15.3 Wind Effect......................................................................................................... 7-41
7.15.4 Leaflet Delivery Methods ................................................................................... 7-41
7.15.5 Mission Planning ................................................................................................ 7-42
7.15.6 Mission Preparation ............................................................................................ 7-44
7.15.7 Aircrew Requirements ........................................................................................ 7-46
7.15.8 Execution ............................................................................................................ 7-46
Paragraph Page
................................................................. 7-47
7.16.1 Joint Precision Airdrop Delivery System Planning ............................................ 7-47
7.16.2 Preflight Planning ............................................................................................... 7-49

............................................................................................................................ 9-1
............................................................................................................... 9-1
9.2.1 Mission Commander............................................................................................... 9-1
9.2.2 Flight Lead .............................................................................................................. 9-1
9.2.3 Deputy Lead............................................................................................................ 9-1
9.2.4 Element Lead .......................................................................................................... 9-1
9.2.5 Wingmen................................................................................................................. 9-1
....................................................................................................... 9-1
9.3.1 Formation Considerations....................................................................................... 9-1
9.3.2 Departure/Assembly Considerations ...................................................................... 9-2
9.3.3 En Route Planning .................................................................................................. 9-2
9.3.4 Formation Airland Planning ................................................................................... 9-2
9.3.5 Formation Airdrop Planning ................................................................................... 9-5
9.3.6 Racetrack/Reattack Planning ................................................................................ 9-18
9.3.7 Recovery ............................................................................................................... 9-18
......................................................................... 9-18
9.4.1 General.................................................................................................................. 9-18
9.4.2 Formation Ground Operations .............................................................................. 9-19
9.4.3 Formation Takeoff ................................................................................................ 9-20
9.4.4 Formation Departure............................................................................................. 9-22
9.4.5 Airborne Aborts. ................................................................................................... 9-22
9.4.6 Formation Landing ............................................................................................... 9-23
9.4.7 Inadvertent Weather Penetration .......................................................................... 9-23
.......................................................................................................... 9-24
9.5.1 Formation Maneuvering ....................................................................................... 9-24
Paragraph Page
9.5.2 Visual Formation Geometries ............................................................................... 9-26
9.5.3 En Route ............................................................................................................... 9-32
9.5.4 Visual Formation Airdrop..................................................................................... 9-42
9.5.5 Visual Formation Recovery .................................................................................. 9-44
9.5.6 NVG Formation .................................................................................................... 9-47
..................................................................... 9-49
9.6.1 System Description and Limitations..................................................................... 9-49
9.6.2 Station Keeping Equipment Checks ..................................................................... 9-50
9.6.3 Flight Communication Indicator........................................................................... 9-50
9.6.4 Station Keeping Equipment Geometry ................................................................. 9-50
9.6.5 Station Keeping Equipment Airdrop .................................................................... 9-53
9.6.6 Station Keeping Equipment Recovery.................................................................. 9-56
9.6.7 Non-Standard Station Keeping Equipment Operations ........................................ 9-63

........................................................................................................................ 10-1
10.1.1 Objective ............................................................................................................. 10-1
10.1.2 Principles ............................................................................................................ 10-1
10.1.3 Crew Responsibilities ......................................................................................... 10-2
................................................................................................... 10-2
10.2.1 Planning Considerations ..................................................................................... 10-3
10.2.2 En Route Maneuvering Points ............................................................................ 10-4
10.2.3 Airdrop Maneuvering Points .............................................................................. 10-4
10.2.4 Airland Maneuvering Points ............................................................................... 10-5
...................................................................................................... 10-7
....................................................................................................... 10-7
.............................................................................................. 10-7
10.5.1 Altitude ............................................................................................................... 10-8
10.5.2 Time of Day ........................................................................................................ 10-8
10.5.3 Flight Conditions ................................................................................................ 10-8
10.5.4 Solar and Lunar Angles ...................................................................................... 10-8
Paragraph Page
10.5.5 Terrain................................................................................................................. 10-8
.................................................................................................. 10-8
....................................................................................................... 10-9
10.7.1 Lookout Responsibilities .................................................................................... 10-9
10.7.2 Scanning/Lookout Techniques ........................................................................... 10-9
10.7.3 Visual Acquisition ............................................................................................ 10-10
10.7.4 Formation Lookout Doctrine ............................................................................ 10-11
10.7.5 Loadmaster Security While Scanning............................................................... 10-11
10.7.6 Autopilot Use .................................................................................................... 10-12
10.7.7 Rear Vision Device Operations ........................................................................ 10-12
............................................................................................................ 10-14
.............................................................................................. 10-14
.............................................................................................................. 10-14
............................................................................................................ 10-15
10.11.1 Directive Threat Calls ..................................................................................... 10-15
10.11.2 Informative Threat Call .................................................................................. 10-15
...................................................................... 10-15
.................................................................................................... 10-15
10.13.1 Command and Control.................................................................................... 10-15
.............................................................................................................. 10-16

................................................................................................................ 11-1
............................................................................ 11-1
11.2.1 Approach to Stall and Stall Recovery Exercise .................................................. 11-1
11.2.2 Unusual Attitude Recovery Exercise .................................................................. 11-1
11.2.3 Ground Collision Avoidance System and Ground Proximity
Warning System Recovery Exercise.............................................................................. 11-2
11.2.4 Wind Shear Recovery Exercise .......................................................................... 11-2
11.2.5 Threat Collision Avoidance System Resolution Advisory Exercise. ................. 11-3
Paragraph Page
........................................................................ 11-4
11.3.1 Maximum Performance Exercises ...................................................................... 11-4
11.3.2 Low-Level Awareness Training ......................................................................... 11-6
11.3.3 Defensive Maneuvers ......................................................................................... 11-6
11.3.4 Airdrop Proficiency Exercises .......................................................................... 11-10
11.3.5 Night Vision Goggles ....................................................................................... 11-11
11.3.6 Tactical Arrival, Landing, Takeoff, and Departure Exercises .......................... 11-11
11.3.7 Minimum Altitude Capable Training ............................................................... 11-11
11.3.8 Degraded System Training ............................................................................... 11-11
11.3.9 Smokey Surface-to-Air Missile and Electronic Warfare Radar
Warning Receiver Training ......................................................................................... 11-12
11.3.10 Virtual Electronic Combat Training System .................................................. 11-12

................................................................................................................ A1-1
................................................................................. A1-4
...................................................................................................................... A1-14

............................................................................................................. A2-1

.............................................. A3-1
A3.1.1 System Description ........................................................................................... A3-1
A3.1.2 Components ...................................................................................................... A3-1
A3.1.3 Operation........................................................................................................... A3-1
...................................................................................................... A3-1
A3.2.1 Components ...................................................................................................... A3-2
A3.2.2 Employment ...................................................................................................... A3-2
........................................................................................ A3-2

............................................................................................................ A4-1
A4.1.1 Introduction....................................................................................................... A4-1
Paragraph Page
A4.1.2 Stress Moments ................................................................................................. A4-1
A4.1.3 Turning Flight ................................................................................................... A4-2
......................................................................................... A4-8
...................................................................... A4-8
........................................................................ A4-8
A4.4.1 Wing Loading ................................................................................................... A4-9
A4.4.2 Thrust-to-Weight Ratio ..................................................................................... A4-9
A4.4.3 Effects of Power................................................................................................ A4-9
............................................................................................... A4-9
A4.5.1 Aerodynamic Limits ......................................................................................... A4-9
A4.5.2 Structural Limits ............................................................................................... A4-9
A4.5.3 Energy Contours ............................................................................................. A4-10
A4.5.4 Corner Velocity............................................................................................... A4-10
A4.5.5 Sustained Corner Velocity .............................................................................. A4-10
A4.5.6 Best Energy Rate at Maximum G ................................................................... A4-11
A4.5.7 Maximum Maneuvering Energy Gain ............................................................ A4-11
........................................................................................................... A4-11
A4.6.1 Comparison ..................................................................................................... A4-11
A4.6.2 Turning............................................................................................................ A4-11
A4.6.3 Compromises .................................................................................................. A4-11
A4.6.4 Summary ......................................................................................................... A4-11
............................................................................ A4-18
A4.7.1 Corner Velocity............................................................................................... A4-18
A4.7.2 Maximum Performance .................................................................................. A4-18
A4.7.3 Above Corner Velocity ................................................................................... A4-18
A4.7.4 Other Considerations ...................................................................................... A4-18
................................................................................................................ A4-19

.................................................................................................................. A5-1
Paragraph Page
........................................................................................................ A5-1
A5.2.1 Blast and Shock................................................................................................. A5-1
A5.2.2 Thermal Effects................................................................................................. A5-3
A5.2.3 Initial Nuclear Radiation................................................................................... A5-3
A5.2.4 Residual Nuclear Radiation (Fallout) ............................................................... A5-3
A5.2.5 Electromagnetic Pulse....................................................................................... A5-4
..................................................................................................... A5-4
A5.3.1 Countermeasures............................................................................................... A5-4
A5.3.2 Mycotoxins ....................................................................................................... A5-5
A5.3.3 Operational Considerations............................................................................... A5-5
...................................................................................................... A5-7
A5.4.1 General .............................................................................................................. A5-7
A5.4.2 Properties .......................................................................................................... A5-7
A5.4.3 Avenues of Entry .............................................................................................. A5-7
A5.4.4 Agent Types ...................................................................................................... A5-7
A5.4.5 Chemical Warfare Risk Assessment ............................................................... A5-11
A5.4.6 Factors Influencing the Chemical Warfare Agent Hazard.............................. A5-11
A5.4.7 Countermeasures............................................................................................. A5-12
A5.4.8 Postattack Considerations ............................................................................... A5-13
A5.4.9 Reporting Procedures...................................................................................... A5-13
A5.4.10 General Planning Concerns........................................................................... A5-13
...................................................................................................... A5-15
............................................................................................... A5-15
A5.6.1 Nonflying Ground Operations ........................................................................ A5-15
A5.6.2 Equipment Limitations.................................................................................... A5-15
A5.6.3 Body Temperature and Fluids Control ........................................................... A5-17
A5.6.4 Limited Dexterity............................................................................................ A5-18
A5.6.5 Restricted Communications ............................................................................ A5-18
A5.6.6 Limitations ...................................................................................................... A5-18
A5.6.7 Fuel Requirements .......................................................................................... A5-18
Paragraph Page
A5.6.8 Aircrew Chemical Defense Ensemble Issue and Medical Pretreatment......... A5-18
.......................................................................... A5-19
A5.7.1 Establishing Threat Level ............................................................................... A5-19
A5.7.2 Protective Equipment Postures ....................................................................... A5-19
A5.7.3 Donning Equipment ........................................................................................ A5-19
A5.7.4 Chemical Attack During Ground Operations ................................................. A5-21
A5.7.5 Crew Rest Procedures ..................................................................................... A5-21
A5.7.6 Outbound With Actual or Suspected Chemical Contamination—Venting
Aircraft and Removing ACDE Components .............................................................. A5-21
A5.7.7 Communicating Down-Line Support.............................................................. A5-21
A5.7.8 After Landing Decontamination Procedures .................................................. A5-22
A5.7.9 Work Degradation Factors .............................................................................. A5-22

......................................................................................... A6-1
A6.1.1 General .............................................................................................................. A6-1
A6.1.2 Command and Control ...................................................................................... A6-1
A6.1.3 Patient Precedence ............................................................................................ A6-2
A6.1.4 Aircraft Configuration. ..................................................................................... A6-2
.............................................................. A6-3
A6.2.1 Tasking.............................................................................................................. A6-3
A6.2.2 General .............................................................................................................. A6-3
............................................................................... A6-3
.................................................................................................. A6-3
A6.4.1 Tasking.............................................................................................................. A6-3
A6.4.2 General .............................................................................................................. A6-3
A6.4.3 On-Scene Commander ...................................................................................... A6-4
A6.4.4 Aircrew Search Briefings.................................................................................. A6-5
A6.4.5 Planning the Search........................................................................................... A6-5
A6.4.6 Search Procedures ............................................................................................. A6-8
A6.4.7 Sighting Procedures ........................................................................................ A6-23
Paragraph Page
A6.4.8 Orbit the Scene................................................................................................ A6-24
A6.4.9 Scanning Techniques ...................................................................................... A6-24
A6.4.10 Departing Search Area .................................................................................. A6-24
A6.4.11 Lost Aircraft Procedures ............................................................................... A6-24
A6.4.12 Communications With a Distressed Aircraft ................................................ A6-26
A6.4.13 Search and Rescue References...................................................................... A6-28

............................................................................................................. A7-1
......................................................................................................................... A7-1
.................................................................................................................. A7-1
......................................................................................... A7-1
............................................................................................................ A7-1
...................................................................................... A7-4
A7.6.1 Mission Planning Cell Chief ............................................................................. A7-4
A7.6.2 Deputy Mission Planning Cell Chief ................................................................ A7-4
A7.6.3 Intelligence Planning ........................................................................................ A7-5
A7.6.4 Route Planning.................................................................................................. A7-7
A7.6.5 Objective Area Planning ................................................................................... A7-7
A7.6.6 Asset Integration Planning ................................................................................ A7-7
A7.6.7 Command, Control, and Communications Planning ........................................ A7-8
A7.6.8 Administrative Planning ................................................................................... A7-8
A7.6.9 Additional Planners........................................................................................... A7-8
................................................ A7-9
............................................................... A7-9
A7.8.1 Initial Setup ....................................................................................................... A7-9
A7.8.2 Mission Planning Cell Battle Rhythm ............................................................ A7-13
A7.8.3 Sustained Operations ...................................................................................... A7-16
A7.8.4 General Actions Checklists............................................................................. A7-17
.......................................................................................... A7-17
A7.9.1 Combat Mission Folder................................................................................... A7-17
Paragraph Page
A7.9.2 Combat Mission Folder Contents ................................................................... A7-17
A7.9.3 Version Management ...................................................................................... A7-18
A7.9.4 Mission Brief .................................................................................................. A7-18

..................................................................................................................... A9-1
......................... A9-1
A9.2.1 General Considerations ..................................................................................... A9-1
.......................................................................................... A9-1
................................................................................................ A9-2
A9.4.1 General .............................................................................................................. A9-2
A9.4.2 Planning an Interfly........................................................................................... A9-2
A9.4.3 Flight Planning.................................................................................................. A9-2
A9.4.4 Ground Operations............................................................................................ A9-3
A9.4.5 Takeoff and Assembly ...................................................................................... A9-3
A9.4.6 Visual En Route Formation Operations ............................................................ A9-3
A9.4.7 Combat Airdrop Planning Software/Station Keeping
Equipment Formation Operations................................................................................. A9-5
 Page

Figure 2.1 Inherent Chart Errors. .......................................................................................... 2-4

Figure 2.2 Common Geographic Reference System Example.............................................. 2-8
Figure 2.3 Military Grid Reference System Example........................................................... 2-9
Figure 3.1 Cross-Loading...................................................................................................... 3-3
Figure 4.1 Common Navigation Symbols............................................................................. 4-6
Figure 4.2 NVG Segmented Altitudes. ................................................................................. 4-8
Figure 4.3 Start Climb Chart (220 Knots Ground Speed)..................................................... 4-9
Figure 4.4 Start Climb Chart (240 Knots Ground Speed)................................................... 4-10
Figure 4.5 Airspeed Corrections. ....................................................................................... 4-17
Figure 4.6 Cutoff Calculation. ............................................................................................ 4-20
Figure 4.7 Altitude Shadow Effect...................................................................................... 4-23
Figure 4.8 Shadows and Broken Ground. ........................................................................... 4-24
Figure 4.9 Direct and Indirect Terrain Masking. ................................................................ 4-25
Figure 4.10 Two-Thirds, One-Third Ridgeline Tactics. ....................................................... 4-25
Figure 4.11 Headwind. ......................................................................................................... 4-28
Figure 4.12 Tailwind. ........................................................................................................... 4-28
Figure 4.13 Crosswind. ........................................................................................................ 4-29
Figure 4.14 Venturi Effect. ................................................................................................... 4-29
Figure 4.15 Pressure Altimeter Update Using the Radar Altimeter...................................... 4-33
Figure 6.1 IMC Letdown Corridor. ....................................................................................... 6-6
Figure 6.2 ROZ IMC Letdown.............................................................................................. 6-8
Figure 6.3 Airborne Radar Approach Obstruction Area. .................................................... 6-11
Figure 6.4 Airborne Radar Approach Pattern Construction Procedures. ............................ 6-12
Figure 6.5 Arrival/Departure Corridors and Concentric Circles......................................... 6-13
Figure 6.6 Alternate “Iron Cross” Example. ....................................................................... 6-14
Figure 6.7 Vertical Geometry.............................................................................................. 6-21
Figure 6.8 Constant Glide Slope Airborne Radar Approach. ............................................. 6-22
Figure 6.9 Table Method. .................................................................................................... 6-25
 Page
Figure 6.10 “60-to-1” Rule.................................................................................................... 6-25
Figure 6.11 Straight-In. ......................................................................................................... 6-28
Figure 6.12 Teardrop............................................................................................................. 6-30
Figure 6.13 Beam. ................................................................................................................. 6-32
Figure 6.14 Spiral-Down....................................................................................................... 6-33
Figure 6.15 Spiral-Down Variations. .................................................................................... 6-35
Figure 6.16 Waypoint-to-Waypoint Straight-In Approach. .................................................. 6-36
Figure 6.17 Waypoint-to-Waypoint Beam Approach. ......................................................... 6-36
Figure 6.18 Waypoint-to-Waypoint Teardrop Approach...................................................... 6-37
Figure 6.19 Beam Approach Dynamic Turn Point. .............................................................. 6-38
Figure 6.20 Teardrop Dynamic Turn Point. .......................................................................... 6-39
Figure 6.21 Drop-Off/Pick-Up Point. ................................................................................... 6-42
Figure 6.22 NVG Terminal Airland Example....................................................................... 6-54
Figure 7.1 Turning Run-In Beam. ......................................................................................... 7-4
Figure 7.2 Standard IFR Drop Profile. .................................................................................. 7-5
Figure 7.3 Non-Standard IFR Airdrop. ................................................................................. 7-7
Figure 7.4 On-Call Pilot Stick. ........................................................................................... 7-12
Figure 7.5 Pop-Up Maneuver.............................................................................................. 7-25
Figure 7.6 Pop-Low Maneuver. ......................................................................................... 7-26
Figure 7.7 Container Delivery System Rigging. ................................................................. 7-31
Figure 7.8 Rigged Combat Rubber Raiding Craft............................................................... 7-35
Figure 7.9 Rigging Alternate Method Zodiac. .................................................................... 7-36
Figure 7.10 Warehouse Rollers Installed in Aircraft. ........................................................... 7-36
Figure 7.11 Tri-Wall Aerial Delivery System....................................................................... 7-37
Figure 7.12 Leaflet Dispersion Properties............................................................................. 7-40
Figure 7.13 Major Axis and Target Length........................................................................... 7-40
Figure 7.14 Example of CFPS Wind Route. ......................................................................... 7-42
Figure 7.15 Example of Leaflet Drop With Multiple Targets in One Pass........................... 7-44
Figure 7.16 Leaflet Box Rigging........................................................................................... 7-45
 Page
Figure 7.17 Blowback Aftermath.......................................................................................... 7-48
Figure 9.1 Multiple Axis/Multiple IP Example. ................................................................... 9-9
Figure 9.2 Multiple Points of Impact. ................................................................................. 9-10
Figure 9.3 Example Element Spacing for Waterfall/Cascade Descent. .............................. 9-15
Figure 9.4 Formation Drop Contracts/Mission Computer Tolerances................................ 9-16
Figure 9.5 Basic Visual Geometries.................................................................................... 9-27
Figure 9.6 Visual Reference Techniques. ........................................................................... 9-28
Figure 9.7 Fluid Trail. ........................................................................................................ 9-29
Figure 9.8 Wedge Geometry. .............................................................................................. 9-30
Figure 9.9 Line Abreast Geometry...................................................................................... 9-31
Figure 9.10 Visual Geometry Lookout Responsibilities. ...................................................... 9-33
Figure 9.11 Check Turn. ....................................................................................................... 9-35
Figure 9.12 Delay Turn. ........................................................................................................ 9-36
Figure 9.13 Delay Turn Less Than 90 Degrees. ................................................................... 9-37
Figure 9.14 In-Place 90-Degree Turn. .................................................................................. 9-38
Figure 9.15 Hook Turn.......................................................................................................... 9-38
Figure 9.16 Shackle. ............................................................................................................. 9-39
Figure 9.17 Lag Shackle........................................................................................................ 9-40
Figure 9.18 Cross Turn. ........................................................................................................ 9-41
Figure 9.19 Lag Cross Turn. ................................................................................................. 9-42
Figure 9.20 Overhead and Downwind Approach.................................................................. 9-45
Figure 9.21 Formation Beam Approach to a Landing Zone. ................................................ 9-48
Figure 9.22 SKE Formation Spacing. ................................................................................... 9-51
Figure 9.23 Formation Procedure Turn................................................................................. 9-58
Figure 9.24 High-Altitude Terminal Recovery. .................................................................... 9-61
Figure 10.1 Airdrop LMP/NMP............................................................................................ 10-5
Figure 10.2 Airland LMP/NMP. ........................................................................................... 10-6
Figure 10.3 Lookout Responsibilities. ................................................................................ 10-10
Figure A4.1 Aerodynamic Forces. ........................................................................................ A4-1
 Page
Figure A4.2 Bank Angle and Turn Radius............................................................................ A4-3
Figure A4.3 Pitching Maneuvers/Loading Envelopes (Horizontal Tail). ............................. A4-4
Figure A4.4 Rolling Maneuvers/Loading Envelopes (Wing Loading)................................. A4-5
Figure A4.5 Additional Forces Due to Ailerons and Roll Motions. ..................................... A4-6
Figure A4.6 Maneuver Diagram. ........................................................................................ A4-10
Figure A4.7 C-130E (-7 Engines), 971 Degrees TIT, Sea Level. ...................................... A4-12
Figure A4.8 C-130E (-7 Engines), 971 Degrees TIT, 5,000 Feet MSL.............................. A4-13
Figure A4.9 C-130E (-7 Engines), 971 Degrees TIT, 10,000 Feet MSL............................ A4-14
Figure A4.10 C-130H (-15 Engines), 1,049 Degrees TIT, Sea Level. ................................ A4-15
Figure A4.11 C-130H (-15 Engines), 1,049 Degrees TIT, 5,000 Feet MSL. ....................... A4-16
Figure A4.12 C-130H (-15 Engines), 1,049 Degrees TIT, 10,000 Feet MSL. ..................... A4-17
Figure A6.1 Parallel Search Pattern in a Large Rectangular Area...................................... A6-17
Figure A6.2 Parallel Search Pattern Along Object’s Route of Flight. ................................ A6-18
Figure A6.3 Creeping Line Search Along Object’s Route of Flight................................... A6-18
Figure A6.4 Creeping Line Search Pattern Used in Lieu of Square Search. ...................... A6-19
Figure A6.5 Expanding Square Search. .............................................................................. A6-20
Figure A6.6 Sector Search. ................................................................................................. A6-21
Figure A6.7 Contour Search of a Mountain Peak. .............................................................. A6-22
Figure A6.8 Contour Search of a Mountain Side................................................................ A6-23
Figure A6.9 Lost Aircraft Fixing Procedures. .................................................................... A6-26
Figure A7.1 Mission Planning Cell Transferability. ............................................................. A7-2
Figure A7.2 Composite Force Mission Planning Cell. ......................................................... A7-3
Figure A7.3 Mission Planning Cell Architecture................................................................ A7-12
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Table 2.1 GI&S Support Products (1 of 2). ........................................................................ 2-6

Table 2.1 GI&S Support Products (2 of 2). ........................................................................ 2-7
Table 2.2 Mission Planning Guide. ................................................................................... 2-10
Table 2.3 Mission Schedule of Events. ............................................................................. 2-11
Table 2.4 Portable Flight Planning Software Components. .............................................. 2-12
Table 2.5 OUTCAST Model for OA Analysis. ................................................................ 2-13
Table 2.6 Example Execution Guide. ............................................................................... 2-16
Table 2.7 Combat Mission Folder. ................................................................................... 2-18
Table 4.1 Crew Duties. ..................................................................................................... 4-12
Table 4.2 FENCE Check. .................................................................................................. 4-14
Table 4.3 True Airspeed versus Turn Radius. .................................................................. 4-21
Table 4.4 Recovery Times for Level Turns With 10-Degree Overbank. ......................... 4-21
Table 4.5 Altitude Loss Times for Zero G Bunt (240 KTAS). ......................................... 4-21
Table 4.6 Dive Recovery. ................................................................................................. 4-22
Table 4.7 Wingtip Drop for Different Bank Angles. ........................................................ 4-22
Table 4.8 Decision Matrix for Low-Level Wind Turbulence. .......................................... 4-27
Table 4.9 HOWDIE Check. .............................................................................................. 4-31
Table 6.1 Combat Flight Planning Software Descent Calculation. .................................. 6-20
Table 6.2 Glide Slope to Missed Approach Point (2 NM Level-Off). ............................. 6-23
Table 6.3 Turn Radius Tab Data. ...................................................................................... 6-24
Table 6.4 FRUITED Acronym. ........................................................................................ 6-51
Table 7.1 Visual Slowdown Chart. ..................................................................................... 7-8
Table 7.2 IMC Slowdown Chart. ........................................................................................ 7-9
Table 7.3 Airdrop Planning Sheet. .................................................................................... 7-13
Table 7.4 J-FIRE Format 13. ............................................................................................ 7-20
Table 7.5 J-FIRE Format 20 (1 of 2). ............................................................................... 7-21
Table 7.5 J-Fire Format 20 (2 of 2). .................................................................................. 7-22
Table 7.6 JPADS Mission Planning Setup Sheet. ............................................................ 7-52
 Page
Table 9.1 Station Keeping Equipment Formation Planning Tool (1 of 2). ......................... 9-3
Table 9.1 Station Keeping Equipment Formation Planning Tool (2 of 2). ......................... 9-4
Table 9.2 Minimum Spacing for LZ Operations (1 of 2). .................................................. 9-6
Table 9.2 Minimum Spacing for LZ Operations (2 of 2). .................................................. 9-7
Table 9.3 Formation Spacing Compression Computation. ................................................. 9-8
Table 9.4 Delay Timing for Multiple PIs. ......................................................................... 9-11
Table 9.5 Multielement Slowdown Over a Geographical Point. ...................................... 9-12
Table 9.6 Multielement Slowdown Using Timing. .......................................................... 9-13
Table 9.7 Formation Drop Contracts/Mission Computer Tolerances Worksheet. ........... 9-17
Table 9.8 Check-In Example. ........................................................................................... 9-20
Table 9.9 Airspeed and Ascent/Descent Rates. ................................................................ 9-22
Table 9.10 NVG Formation Exterior Lighting (Peacetime). .............................................. 9-49
Table 10.1 Defensive Systems. ........................................................................................... 10-7
Table 10.2 Aircraft Preparations. ........................................................................................ 10-8
Table 10.3 Lookout Responsibilities. ................................................................................. 10-9
Table 11.1 Approach to Stall and Stall Recovery Exercise (Simulator Only). ................... 11-2
Table 11.2 Unusual Attitude Recovery Exercise (Simulator Only). .................................. 11-3
Table 11.3 GCAS/GPWS Recovery Exercise (Simulator Only). ....................................... 11-3
Table 11.4 Wind Shear Recovery Exercise (Simulator Only). .......................................... 11-3
Table 11.5 Threat Collision Avoidance System RA Exercise (Simulator Only). .............. 11-4
Table 11.6 Maximum Performance Exercise. ..................................................................... 11-5
Table 11.7 Low-Level Awareness Training Exercises. ...................................................... 11-6
Table 11.8 Defensive Maneuvers Exercise. ........................................................................ 11-7
Table 11.9 Airdrop Proficiency Exercises. ......................................................................... 11-8
Table 11.10 Night Vision Goggles Proficiency Exercise. .................................................... 11-9
Table 11.11 Tactical Arrivals, Landing, Takeoff, and Departure Exercise. ....................... 11-10
Table A5.1 Daytime Visual Effects of Nuclear Detonation. ............................................... A5-1
Table A5.2 Nighttime Visual Effects of Nuclear Detonation.............................................. A5-2
Table A5.3 Categories of Danger to Aircraft and Aviators. ................................................ A5-2
 Page
Table A5.4 Characteristics of Biological Agents. ............................................................... A5-5
Table A5.5 Signs of Possible Biological Attack.................................................................. A5-5
Table A5.6 Effects of Biological Agents............................................................................. A5-6
Table A5.7 Chemical Warfare Agents Reference List. ....................................................... A5-8
Table A5.8 Characteristics and Defense Against Types of Chemical Agents..................... A5-9
Table A5.9 Aircrew Procedures in a Chemical Threat Area (1 of 2). ............................... A5-16
Table A5.9 Aircrew Procedures in a Chemical Threat Area (2 of 2). .............................. A5-17
Table A5.10 Alert Signals. .................................................................................................. A5-20
Table A5.11 Working Rate versus Temperature in ACDE. ................................................ A5-22
Table A6.1 C-130 Aeromedical Evaluation Configuration. ................................................ A6-3
Table A6.2 Initial On-Scene Commander’s Checklist. ...................................................... A6-4
Table A6.3 On-Scene Commander’s Changeover Brief. .................................................... A6-4
Table A6.4 Recommended Search Altitude. ....................................................................... A6-7
Table A6.5 Uncorrected Visual Sweep Width—Altitude 300 to 750 feet. ......................... A6-9
Table A6.6 Uncorrected Visual Sweep Width—Altitude 1,000 to 2,000 Feet. ................ A6-10
Table A6.7 Visual Sweep Width Estimates for Daylight Detection Aids. ........................ A6-11
Table A6.8 Visual Sweep Width Estimates for Night Time Detection Aids. ................... A6-12
Table A6.9 Sweep Width for Visual Search in Nautical Miles. ........................................ A6-12
Table A6.10 Whitecap Correction Factors. ......................................................................... A6-13
Table A6.11 Cloud Cover Factors. ..................................................................................... A6-13
Table A6.12 Expected Detection Range for Visual Aids (30 Miles Visibility). ................ A6-13
Table A6.13 Wind and Sea Prediction Chart....................................................................... A6-16
Table A6.14 Sector Search Pattern Computation. ............................................................... A6-22
Table A6.15 Communications Frequencies......................................................................... A6-27
Table A6.16 Inland Probability of Detection—Single Search (Open Flat Terrain). ........... A6-29
Table A6.17 Inland Probability of Detection—Single Search
(Moderate Tree Cover/Hilly). ................................................................................................ A6-29
Table A6.18 Inland Probability of Detection—Single Search
(Heavy Tree Cover/Very Hilly.) ............................................................................................. A6-30
 Page
Table A7.1 Mission Planning Cell Chief Planning Checklist. ............................................ A7-5
Table A7.2 Intelligence Planning Checklist. ....................................................................... A7-6
Table A7.3 Mission Planning Cell Equipment and Materials. .......................................... A7-10
Table A7.4 Bugout Plan..................................................................................................... A7-14
Table A7.5 Sample Mission Planning Cell Time Line. ..................................................... A7-16
Table A9.1 Interfly Airspeed and Climb/Descent Rates. .................................................... A9-4
Table A9.2 Standard FCI Commands for C-130E/H/J Interfly. .......................................... A9-6
Table A9.3 C-130E/H/J Interfly SKE Drift Offset. ............................................................. A9-8
 Page

Combination Drop ..................................................................................................................... 7-34

Leaflet Airdrop .......................................................................................................................... 7-38
 The United States Air Force ability to conduct global, sustained airlift missions
across the full spectrum of military operations is a vital instrument of national power. This manual
provides the basic foundation for C-130E/H operations.
The fundamentals contained in this volume are the basics upon which weapon
system employment knowledge and skills are built. Along with AFTTP 3-1.C-130, this volume
supplements Air Force Instruction as well as formal and continuation training programs.
This volume is divided into three distinct sections: planning, execution,
and supplemental material.
, “Mission Planning,” contains details on items generally
accomplished by a mission planning cell (MPC) prior to mission execution. Mission
complexity drives the required lead-time for mission planning functions. Complex missions
may require days or even weeks of lead-time, while routine missions may only require
same-day planning.
Tactics, techniques, and procedures (TTP) for execution are listed in the
following chapters:
• , “Terminal Area Operations”—Addresses predeparture and ground
operations at a main operating base (MOB).
• , “En Route Operations”—Incorporates all en route operations from departure
through the initial point (IP).
• , “Air Refueling”—Not used.
• , “Airland Operations”—Applies to all landing zone (LZ) operations,
beginning with an approach and ending with the departure.
• , “Airdrop Operations”—Covers aerial delivery operations from the IP
through the escape.
• , “Fighter Deployment Movements”—Not used.
• , “Formation”—Encompasses all formation specific execution factors.
• , “Combat Threats and Countertactics”—Considerations to help aircrew
when operating in a threat environment.
• , “Proficiency Exercises”—Incorporates recommended training exercises to
improve aircrew proficiency.
The third and final section contains attachments that further
detail specific critical items.
To remain relevant, AFTTP 3-3.C-130E/H must be current. Notify the
561st Joint Tactics Squadron when aircraft modification, emerging TTP, or tactical lessons learned
dictate changes to this volume at 561 JTS/VM; 5490 Pease Dr., Bldg 1114; Nellis AFB NV 89191;
DSN 682-7193
AFTTP 3-3.C-130E/H, 7 December 2011 2-1

CHAPTER 2
MISSION PLANNING

2.1 General. The C-130 employs in all environments for a variety of missions. Thorough mission
planning is essential to successful mission completion. This chapter provides planning guidance
and considerations from initial mission tasking to crew debrief.
2.1.1 Philosophy. Mission planning requires an intelligent application of sound tactical
concepts obtained from lessons learned, operational evaluations, training exercises, tactics
development programs, and threat analysis. Planners at all levels are responsible to determine
the best way to execute missions and provide commanders with accurate assessments. Involve
all required personnel from the outset, including the user and aircrew personnel who execute
the mission. Sharing critical information will help clarify objectives, assess mission risks, and
develop alternative courses of action (COA).
2.1.2 Prioritization. Mission planners often plan with specific time constraints which may
not allow completion of all tasks. Tasks must be prioritized to ensure safe conduct of the
mission and accomplishment of objectives. Assign the highest priority to tasks critical to
safety. Critical tasks include terrain avoidance, airspace/aircraft deconfliction, fuel
management, and planning against threats.
2.2 Command and Control. Planners should clearly understand the command authority as
identified in the deployment order (DEPORD) or operations order (OPORD). The geographic or
joint task force (JTF) commander usually exercises operational control (OPCON) of intratheater
airlift. As a result, the theater air and space operations center (AOC) commands and controls
intratheater airlift missions. If OPCON is not transferred, the tasking authority/AOC (e.g., 618th
Tanker Airlift Control Center [TACC]) maintains command and control (C2).
2.2.1 Deployment Order. A DEPORD is a directive issued by a commander to deploy forces
required for an operation. It includes location, assets, crews, support requirements, and
associated dates.
2.2.2 Operations Order. An OPORD is a directive issued by a commander to execute an
operation. It may apply outside the combat environment and may affect theater deployment
and redeployment. Additionally, the OPORD usually covers overall concepts of operations
and mission requirements to be flown during a future time period (e.g., one or more weeks).
2.3 Mission Tasking and Objective. The theater AOC plans and executes air operations. This is
accomplished through special instructions (SPINS), air tasking order (ATO), airspace control
order (ACO), fragmentary order (FRAG), and/or air movement table (AMT). These products are
produced or updated daily to establish mission tasking and objectives. The AOC’s air mobility
division (AMD) is responsible for planning and publishing intratheater airlift in the ATO.
2.3.1 Special Instructions. SPINS provide detailed instructions for composite forces to
operate within the theater. Planners and aircrew alike must be intimately familiar with the
content of the SPINS.
2.3.2 Air Tasking Order. The ATO tasks elements of composite forces, provides mission
objectives and general guidance, and indicates actions required by individual situations. ATOs
are normally accompanied by SPINS. A standardized ATO format for theater assigned forces
 can be found in AFPAM 102-2, Volume 1, Joint Users Handbook—US Message Text Format
(JUH-USMTF); Air Tasking Order/Confirmation (ATOCONF); and AFTTP 3-1.General
Planning.
The airspace control plan (ACP) established procedures for
airspace control in the operational area.
The ACO defines the airspace measures in theater to include
corridor operations, refueling tracks, restricted operating zones (ROZ), and kill boxes. The
ACO contains multiple airspace control measures (ACM) to define specific airspace. ACMs
are typically implemented by the daily ACO but may appear in the ATO or SPINS.
The AMD may develop an AMT as an appendix to the ATO to
list equipment and personnel which constitute each aircraft load. Additionally, the AMD may
issue an abbreviated ATO or FRAG to subordinate units to further refine the ATO and air
movement plan.
Planning for any mission must focus on objectives that are
tailored to achieve a desired outcome or task. Mission objectives are normally defined in the Air
Operations Directive (AOD), but mission planners may need to translate those into specific
objectives appropriate to the MDS. All objectives must be specific, measurable, and attainable.
Effective objectives consist of three aspects: Performance, conditions, and standards.
The performance aspect describes specific actions for what each flight,
aircraft or crew is required to accomplish during the mission. Use action verbs such as
demonstrate, employ, or practice.
The condition aspect describes when or where the action occurs.
The standard aspect states the degree of performance required by the
mission. It may be categorized by time limits, accuracy, and/or quality (e.g., “time on target
[TOT] within plus or minus 30 seconds,” or “drops within 25 yards”).
The wing/squadron mission planning cell (MPC) is responsible
for planning airlift missions. Its primary objectives are to determine the optimum methods of
accomplishing ATO taskings and then provide this information to the flight crews. Planning
factors to consider include threats, terrain, ingress and egress routes, target areas, climatology, and
communications.
Once the ATO is published, breakout required mission information.
Planners can use Portable Flight Planning Software (PFPS) TaskView to quickly determine
mission tasking and supporting assets.
While operations security (OPSEC) is very important to mission
success, it can also hinder coordinated operations. Excessive OPSEC concerns have resulted
in mission execution and planning problems because the commander, aircrew, or planner did
not get critical pieces of information. Planners and aircrews must carefully balance the need
for OPSEC with getting the right information to the right people at the right time. See AFTTP
3-1.C-130 Attachment 5, “Lessons Learned.”
The role of a mission commander (MC) and a formation lead is
often misunderstood. In large-scale exercises and contingency missions, the Air Force MC
leads the multi-mission design series (MDS) strike package. Formation or flight leads support
the MC. AFTTP 3-1.General Planning contains a checklist to assist MCs with their duties and
responsibilities.
Lessons learned from Operation ENDURING FREEDOM
(OEF) and Operation IRAQI FREEDOM (OIF) conclude the MPC should consist of two
12-hour shifts and three to five personnel during each shift. A weapons officer (WO) or highly
experienced instructor pilot/navigator should lead each shift. Plan an overlap during
changeover; if practical, stagger MPC chiefs (MPCC) from the rest of the shifts to facilitate
continuity. See , “Mission Planning Cell Operations,” for a more detailed
discussion of MPC operations.
One fundamental driving force of mission
planning is the threat situation. As a result, the most current and accurate threat analysis must
be integrated throughout the entire mission planning process. Furthermore, lessons learned
from numerous deployments and exercises illustrate the necessity of collocating tactics and
intelligence (IN) planners in order to facilitate a cohesive, integrated planning process with
optimal tactics/intel interface.
Climatology (the study of weather over time to provide trends
and expected weather) is most useful for deliberate planning. For execution and crisis action
planning, use the supporting combat weather team (CWT). The CWT coordinates and/or
develops and provides weather support and products. If a CWT is not available, the Air Force
weather agencies listed in the Flight Information Handbook can provide suitable alternatives.
Meteorological information for a particular area may be found in the country’s military
capabilities study. Remember operations security (OPSEC) when using outside sources of
information. See AFTTP 3-1.General Planning for meteorology planning and exploitation.
The following list shows weather agency-provided services and products:
• Satellite imagery—Geostationary, polar orbiters, and satellite-grid database.
• Weather analysis—Weather radar, ceilings, visibilities, lightning, surface and upper
level analysis (i.e., winds, temperature, and clouds).
• Observations and terminal aerodrome forecasts (TAF)—International Civil Aviation
Organization (ICAO) requests, pilot reports, surface observations, and TAFs in
alphanumeric format.
• Forecast products—Winds, temperature, cloud layers, d-values, pressures, heights,
contrails, and hazards (i.e., thunderstorms, icing, and turbulence).
• Space weather—Observed and forecasted solar activity impacting high frequency (HF)
and ultra high frequency (UHF) communications and applications.
2.5.6.1 Target Acquisition Weather Support. The target acquisition weather support
(TAWS) program provides target visibility data for various aircraft sensors and target
types. It accounts for some weather effects and can also provide illumination data for night
vision goggles (NVG). All USAF weather shops should have access to this program; the
MPC should request this information early in the planning cycle.
 2.5.6.2 Solar Lunar Analysis Tool (SLAT). SLAT is a PFPS embedded application that
generates and displays a set of tables and graphs representing various solar and lunar
phenomena corresponding to a specified geographic location and time period.
In addition to computerized mission planning products,
refer to the DOD Aeronautical Chart Bulletin Digest and the National Geospatial-Intelligence
Agency (NGA) Catalog of Maps, Charts, and Related Products. Refer to the chart updating
manual (CHUM) or its equivalent when using foreign products for current changes, additions,
deletions to chart information. NGA provides an online electronic CHUM (ECHUM) service.
When maps are not available or are out of date, planners may obtain a realistic view of areas
with multi-spectral imagery (MSI). See AFTTP 3-1.Space, for information on MSI and other
geospatial information.
2.5.7.1 Chart Errors. Aeronautical charts do not depict man-made obstacles less than 200
feet AGL or a change in terrain until it exceeds the chart contour interval. The worst
situation would occur if a 199-foot tower sat on terrain with an elevation just below the
next higher contour. For a tactical pilotage chart (TPC) (1:500,000) with a contour interval
of 500 feet, this results in an uncharted obstacle existing 698 feet above charted terrain.
Additionally, the highest spot elevation on any given leg may not be the highest terrain as
in the case of gradually rising elevations. Planners must ensure accurate terrain analysis by
evaluating both spot elevations and the highest contour level. , Inherent Chart
Errors, illustrates uncharted obstacles and terrain elevations not depicted above the highest
chart contour.

WARNING: The combined inherent chart errors for a TPC chart as

shown in this figure could result in an uncharted obstacle existing
698 feet above charted.

Man-made obstructions are not charted and not

required to be lit if elevation is below 200 feet.

1,500-foot contour would be the next

highest depicted contour. *

1,500 ft 199 ft

Rolling terrain above the highest contour level 698 ft

depicted on the chart. Maximum elevation can be
up to a contour level minus one foot.
499 ft

1,000-foot contour would be the

highest contour level depicted.
1,000 ft
Inherent chart errors, uncharted obstructions and terrain
elevation not depicted above highest charted contour.

UNCLASSIFIED Inherent Chart Errors

AFTTP 3-3.C-130E/H, 7 December 2011 2-5

2.5.7.2 Geospatial Information. Geospatial information and services (GI&S) includes

maps, charts, imagery, and other digital products such as digital terrain elevation data
(DTED). Table 2.1 GI&S Support Products, provide an extensive product list. GI&S data
aids in selecting and evaluating a suitable objective area (OA). A key to successful use of
imagery is timely and specific requests. Use imagery for the following:
• To evaluate an OA for suitability of drop zone (DZ) or LZ (e.g., foliage,
obstructions, or battle damage).
• To update maps, charts, or other depictions and determine the current state of the OA
(e.g., bodies of water, roads, bridges, and population centers).
• To provide offset aimpoint (OAP) coordinates and conditions.
2.5.7.3 Datum and Spheroid. A geodetic datum is a reference system used to measure and
determine coordinates. A datum is used in conjunction with a spheroid which
mathematically models the shape of the earth. There are numerous datum/spheroid models
which ultimately describe the same geographic point with different coordinates. Ensure all
planning is based on and leads to products which utilize a common datum and spheroid.
WGS 84 is preferred and the same datum utilized by GPS. Datum and spheroid can be
converted with PFPS.
2.5.8 Airspace Management. Airspace control requirements vary depending upon the area
or zone of the theater, but are generally more intense and critical the farther forward in the
combat zone aircraft are employed. The AMD coordinates airlift airspace requirements with
the AOC’s airspace managers.
2.5.8.1 Common Geographic Reference System. Common geographic reference system
(CGRS) provides a common frame of reference for joint force situational awareness (SA)
to facilitate air-to-ground coordination, deconfliction, integration, and synchronization. It
is based on a 30-minute by 30-minute grid defined by the 0-degree and 30-degree latitude
and longitude lines. Kill boxes are further subdivided into nine 10-minute by 10-minute
“keypads” and four 5-minute by 5-minute quadrants that enable detailed application of
tactics. See Figure 2.2, Common Geographic Reference System Example.
2.5.8.2 Global Area Reference System. Like CGRS, global area reference system (GARS)
is based on lines of latitude and longitude. A seven-character designation identifies each
cell.
2.5.8.2.1 The first three characters designate a 30-minute wide longitudinal band.
Beginning with the 180-degree meridian and proceeding eastward, the bands are
numbered from 001 to 720 (e.g., 180° 00’E to 179° 30’W is band 001, 179° 30’W to
179° 00’W is band 002, and so on).
2.5.8.2.2 The fourth and fifth characters designate a 30-minute wide latitudinal band.
Beginning at the south pole and proceeding northward, the bands are lettered from AA
to QZ (omitting I and O) (e.g., 90° 00’S to 89° 30’S is band AA, 89° 30’S to 89° 00’S
is band AB, and so on).
Federal Aviation 1:500,000 • Depicts airspace around airports plus detailed
Administration airport information
(FAA) visual flight • Excellent for planning operations in mountainous
rules (VFR) terrain due to clearly defined contour lines
Sectional
US Air Target Chart, 1:200,000 • Medium-scale intelligence/targeting graphic
Series 200 (ATC) depicting radar-significant features and analytic
intelligence information on target data
inventory-active installations
• Geographically coordinated to the world area grid
system, with 25 sheets (5 x 5) within each parent
world area code indexed region
• Used for planning, training, briefing, or execution
of visual or radar bombing operations, and
operational analysis and mission planning support
where radar or intelligence information is desired
Department of 1:250,000 • Designed to assist personnel in survival and
Defense (DOD) evasion
Evasion Charts • Composed of 8 to 10 Series 1501 charts, printed on
(EVC) both sides of waterproof, tear-resistant material
(TYVEK)
• Native source charts used where joint operations
graphics (JOG) are not available
• Border and open water areas contain supplemental
survival information such as plant identification
• White minimization and camouflage masking are
applied
• Folds for storage in flight suit or survival vest
• EVCs are not designed to replace JOGs for tactical
air operations and planning
Topographic Line 1:100,000 • A lithographic map portraying topographic and
Map (TLM) cultural features including relief, drainage,
vegetation, populated areas, cultural features, roads,
and railroads
• Designed for tactical use, providing greater area
coverage than the 1:50,000 scale topographic map
• Primarily used by land and air forces for planning,
target acquisition, tactical operations, and fire
support
Harbor and 1:10,000 to 50,000 • Detailed portrayal of information useful to
Approach Charts harbor range; navigation supportive of maneuvering in
1:50,000 to 100,000 close-quarter areas to berth and anchor,
approach range channel-keeping while entering and exiting port, or
navigating in close proximity to dangers associated
with close shore/harbor approach areas
Combat Charts 1:50,000 • Detailed portrayal of information supportive of
ship-to-shore movement of military personnel and
equipment, ground combat operation, naval
gunfire, close air support, and contingency
planning
City Graphic (CG) 1:25,000 and larger • Large-scale lithographic map of populated area
portraying streets, important buildings, military
installations, airfields, industrial complexes,
embassies, government buildings, hospitals,
schools, utilities, and places of worship
• Militarily significant relief is shown
• A guide to buildings and an index to street names
provided in the margin are used to support
administrative and tactical planning, operations for
ground combat in urban areas, and evacuation of
US nationals
Military City Map 1:12,500 and larger • Large-scale topographic map of city and adjacent
environment for use in urban land combat
• Only produced in high priority areas where
special requirements exist
Noncombatant Various • NEO Packs are a collection of standard products
Evacuation (i.e., maps, charts, and photo maps of various
Operations Packages scales) to support planning for the conduct of
(NEO Packs) evacuation operations of US nationals
• These are specific areas designated by the
Department of State and unified commands’
evacuation plans
Topographic Charts 1:50,000 • Standard product for use in ground operations,
showing man-made objects and significant relief
(i.e., government buildings, schools, hospitals,
airfields, and industrial complexes)
• Used extensively by ground forces for
operational planning and execution
 End Point

8 A cell is 30 min x 30 min

(-30 NM x 30 NM)
7 7F *~56 km x 56 km

6 1 2 3

Each cell is sub-divided 4 5 6

5 into nine 10-min x 10-min 7 8 9
keypads (~10 NM x 10 NM)
7F9
4 *~13 km x 13 km

3
A keypad can be further
sub-divided into
2 5-min x 5-min quadrants NW NE
(~5 NM x 5 NM)
1 *~9 km x 9 km SW SE
A B C D E F G H I 7F9SW
Origin Point ("7F9 SOUTHWEST")

UNCLASSIFIED Common Geographic Reference System Example

2.5.8.2.3 The sixth character designates one of four 15-minute by 15-minute

quadrants. The northwest quadrant is 1, the northeast quadrant is 2, the southwest
quadrant is 3, and the southeast quadrant is 4.
2.5.8.2.4 The seventh character designates one of nine 5-minute by 5-minute areas.
The areas are numbered sequentially—from west to east—starting with the
northernmost band (i.e., resembling a telephone keypad).
2.5.8.2.5 Military Grid Reference System (MGRS). MGRS a coordinate format
utilizing progressively smaller grids. Coordinates are comprised of three parts: grid
zone designator, 100,000 meter grid identifier and numerical identifier. The grid zone
is 6° wide grid represented with a letter and number (ex. 15S). The 100,000 meter grid
is represented with two letters (ex. WU). The numerical identifier is represented by 2
to 10 numbers depending on the degree of precision. 2 digits represent a 10km grid, 4
digits 1km, 6 digits 100m, 8 digits 10m, 10 digits 1m. 15SWU89 represents a 10km
grid where 15SWU8885196502 describes a specific 1m grid within the same 10km
grid. Location identifiers begin at the southwest corner of the 100,000m grid. The first
digits indicate easting and the later indicate northing coordinates. 15SWU8000090000
describes the southwest corner of the previously described 10km grid where
15SWU8555595555 describes the center of that grid. See Military Grid
Reference System Example.
 UNCLASSIFIED Military Grid Reference System Example

This section follows the sequence in , Mission

Planning Guide, which uses the concept of “backward planning.” In other words, analyze the
threat, perform an OA analysis, plan the ingress and egress, and then “what-if” the plan. For
additional information on threat analysis, see AFTTP 3-1.C-130.
The overall mission objective is inherent in initial tasking.
Continually communicate with both the user and the AOC as mission requirements evolve.
List the factors that impact mission execution—such as
enemy, time constraints, terrain, accuracy requirements, damage considerations, and
weather—and continuously manage them throughout the planning process. See ,
Mission Schedule of Events, for a sample schedule of events.
Aircrews must be knowledgeable and proficient in the use of
computer mission planning tools.
2.6.3.1 Portable Flight Planning Software. Portable flight planning software (PFPS) is an
integrated suite of personal computer (PC)-based mission planning tools. It displays
standard digital maps and produces user-customized kneeboard cards, combat mission
folders (CMF), and data transfers to compatible digital transfer devices (DTD). The PFPS
route server synchronizes the different PFPS components so changes made to the route by
one PFPS application are passed to all other components. The PFPS software suite
includes FalconView, combat flight planning software (CFPS), combat weapon delivery
software (CWDS), consolidated airdrop tool (CAT), and several other software packages.
See , Portable Flight Planning Software Components.
1. Mission objectives
2. Identify mission critical constraints
3. Threat analysis
a. Detection
(1) Radar detection
(a) Maximum theoretical range
(b) Radar horizon distance
(c) Detection-free altitude
(2) Visual detection
(a) Adverse weather
(b) Night considerations
(c) Terrain
(3) Passive detectors
(a) Emissions control (EMCON)
(b) Aircraft-unique emitters
b. Altitude considerations
c. Support requirements
d. Electronic warfare (EW) considerations
4. Objective area
a. LZ or DZ survey (if available)
b. Imagery
c. Terrain analysis
d. Airland OA planning
(1) Arrival
(2) Ground operations
(3) Departure
e. Airdrop OA planning
(1) Run-in
(2) DZ markings
(3) Racetrack/re-attack/alibi planning
5. Ingress and egress considerations
a. Optimum altitude
b. Route selection
c. Large-scale formations
6. Departure and arrival
7. Communications planning
a. Execution checklist
b. Communications discipline
c. Brevity, code words, and chattermark
8. Contingency planning
9. Mission preparation
10. Combat mission folder
11. Aircrew preparation
12. Evasion plan of action

2.6.3.2 Portable Flight Planning Software. Portable flight planning software (PFPS) is an
integrated suite of personal computer (PC)-based mission planning tools. It displays
standard digital maps and produces user-customized kneeboard cards, combat mission
folders (CMF), and data transfers to compatible digital transfer devices (DTD). The PFPS
route server synchronizes the different PFPS components so changes made to the route by
one PFPS application are passed to all other components. The PFPS software suite
includes FalconView, combat flight planning software (CFPS), combat weapon delivery
software (CWDS), consolidated airdrop tool (CAT), and several other software packages.
See , Portable Flight Planning Software Components.
2.6.3.2.1 Combat Flight Planning Software. CFPS provides a route editor in table
format and is fully integrated/synchronized with FalconView. It allows users to specify
multiple times over target (TOT), delays, orbits, fuel transfers, cargo/stores
on-load/off-load, flight performance, and drag coefficient changes.
1. Initial tasking
2. Detailed mission planning time required (estimate)
3. Intelligence data required NLT __________
4. Weather data required NLT __________
5. Current operations and scheduling date required NLT __________
6. Tactics data required NLT __________
7. Commander and operations officer brief
8. Aircrew concept brief
9. Aircrew, planner, and user face-to-face
10. Aircrew mission planning
11. Enter crew rest
12. Aircrew alert
13. Aircrew show time (construct evasive plan of action [EPA]; receive weapon, survival
equipment, and NVGs)
14. Weather decision
15. Mission briefing
16. Specialist briefing
17. Serial lead briefing
18. Load time (i.e., actual load, flares/chaff, communications security [COMSEC] material,
hardware, and software)
19. Joint airdrop inspection at aircraft
20. Communications check
21. Pilot, jumpmaster, or loadmaster (LM) briefing
22. Aircraft commander’s briefing
23. Station time
24. Start engines
25. Taxi
26. Takeoff
27. Latest takeoff
28. Time over target (TOT) (primary)
29. TOT (alternates)
30. Time en route
31. Recovery
32. Debriefing:
a. Intelligence
b. Maintenance
c. Tactics/operations
SkyView Renders a 3D-perspective scene that can be used for route preview.
Supports 1-meter imagery draped over digital terrain.
Geo-rectifier tool Provides the ability to point and click geo-register any digital
image (i.e., scanned maps and photos) for use as a GeoTiff map in
FalconView.
PC IMOM Provides the ability to perform radar cross section (RCS)-based
threat analysis and probability of detection and engagement along
a PFPS route. Interfaces with FalconView to graphically display
analysis results on user selected maps.
TaskView Breaks out the ATO and ACO for display on the FalconView map.
Requires the native format of the ACO and ATO files.
Consolidated Airdrop Tool Supports precision (JPADS and I-CDS) and non-precision
(CAT) computed air release point (CARP), high-altitude release point
(HARP) and Leaflet calculations and form printing. Also
integrated with FalconView for displaying DZ and release point
data on user selected map/imagery.
Aircraft, weapons and Provides aircraft-specific data transfer services. Converts PFPS
electronics (AWE) modules routes, point data, and threats into format compatible with the
aircraft’s operational flight program (OFP).
Flight performance Integrated or stand-alone take-off and landing data calculations
modules (FPM) flight and form printing.
Self-contained approach Provides a FalconView graphic depiction of SCA.
(SCA) tool
Print flight plan tool Uses PFPS route to print DD 175 and 1801 (with version 3.2 and
higher).
Bird avoidance model Depiction in FalconView of historic bird hazard/bird strike data.
(BAM)
Optimum path aircraft Automatically adds Navy OPARS winds/temps to CFPS log.
routing system (OPARS)
winder
Route analysis tool (RAT) Provides slow route (SR) and instrument route (IR) deconfliction
analysis for many on many routes. Single-ship and formation
options.
 2.6.3.2.2 FalconView. This mapping application displays various types of maps and
geographically referenced overlays. Many map types are supported, but the primary
ones of interest are aeronautical charts, satellite images, and elevation maps.
FalconView also supports a large number of overlay types that users can display and
print over any map background.
2.6.3.2.3 TaskView. This is an ATO and ACO parser tool that exports unit-specific
information into the PFPS environment.
Objective area analysis considers the immediate area around
the specific objective (whether the mission is airland or airdrop), the commander's intent,
acceptable level of risk, and mission risk mitigation factors. Reverse plan beginning at the
objective. Mission commanders should use all available planning products (i.e., surveys,
imagery, and DTED) during deliberate objective area analysis.
2.6.4.1 A useful acronym to aid in objective area analysis is OUTCAST, described in
, OUTCAST Model for OA Analysis.

O OA Big Picture OA?

U User
T Terrain
C Comms
A Airspace
S SLAT Data/WX
T Threat
What are the user requirements?
Is terrain a factor? Day or night considerations?
Who do I need to talk to and how?
Who “owns” the airspace and how is it set up?
How will it affect routing?
What is it and how do I deny, degrade, and/or defeat?

2.6.4.2 Surveys and Imagery. Use DZ/LZ surveys available from the Air Mobility
Command (AMC) zone availability report (ZAR) or from AMD tactics to identify
coordinates, elevations, and operational restrictions. Use imagery and charts to locate
obstructions and predominant landmarks. Although 1- and 5-meter imagery is usually
available in PFPS, Intel personnel can coordinate for the most current imagery.
NOTE: Chart scales 1:50,000 and smaller do not depict aeronautical information and may not
show man-made obstructions.
2.6.4.3 Ingress and Egress Planning. Ingress and egress planning should include the
creation of arrival corridors with NVG altitudes or concentric circles with MSA.
Preferably, both should be used for low altitude ingress and night missions. See
“Airland Operations and , “Airdrop Operations” for more information.
2.6.4.4 Terrain Features. Assess significant terrain on and around the OA to determine its
affect on mission execution. Terrain and obstacles may limit ingress/egress options,
require higher airdrop altitudes, and limit LZ operations due to aircraft performance.
2.6.4.5 Threat Analysis. Unit Intel should use intelligence preparation of the battlefield
(IPB) methodology to analyze the threat throughout the mission. See AFTTP 3-1.C-130,
Attachment 2, “Unit Level Intelligence Support To C-130.”
2.6.4.6 Minimum Closure and Exposure. Give consideration to requirements for mass,
minimum exposure, and minimum closure at the objective.
2.6.4.6.1 Minimum closure—Time from initial aircraft arrival to last aircraft departure
at an OA or in the threat weapon engagement zone (WEZ).
2.6.4.6.2 Minimum exposure—Individual time duration aircraft is at an OA or within
a threat WEZ.
2.6.4.7 Airland Objective Area Planning. Airland operations introduce or evacuate
personnel and/or equipment to or from an airfield or LZ. Plan arrivals and departures with
worst-case takeoff and landing data (TOLD) to determine if limitations exist. LZ size and
composition criteria are contained in AFI 13-217, Drop and Landing Zone Procedures,
and Engineering Technical Letter (ETL) 09-6 Chg 1: C-130 and C-17 Landing Zone (LZ)
Dimensional, Marking, and Lighting Criteria. See , “Airland Operations,” for
additional information.
2.6.4.7.1 Airfield/LZ Arrival. Assess terrain and obstacles to determine acceptable
avenues and type of approach. Consider threats, field elevation, ingress altitude, winds,
field identification, lighting, zone markings, and other traffic. Plan approaches to
ensure aircrew are able to land on the first attempt.
2.6.4.7.2 Ground Operations. Assess field dimensions and determine the potential for
rapid takeoff, combat off-load (COL), and engine running on-load/off-load (ERO)
operations. Determine if sufficient ramp space or runway is available for more than
one aircraft. Identify obstructions or conditions that inhibit use of taxiways, ramps,
turn-arounds, or parts of the runway.
2.6.4.7.3 Airfield/LZ Departure. Planners should ensure aircraft weight-and-balance
and TOLD will permit takeoff. As with the arrival, assess terrain, obstacles, and threats
to determine acceptable avenues of departure. Consider appropriate egress altitudes
and subsequent climb to en route altitude.
2.6.4.8 Airdrop Objective Area Planning. Airdrop operations rapidly introduce personnel
and/or equipment when time is limited or suitable LZs are unavailable. DZ criteria are
contained in AFI 13-217, Drop and Landing Zone Operations. As multiple passes across a
DZ are tactically unsound, attempt to select a DZ large enough to airdrop the entire load in
a single pass. See , “Airdrop Operations,” AFI 11-231, Computed Air Release
Point Procedures; and AFTTP 3-1.C-130 for additional information.
2.6.4.8.1 Airdrop Mission Analysis. Consider the commander's intent, acceptable
level of risk, mission risk mitigation factors, and airdrop damage estimation
assessment when selecting airdrop type and employment method.
2.6.4.8.2 DZ Run-In. Consider the airspace threat to air operations, terrain, man-made
obstacles, weather (wind and lunar/solar data [e.g., including azimuth, elevation, and
illumination]), route of flight, drop altitude, and radar OAP availability from the IP to
AFTTP 3-3.C-130E/H, 7 December 2011 2-15

DZ. No standard distance is required between the IP and DZ; however, the aircraft
computer will not enter the airdrop mode without transitioning the turn point (TP) to
determine effect on the run-in axis.
2.6.4.8.3 Communications. Communicating effectively with the DZ requires
pre-coordination with the DZ control party. The air mobility liaison officer (AMLO) is
a good point of contact to ensure all parties are operating with the same
communications plan.
2.6.4.8.4 DZ Markings. DZ markings authenticate the site and indicate the point of
release or the point of impact (PI). Virtually any overt or covert marking system is
acceptable if it is coordinated with the user and aircrew. DZs may not be marked,
depending on the type of mission, tactical situation, or DZ party capabilities.
2.6.4.8.5 Racetrack/Reattack/Alibi Considerations. Mission requirements and the
tactical situation determine contingency actions for racetracks and alibis. During
planning, planners should consider terrain, weather, position of other aircraft, and time
restrictions on racetrack or reattack routing.
2.6.5 En Route. Mission planners should identify and plot applicable airspace constraints and
ACO restrictions (e.g., minimum risk routing [MRR], no-fly area [NFA], and ROZs), followed
by the OA and threats, before developing the mission profile (working backward from the
OA). The critical elements of any mission profile are altitude and route selection. See Chapter
4, “En Route Operations.”
2.6.5.1 Noise Propagation. To avoid visual/audible detection, fly at least 4 NM slant range
distance downwind from a known observer. If flight over acoustically reflective surfaces
such as water or hard flat terrain is required, consider increasing this distance two-fold (8
to 10 NM). Terrain masking is the most effective means of reducing the probability of
detection. Low-level flight (below 25 degrees elevation from a potential observer)
increases the ground interaction and generally decreases propagation over favorable
terrain. Finally, avoid flying through dusk, dawn, or known temperature inversions.
Temperature inversions and/or flying upwind decrease the likelihood of forming a
favorable sound shadow where sound rays are bent away from an observer.
2.6.6 Communications Plan. Communications are often the weakest link in the tactical
environment. Determine an enemy’s capability to jam, monitor, or deceptively intrude upon or
manipulate communications. Line-of-sight (LOS) systems and the adversary’s ability to
disrupt or exploit them often limit effective communication. When building the
communications plan, consider using a communications-electronic operating instructions
(CEOI) frequency matrix and execution checklists. See AFTTP 3-1.C-130.
2.6.6.1 Execution Checklist. An execution checklist minimizes transmission time and
simplifies in-flight communications. The checklist sequentially follows and associates
codewords for planned/contingency events that affect mission success or failure. Table
2.6, Example Execution Guide, shows the two types of calls: mandatory (M) and deviation
(X). Event 24 (in the series of events) signifies a mandatory call for an aircraft departing an
LZ. The format of the call is to the right side of the checklist. When the aircraft actually
departs the LZ, the aircrew transmits, “CHARLIE 34, ECHO 01 IS SARA AT 0306.”
 Charlie 34 should acknowledge with “ROGER.” If no response is heard, repeat the call,
then maintain a radio listening watch. Call each event on the execution checklist as it
occurs. Execution checklist codes received out of sequence can indicate mission problems
or intrusion.
EXAMPLE: “BRAVO 74, ECHO 01 IS SAMMY AT (ACTUAL TIME).”

24 Depart location M A C-34(1) E-01(2) Sara 0300 0306

77 Spin at planned orbit X A B-74(3) E-01 Sammy 0542 0542
98 Drop complete M A C-34 Any Fred 0600 0559
:
(1)
C-34 is Command Post.
(2)
E-01 is heavy equipment (HE) formation.
(3)
B-74 is Personnel formation.

2.6.6.1.1 Deviation Events. Make a deviation (X) call only if there is a direct mission
impact. The deviation events may be specific enough to define the reason for
failure-to-execute and include delay times. No call is necessary if the event does not
affect the mission.
2.6.6.1.2 Communications Discipline. Communications with C2 agencies or mission
resources is extremely difficult in a jamming environment. Successful contact
procedures are dependent on thoroughly developed and coordinated plans, established
contact times, and a good time hack. Maximize the use of preset frequencies and
tactical air directives (TAD) to reduce workload. Consider using nonverbal
communication, such as light signals or wing rocks. The following techniques enhance
communications discipline.
2.6.6.1.2.1 Communications-Out Operations. The three functions of
communications-out procedures are (1) to prevent mission detection and
compromise, (2) preserve the communication environment by minimum use, and
(3) allow a mission to proceed in a jamming environment. The degree of radio
silence must be commensurate with the risk assessment of hostile signals
intelligence (SIGINT) capabilities. Unless directed, do not jeopardize flight safety
to maintain strict radio silence.
2.6.6.1.2.2 Night Operations. Light signals can enhance a developed plan.
Consider pre-briefed visual signals for routine actions (e.g., anticollision lights off
can mean FENCE-in).
2.6.6.1.2.3 Brevity Words and Code Words. AFTTP 3-1.General Planning lists
operational brevity words and terms to provide common understanding and
 minimize radio transmissions. The list of brevity terms are not all inclusive, but in
general, their meaning does not change with time. Code words, on the other hand,
vary with the ATO and the missions flown. The SPINS section of the ATO usually
dictates these code words daily.
Evaluate plans to identify overlooked factors or faulty
concepts. Avoid pride of ownership and look at the plan objectively. Pay particular attention to
transition points.
2.6.7.1 Weather. Plans should include minimum weather considerations (departure, en
route, OA, and recovery), alternate formation geometry, inadvertent weather penetration,
time control for weather avoidance/winds, and opposite runway operations.
2.6.7.2 Maintenance. Plans should include minimum force requirements and an
executable bump plan for aircraft experiencing maintenance delays/issues. Contingency
planning should also consider aircraft malfunctions during each phase of the operation.
2.6.7.3 Transition Points. Review the entire plan and locate all major transition points.
Develop detailed plans for these change points and cover “what-ifs.” Transition points
include: SKE-to-vis/vis-to-SKE, NVG don/doff, airdrop to airland, combat-entry/exit, etc.
2.6.7.4 Mission Delays. Include plans for late takeoff, en route rejoin, and minimum
required equipment. Potential en route delays for threats, weather, and other obstacles
require get-well time plans.
2.6.7.5 Battle Damage. Develop a decision matrix to manage minimum force
requirements. Ensure emergency airfields, return routes, and wounded bird procedures are
clearly understood.
2.6.7.6 Mission Retasking. Once in execution, C2 might rolex or retask the mission to a
different OA. Airland retasking usually involves changing or adding additional
destinations to the itinerary due to changing requirements. Airdrop retasking will likely be
transmitted as a Format 20, Airdrop Briefing. See Airdrop Operations.”
2.6.7.7 Recall Procedures. It is a good idea to have a go/no-go point and criteria in place
to comply with the commander’s intent. Establish specific recall procedures should the
mission need to be aborted.
Planners may develop and use CMFs for peacetime training
and wartime taskings. CMFs should include essential operational and intelligence data
required to plan, study, and execute airlift operations. See Combat Mission Folder
for the typical contents of a CMF.
Conduct a mission rehearsal to evaluate the plan of execution and identify
shortfalls in operational and intelligence planning. Plan and execute a rehearsal in a manner
designed to simulate planned mission support as well as mission time, distance, threat, climate,
and environmental factors. Consider using mission rehearsal computer programs such as SkyView
or Power Scene.
Mission briefings set the tone for mission execution and assure
participants are aware of all aspects of the mission. See , “Combat Mission Guide.”
1. Cover page/security classification 9. Navigation information
2. Concept of operations (CONOPS) a. Flight plans/CARPs
a. Mission description b. Charts (en route/OA)
b. Participating units c. Stick diagrams
3. Schedule/sequence of events d. Instrument meteorological conditions (IMC)
4. ACO/ATO operations
5. Rules of engagement (ROE)/SPINS e. OAPs
6. Airfield information f. Instrument flight rules (IFR) drop corridor
calculations
a. Giant Report
g. Approach information/tactical approach card
b. Airfield diagram
(TAC)/ARA
c. Parking plan
h. DZ/LZ surveys
d. Taxi plan
i. Mosaic/imagery
e. Escape routes
10. Mission data transfer card
7. Coordination information
11. Support coordination
a. Weather sheet
12. Load plans
b. Flight plans (DD 175/1801)
13. En route support facilities (e.g., fuel, material
c. Notices to Airmen (NOTAM) handling equipment [MHE], and divert)
d. Foreign Clearance Guide 14. Mission critique
e. Area Planning 15. Miscellaneous
8. Mission setup a. Alternate mission profile/information
a. Form 280 or equivalent b. Command, control, communications,
b. Communication card/sheet computers, and intelligence (C4I) issues
c. Execution checklist
d. Codewords
The mission execution phase is initiated with the execution
briefing or step briefing. This briefing maybe the last operational, intelligence, and weather
update the crews receive prior to mission launch. Mission requirements will determine what is
included in this briefing, examples of topics for the briefing include:
• Weather.
• Threats along each leg of route to include terminal area threats.
• Contingency updates.
• Search and rescue (SAR) codes and procedures.
• EPA and isolated personnel report (ISOPREP) cards.
• Reminder to sanitize.
 • Reporting considerations: essential elements of information (EEI), in-flight reports
(INFLTREP), mission report (MISREP) requirements, and debriefing location and
procedures (to include debriefing procedures if mission recovers at an alternate/emergency
airfield).
• Local area situation.
• Receive evasion kits.
• Confirm flight following/mission support plan. Establish communication procedures to
provide reports and receive timely intelligence updates from the mission aircrew.
Conduct specialist briefings to detail operating procedures or
special interest items. The mission commander determines the requirement for this briefing.
When appropriate, hold specialist briefings at the completion of the Execution Briefing for
pilots, loadmasters, AE personnel, jumpmaster, assault zone control officers, special tactics
team (STT) and DZST personnel.
The serial leader will assemble the crewmembers participating in
the serial to cover any changes or additions arising after the formal mission briefing. Only
applicable items need be briefed. Conduct this briefing as appropriate to allow sufficient time
to complete necessary aircraft inspections and briefings before stations time.
As an integral part of the mission, debriefs should
analyze mission effectiveness, capture lessons learned, and reinforce instructional objectives.
The intelligence debriefing is a team effort among
IN personnel, aircrew, and tactics personnel to gather information on enemy activity, tactics
used in engagements, updates to the previously listed enemy order of battle (OB), and
suspected battle damage assessment. This debrief provides feedback on employed tactics.
Discuss any threat engagements—including missile warning system (MWS) and radar
warning receiver (RWR) indications—in detail. This information is then transmitted to the
AOC through a MISREP. See AFTTP 3-1.C-130, Attachment 2, “Unit Level Intelligence
Support to C-130.”
If coordination with an Army field unit is
required, the aircrew should pass the information through the air mobility liaison officer
(AMLO). Examples include issues with communications, DZ markings, load rigging, and
other Army support specific information.
If necessary, provide an effectiveness report to supporting
fighter/escort units. Unless directed by local operating procedures, a report is not required if
no problems were encountered.
The mission debrief determines if the stated mission objectives were
achieved, identifies lessons learned, and defines aspects of training improvements. An
effective debrief includes three main areas—preparation, reconstruction, and analysis—and
should result in concrete takeaways to improve mission effectiveness.
2.9.4.1 Preparation. It is essential for each crew to identify all individual, critical mission
events prior to the mass debrief. Crews should collect detailed information for all airdrop
events, airland events, and threat engagements. Document other important information
that impacted mission accomplishment (e.g., safety concerns, training rule violations,
support asset/agency issues, and communication problems). Consider using PFPS Moving
Map global positioning system (GPS) trails.
2.9.4.2 Reconstruction. The “what happened” during the mission occupies most of the
debriefing. The intent of the reconstruction is to collect the “truth data” of what actually
occurred. The focus should be on identifying problems, failures, or significant events—not
resolving them. At the beginning of the debrief, establish guidelines so all participants
know when to interrupt, provide information, and make corrections.
2.9.4.3 Analysis. This phase focuses on “what to do better or different.” Review the
mission objectives and provide a general analysis of mission success. Consider input
errors, decision errors, and output errors as contributing factors to why a mission objective
failed. Determine which factor was the root cause and derive an instructional fix to prevent
that problem in the future. Debriefs should emphasize aircrew performance, derive
accurate lessons learned, and discuss instructional fixes or tactical improvements that
improve mission effectiveness.
 The C-130 operates in many different environments. One mission alone may begin
at a large, extremely busy airfield with every conceivable type of support, transit to an austere
airfield with a dirt runway and no support at all, and then end back at the home station. This
chapter narrows the focus to just those operations at a MOB or intermediate staging base (ISB)
where support and planning assets are available. As a result, ground operations at austere airfields
with little to no support are consolidated in the appropriate sections of , “Airland
Operations.”

On the day of departure, the aircraft commander (AC) will

confirm aircraft load, configuration, fuel, parking location, and armament against the
pre-briefed information and assess the effect on the overall mission plan (i.e., mission
criticality, TOLD, and expendables). Additionally, the AC should review all applicable
publications pertaining to flight operations.
3.2.1.1 Review flight information publications (FLIP) for both departure and arrival at
destination to determine departure, climb-out, and approach criteria. In addition,
accomplish a thorough review of weather, NOTAMs, temporary flight restrictions (TFR),
the Foreign Clearance Guide (FCG), Airfield Suitability Restrictions Report (ASRR),
ACO, SPINS, and LZ surveys if applicable. If you are planning to operate at an
uncontrolled airfield, review procedures located in AFMAN 11-217, Volume 1, Instrument
Flight Procedures.
3.2.1.2 Carefully review airfield layout to become familiar with taxi routes, turn
requirements, and areas of potential foreign object damage (FOD). Evaluate runway
surface composition and condition. Consider the slope, field elevation, aircraft capability,
and runway length. Evaluate the weight bearing capacity of the runway, taxiways, and
parking/loading areas. Width may be a factor when taxiways are unsuitable or unavailable
and could require the aircraft to perform 180-degree turns on the runway. Careful planning
for taxi needs to include alternate taxi routes and broken aircraft escape plans. Determine
ahead of time whether the ramp is paved or unimproved. Heavy aircraft making sharp
turns may render ramps unusable. If the ramp is clay or gravel, use previously stated taxi
considerations to ensure continued operations. When planning an airflow, consider the
number and placement of access routes between runways and ramps. Limited taxi routes,
if blocked or rendered unusable by battle damage or inoperative aircraft, can adversely
impact operations. Condition of aircraft tires, differences in strut pressure, availability of
aircraft maintenance, types and weights of cargo, and duration of operations will affect
present and future airland missions. Adverse weather will bog down ground operations,
especially if de-icing is required.
3.2.1.3 Mission requirements dictate what steps will be accomplished during mission
planning and coordinated with base operations. See the Combat Mission (CMG)
“Pre-Mission Guide” to ensure applicable items are accomplished.
 Always take time to perform a thorough inspection of the AFTO Form
781. Inspect the work area around the aircraft. Verify the taxi area is clear of obstructions. Brief
the LM and ground personnel on start and taxi procedures.
Check the condition of the windscreen and flight deck. Ensure all
personal equipment is properly stowed and will not shift during flight. If planning to fly
tactical maneuvers, use the combat preparation guidance in the CMG to ensure the aircraft is
properly configured.

Most on-loads and off-loads at improved fields will

be conducted with MHE using normal procedures. Ensure local logistics/aerial port personnel
are thoroughly briefed on procedures and requirements. A lack of equipment, an unusually
busy airflow, or weather considerations may require an ERO or COL.
3.4.1.1 Loadout. If the tasking includes a mix of personnel and HE or container delivery
system (CDS), consider keeping like types of loads on like types of aircraft. This
simplifies planning and coordination of drop altitudes, airspeeds, and types of chutes.
Loads and paratroopers configured for a C-130, for instance, cannot be easily bumped to a
C-17 and vice versa. In addition, determine whether similar equipment is being used. For
example, US and UK parachutes are incompatible and cannot be bumped from one aircraft
to the other.
3.4.1.2 Cross-Loading (Combat Tactical Loading). Cross-loading is used to airdrop a unit
and its equipment in the same location on the DZ to speed reassembly on the ground. This
is done by dividing Army units into subsections and loading each subsection onto different
aircraft in the same relative position inside each aircraft. If a unit were to load onto one
aircraft (instead of splitting up), the unit would be spread across the length of the DZ
during the airdrop. Mission planners must ensure aircrews are fully aware of the Army’s
cross-loading plan and its relationship to their formation position. The Army cross-load
plan may affect lost wingmen “bump” and move-up plans. See , Cross-Loading.
See Army Field Manual 100-27, US Army/US Air Force Doctrine for Joint Airborne and
Tactical Airlift Operations, and the 82nd Airborne Division Readiness Standard Operating
Procedures (RSOP) Revision, Volume I, Chapter 18.
3.4.1.3 Ground Operations.
3.4.1.3.1 From an air mobility aspect, planning for either airborne or air assault
operations is complex and requires direct liaison and coordination between the logistic
support agencies of the participating components and other supporting forces. Joint
conferences occur during the preliminary planning stages and continue until all joint
planning has been completed and subordinate force commanders have completed their
respective OPORDs.
 Unit A Unit B B
Company Unit C C
Company

DZ

Direction
of flight

Jump Door

2 3 Wheel 24 25 26 27 28 29 30 31 32
Well

S 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23

S 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23

2 3 Wheel Well 24 25 26 27 28 29 30 31 32

Jump Door

UNCLASSIFIED Cross-Loading
 3.4.1.3.2 The complexity of airborne and air assault operations demand great attention
to detail in the planning process. See Joint Pub 3-17, Joint Doctrine and Joint Tactics,
Techniques, and Procedures for Air Mobility Operations, Figure VIII-3, and Figure
VIII-4. A unit directed to plan one or more airborne operations begins planning
immediately and continues until the operation is either executed or canceled. The unit
plans its tactical operation within the limits of aircraft availability, logistic support, and
knowledge of the projected landing area. It is critical the air mobility forces tasked to
provide support are involved from the onset.
3.4.1.3.3 To lessen the time needed to prepare for execution of a specific short-notice
operation, the airborne unit prepares and maintains a compilation of total airlift
capacity requirements. Aircraft requirements tables show the aircraft required for best,
worst, and in-between operating conditions. These tables serve as a basis for the
allocation of aircraft for a particular short-notice operation.
3.4.1.3.4 Following the same reverse planning process we use, the Army plans from
the OA back. There are four basic plans to an airborne operation: (1) ground tactical
plan, (2) landing plan, (3) air movement plan, and (4) marshaling plan.
3.4.1.3.4.1 Ground Tactical Plan. First, the Army plans the conduct of operations
in the OA and the scheme or maneuver that the force will follow once on the
ground based upon considerations of mission, enemy, terrain and weather, troops
and support available—time available (METT-T). Until this plan is completed, no
other plans can be finalized.
3.4.1.3.4.2 Landing Plan. Next, they plan the sequence and method of delivery
into selected drop and landing zones in the area of operations. The landing plan
covers time from exiting the aircraft until the ground units are assembled.
3.4.1.3.4.3 Air Movement Plan. Following the landing plan, the Army plans the
events from after the aircraft is loaded until reaching the OA. The air movement
plan specifies aircraft loads, assignment of units to serials and columns, loading
and departure sites, flight routes, and other measures for air movement from the
departure area to the area of operation.
3.4.1.3.4.4 Marshaling Plan. Lastly, they plan the assembly of personnel,
equipment, and supplies to be employed in the execution of the airborne operation.
The marshaling plan also allocates time for completion of airborne assault
preparations such as detailed issuance of orders, preparation and rigging of loads,
and movement of loads to the aircraft. See the 82nd Airborne Readiness Standard
Operating Procedures (RSOP) for the N-Hour sequence.
During combat operations, airfields experience high traffic volume and limited ramp
space. There is little room for maneuvering and precarious situations for aircrews can arise. Crews
should exercise vigilance to avoid a taxi incident. Employ all techniques and resources available
to ensure safe movement of the aircraft. If able, conduct the taxi and before-takeoff checklists
while in an uncongested area.
If wing walkers are required but unavailable, deplane one or more crew
members to maintain obstruction clearance and provide marshaling instructions. See AFI
 11-2C-130, Volume 3, C-130 Operations Procedures, for runway/taxiway width and
obstruction clearance requirements. Observers should be in a position to see wing walkers at
all times (through door or windows) and communicate with the pilot. Be considerate of
personnel and equipment behind the aircraft.
3.5.1.1 To ensure proper taxi clearance it is important that the aircrew fully understands
the minimum turning radius of the aircraft.
3.5.1.2 Position a crew member on interphone at the paratroop door and/or forward
overhead hatch to act as an observer while maneuvering on narrow taxiways.
Minimize power settings during all taxi operations and use low-speed
ground idle (LSGI), whenever possible, to prevent hot brake temperatures. Give consideration
to the environment in which the aircraft is being operated. For example, if the aircraft is being
taxied on narrow taxiways where the outboard engines are over an unprepared surface, it may
be advantageous to shut down the outboard engines. If the taxi surface has a low runway
condition reading (RCR), such as snow/ice or wet coral where nosewheel effectiveness may be
degraded, you may elect to shutdown the inboard engines or operate them at low speed and use
the outboard engines for improved directional control.
Coordinate reverse taxi directions and signals to be used with the LM
and marshaler. While reversing, both pilots should keep their feet off the rudder pedals to
prevent inadvertent braking. Consider positioning the navigator or extra crew member in the
left-hand flight deck window to help clear the left wing. The pilot should maintain a forward
view to detect unwanted turns. The copilot should clear the right wing while the flight
engineer (FE) monitors the engine instruments. For night operations, placing a small light
stick on the nosewheel steering indicator will greatly assist the pilot in determining the
nosewheel’s position during reverse taxi.
3.5.3.1 The LM should provide the pilot with continuous interphone instructions. If the
pilot and LM lose interphone contact, stop the aircraft.
3.5.3.2 The Number 1 and Number 4 engines should be used as turn references. For
example, “TURN TOWARDS NUMBER 1.” Other common terminology that may be
used includes “STRAIGHT BACK,” “MORE TURN,” and “LESS TURN.”
3.5.3.3 When the aircraft nears the desired stopping point, the LM should provide a
5-second countdown. Pilots will not use brakes to stop the aircraft while taxiing in reverse.
Return power levers to ground idle during the 5-second countdown to slow and stop the
aircraft.
3.5.3.4 Keep feet on the floor to prevent inadvertent brake application. In strong winds,
consider stabilizing the rudder by putting the tips of your toes on the very bottom of the
rudder pedals.
Crews should precompute arrival and departure TOLD and plan fuel loads
accordingly. Precompute maximum allowable gross weight for takeoff for the expected conditions
at the destination airfield. Use appropriate performance charts to determine the minimum or
maximum allowable cargo load and be prepared to execute a bump plan. In addition, precompute
TOLD cards including varying RCR (if applicable), with or without load, and three-engine takeoff
data. Account for crosswinds, especially at lighter gross weights. Cargo loads are often different
than briefed and these pre-arrival “what if” calculations will greatly reduce ground time and
confusion in the combat environment.
This section contains a set of techniques that will give a starting point to
effectively operate the aircraft in the traffic pattern.
A fundamental requirement for a good landing is a well-planned and
executed approach. One of the keys to flying the traffic pattern is to set known pitch and power
settings and trim the aircraft for the desired airspeed. Complete the approach briefing and
checklists early to allow concentration on flying the approach. As part of the approach
briefing, compute lead points for turns and descent rates based on the planned speeds for the
approach.
Set the flight director for the type of approach to be flown. If
executing a nondirectional beacon (NDB) approach, one technique is to build the appropriate
portions of the approach in self-contained navigation system (SCNS) so it can be selected on
the flight director and referred to for SA.
An airborne radar approach (ARA) consists of two
segments: the penetration and the final approach. With an appropriate letter of agreement with
the local air traffic control (ATC) facility, a full penetration practice ARA can be
accomplished. In lieu of a letter of agreement, accomplish a published penetration or en route
descent to arrive at the final approach fix (FAF). For more ARA considerations, see
, “Airland Operations.”
Precision is just as important in visual work as in instrument work.
The pitch and power settings from the instrument pattern also work in the visual pattern. Use
the altimeter, radar altimeter, vertical velocity indicator (VVI), visual glide path indicators,
and the instrument landing system (ILS) glide slope (select when established on final to
prevent lock on of false glide slopes) to monitor the descent rate during the turn to final.
Light aircraft (less than 115,000 pounds) or tailwinds may cause the aircraft to
float once the pilot executes the roundout and flare. Therefore, one technique is to plan to aim just
short (50 to 100 feet) of the intended touchdown point. The aircraft will also float if the power is
left in too long. In this situation, consider reducing the power to flight idle just prior to the flare.
On the other hand, a heavyweight aircraft (more than 115,000 pounds) or headwinds cause the
aircraft to sink rapidly when the roundout, flare, and power pull are initiated. Therefore, the
aimpoint should correspond to the intended touchdown point. Pull the power to flight idle just
prior to touchdown, after initiating the flare. Pulling the power early during heavyweight landings
or in strong headwinds can result in increased sink rates and firm touchdowns.
In addition to TO 1C-130(X)-1 guidance, consider the
following for landings.
3.8.1.1 Close the engine bleed air valves as required for unimproved airfield operations.
3.8.1.2 Fly as close to a normal glide path as possible (2.5 to 3 degrees). Control airspeed
and aimpoint with pitch, and glide path with power.
3.8.1.3 The ability to predict touchdown point comes with experience. Seat height, flare
height, runway surface, length and width, slope, runway lighting, and assault zone
markings provide illusions that may affect the ability to accurately judge the touchdown
point. Consideration to actual tailwind component, gross weight, temperature, runway
condition, slope, and field elevation is essential to execute a safe landing and stopping on
the runway.
3.8.1.4 During the final stage of landing roll, reduce reverse thrust, if conditions permit, to
prevent debris from restricting visibility or damaging engines. As a technique to minimize
debris ingestion, begin coming out of reverse at 60 knots indicated airspeed (KIAS) to be
in ground idle by 40 KIAS.
 This chapter describes operations from departure to the IP of an OA. En route
considerations are similar for both airland and airdrop missions. Flight altitude and routing are
critical elements of any mission profile. After thoroughly planning operations in the OA, assess
ACO restrictions and threats. In general, the same considerations used during ingress to an OA are
used during egress. These baseline techniques are not all encompassing. Variations may be
necessary due to the fluid nature of the tactical environment.
Aircrews should select an appropriate en route altitude based on crew
c a p a b i l i t y, a i r c r a f t p e r f o r m a n c e , m i s s i o n , t h r e a t s , t e r r a i n , a i r s p a c e , a n d
environmental/meteorological conditions. Since very low altitude employment provides very little
margin for error, aircrews should plan the flight at the highest altitude that mitigates the threat. See
AFTTP 3-1.Threat Guide, for specific threat mitigation techniques.
Aircrews should select an appropriate en route altitude based on
crew capability, aircraft performance, mission, threats, terrain, airspace, and
environmental/meteorological conditions. Since very low altitude employment provides very
little margin for error, aircrews should plan to fly as high as the threat allows. See AFTTP
3-1.Threat Guide, for specific threat mitigation techniques.
4.2.1.1 Very Low Altitude (Surface to 1,000 feet AGL). Flying at 1,000 feet or below may
deny or degrade some threat systems, depending on terrain and distance.
4.2.1.2 Low Altitude (1,001 to 10,000 feet AGL). Flying at low altitude provides a greater
margin of safety with respect to terrain but leaves the aircraft vulnerable to most threats.
4.2.1.3 Medium Altitude (10,001 feet AGL to 40,000 feet MSL). Flying at medium
altitude may mitigate the threat of small arms, rocket-propelled grenades (RPG), most
antiaircraft artillery (AAA), and man portable air defense systems (MANPADS).
However, it dramatically increases vulnerability to enemy air interceptors (AI) and
radar-guided surface-to-air missiles (SAM).
4.2.1.4 High Altitude (Above 40,000 feet MSL). Not applicable to C-130E/H operations.
Low-level flight can be an
effective tactic in a hostile environment. Aircrews should be able to navigate without radio
navigation aids while avoiding terrain. However, low-level operations should not be
considered the default method of employment. In mature theaters, significant helicopter traffic
can create hazardous traffic situations below the established coordination altitude.
4.2.2.1 Threat Systems. The low-level environment subjects the aircraft to most threat
systems, particularly small arms, RPGs, MANPADS and light AAA.
4.2.2.2 Detection. Low-level flight reduces the chance of visual, aural, and electronic
detection. It also minimizes the time for enemy engagement should detection occur. When
attempting to avoid visual detection, try to minimize bank angle. Wing flashes (excessive
bank angles and roll rates) increase the chances of highlighting the aircraft to air and
ground defense forces. Numerous course changes protect the aircraft and the OA by
delaying enemy attempts to predict the flight path. In the threat environment, the time and
distance of each leg should vary and not exceed 10 minutes.
4.2.2.3 Noise Propagation. Low-level operations over rough or heavily vegetated terrain
significantly reduce the probability of acoustic detection. Conversely, sound travels farther
over water.
4.2.2.4 Reaction Time. If engaged by ground threats, the time to execute defensive
reactions is reduced.
4.2.2.5 Proximity to the Ground. Low ground clearance reduces the margin for error and
may limit defensive maneuver capabilities. Impact with the ground is a concern in the
low-level environment. Visual navigation and DZ/LZ acquisition also become
increasingly difficult as altitude decreases. The ability to see ahead of the aircraft both
visually and electronically may be reduced by terrain. Use caution to avoid exceeding the
aircraft’s capability to climb above or circumnavigate high terrain.
4.2.2.6 Wind Effects. Wind patterns through areas of distinct vertical terrain features
create areas of wind shear, mountain wave turbulence, and significant downdrafts.
Analyze wind direction and velocity before maneuvering in these areas. If large turns are
anticipated, consider flying on the downwind side of valleys or significant terrain features.
A headwind decreases turn radius while a tailwind increases turn radius. Turbulence is also
reduced on the downwind side of the valley.
4.2.2.7 Crew Fatigue. Flying for long periods at low-level significantly increases crew
fatigue due to the increased workload of manually flying and visually navigating the
aircraft. Avoiding terrain and other obstacles requires continuous control inputs and little
tolerance for lapses in attention. Additionally, convective and mechanical turbulence,
dehydration, and physiological stress may incapacitate personnel.
4.2.2.8 Fuel Consumption. Increased fuel consumption in the low-level environment
reduces range. For power settings at or near maximum continuous power, low-level fuel
consumption can be as high as 7,000 pounds per hour. See TO 1C-130(X)/(X)-1-1 for
specific fuel consumption.
4.2.2.9 Aircraft Stress. Low-level flight, especially in areas of convective or mechanical
turbulence (e.g., mountains and hills), places additional aerodynamic stress on the aircraft.
Stress is also increased while maneuvering around terrain and during defensive
maneuvers.
4.2.2.10 Radio Communications. Lower altitudes degrade LOS communication and
NAVAID reception. Consider using HF radios for critical communication or use radio
relay for low-level operations in mountainous terrain.
4.2.2.11 High-Density Altitudes. Low-level employment at high-density altitudes may
limit maneuvering and performance available for threat maneuvering. It may be
impossible to complete some maneuvers (i.e., ridge crossings) in a timely manner in very
high terrain.
 4.2.2.12 Aircraft Shadow. Aircraft shadows are more defined at low-level. If AI threats
are a factor, fly low-altitude profiles under overcast skies and/or during dawn and dusk.
Fly in shadows when possible and place the aircraft’s shadow in terrain shadows. Early
morning or late afternoon sun angles separate the shadow from the aircraft and complicate
detection. Attempt to “drag” the aircraft’s shadow through dark, broken, or heavily
vegetated terrain.
4.2.2.13 Night Vision Goggles. NVG altitude and tactical corridor requirements are
defined in AFI 11-2C-130, Volume 3, C-130 Operations Procedures.
If the threat environment allows,
employing at medium altitudes offer numerous advantages. The following are medium altitude
considerations.
4.2.3.1 Threat Systems. Aircraft can overfly small arms, RPGs, most MANPADS, and
light to medium AAA. However, enemy radars are optimized and infrared (IR)
discrimination improves against higher targets. Additionally, the kinetic ranges of
air-to-air missiles (AAM) and SAMs increase, as do AI and passive detector capabilities.
NOTE: Altitude numbers associated with threats are AGL, not MSL.
4.2.3.2 Tracking. Higher altitudes allow for the use of any available cloud cover to mask
the aircraft from electro-optical (EO) and IR-guided threats.
4.2.3.3 Radio Communications. LOS communication and NAVAID reception improves at
higher altitudes.
4.2.3.4 Aircraft Performance.
4.2.3.4.1 Airspeed. At higher altitudes, a small change in indicated airspeed (IAS)
equals a larger change in true airspeed (TAS). As a technique, use a minimum of 200
KIAS in the threat environment when the ingress and egress altitude is near the
aircraft’s cruise ceiling.
4.2.3.4.2 Fuel Consumption. Higher altitudes reduce fuel consumption.
4.2.3.4.3 Responsiveness. Engine response at higher density altitudes is more sluggish
than at low altitudes.
The route to and from an OA should be both tactically sound and as
simple as possible. Plan ingress routing in reverse—from the IP through the low-level or
combat entry point (CEP), and then back to the departure base. Evaluate all possible ingress
and egress routes for features such as terrain composition and cover, relief features, contour
lines, population centers, lines of communication (LOC), and other hazardous or
compromising areas. Place emphasis on the environment within 10 NM either side of the
intended flight path. Egress routing should begin with the escape or departure leg from the OA
to the combat exit point (CXP) and then on to the recovery base. Consider the following
guidelines when selecting the route of flight.
4.2.4.1 Plan route to avoid revealing the objective location.
4.2.4.2 If possible, avoid flying parallel to roads, rivers, railroads, or other obvious
avenues of approach while within the threat environment.
4.2.4.3 Avoid navigational aids (NAVAID) and airports because of hazards associated
with other aviation operations, including ATC radars.
4.2.4.4 Avoid brightly lit areas, roads, and population centers. These areas and their
associated ambient light levels may degrade NVG effectiveness.
4.2.4.5 Avoid towers en route and do not use them as checkpoints. Towers are generally lit
with bright lights that degrade NVG capability. Towers normally have guide wires
associated with them that are difficult to detect visually and present an added hazard.
4.2.4.6 Anticipate power-line wires near roads, towers, and isolated buildings. Linear cuts
in vegetation are also useful in locating wires. Look for associated posts, poles, and
stanchions. Fly directly over the poles to aid in obstacle clearance.
4.2.4.7 Avoid a route that heads directly into a low rising or setting sun or moon. If
mission timing forces this condition, plan to zigzag across the route of flight to mitigate
their effects.
4.2.4.8 Avoid being silhouetted by the moon during all phases of flight and particularly
near the OA.
4.2.4.9 Avoid or limit radar exposure and other types of detection.
4.2.4.10 After determining a general route, select turn points to control movement along
the route. Appropriately spaced turn points serve not only as a reassuring update to the
progress of the flight, but can also be positive control features to signal events that should
occur during the flight (e.g., radio check-ins and tactical checklists).
4.2.4.10.1 Turn points should be unique, natural, or man-made features that are easily
detectable at a distance. Furthermore, they should be identifiable from a number of
angles (not just when passing overhead) to facilitate reorientation if the flight is
approaching the turn point from a direction not originally planned.
4.2.4.10.2 Turn points should contrast with surrounding terrain by shape, size, color,
or elevation.
4.2.4.10.3 A turn point should be confirmable by association with adjacent prominent
features to alert the crew to its location.
4.2.4.10.4 Consider moon illumination percentage, elevation, and azimuth throughout
the course of the flight. Turn points should not fall within the shadow cast by a terrain
feature.
4.2.4.10.5 Make note of MSL altitude of each checkpoint during planning to aid in
turn point confirmation when flying in mountainous or hilly terrain.
4.2.4.10.6 Select intermediate reference points between turn points to ensure course
confirmation and route timing. The lower the ambient light level, the more
intermediate reference points should be used.
4.2.4.10.7 The first and last turn points of a route are the most important. Utilize an
easily identifiable feature for both of these even if it requires altering the route. These
AFTTP 3-3.C-130E/H, 7 December 2011 4-5

checkpoints should be approximately 5 NM from the departure point or the IP/OA to

ensure accurate timing and navigation. If possible, avoid turning at the final turn point.
4.2.4.11 Plan visual and/or radar update points commensurate with navigation accuracy
requirements at or between turn points to verify and/or update the navigation solution.
4.2.4.12 Select control times without using the extremes of the airspeed envelope to allow
maximum flexibility for gaining or losing time. This does not preclude planning high
speeds as a tactic to reduce threat exposure time or low speeds to enhance terrain masking
or reduce turn radius. Building one or more timing triangles or orbit areas into the route
prior to the OA provides flexibility for time control but may not be a suitable tactic based
on the formation size, airspace management, weather, terrain, and/or threat location.
Another technique is building a route with optional “timing legs” designed to gain or lose
time by cutting corners or extending legs without requiring aircraft to loiter in a defined
area and increasing the probability of detection.
4.2.4.13 Consider three-engine performance capabilities.
4.2.5 Navigational Chart Preparation. Construct tactical navigation route charts for each
mission IAW AFI 11-2C-130, Volume 3, C-130 Operations Procedures. Aircrews must
exercise good judgment when selecting an appropriate chart scale. Use a scale which most
effectively enhances mission accomplishment. See Figure 4.1, Common Navigation Symbols.
NOTE: Plan the IP through the OA on the smallest scale available; charts below 1:250K are not
recommended as en route navigation products.
NOTE: Planning low-levels on smaller-scale charts may significantly reduce both MSA and
NVG en route altitude, while flying missions on larger-scale charts may simplify en route
navigation.
WARNING: Mixing multiple coordinate data can cause significant navigation and target errors.
Ensure the same datum is used to derive coordinates for all mission requirements. WGS 84 is the
preferred datum.
CAUTION: Chart derived coordinates may not provide the required accuracy needed for some
missions. Obtain accurate coordinates (i.e., mensurated) from other sources.
4.2.5.1 Objective. Identify the OA (e.g., DZ or LZ) with a triangle centered on the area
with the apex pointing in the direction of flight. The course line extends to, but not into or
through, the triangle, and extends outward from the exit point.
4.2.5.2 Initial Point. Identify the IP with a square centered on the point (cultural or
natural) with the sides parallel to the final approach course line. If the IP is simply a
coordinate point, position a dot on the coordinate location centered within the square.
4.2.5.3 Turn Point. Use a circle to depict en route points where the aircraft course is
altered and key en route positions such as navigation checkpoints (either radar or visual).
Consecutively letter or number these points throughout the mission to facilitate easy
identification.
 Field base
Turn/waypoint
Course Recovery arrow box
Distance

Initial point

Course
Target objective
Distance
Navigation info block
Altitude

Emergency airfield
MSA

SLOW
Alternate recovery
base
DOWN
Operational advisory
AIRDROP arrows

CHECKLIST

8 6 4 2

30 35 20 15 10

Time/distance tick marks Combat entry/exit point (CEP/CXP)

UNCLASSIFIED Common Navigation Symbols

4.2.5.4 Course Line. Planners may plot the route of flight using point-to-point,
radius-of-turn, curved path, or spaghetti course. Point-to-point connects two turn points
and does not account for aircraft turn radius. Radius-of-turn results in turn point overflight,
followed by a direct course to the next waypoint (WPT). Curved path results in a turn short
of the turn point to intercept the next point-to-point course. Spaghetti routes reflect the
aircrew’s pre-planned terrain masking/threat avoidance flight path.
4.2.5.5 Multiple Passes/Contingencies. Depict racetracks or re-attacks associated with
multiple passes over the DZ or routes associated with salvo procedures.
4.2.5.5.1 Racetrack. Turn outbound and parallel DZ course for a set distance before
turning back inbound for a second run-in to the DZ.
4.2.5.5.2 Reattack. Turn to approach the DZ from another direction or fly abbreviated
routing to the same run-in course.
4.2.5.5.3 Salvo. A procedure or flight profile used to drop an unwanted airdrop load in
a controlled area (DZ or pre-selected site).
4.2.5.6 Time and Distance Marks. Annotate time marks, distance marks, or both on the
low-level course line.
4.2.5.6.1 Time Marks. Indicate time elapsed from the last checkpoint, time remaining
until next checkpoint, ETA at significant checkpoints, or other appropriate timing
measures.
4.2.5.6.2 Distance Marks. Indicate distance remaining to the next checkpoint.
4.2.5.7 Warning and Advisory Locations. Consider annotating appropriate warning and
advisory locations (e.g., 20-, 10-, and 1- minute).
4.2.5.8 Altitudes. In order to differentiate between altitude restriction types, NVG en route
altitudes can be prefixed by a “N” (i.e., “N1700”) and day altitudes can be suffixed by an
“A” (i.e., “300A”).
4.2.5.9 Navigation Information Block. The navigation information block (i.e., dog house)
provides navigation information for each leg of the route. At a minimum, annotate true or
magnetic course, leg distance, day or night en route altitude, and minimum safe altitude
(MSA).
4.2.5.10 Segmenting NVG Altitudes. Segment NVG altitudes at points abeam key terrain.
Consider the execution workload before creating segments less than 10 NM in length.
When the next segment is higher, complete climb prior to segmentation point. When next
segment is lower, begin descent after segmentation point.
4.2.5.10.1 NVG Segmentation Points. Annotate segmentation points with a
perpendicular line that bisects route centerline abeam the key terrain. Annotate the
distance to go to the next turn point on one side of the line and place the next segment’s
altitude on the other side. See , NVG Segmented Altitudes, for an example
of NVG segment annotation.
 1502

1400
3- 1200
NM 5-NM Corridor
Co Ta
rri ct
do ic
r al

2500 400
3050 (210)
810 (900)
(210) 200
2700
2733
N3
20 00 0

00 3
02 A

N3300
3 3.
M

3 45
1

05 .0
29 0A
2900

3
50 0M
35
(700)

5
3550M
500A
23.1
130

600 ft

2,700 ft-elevation
500 ft
500 ft
200 ft-elevation
600 ft-elevation

DTG Altitude
NVG segmentation point

Factor obstacle DTG Altitude Descent arrow

1,500
NVG segmentation
10
point with a
descent arrow 2,000 fpm
NVG controlling obstacle climb arrow

1,500
10
Unlit or NVG
MSA controlling obstacle 1,000 fpm
incompatible
climb arrow
factor obstacle

UNCLASSIFIED NVG Segmented Altitudes

4-9 AFTTP 3-3.C-130E/H, 7 December 2011

4.2.5.10.1.1 Segmentation points may be combined with a descent arrow when the
next segment is lower. See Figure 4.2, NVG Segmented Altitudes, for an example
of a combined NVG segment annotation and descent arrow.
4.2.5.10.1.2 When the next segment is higher, mark start climb points with a climb
arrow prior to the NVG Segmentation Point. See Figure 4.2, NVG Segmented
Altitudes.
4.2.5.11 Start Climb Points. Use an initial climb rate of 1,000 feet per minute (fpm) at 220
knots GS (240 knots in mountainous terrain) to determine start climb points. For
high-density altitudes or long climbs where 1,000 fpm cannot be sustained, calculate
climbs at 500 fpm. If aircraft performance allows, consider a 2,000 fpm climb in rapidly
rising terrain to maintain tactical advantage. See Figure 4.3, Start Climb Chart (220 Knots
Ground Speed), and Figure 4.4, Start Climb Chart (240 Knots Ground Speed). In addition,
consider annotating 3-engine and 4-engine climb points based on TO climb speeds.
Figure 4.3 Start Climb Chart (220 Knots Ground Speed).

4,200
4,000
3,800
3,600
3,400
3,200
3,000
Altitude to Climb (ft)

2,800
2,600
2,000 fpm
2,400
2,200
2,000
1,800
1,600 1,000 fpm
1,400
1,200
1,000
800
600
400
200
0
0.0 1.0 2.0 3.0 4.0 5.0 6.0 7.0 8.0 9.0 10.0 11.0 12.0 13.0 14.0 15.0 16.0 17.0
Distance to Go (NM)

UNCLASSIFIED Start Climb Chart (220 Knots Ground Speed)

4.2.5.11.1 Climb Arrows. These are annotated with a perpendicular line across route
centerline with an arrow depicting a climb or descent. Annotate the distance to go to
the next turn point on one side and place the next desired altitude on the other side. A
single arrow depicts a start climb point calculated at 1,000 fpm, while a double arrow
depicts a 2,000 fpm climb. Planners must inform the aircrew if non-standard vertical
velocities are used to calculate start climb points. If the start climb is based on a
non-standard vertical velocity, annotate required FPM below the altitude annotation
for the next segment.
4-10 AFTTP 3-3.C-130E/H, 7 December 2011

Figure 4.4 Start Climb Chart (240 Knots Ground Speed).

4,200
4,000
3,800
3,600
3,400
3,200
3,000
Altitude to Climb (ft)

2,800
2,600 2,000 fpm
2,400
2,200
2,000 1,000 fpm
1,800
1,600
1,400
1,200
1,000
800
600
400
200
0
0.0 1.0 2.0 3.0 4.0 5.0 6.0 7.0 8.0 9.0 10.0 11.0 12.0 13.0 14.0 15.0 16.0 17.0
Distance to Go (NM)

UNCLASSIFIED Start Climb Chart (240 Knots Ground Speed)

4.2.5.12 Emergency Safe Altitude. Conspicuously annotate the emergency safe altitude
(ESA).
4.2.5.13 Location Identification.
4.2.5.13.1 For airdrop operations, annotate the location of the IFR drop corridor, DZ
entry point, earliest descent point (EDP), latest descent point (LDP), IMC stabilization
point, and DZ exit point. See Chapter 9, “Formation,” for definitions of these terms.
4.2.5.13.2 For airland operations, annotate the location of the IMC letdown corridor,
LZ entry point, EDP, LDP, letdown corridor decision point, and LZ exit point. See
Chapter 6, “Airland Operations,” for definition of these terms.
4.2.5.14 Factor Obstacles. Factor obstacles are those man-made obstructions within the
NVG corridor whose altitude plus 500 feet is greater than the NVG en route altitude.
Factor obstacles should be marked on charts with a black diamond. They should be
annotated on a stick diagram.
NOTE: Aircrews should be aware that LED lighting systems on some towers fall outside the
combined visible and near-infrared spectrum of a NVG and will not be visible through their
goggles. Crews should use extra caution when flying near these obstacle areas and record any
hazardous sites for chart annotation.
NOTE: Aircrews should consider factor obstacles within 2 NM of the tactical corridor boundary.
NOTE: Mission Planners should consider calculating start climb points for climbs of 500 feet or
more.
 4.2.5.15 Operational Advisory Arrows. Annotations concerning operational aspects of the
mission are placed where the en route maneuver should be performed. Advisory arrows
may also be used to denote locations of airdrop checklist execution. Avoid chart
annotations that may compromise the mission.
4.2.5.16 Deviation Lines. Draw deviation lines when the planned route is different than
the course line. Annotate magnetic heading information near these deviation lines (if
desired) to aid in dead reckoning (DR) during significant turns.
4.2.5.17 Order of Battle. Denotes location, type, and effective radii of enemy systems.
Mark charts with appropriate classification if required and handle accordingly. OB
symbology displays come from Army Field Manual 1-02. FalconView also has the
capability to overlay OBs.
4.2.5.18 Combat Entry Point or Exit Point. CEP and CXP indicate the starting and ending
points for aircrews to execute combat operations. Annotate them with heavy lines crossing
perpendicular to the course line.
4.2.5.19 Bullseye. A bullseye provides a method of passing information between aircrews
and C2 assets in a clear, concise, and secure manner. A bullseye is a specified point on the
ground and is given a name. The coordinates and the association of the name and the
coordinates remain classified. Normally, bullseyes are designated in the ATO or ACO.
Crews should mark bullseyes for their mission areas on their charts. The PFPS bullseye
tool allows crews to annotate magnetic bearings and distances from the bullseye.
4.2.5.20 Alternate Recovery Base. Two concentric circles identify an airfield suitable for
unit aircraft recovery should the primary recovery base be unusable due to weather,
damage, or other reason.
4.2.5.21 Emergency Airfield. An emergency airfield is an airfield which is not planned as
the primary or alternate recovery base but may be used for landing. A circle with a
diagonal line placed along the axis of the primary landing runway identifies airfields
suitable to be used during an emergency. Optimum airfields are located within 50 NM of
intended routes approximately every 100 NM. The use and number of airfields selected
and the frequency of occurrence along the mission route are at the discretion of the mission
planner. Planners may annotate airfield coordinates near the base.
4.2.5.22 Preplanned Routes/Reference Points. This method is based on the combat search
and rescue (CSAR) spider routes, which are a series of preplanned navigation routes in the
area of responsibility (AOR), used exclusively for CSAR operations. Airlift mission
planners may develop a network of navigational reference points and preplanned routes
that crews can use to facilitate ingress and egress. Once the IP and DZ are known, the crew
should fly the most tactically sound routing based upon the preplanned routes and
reference points. This method facilitates route navigation, terrain and threat avoidance,
and airspace deconfliction.

In addition to those duties specified in TO 1C-130(X)-1,

Section IV, coordinate crew duties in the tactical environment. See , Crew Duties.
Pilot Flying • Acknowledges navigator’s terrain, turn, and threat briefings and airdrop/CARP information.
(PF) • Acknowledges all “warnings” displayed on the ground collision avoidance system (GCAS)/
traffic alert and collision avoidance system (TCAS) and informs the crew of action taken (if
required).
Pilot • Monitors aircraft and instrument status and challenges the PF when pre-briefed or known
Monitoring parameters are exceeded.
(PM) • Helps the navigator maintain proper flight path, acquire controlling terrain, and OA (e.g.,
DZ/LZ, update, factor obstacles, and timing points).
• Backs up execution of threat reactions, escape maneuvers, and traffic conflicts.
Flight • Monitors engines and pilot course guidance, crosschecks altitude (pressure and radar), and
Engineer monitors terrain clearance. Notifies the pilot when pre-briefed parameters are exceeded.
• Monitors airspeed and altitude during en route and airdrop run-ins. As a technique, advise the PF
when low-altitude warning lights come on and when aircraft deviates ±5 knots or ±50 feet from
drop airspeed and altitude, or as briefed by the PF.
• Ensures the pilot and navigator radar altimeters are set correctly.
Navigator • Issues terrain, weather and airspace advisories; and monitors terrain and obstacle clearance off
the nose and in the direction of turns. Immediately directs a roll out, change in bank angle, or
climb if terrain jeopardizes safety for the established route of flight. Advises pilots of the location
and elevation of significant obstructions.
• Provides desired airspeeds or off-course maneuvering, as required, to maintain time control
tolerances.
• Advises the crew of anticipated threats and probable deviations prior to entering the threat area.
• Manages and monitors defensive systems, advises crew of the threat situation, and advises crew
when changing defensive system settings.
• Advises the pilots when clear of threats and able to resume planned heading, altitude, and
airspeed.
• Provides time advisories.
• Monitors fuel and updates fuel status in reference to bingo, primary, and alternate OAs.
Loadmaster • Primary scanner for the aft 3/9 line. LMs must adjust their scan locations given threat
capabilities and altitude being flown. See AFTTP 3-1.C-130, Chapter 4, “En Route Operations,”
for more details.
• Ensures cabin lighting is set appropriately for mission phase.
• Primary at the rear vision device (RVD) crew position, if installed, and no extra crew member is
available.
• Monitor the cargo compartment (i.e., hydraulic systems, passengers, and cargo).

* All crew members are primary for threat call outs whether detected visually or calling out defensive system
warnings.

Because communication coordination is essential for safe,

effective mission accomplishment, the AC should brief individual radio responsibilities. All
crew members must monitor assigned frequencies, be alert to incoming transmissions, and
 back up the primary pilot. Limit discussion of classified information on interphone to that
absolutely essential for mission accomplishment. Overall, only use outside radio
communications for mission essential items.
Prior to the CEP, check aircraft configuration to ensure
on-board systems are ready to enter the threat environment. Run the Combat Entry checklist found
in TO 1C-130(X)-1 before entering any potential WEZ. In addition to the checklist, a simple
technique is to use the formation/fuel, emitters, navigation, communications, and electronic
countermeasures (FENCE) check. See , FENCE Check.
NVGs are a critical mission enhancement tool and are
standard for all C-130 night operations. Proper NVG use greatly increases SA and allows
increased flexibility and employment at lower altitudes. See the AFMAN 11-217, Volume 3,
Flying Operations, for more information on night vision device (NVD) capabilities and
limitations.
Currently fielded NVGs have a 40-degree field of
view (FOV), considerably less than the eye’s normal FOV of 120 degrees. The reduction
requires the wearer to actively scan. NVGs tested on the Hoffman box should be able to attain
a visual acuity of 20/25. Keep in mind the visual acuity of NVGs is inversely proportional to
the altitude flown (the higher the altitude, the lower the acuity).

4.5.2.1 Cockpit Lighting. Although C-130H3 aircraft have NVG-compatible instrument

lighting, most C-130E/H/H1/H2 aircraft must rely on an NVG-compatible lighting
harness.
4.5.2.1.1 NVG-compatible cockpit lighting allows the crew member to see cockpit
instruments underneath the NVG while not measurably affecting NVG performance.
4.5.2.1.2 Non-NVG-compatible lights emit wavelengths that affect NVG
performance.
4.5.2.1.2.1 Incompatible lights should be taped or covered if they could interfere
with critical flight operations. If available, use Glendale Green/Hoffman filters or
blackout curtains.
4.5.2.1.2.1.1 Illumination of unfiltered red/white indicators, such as the
overheat/fire warning lights, will severely degrade NVGs.
4.5.2.1.2.1.2 The caution/warning lights cannot be dimmed with the pilot’s
flight instrument rheostat in OFF. A technique to reduce the intensity of these
incompatible light sources is to (1) position the rheostat to OFF (switch not
powered), (2) pull the circuit breaker (CB) next to the rheostat, (3) place the
rheostat switch one click up, and (4) go to dim for the caution/warning lights.
4.5.2.1.3 For NVG operations, adjust cockpit lighting as low as practical to minimize
reflection and glare.
4.5.2.1.4 Because of the time required to transition from NVGs to instrument flying,
one set of pilot’s filtered instrument floodlights should be illuminated (at the minimum
 level required to see the flight instruments with the naked eye) to enable quick
transition from NVGs to instruments. Because the floodlights are DC powered, this has
the added advantage of maintaining illumination of the pilot’s instruments in case of
loss of essential AC bus.

F Formation/Fuel:
• Formation geometry is established as desired/required
• Establish tank-to-engine flow; confirm BINGO status
• Manifold purged
• Assault fuels (as mission dictates)
E Emitters:
• Weather radar—Set (based on highest threat or greatest need; passive detection, adverse weather,
and mapping capability)
• Doppler—On or off depending upon threat/EMCON level
• Minimize radio transmissions
• Identification, friend or foe (IFF)—Set modes IAW SPINS(1)
• Tactical air navigation (TACAN)—IAW tactical plan (air-to-air [A/A] transmit and receive [T/R]
with formation or escort)
• Radar altimeter—On (as mission dictates)
• Interior lighting—Set (as mission dictates)
• Exterior lighting—Set IAW SPINS/ROE. Have wingmen confirm light discipline
N Navigation:
• Navigation system—Set
• Ingress/egress reviewed
• Bullseye set in the SCNS for easy access and SA on threats
• Ensure and update the accuracy of all available systems (e.g., inertial navigation system [INS],
Doppler velocity sensor [DVS], and GPS), if required
• Recheck moving map, Combat Track II (CTII), etc.
C Communication:
• Ensure crew members monitor the appropriate net (e.g., airborne warning and control system
[AWACS], strike, interplane)
• Execute communications plan
• Assign radio responsibilities
• Understand chattermark procedures
• Internal communication system (ICS)—set for mission
• Ensure communications check is accomplished between aircraft and escort/C2 radios
E Electronic Countermeasures:
• RWR (AN/ALR-69/56M)—set IAW SPINS/ROE
• MWS (AN/AAR-47)—set IAW SPINS/ROE
• Countermeasure dispensing system (CMDS) (AN/ALE-47)—set IAW SPINS/ROE
• Large aircraft infrared countermeasure (LAIRCM) system—set IAW SPINS/ROE
• Safety switch safety pins—removed IAW SPINS/ROE
• Smart cable—checked

(1)
Brief and set traffic alert and collision avoidance system (TCAS) operations. SPINS or mission considerations
may require the aircrew to set something other than traffic advisory (TA)/resolution advisory (RA).
 4.5.2.2 Cargo Compartment Lighting. Weigh cargo compartment light discipline against
mission requirements. Use porthole covers and blackout curtains to cover windows and
check for bleed through prior to takeoff. Use the minimum lighting required even when
using covert lights.

4.5.3.1 Crew Coordination. When using NVGs, it is essential that specific crew duties and
procedures during aircraft emergencies, Inadvertent Weather Penetration, and defensive
maneuvers be determined in advance. Plan and brief details such as who flies the aircraft,
who transitions from NVGs to instruments (if needed), who performs emergency actions,
what maneuvers are being flown, and who handles cockpit lighting.
4.5.3.2 Goggle and Degoggle. Goggling or degoggling while taxiing or in-flight requires
good crew coordination both in the cockpit and between aircraft. The flight lead must
ensure the sequence is properly briefed and understood by all crews. Set all exterior and
interior lighting as briefed.
4.5.3.2.1 Goggle. Goggling may commence at a pre-briefed point, on cue with a visual
signal, or with a radio call. All crews must be aware goggling is taking place. Goggling
within each aircraft should be done with one pilot flying and another aircrew member
clearing, while the others adjust the interior and exterior lighting and goggles. Before
aircraft control is transferred to the goggled pilot, a scan of the cockpit must be
accomplished to locate and eliminate any offending incompatible lighting. Once this is
accomplished, transfer aircraft control and the remainder of the crew goggles.
4.5.3.2.2 Degoggle. Accomplish degoggling in a reverse manner to goggling. Do not
turn on any incompatible lights until the degoggled pilot has control of the aircraft.
4.5.3.3 Factor Towers. If a leg has multiple factor obstacles, consider creating a climb
arrow for the highest obstacle in the series. To avoid spending situational awareness on
tower-avoidance at the expense of threat scanning, consider climbing to an altitude 500
feet above the highest obstacle when a group of obstacles falls within close proximity of
each other along the route.
Many factors affect NVG operations and degrade
the expected acuity. Continue an unaided (i.e., naked eye) cross-scan to mitigate NVG
limitations.
4.5.4.1 Any atmospheric condition which absorbs, scatters, or refracts illumination (e.g.,
clouds, fog, rain, snow, smoke, and haze) reduce usable energy available and diminish
NVG effectiveness. Weather may not be clearly visible on NVGs until entering actual
weather conditions. NVGs can “burn through” fog, clouds, and light rain during
approaches to overtly lit runways. Use caution, as “burn through” can result in flying VFR
in less than visual meteorological conditions (VMC).
4.5.4.2 Bright lights from internal or external sources cause the NVGs to reduce gain,
degrading the user’s vision. If possible, avoid flying towards a low-angle moon.
4.5.4.3 NVGs adversely affect depth perception. For example, closing in on another
aircraft or terrain may not be immediately noticeable.
4-16 AFTTP 3-3.C-130E/H, 7 December 2011

4.5.4.4 Moonlight creates shadows that may hide obstructions such as terrain or towers.
4.5.4.5 Wearing NVGs for an extended period of time can cause fatigue. Periodically
breathing 100 percent oxygen and removing the NVGs to rest the eyes can reduce eye
fatigue. NVG users must guard against degradation as a result of prolonged use.
NOTE: The ability to see ahead of the aircraft both visually and electronically may be reduced by
mountain shadows and ridgeline masking. Use caution while climbing over or circumnavigating
high terrain to avoid exceeding the aircraft’s capability. Navigators should continually apprise
pilots of flight progress and anticipated terrain elevation, obstructions, climb points, and descent
point.
4.6 Low-Altitude Execution. Focus attention outside the aircraft by emphasizing SA and threat
detection. Limit duties that distract attention from outside the aircraft to mission essential items
only.
4.6.1 Temperature Datum System. When little to no altitude changes are anticipated during
flight, consider locking the temperature datum (TD) system to prevent crossover bumps during
throttle movement. This provides a more stable platform. For all other regimes, consider
placing the electronic TD control system in automatic to accommodate optimum fuel-air
schedule for the ambient conditions (temperature and density altitude via the hydromechanical
fuel system), fuel type, engine, and control system characteristics. As the aircraft climbs and
ambient conditions change along the route, a locked TD does not adjust to these changes and
engine performance suffers. This loss is dramatic when the correction is locked at a low
altitude and the engine is operated at high altitudes.
4.6.2 Time Control. There are several methods of making a TOT/time of arrival (TOA). The
use of a combination of several techniques may be necessary.
4.6.2.1 Spin Actual Wind. Spin the best known run-in wind to determine revised time at
SD. Determine the distance from the pre-IP to SD and set a GS at the pre-IP based on
distance and time (whiz wheel, table, or chart will work). Fly the airspeed the target GS. To
avoid making airspeed changes over a turn point in station keeping equipment (SKE),
round up to the nearest 5-knot increment and change airspeed when the last aircraft has
completed the turn. This method allows time control based on actual winds and can
increase TOT accuracy to within 15 seconds. It works well if the pre-IP, IP, and DZ courses
are well aligned (within 30 degrees).
4.6.2.2 Time Control Adjustments.
4.6.2.2.1 Airspeed Adjustment. When considering airspeed changes, base calculations
off the time or distance remaining to SD, not the TOT/TOA.
4.6.2.2.1.1 Constant Ground Speed. Simply fly the flight-planned GS on each leg
or plan one GS for the entire route. This method is easy for both pilots and
navigators and excellent for single ship operations. However, high wind situations
may require unattainable target GSs and could cause expansion and compression
during formation operations.
4.6.2.2.1.2 Target Ground Speed. For this method, the navigator enters the
TOT/TOA and airdrop TAS in FLIGHT PARAMETERS 1-3. The SCNS takes into
 account current winds and propagates these winds throughout the planned route.
The PF should reference EN ROUTE 3-5 for the target airspeed. High wind
situations may require unattainable target GSs and could cause expansion and
compression during formation operations.
4.6.2.2.1.3 Ten Percent Rule. Determine 10 percent of the flight-planned IAS.
Apply this value to the existing IAS, hold it for 10 minutes to gain or lose one
minute. For example, if the planned IAS is 210, the 10 percent value is 21 knots.
Increase airspeed to 231 KIAS and hold it for 10 minutes to gain 1 minute. Many
variations exist, such as increase to 220.5 KIAS and hold for 20 minutes or
increase to 231 KIAS for 5 minutes to gain 30 seconds. Excessive airspeed changes
may cause compression and expansion during formation operations. See
, Airspeed Corrections.

45
40
35 10 min
9 min
30
8 min
Airspeed Change

25 7 min
6 min
20
5 min
15 4 min
10 3 min
2 min
5
1 min
0
10 20 30 40 50 60
Time Remaining

UNCLASSIFIED Airspeed Corrections

4.6.2.2.1.4 Incremental Method. This method is the same as the 10 percent rule but
can be used for deviations of less than 1 minute. Determine the increment by
dividing planned IAS by 6. For example, the increment at 210 is 35, for 240 it is 40,
and for 180 it is 30. Apply this increment to the planned airspeed for 1 minute to
gain or lose 10 seconds. For example, the crew is 40 seconds late at 210 KIAS.
Increase airspeed to 245 (210 plus 35) and hold this correction for 4 minutes. Like
the previous method, one can mathematically manipulate the numbers (e.g., a
17.5-knot correction for 8 minutes gains 40 seconds).
 4.6.2.2.1.5 Proportional Method. Determine the number of seconds early or late.
Increase or decrease the IAS by the same number of seconds late or early. Hold this
correction for the time in seconds equal to the flight-planned IAS. For example, the
crew is 30 seconds late with a planned IAS of 210. Increase IAS to 240 (210 plus
30) and hold it for 210 seconds (3.5 minutes). Additional information on the
proportional method can be found in AFPAM 11-216, Air Navigation.
4.6.2.2.1.6 MB-4 Computer (Whiz Wheel) Method A. Set the index on the
flight-planned IAS then determine the air distance flown for a given amount of
time. With the air distance determined, slide the new amount of time desired under
the air distance then read the number above the index. This should be the new IAS.
Example: The planned arrival at point B was 1439, actual arrival time was 1437.
Planned SD time is 1510. Set the index at 210 and look outside above 31 minutes
(1510 to 1439). The air distance is l08. Because the aircraft is 2 minutes early, the
desired time to fly the same distance is 33 minutes. Slide until 33 minutes is under
108 NM and read the index. The new target airspeed is 196 KIAS. This method is
not reliable if the winds change but has the advantage of reducing airspeed changes
to one, increasing wingman consideration.
4.6.2.2.1.7 MB-4 Computer (Whiz-Wheel) Method B. Set the planned number of
minutes under the planned IAS. Read airspeed corrections on the outside scale for
the number of minutes off time (inside scale). Finally, apply this correction to the
flight-planned IAS. Example: Using the same situation, set 31 minutes under 210
KIAS. Next, look above 2 minutes (2.0) and find a correction of 13.5 knots.
Subtract this from 210 to get 196.5 KIAS.
4.6.2.2.1.8 Ten Knot Rule of Thumb. If actual GS is 10 knots different than
planned, the aircraft should lose/gain 1 second for each NM traveled prior to SD
and 2 seconds per mile after SD. This rule of thumb is especially useful between IP
and SD. For example, if planned GS was 203 knots and actual GS is 213 knots, on
an 18.5-NM leg, the aircraft will gain 18.5 seconds.
4.6.2.2.1.9 Medium- to Low-Altitude TOA/TOT Considerations. As TAS
degrades with altitude lost, crews must consider time status in reference to altitude.
Techniques to aid crews in achieving desired TOA tolerance include setting a
desired medium level TOA, and then transitioning to the ATO directed low-level
TOA/TOT or inserting OPARS/Air Force Weather Agency (AFWA) generated
preflight winds along the medium and low-level flight path with a single
TOA/TOT.
4.6.2.2.2 Distance Adjustment. Build route flexibility to meet TOTs in the event of
early or late takeoffs. These techniques also help crews remain on time during
off-course maneuvers to avoid threats or unexpected airspace restrictions.
4.6.2.2.2.1 Orbit. Determine the time needed to lose and orbit until the appropriate
push time. To determine orbit timing, take the time early, subtract 1 minute for
completion of each 180-degree turn desired in the orbit, and divide the remaining
time by two to determine leg time. Wind will affect the orbit but the cumulative
effect should keep the calculation close. It is best to orbit outside the CEP and on
the inbound leg to a turn point, keeping the course identical to the intended flight
path. The orbit method only works if early by at least 2 minutes.
4.6.2.2.2.2 Timing Triangles. During preflight, plan a triangle en route to gain
time. Next, measure exact time gained by cutting entire triangle or a portion
thereof. The recommended technique is every four miles. Note these time
differences on a table or chart for in-flight use.
4.6.2.2.2.3 Turning Early/Late. Keep the following rules in mind: 210 KIAS/220
knots true airspeed (KTAS) equals 3.65 miles per minute or 1 mile in 16 seconds.
Therefore, with a 90-degree turn, turning 1 NM early and proceeding directly to the
next point will gain 16 seconds. For a route with two consecutive 90-degree turns,
turning early at the first point, paralleling course, and intercepting the next course
will gain 32 seconds (16 seconds at both points). This method allows time control
without airspeed changes, but may not be appropriate when flying low-level transit
routes or tightly controlled airspace.
4.6.2.2.2.4 Cutoff. Draw a course line with the approximate course to fly from the
cutoff point to the next leg intercept point. Measure a line perpendicular from the
bypassed turn point to the cutoff course. In , Cutoff Calculation, this
perpendicular line is represented by the B to F line. Convert this distance to time at
the planned or current GS on the whiz wheel to determine time gained. The
advantage to this technique allows one to control time without airspeed changes
and have a course line on the chart. This method is not recommended for confined
airspace or for slow routes (SR) or visual routes (VR) with off-course maneuvering
restrictions.
4.6.2.2.2.5 “60-to-1” Rule. If the aircraft turns 1-degree off heading, it will be
1-NM off course after 60 NM. Variations are frequently used on low-level routes.
One NM off on a 15-NM leg requires a 4-degree turn. Or, use the MB-4 computer
as follows: set number of miles to go on the inside and distance left or right on the
outside. Read the number of degrees required to turn toward course above the
index. For more information on the “60-to-1” rule, see AFPAM 11-216, Air
Navigation.
4.6.2.2.2.6 Parallelogram. A parallelogram is an effective off-course maneuver
without time control deviation. Simply turn early and fly the next leg course for the
distance required to avoid the area, and then turn to the previous heading for the
distance remaining when the first turn was made. At that time, turn again to course
number two and roll out on centerline. This method may not be feasible for
corridor operations or specified route parameters.
4.6.2.2.2.7 “S” Turns. Turn 30 degrees off course for 1-minute, turn 60 degrees
back to course for 1-minute, and then turn to original course to lose 16 to 18
seconds based on en route TAS and bank angle. Alternately, 45/90 degrees would
provide 32 to 36 seconds and 60/120 degrees would provide 48 to 52 seconds.
Extensive corrections may exceed route parameters.
 Planned cutoff from D to E
I. Time saved is equal to 1/2 distance between B and F converted to time
II. Time saved is equal to distance between B and F converted to time
III. Time saved is equal to 2 times the distance between B and F converted
to time

I (< 90°) II (90°) III (> 90°)

A
A A
D
D D
F
F F
C
B B C E
C E B
E

UNCLASSIFIED Cutoff Calculation

Crews should minimize bank angles during en route operations. Unless

reacting to a threat, crews should attempt to limit bank angles to 30 to 45 degrees. Bank angles
greater than 15 degrees may increase the visual signature of the aircraft (e.g. wing-flash) to
both ground and air threats. Consider this when route planning or using TFM en route.
Crew members must constantly be aware of the
surrounding terrain. Clear aggressively to prevent maneuvers into terrain. Knowledge of
aircraft performance—including turn radius and climb performance (both 3 and 4
engine)—increases SA in the event of unplanned hazards. See , True Airspeed versus
Turn Radius.
4.6.4.1 Inadvertent Altitude Loss. At low altitude, there is very little margin for error if an
unintentional descent or subtly rising terrain goes unnoticed. Crew resource management
(CRM) must be effectively briefed and practiced to prevent loss of SA while maneuvering
at low altitude. A common tendency is to overbank in the direction the pilot is looking
resulting in an unplanned descent. If this occurs, roll out of some/all bank and pull up to
avoid impact with the ground. , Recovery Times for Level Turns With 10-Degree
Overbank, shows overbank time to impact for various altitudes. , Altitude Loss
Times for Zero G Bunt (240 KTAS), shows the time for a specific altitude loss during a
Bunt maneuver. , Dive Recovery, provides information on the altitude lost during
a recovery from a specified negative flight path angle or to be used when descending from
higher altitudes or after a ridgeline crossing.
 140 3,150 1,800 NA
160 4,050 2,350 1,320
180 5,200 3,000 1,700
200 6,400 3,700 2,100
220 7,700 4,400 2,500
240 9,100 5,200 3,000
260 10,500 6,000 3,500
280 12,400 7,100 4,100

500 16.4 8.2 12.8 6.4 9.9 4.9

300 12.7 6.3 9.9 4.9 7.6 3.8
200 10.4 5.2 8.1 4.0 6.2 3.1
100 7.3 3.6 5.7 2.8 4.4 2.2

* Assumes G required for a level turn at desired bank angle with 10-degree overbank without
additional G loading. All times are in seconds. Reaction time includes time to roll out and level
the aircraft at 100 feet AGL.

TTI—time to impact

100 2.5
300 4.3
500 5.5
 -5 250
-10 500
-20 1,000

* Speed 250 KTAS with recovery altitude of 100 feet AGL. Reaction time includes time to level
the aircraft at 100 feet AGL.

4.6.4.2 Minimum Altitude Capable Considerations. During en route operations, be aware

of wingtip clearances at minimum altitude capable (MAC). See , Wingtip Drop
for Different Bank Angles. Discuss and establish MAC during route study and reevaluate
it throughout a given mission.

10 11.5
20 22.7
30 33.3
40 42.7
45 47.0
50 50.9
60 57.6

* Wingtip drop is from straight and level flight and does not reflect distance below fuselage.
Rough, heavily vegetated, and either rolling or mountainous
terrain is most conducive to covert navigation. These conditions complicate the enemy’s
ability to acquire and track the aircraft. Vertical obstructions (e.g., trees or terrain) in an
attacker’s FOV significantly complicate acquisition by electronic, aural, and visual means.
These obstructions reduce the time available to lock-on and engage. Additionally, the density
and diversity of defensive threats are less in high, rugged, vegetated terrain than in low, flat,
open terrain. Terrain masking can be direct or indirect. Hills, mountains, and valleys allow for
direct or indirect terrain masking. Properly executed terrain masking techniques make it
extremely difficult for enemy ground forces and aircraft to acquire the aircraft or its shadow.
4.6.5.1 Aircraft Shadow. During low-level operations, attempt to “drag” the aircraft’s
shadow through dark, broken, or heavily vegetated terrain to break the shadow up. See
, Altitude Shadow Effect, and , Shadows and Broken Ground.
 Shadow diffused (less distinct).
More easily masked with less
vegetation/broken ground.
Displaced from aircraft position.

200 feet 500 to 1,000 feet

Sun angle
Shadow distinct/clear.
Nearly colocated
with aircraft position.

UNCLASSIFIED Altitude Shadow Effect

4.6.5.2 Direct Terrain Masking. Place terrain directly between the aircraft and the threat.
Direct terrain masking is the most effective method of terrain masking. See ,
Direct and Indirect Terrain Masking.
4.6.5.3 Indirect Terrain Masking. Indirect terrain masking is achieved by placing the
aircraft and terrain in the same resolution cell or FOV, essentially blending the aircraft into
the terrain to “hide” it from radar, visual, or IR acquisition and tracking. In order to be in
the resolution cell of a given radar, an aircraft must be within one-half of the radar pulse
width to the terrain. See AFTTP 3-1.Threat Guide for information specific radar systems.
Aircrews should operate as far away from the terrain as the threat allows. Additionally,
indirect terrain masking minimizes the time the aircraft is silhouetted against a clear-sky
background. There are two types of indirect terrain masking tactics: the two-thirds tactic
and the one-third tactic. See , Two-Thirds, One-Third Ridgeline Tactics.
4.6.5.3.1 Two-Thirds Tactic (Military Crest). This is a position along a ridge or hill
two-thirds the distance from the base to the summit. This tactic allows the flexibility to
cross to the other side of the ridge when engaged by an air or ground threat and then
extend beyond the threat range. This technique leaves more room to maneuver in the
event of a route abort or equipment malfunction, and it allows for greater energy
management in high terrain. However, it may give more of a clear-sky background to
close-in ground threats. In mountainous terrain, consider flying 200 to 300 feet below
the ridgeline instead of two-thirds military crest in order to preserve flexibility in
working both ridge sides and reacting to threats.
UNCLASSIFIED Shadows and Broken Ground
 Direct

Indirect
(within resolution cell)

UNCLASSIFIED Direct and Indirect Terrain Masking

2/3

1/3

UNCLASSIFIED Two-Thirds, One-Third Ridgeline Tactics

 4.6.5.3.2 One-Third Tactic. This is a position along a ridge or a hill one-third the
distance from the base to the summit. The one-third terrain-masking tactic can be
effective against both air and ground threats. Ground threats must be close to the base
of rising terrain in order to have much of a clear-sky background. Travel is usually
difficult and many threat systems cannot be easily employed at the bases of rising
terrain. Terrain helps to hide an IR signature and degrades radar returns. As an added
benefit, fighters may hesitate to come down to low altitude. The disadvantages of this
technique are relatively degraded energy management for threat reactions to
ground-based systems and loss of flexibility to cross to the other side of ridges. This
technique may not be desirable in terrain where a large difference exists between the
valley floor and the top of terrain because energy management becomes challenging.
See , Two-Thirds, One-Third Ridgeline Tactics.
When attempting to avoid visual detection, try to minimize bank
angle. Consider climbing over or passing small finger ridges and canyon openings less than 2
NM across rather than maneuvering with high-bank angles. When maneuvering around terrain
requiring high-bank angles, begin turning when the terrain passes the 10- or 2-o’clock
position. Clearance from the obstacle can be assured using 60 degrees of bank and 2 Gs.
4.6.6.1 Energy Management. Crews are responsible for energy management and need to
know where they are in relation to high, mountainous terrain. Good energy management
depends on an accurate route assessment and starts when the course is generated. Pilots
should be involved in the design of the low-level route. As a minimum, develop an energy
management plan for each leg of the route. See , “Performance and Energy
Maneuverability,” for more information.
4.6.6.1.1 Airspeed. Planning airspeeds for the low-level environment should not
exceed VH. Maneuvering above VH may induce unnecessary airframe stress and risk
the potential of an over G.
4.6.6.1.2 Power. Climb parameters use maximum continuous power (932/1010
turbine inlet temperature [TIT]) to compute steady-state climb performance. While a
limited TIT may prolong engine life, there are conditions where military or even
maximum power is required. For example, the C-130H (-15 engines) gets
approximately 17,600 inches/pounds of torque per engine (standard day, 250 KIAS,
6,000 feet MSL) using maximum continuous torque. Military power increases torque
to almost 19,000 inches/pounds per engine (a 7.5 percent increase in power), or 5,300
inches/pounds of extra torque. Closing the bleeds provides an additional 650 to 700
inches/pounds of torque per engine and adds about 4 percent more power.
4.6.6.1.3 Degraded Performance. Aircrews must keep three-engine performance in
mind when developing low-level routes. Flight along the military crest allows the pilot
to turn away from rising terrain in the event of an engine loss. Flight along the valley
floor might not give the pilot the option of turning toward lower terrain. Engine failure
during a climb should be addressed for all points along the route. The FE should
annotate three- and two-engine performance for the route, stall speeds, and best climb
angle speeds for common gross weights.
4.6.6.2 Wind Considerations. Clear visually and analyze wind direction and velocity
before maneuvering in close proximity to terrain. If large turns are anticipated in these
areas, consider flying on the downwind side of valleys or significant terrain features.
Ground speed decreases when turning into the wind and reduces the turn radius over the
ground. Turbulence is also reduced on the downwind side of the valley.
4.6.6.2.1 Turbulence. Rapid updrafts and downdrafts may occur in mountainous
terrain when wind direction is perpendicular to ridgelines and velocity exceeds 25
knots. When these conditions exist, to create safer and smoother flight conditions
crews are advised to avoid the downwind side of ridges. Both roll and lenticular cloud
formations can indicate potential areas of turbulence. If moderate turbulence is
encountered during low-level operations when in-flight airdrop rigging is required, a
climb to higher altitude should be considered for the safety of the LMs. Consider
ceasing low-level operations when altitude winds exceed 35 knots in mountainous
terrain. , Decision Matrix for Low-Level Wind Turbulence, contains rules of
thumb for MCs to adjust altitudes flown given in-flight wind conditions. For example,
for 15-knot winds, consider flying legs at 500 feet AGL rather than 300 feet AGL
depending on in-flight conditions.

15 500
20 1,000
25 2,000

4.6.6.2.2 Headwinds. Headwinds tend to push the aircraft down as it approaches the
top of the ridge, result in lower than planned AGL crossing, and may produce
increased turbulence and strong downdrafts. If possible, attempt to cross terrain in the
least rugged area. Recognizing wind effects in advance should allow the pilot to carry
more power, begin climbs earlier, and/or pad the ridge crossing with an increased
cresting altitude. See , Headwind.
4.6.6.2.3 Tailwind. Tailwinds allow the pilot to terrain mask closer to the ridge and
increase wind lift as the aircraft crests the ridge. Ballooning may occur as the aircraft
crosses the ridge, exposing it to threats. See , Tailwind.
4.6.6.2.4 Crosswinds When Flying Parallel to Terrain. Flying on the upwind side
places the aircraft away from the turbulence located on the downwind side. The
upwind side also provides a ridge crossing with a tailwind if it becomes necessary to
cross the ridge. See , Crosswind.
4.6.6.2.5 Venturi Effect. The Venturi effect increases wind speed in narrowing
canyon-like terrain. See , Venturi Effect.
 Headwind tends to force
aircraft downward

UNCLASSIFIED Headwind

Tailwind tends to balloon the

C-130 as it crosses over the
ridge, exposing it to threats.

UNCLASSIFIED Tailwind
AFTTP 3-3.C-130E/H, 7 December 2011 4-29

Figure 4.13 Crosswind.

Crosswind

Downwind Upwind Downwind

Turbulence Turbulence

Valley

• Less turbulence on upwind side of ridgeline

• Climb over ridgeline/exit is quicker from upwind side to downwind side
• Turn into valley is into the wind resulting in smaller turn radius

UNCLASSIFIED Crosswind

Figure 4.14 Venturi Effect.

Venturi Effect increases

wind speed in narrowed
canyon-like terrain.

UNCLASSIFIED Venturi Effect

4-30 AFTTP 3-3.C-130E/H, 7 December 2011

4.6.6.3 Ridge Crossings. Avoid ridge crossings in threat areas. It may highlight the aircraft
against a clear-sky background and possibly put it in a low-energy situation. If crossing a
ridge is required, minimize exposure on both sides of the ridge. Avoid perpendicular ridge
crossings.
4.6.6.3.1 Parallel Ridge Crossings. Parallel ridge crossings use a 45-degree angle or
less and cross in a level or descending attitude. Fly along the ridgeline until there is a
safe gap and then cross. If there is a threat on the other side, a small turn will put the
aircraft back on the safe side of the ridge. Use shallow bank angles to avoid wing
flashes. After crossing, begin an immediate descent back to two-thirds or one-third
ridge altitude.
4.6.6.3.2 Perpendicular Ridge Crossings. If a ridge must be crossed perpendicularly,
one technique is to approach with one-third of the pilot’s windscreen filled with terrain
and two-thirds filled with sky. In order to cross without “ballooning,” depart from the
one-third windscreen approach approximately 3,000 to 6,000 feet from the terrain and
then fly the aircraft across the terrain at a level flight path and at the desired altitude.
4.6.6.3.3 Top of the Ridge. As a technique, release back pressure and reduce power
just prior to crossing the ridgeline (when the pilot’s toes are at the top of the ridge). Do
not “push over” to a negative G condition. Monitor energy management during
crossings to avoid low airspeeds. While descending, correct back to course and be alert
for possible visual illusions (e.g., terrain obstructed by shadows).
CAUTION: Ridge crossings present an increased risk of loss of oil pressure due to a negative G
condition. During ridge crossings, avoid negative G conditions and closely monitor engine
instruments. If a negative G condition and/or loss of oil pressure are encountered, follow
applicable TO 1C-130(X)-1 procedure. In the event of a loss of oil pressure on multiple engines,
carefully consider aircraft performance and terrain before initiating shut downs. Aircraft
performance permitting, a timely shutdown is necessary to avoid engine damage. As a technique,
shutdown affected symmetrical engines and air start them as soon as the propellers stop rotating.
Then shutdown remaining affected engines and air start them. Crews must weigh the loss of
associated thrust against the probable damage to the engines when continuing operation following
a loss of oil pressure. If engine shut downs and air starts are accomplished in a timely manner, it
should be possible to return to four-engine power in less than 60 seconds.
4.6.6.3.4 Throttle Technique. Pilots should keep their hands open on the throttles.
Push with the palm, pull with the fingers. This should prevent the pilot from
inadvertently pulling the throttles into the ground range when encountering unexpected
turbulence. Also, bring the throttles back to 1,000 to 2,000 inch/pounds of torque on
the engines—just above the gear horn. The PM should guard the throttles to prevent
them from going into the ground range.
4.6.6.3.5 HOWDIE Check. This is a helpful acronym to use during ridge crossings.
The HOWDIE check items should be reviewed prior to initiating the maneuver. The
navigator or PM should notify the crew of the height of the ridgeline, significant terrain
located on the other side, the direction of winds when approaching the ridgeline (to
avoid down drafts or mountain wave turbulence), the direction of turn after making the
crossing, IAS crossing the ridge crest (desired airspeed and/or obstacle clearance if
known), and the intended escape path if the ridge crossing needs to be aborted. See
Table 4.9, HOWDIE Check.
NOTE: In mountainous terrain where max aircraft performance is required, a reference for
unplanned ridge crossings—the GCAS escape maneuver using 160 KIAS no flap, or 120 KIAS 50
flap, or actual obstacle clearance speed—is recommended. Additional consideration may be given
to the Zoom maneuver.

H Height of terrain
O Other side
W Wind
D Direction of turn
I IAS at top
E Escape path

4.6.6.4 Reactions to Rising Terrain. If rising terrain poses a safety of flight hazard, the PF
must make immediate corrective control inputs. As a quick response technique, consider
zooming the aircraft to quickly trade airspeed for altitude.
4.6.6.4.1 GCAS Alerts. In addition to visual recognition, the crew may hear GCAS
alerts (i.e., “TERRAIN, TERRAIN” or “WHOOP, WHOOP, PULL UP”). See TO
1C-130(X)-1 for terrain avoidance/wind shear procedures.
4.6.6.4.2 High-Speed Zoom. Begin the maneuver at current en route altitudes and
airspeeds while advancing throttles to maximum continuous power. Perform an
increasing G pull (no need to exceed 1.5 to 1.8 Gs) to 30 degrees nose high and hold
until approaching 170 KIAS. Immediately roll to 30 to 45 degrees of bank, relax G
loading, and apply bottom rudder to reestablish level flight. This should result in an
approximate 2,000- to 2,500-foot altitude gain if initiated from 250 KIAS. The amount
of nose-high attitude, airspeed, and altitude attained at the top of the maneuver are
dependent upon entry airspeed, ambient conditions, aircraft weight, rate, and extent of
control input, and configuration. Airspeed management is critical in this maneuver and
should not drop below 150 knots (clean). If airspeed falls below 150 knots at the top of
the zoom, consider extending 50 percent flaps to increase stall safety margin.
4.6.6.4.3 Low-Speed Zoom. This technique is best suited to airspeeds and
configurations encountered during airdrop and airland operations. Begin the maneuver
at current altitude and airspeed. Immediately input 50 percent flaps and maximum
continuous power. Climb and maintain 120 KIAS or obstacle clearance speed, as
required. If terrain clearance is the driving factor, obstacle clearance speed ensures the
maximum angle of climb.
4.6.6.4.4 Combination Zoom. This technique combines the advantages of the high-
and low-speed zooms to gain the most altitude possible. Perform an increasing G pull
(no need to exceed 1.5 to 1.8 Gs) to 30 degrees nose high. At 180 KIAS, roll flaps to 50
 percent while simultaneously lowering the nose to 15 to 20 degrees nose high. At 120
KIAS or obstacle clearance speed, whichever is higher, adjust the nose to maintain
airspeed.
NOTE: Zoom maneuvers are based on four-engine aircraft performance.
When flying low level, the crew updates the system barometric
altitude, as required, using the best available source. When a current local altimeter setting is
not available or a reliable altitude calibration cannot be accomplished, use the lowest forecast
altimeter setting.
4.6.7.1 Pressure Altimeter.
4.6.7.1.1 The altimeter setting is a correction for nonstandard surface pressure only.
Atmospheric pressure is measured at each station and the value obtained is corrected to
sea level according to the surveyed field elevation. Thus, the altimeter setting is the
computed sea level pressure and should be considered valid only in close proximity to
the station and the surface. It does not reflect nonstandard temperature or distortion of
atmospheric pressure at higher altitudes. Update pressure altimeter settings as often as
possible. Sources of update include weather forecast, ground reporting stations, and
crew updates. Crew updating involves the comparison of absolute altitude (radar
altimeter) plus terrain elevation to the pressure altitude when flying over a body of
water or flat terrain. Obtain an updated altimeter setting as close to the OA as possible.
If this is not possible, use the lowest forecast altimeter setting. If using the lowest
forecast setting, in lieu of other updates, use the most conservative setting (lowest
indicated altitude) of the pilot, copilot, or navigator altimeter.
4.6.7.1.2 Pressure altimeters are calibrated to indicate true altitudes under
international standard atmospheric (ISA) conditions. Any deviation from these
standard conditions will result in erroneous readings on the altimeter. This error
becomes important when considering obstacle clearances in temperatures lower than
standard since the aircraft’s altitude is below the figure indicated by the altimeter.
Refer to the Flight Information Handbook to determine correction.
NOTE: When conducting low-level operations with surface temperatures less than 0°C, crews
should apply Flight Information Handbook temperature corrections to Night En Route, NVG En
Route and MSAs. Compute the correction factor based on altitude above the altimeter source (not
AGL). To simplify calculations, consider adding the correction factor for the highest altitude and
to all applicable altitudes.
4.6.7.2 Radar Altimeter Settings. As a technique for low-level flight with GCAS, the pilot
and navigator may set their radar altimeter 50 feet below the AGL altitude to be flown. For
example, if the leg altitude is 500 feet AGL, set the radar altimeter to 450 feet AGL. This
technique provides timely warning deviations from AGL. If the radar altimeter is set right
at the AGL altitude to be flown, constant low-altitude warnings will occur, distracting
crews during low-level flight for minor deviations.
NOTE: Any crew member noting illumination of the low-altitude warning light on the radar
altimeter must notify the PF; a correction to the altitude should be made immediately.
NOTE: The pilot, copilot, navigator, and engineer must cross-check radar altimeters against
desired altitude for all low-level operations or the pressure altimeter when a specified altitude is
flown. Any crew member who detects a deviation outside normal tolerances immediately directs a
climb.
4.6.7.3 Pressure Altimeter Update Using the Radar Altimeter. There are times when
aircrews do not have readily available updates to the altimeter setting. This can
significantly impact en route operations. If able, crews should attempt to update their
pressure altimeter setting using the radar altimeter. To do this, crews should be flying over
flat terrain with a known terrain MSL altitude and possible update points should be
determined during mission planning. Simply add the radar altimeter readout to the known
MSL altitude and adjust the pressure altimeter to equal the combined altitudes. For
example, the aircraft is flying over a dry lake bed with a known MSL altitude of 5,000 feet.
The radar altimeter reads 500 feet AGL which means the pressure altimeter should be
5,500 feet MSL, but the pressure altimeter reads 5,700 feet MSL. The crew would then
adjust the pressure altimeter to read 5,500 feet MSL. Also, update the SCNS altimeter to
ensure correct CARP calculations (as required). This should be done as close to the OA as
possible. See , Pressure Altimeter Update Using the Radar Altimeter.

C-130 flying at
500 feet AGL

Dry lake bed at 5,000 feet MSL If the pressure altitude reads 5,700 feet MSL when overflying the
dry lake bed at 500 feet AGL, reset all three pressure altimeters
to read 5,500 feet MSL and select the lowest altimeter setting to
update all three pressure altimeters.

UNCLASSIFIED Pressure Altimeter Update Using the Radar Altimeter

4.6.8.1 Weather Penetration. In the event of an inadvertent IMC penetration, climb to ESA
immediately. If required, execute formation procedures. See , “Formation.”
 4.6.8.2 Inoperative NVGs. In the event of inoperative NVGs, notify the crew, transfer
aircraft control as required, and fix or replace the inoperative NVGs. Should either of the
pilots’ NVGs fail, climb to MSA (if tactical situation allows) until the problem is
corrected. Overt cockpit lighting may be required.
4.6.8.3 Spatial Disorientation. If the PF experiences spatial disorientation, transfer aircraft
control immediately. Climb to MSA/ESA, as required.

Multiple threats are likely in a combat environment. Aircrews must

prioritize appropriate actions based on the lethality of each threat. The first step common to all
techniques in setting up SCNS for threat avoidance and SA is to define the bullseye as a WPT
or reference point for the type of technique to be used. This step should be done during
preflight. The quickest technique to obtain threat coordinates is as follows:
• Go to the bullseye WPT.
• Enter offset bearing and distance and verify which provides the threat coordinates. This
can also be done for subsequent threats to obtain threat coordinates off of the original
bullseye WPT (simply enter new bearing and range over previous entered bearing and
distance).
4.7.1.1 BULLSEYE 1-1.
4.7.1.1.1 Enter bullseye as lat-long, reference point, WP, or universal transverse
mercator (UTM).
4.7.1.1.2 Verify the point.
4.7.1.1.3 SCNS will provide a dynamic bearing and range from the bullseye location
to the aircraft present position on EN ROUTE 4-5 and AIRDROP 1-3. Alternately,
enter a given threat’s bearing and range from the bullseye into BULLSEYE 1-1 and the
displayed info will reference dynamic threat location relative to the aircraft.
4.7.1.2 RENDEZVOUS 1-1.
4.7.1.2.1 Enter the threat coordinates, in destination portion of RENDEZVOUS 1-1.
4.7.1.2.2 Enter 000.0/00 as the control and relay set (CRS)/GS.
4.7.1.2.3 Enter current time or earlier (press time button twice).
4.7.1.2.4 SCNS will provide a dynamic bearing and range to the threat.
4.7.1.3 IMMEDIATE 1-1.
4.7.1.3.1 Define bullseye as a reference point.
4.7.1.3.2 Select reference (R) as DEF Point.
4.7.1.3.3 Verify the point.
4.7.1.3.4 SCNS will provide a static bearing and range to the threat location on
IMMEDIATE 1-1 or a dynamic bearing and range on EN ROUTE 1-5 or 4-5 if
Immediate mode is selected on the Mode Control page.
 4.7.1.3.5 In order to update the location, exit and re-enter IMMEDIATE 1-1. SCNS
will provide a new static bearing and range to the threat.
4.7.1.4 UPDATE VISUAL 1-1.
4.7.1.4.1 Define bullseye as a reference point.
4.7.1.4.2 Enter the bullseye reference point into the REF PT display.
4.7.1.4.3 If aircraft is within 99.9 NM of the threat, SCNS will provide a dynamic
solution.
4.7.1.5 AIRDROP 3-3.
4.7.1.5.1 Define bullseye as a reference point.
4.7.1.5.2 Select visual (V) as the Drop REF in AIRDROP 2-3.
4.7.1.5.3 Enter the bullseye reference point into the REF PT display.
4.7.1.5.4 SCNS will display a dynamic bearing and range.
4.7.1.6 APN-241 Radar.
4.7.1.6.1 Determine the threat coordinates from the bullseye WPT.
4.7.1.6.2 Define the threat as a reference point.
4.7.1.6.3 Put the cursor in ground mode and put it on the threat. It will stay there and
provide a dynamic range and bearing on the radar display.

4.7.2.1 FalconView Moving Map. USAF-approved laptops with GPS based moving map
software provide a portable moving map display (MMD) capability to enhance aircrew
situational awareness.
4.7.2.2 Dynamic Range and Bearing Display. On the GPS toolbar, the GPS range and
bearing tool can be configured to display the radial and distance from a fixed position to
the aircraft. For example, setting up the GPS range and bearing tool from a bullseye
coordinates to “self” displays the aircraft’s dynamic bullseye position as it moves.
4.7.2.2.1 GPS Trail. The FalconView software stores all of the GPS information it
collects throughout the mission (altitude, groundspeed, track, and position) and saves it
for later retrieval. This allows aircrews to precisely reconstruct and debrief a mission
from chocks to chocks.
This chapter is not applicable.
AFTTP 3-3.C-130E/H, 7 December 2011 6-1

CHAPTER 6
AIRLAND OPERATIONS

6.1 General. This chapter describes the movement of personnel and equipment by airland
operations. Threats permitting, airland operations are more efficient than, and normally preferable
to airdrop operations. These baseline techniques are not all encompassing. Variations may be
necessary due to the fluid nature of the tactical environment.
6.1.1 Airland Advantages.
• Increase load survivability.
• Less potential for injury to personnel.
• Maximize cargo capacity (cubic and tonnage).
• Ensure unit integrity (troops and equipment remain together).
• Does not require additional aerial delivery resources (e.g., chutes).
• Enable a back-haul capability, including aeromedical evacuation (AE).
• Employment preparation timeline may be reduced, as airdrop rigging is not required.
6.1.2 Airland Disadvantages.
• Suitable landing surface must be available and surveyed.
• Requires a secure LZ able to handle air flow.
• Crash/fire/rescue (CFR) assets may be required.
• Require more time to achieve initial mass at the OA.
• Exposes aircraft to ground threats.
• May require MHE.
• Terminal area deconfliction may require ATC.
6.2 Airland Planning Considerations. Planning tactical airland missions requires an accurate
assessment of the crew capabilities, airfield, mission, performance, terrain,
environmental/meteorological conditions, and threat. Start with a detailed study of the airfield/LZ
then plan arrival, ground operations, and departure. Design arrivals and approaches with the
flexibility to ensure a successful landing on the first attempt. Crews should have an opposite
runway plan and triggers for implementing it (e.g., teardrop if wind exceeds maximum tailwind
for desired landing runway). Consider flight computer programming, slowdown, configuration,
checklist completion, glide slope intercept, and visual cues. Thorough planning allows for fluid
maneuvering in a dynamic environment.
6.2.1 Closure and Exposure. Closure is the total amount of time to complete the airflow into
an airfield (i.e., first arrival to last departure). Exposure is the amount of time an individual
aircraft or formation is vulnerable to threats. In order to reduce closure, it may be necessary to
increase an aircraft’s exposure (e.g., holding departure for inbound arrival) and vice versa.
6.2.2 Airfield Analysis.
6.2.2.1 Airfield.
6.2.2.1.1 Runway Review. Landing zones should be of sufficient size to permit rapid
landing, loading, and takeoff operations. Geometric criteria for the layout of short field
LZs are covered in detail in AFMAN(I) 32-1123, Volume 2, Airfield and Heliport
Planning and Design, and the Engineering Technical Letter (ETL) 98-5: C-130 and
C-17 Contingency and Training Airfield Dimensional Criteria, and apply to peacetime
training operations only. Condition of aircraft tires, differences in strut pressure,
availability of aircraft maintenance, types and weights of cargo, and duration of
operations will affect present and future airland missions.
6.2.2.1.1.1 Dimensions. See AFI 11-2C-130, Volume 3, C-130 Operations
Procedures, for minimum runway requirements. A longer runway will allow
heavier operations and more flexibility. If operating on bomb damaged or poorly
maintained runways, crews must thoroughly understand what parts of the airfield
are usable and which are not. Consider runway width when unsuitable taxiways or
ramps require the aircraft to perform 180-degree turns on the runway.
6.2.2.1.1.2 Surface.
6.2.2.1.1.2.1 Unimproved Airfield Operations. Unimproved airfield
operations fall into three basic categories: unprepared, prepared, and surfaced.
Unprepared surfaces are natural areas such as deserts, dry lake beds,
snowfields, and flat valley floors. Prepared surfaces are short airstrips
constructed for a limited use and may or may not have an aggregate surface.
The aggregate material will affect the number and weight of aircraft able to
operate into the airfield. Surfaced areas include roads, highways, and other
paved surfaces. A paved runway in some areas of the world may not be any
better than unimproved runways in the US. In all cases, see AFI 13-217, Drop
Zone and Landing Zone Operations, to determine LZ suitability.
6.2.2.1.1.2.2 Runway Condition Reading Determination. Braking distances
vary depending on surfacing material and weather conditions. While RCR is
seldom available overseas, AFI 11-2C-130, Volume 3, C-130 Operations
Procedures, provides estimated RCRs for different surface types. Complete a
careful evaluation of remote field surface type and condition during mission
planning.
6.2.2.1.1.3 Weight Bearing Capacity. See the ASRR or LZ survey; AFI 13-217,
Drop Zone and Landing Zone Operations; AFMAN(I) 32-1123, Volume 1, Airfield
and Heliport Planning and Design; and TO 1C-130(X)-1 to determine and
evaluate the weight bearing capacity of the runway, taxiways, and parking/loading
areas. The condition of aircraft tires, differences in strut pressure, availability of
aircraft maintenance, types and weights of cargo, and duration of operations can
affect present and future airland missions. Hot asphalt or marginal weight bearing
surface can be damaged by tight aircraft turns.
6.2.2.1.1.4 Markings and Lighting. See AFI 13-217, Drop Zone and Landing Zone
Operations, for airfield marking and lighting requirements. LZs are normally
marked with VS-17 marker panels, omnidirectional visible lighting systems, strobe
lights (if required), and IR lighting, but virtually any type of lighting and marking
 system can be used. Coordinate with the LZ party for exact runway markings and
lighting as well as overrun or safety zone placement, if any. Reduced lighting
schemes during operational or contingency operations may delay visual
acquisition. Misaligned lighting patterns can result in visual illusions and
confusion, resulting in off-axis approach.
6.2.2.2 NAVAIDS. Planners should review NAVAID availability and location on the
airfield (distance from approach end for DME conversion). Consider integration of
NAVAID information for IMC and VMC ingress/egress. Although onboard navigation
systems have matured, NAVAIDS should be crosschecked to verify onboard systems.
6.2.2.3 Ground Operations.
6.2.2.3.1 Taxi Obstructions/Restrictions. Consider the number and placement of
access routes between runways and ramps. Planners should also account for the
possibility of airfield attack during ground operations. Brief crews on potential
bottleneck areas and actions in the event the runway or taxiways become blocked or
rendered unusable by battle damage or inoperative aircraft.
6.2.2.3.2 Ramp Considerations. Like runways, parking ramps can be challenging and
hazardous especially during peak airlift flows in combat areas. Host country personnel
may not be familiar with US operating procedures or safety requirements. Condition of
the ramp, obstacle placement, ground support procedures, and threats from ground
forces will all affect operations. During planning, determine whether the ramp is paved
or unimproved. The presence of a paved runway does not ensure the ramp will also be
paved. Many ramps can be quickly rendered unusable by heavy aircraft making sharp
turns. Additionally, unimproved ramp and taxi areas have the possibility of blowing
sand, snow, dust, or foreign objects. Aircrews should be prepared for loss of visibility
due to blowing sand/snow caused by aircraft or environmental conditions. Other
aircraft operating with C-130s may be more susceptible to FOD. Aircrews should
maintain increased vigilance.
6.2.2.3.3 Ground Support.
6.2.2.3.3.1 Loading Operations. Planners should determine what type of
on-load/off-load support is available. Most on-loads/off-loads at improved fields
will be conducted with MHE using normal procedures. Size, composition, and
qualifications of load teams, combined with the number and type of MHE, affects
on-load/off-load options. A lack of equipment, an unusually busy airflow, weather
considerations, or the threat environment may require an ERO or COL. Ensure host
personnel are thoroughly briefed on mission requirements and appropriate
procedures.
6.2.2.3.3.2 Transient Aircraft Maintenance. Brief aircrews on availability and
capability of transient aircraft maintenance.
6.2.2.3.4 Maximum on Ground. Two types of maximum on ground (MOG) exist:
surveyed MOG and working MOG. Surveyed MOG considers only the room available
to park and taxi different types of aircraft. Working MOG adjusts the surveyed MOG
for available support assets, ground hazards, off-load methods. The working MOG
 must always be researched and considered to ensure safe and proper planning of air
flow and ground operations. STS, CRE or ground units should provide the most
current working MOG estimates. Working MOG may further be reduced due to
threats; such restrictions are determined by the threat working group (TWG).
6.2.2.3.5 Airfield Security. Use the boundary, enemy, security forces, and topography
(BEST) acronym to assess the security of specific airfields (RAVEN teams conduct
similar analysis). Consider that research during mission planning and revise airfield
operations, as necessary.
6.2.2.3.5.1 Identify hazards to avoid in the event of ground egress (e.g.,
minefields, fuel bladder farms). Also, consider perimeter security to determine the
need for additional security (e.g., fences or natural boundaries that restrict access to
the LZ).
6.2.2.3.5.2 Understand the population’s/enemy’s disposition with respect to air
operations. Their motivation, intent, means, and opportunity all contribute to this
assessment.
6.2.2.3.5.3 Assess friendly force’s ability to patrol and deter potential threats.
6.2.2.3.5.4 Assess nearby terrain and the enemy’s ability to exploit it for cover and
concealment.
6.2.2.4 Airspace and Terrain.
6.2.2.4.1 Airspace. See NOTAMs, FLIP products, and other available sources to
identify hazards and airspace restrictions along planned and alternative ingress/egress
routes. Airfields with IMC/IFR capabilities increase flexibility. Deconfliction
procedures (radar control and tower) for operations with multiple aircraft provide
increased safety when heavy volumes of airfield traffic are a factor. Crews must
familiarize themselves with the traffic flow surrounding an airfield. Quite often, the
highest threat can be a close encounter with friendly traffic. Nighttime operations,
opposite direction arrivals and departures, and dense helicopter and remotely piloted
aircraft (RPA) traffic increase the potential for midair collisions. Slot times, TCAS,
and radios help with deconfliction, but there is no substitute for good clearing and
lookout doctrine.
6.2.2.4.2 Terrain. Use CHUMed charts, DTED, and the PFPS route elevation profile
to ensure terrain clearance along the planned arrival and departure paths. The Iron
Cross and the concentric circles provide terrain clearance altitudes if arrival/departure
routes are different than planned. Determine required descent/climb gradients for
arrival/departure and go-around situations for each potential landing and departure
runway/LZ.
Determine the best approach option then work
backwards from the airfield/LZ to plan the arrival.
NOTE: Careful consideration should be given to defensive systems effectiveness when selecting
an arrival technique.
 6.2.3.1 Arrival Planning. The purpose of an arrival is to transition the aircraft from the en
route structure to the IP of an IMC or VMC approach.
6.2.3.1.1 Procedural Letdown to VMC. Tactical environments without ATC radar or
suitable published approaches may require a procedural IMC letdown. An IMC
letdown corridor or spiral down in a ROZ allows an aircraft to safely descend from an
IMC en route altitude to an IMC letdown altitude to attain VMC. Ensure IMC letdown
procedures are coordinated with all applicable agencies (i.e., TACS and ATC).
6.2.3.1.1.1 IMC Letdown Corridor. An IMC letdown corridor is where an aircraft
may operate below minimum IFR en route altitude as approved in Federal Aviation
Regulation (FAR) Exemption 4371. See , IMC Letdown Corridor. This
corridor is constructed in the same manner as the IFR drop corridor. The beginning
of the corridor, letdown entry point, is a maximum of 40 NM (per FAR Exemption
4371) from the letdown exit point. When operating in an area not governed by FAR
Exemption 4371, coordinate this corridor with the appropriate airspace controlling
agency or authority.
NOTE: After landing, aircraft may be unable to depart until weather improves.
6.2.3.1.1.1.1 IMC Letdown Corridor Altitude. Minimum IMC letdown
corridor altitude is 500 feet above the highest obstruction to flight (man-made
obstruction, terrain feature, or spot elevation), or 400 feet plus one contour
interval above the highest depicted terrain contour, whichever is higher, within
3 NM either side of the corridor centerline from letdown corridor entry point to
letdown corridor exit point.
6.2.3.1.1.1.1.1 Letdown Corridor Entry Point. This is a fixed point in the
IMC letdown corridor where an aircraft or formation may safely begin
descent from IFR en route altitude to IMC letdown corridor altitude.
6.2.3.1.1.1.1.2 Letdown Corridor Earliest Descent Point. EDP is the
earliest point in IMC letdown corridor where the formation lead may
descend the entire formation to IMC letdown corridor altitude and be
assured of obstacle clearance. Compute by subtracting formation length
from the computed letdown corridor entry point.
6.2.3.1.1.1.1.3 Letdown Corridor Descent Arrival Point. The letdown
corridor descent arrival point (DAP) is the point in the IMC letdown
corridor where the lead aircraft arrives at the IMC letdown corridor
altitude. Calculate the DAP using not more than a 1,500 fpm descent rate.
The DAP should be located far enough from the letdown corridor decision
point to allow sufficient time to evaluate weather conditions.
6.2.3.1.1.1.1.4 Letdown Corridor Decision Point. This is the point in the
IMC letdown corridor where the aircraft or formation should commit to a
VMC approach and landing or initiate a climb from the IMC letdown
altitude to IFR en route altitude. Consider placing the decision point
overhead the airfield. The Letdown Corridor Decision Point should not be
later than the Letdown Corridor Latest Climb Point.
 En route
altitude
Letdown Corridor
Exit Point
VDP Decision Point

En route
altitude (3NM)
(1,000 ft
[or 2,000 ft]
within (3NM)
5 NM)

Latest Climb Point

Letdown Corridor
Entry Point

Letdown Corridor
Letdown Corridor Exit Point
Entry Point

Earliest Descent Descent Arrival Decision Point Latest Climb Point

Point Point
VDP
(1,000 ft
[or 2,000 ft]
within 500 ft 3°
Gl
ide
5 NM) Slo
pe

LZ

UNCLASSIFIED IMC Letdown Corridor

 6.2.3.1.1.1.1.5 Letdown Corridor Latest Climb Point. The letdown
corridor latest climb point (LCP) is the latest point in the IMC letdown
corridor where the aircraft or formation must initiate a climb from the IMC
letdown altitude to be at IFR en route altitude no later than the IMC
letdown corridor exit point. Calculate the LCP based on the least capable
three-engine climb performance and gross weight in the formation.
6.2.3.1.1.1.1.6 Letdown Corridor Exit Point. This is a fixed point in the
IMC letdown corridor where each aircraft will be at minimum IFR en route
altitude. If obstruction clearance cannot be met, reduce aircraft gross
weight, revise the letdown corridor and/or escape course, or increase the
letdown corridor altitude.
6.2.3.1.1.1.2 Mountainous Terrain. Planners may segment IMC letdown
corridor altitudes in mountainous terrain.
NOTE: An IMC letdown corridor can also be used with an SCA.
6.2.3.1.1.2 ROZ IMC Letdown. A ROZ IMC Letdown is typically cylindrical, but
may be defined by killbox or keypads. See , ROZ IMC Letdown. The
ACO should define the minimum ROZ altitude. If not, do not descend lower than
1,000 feet (or 2,000 feet in mountainous terrain) above the highest obstruction to
flight (IAW AFI 11-202, Volume 3, General Flight Rules) within 5 NM of the
defined boundaries of the ROZ. See ACO, airspace control plan (ACP), or SPINS
for specific procedural guidance IMC letdown within a ROZ.
6.2.3.1.1.2.1 Construct the ROZ to provide the aircrew maximum flexibility
while affording the lowest weather minimums practical.
6.2.3.1.1.2.2 The ROZ should be located over the intended airfield/LZ unless
significant terrain drives weather minimums too high.
6.2.3.1.1.2.3 Consider routing from the ROZ to the airfield/LZ. Avoid
funneling the aircrew into an environment of rising terrain with decreasing
weather or potential threat WEZs.
6.2.3.1.1.2.4 Consider escape routing and aircraft climb capability.
6.2.3.1.2 Visual Descents.
6.2.3.1.2.1 Penetration Descent. The penetration descent utilizes flight idle power
and higher airspeeds to rapidly transit more vulnerable medium altitudes. This
profile can be used to arrive in a position to initiate a visual approach or enter a
low-level ingress corridor. Speed above FL 200 is IAW TO 1C-130(X)1-1 and
speed below FL 200 is 250 KIAS for a clean configuration. Crews can vary ground
track throughout the descent. However, keep in mind the numbers calculated are
based on a straight line.
 Spiral down in protected airspace

En route altitude

1,000 ft
(2,000 ft)

ROZ boundary

1,000 ft

ROZ center point

LZ

UNCLASSIFIED ROZ IMC Letdown

 6.2.3.1.2.1.1 Advantages.
• Rapid, high-speed transition through threat areas.
• Idle power results in reduced noise and IR signature.
• High energy levels allow rapid maneuvering.
6.2.3.1.2.1.2 Disadvantages.
• Difficult to recognize and correct energy deviations.
• High descent rates require precise obstacle awareness.
6.2.3.1.2.2 Rapid Descent at Dive Speed. This type of high altitude transition
yields the quickest descent in the shortest distance; however, operations at speeds
above the maximum recommended velocity (VH) put the aircraft on the edge of the
operating envelope and are not recommended. Reference TO 1C-130(X)-1 for
parameters and associated cautions.
6.2.3.1.2.2.1 Advantages:
• Descend in minimum time and distance.
• Idle power results in reduced noise and IR signature.
• High energy levels allow rapid maneuvering.
6.2.3.1.2.2.2 Disadvantages:
• Flight at or above VH increases potential to over-G the aircraft during any
maneuver or turbulence.
• Difficult to recognize and correct energy deviations.
• High descent rates require precise obstacle awareness.
6.2.3.1.2.3 Rapid Descent (Configured). The configured rapid descent can be
flown in the same manner as the penetration descent or the rapid descent at dive
speed. However, can also be flown as a spiral down. Refer to
Spiral Down (Configured).
6.2.3.1.2.3.1 Advantages:
• Idle power results in reduced noise and IR signature.
6.2.3.1.2.3.2 Disadvantages:
• Low airspeed reduces maneuverability.
• A configured descent limits aircraft maneuverability.
6.2.3.2 Approach Planning. Consider weather conditions when planning the approach.
While adverse weather and reduced visibility make airland missions significantly more
difficult, these same conditions may also provide protection from optically guided threats.
6.2.3.2.1 Instrument Approach Planning.
6.2.3.2.1.1 Published IAPs. If available, fly published IAPs if required by the
weather conditions and threat allows.
 6.2.3.2.1.2 Self-Contained Approaches. Construct ARA IAW AFI 11-230,
Instrument Procedures.
6.2.3.2.1.2.1 Approach Course. When practical, the ARA should be a
straight-in approach with the final approach course aligned with the runway
centerline. However, the ARA can terminate with a circling maneuver (i.e.,
perpendicular to the runway). If minimum obstacle clearance cannot be
maintained, increase the glide slope, change runway point of intercept
(threshold), offset the final approach course, or incorporate step down fixes.
Course length should provide adequate distance to make the descent.
6.2.3.2.1.2.2 Obstacle Clearance Area. Construct an obstacle clearance area by
drawing a trapezoid over the approach course. From the approach end of the
runway, measure 1.7 NM perpendicular to the approach course on both sides of
the centerline. Extend this line along the approach course expanding uniformly
out to 4 NM at a point 10 NM from the approach end of the runway. See
, Airborne Radar Approach Obstruction Area.
6.2.3.2.1.2.3 Glide Slope. Construct glide slope using , Airborne
Radar Approach Pattern Construction Procedures, or use a constant glide slope.
Standard glide slope is 300 feet per NM. Increasing glide slope to 400 feet per
NM, 500 feet per NM, or more is possible, but will make the approach and
landing more challenging. If a higher glide slope is required, consider a 2 NM
missed approach point.
6.2.3.2.2 Visual Approach Planning.
6.2.3.2.2.1 Tactical Arrival and Departure Corridors. These corridors will be IAW
AFI 11-2C-130, Volume 3, C-130 Operations Procedures. Consider terrain,
obstacles, and threats along the airfield’s arrival and departure corridors when
performing objective area analysis.
6.2.3.2.2.1.1 Normally, the standard Iron Cross has two corridors. Each
corridor is 6 NM wide (3 NM left and right of centerline). The first should
extend from 10 NM prior to the LZ to 10 NM past the LZ oriented with runway
centerline. Build a second 6 NM by 20 NM corridor perpendicular to the
runway, centered on the LZ. These two corridors will yield five “boxed” areas.
Determine NVG altitudes within each of these areas.
6.2.3.2.2.1.2 Concentric Circles. Center concentric circles (with 10 NM and 5
NM radii) on the LZ and determine MSAs for each ring, exclusive of any inner
ring/circle. Planners may segment rings into sectors, as necessary. Planners
may also use a 3-NM radius circle. Consider adding larger concentric circles
(i.e., 20 NM) for high-altitude penetrations. See , Arrival/Departure
Corridors and Concentric Circles.
6.2.3.2.2.1.3 Modify the “Iron Cross” as required to maximize terrain
masking, minimize NVG altitudes or as the tactical situation dictates. For
example, vary corridor width and/or offset ingress/egress courses from runway
heading. See Alternate “Iron Cross” Examples.
AFTTP 3-3.C-130E/H, 7 December 2011 6-11

Figure 6.3 Airborne Radar Approach Obstruction Area.

Optimum gradient 318 ft/NM

(3°glide slope)
Maximum gradient 400 ft/NM

1 2 3 4 5 6 7 8 9 10

Min course length

Max course length

Min/Max course 4 NM

1.7 NM

1.7 NM 1 2 3 4 5 6 7 8 9 10

4 NM

UNCLASSIFIED Airborne Radar Approach Obstruction Area

6-12 AFTTP 3-3.C-130E/H, 7 December 2011

Figure 6.4 Airborne Radar Approach Pattern Construction Procedures.

BRIEFING ITEMS
- Approach Fld Elevation 240
- Minimums + 500 ft + 500
- Missed Approach MDA = 740
- Landing Runway
- Timing
- Terrain

ABSOLUTE ALTITUDE AT DISTANCE OUT

DESC< THLD 1 NM 2 NM 3 NM 4 NM 5 NM 6 NM 7 NM 8 NM 9 NM 10 NM
2.0 A 212 424 636 848 1060 1272 1484 1696 1908 2120
2.5 A 265 530 795 1060 1325 1590 1855 2120 2385 2650
2.83 A 300 600 900 1200 1500 1800 2100 2400 2700 3000
3.0 A 318 636 954 1272 1590 1908 2226 2544 2862 3180
3.5 A 371 742 1113 1484 1855 2226 2597 2968 3339 3710

Add "A" to alt above to build glide slope. Brief and fly ARA.

Max Start Descent Point 10 NM

9 NM 2840
8 NM 2540
Pattern Altitude 2,300 feet
7 NM 2240
6 NM 1940
5 NM 1640
4 NM 1340
3 NM 1040
2 NM 740
1 NM 740 MDA 740
Threshold Final Course 350

RATE OF DESCENT IN FT/MIN

DESC< FT/MIN 105K 110K 115K 120K 125K 130K 135K 140K 145K 150K
2.0 212 371 388 406 424 441 459 477 494 512 530
2.5 265 464 486 508 530 552 574 596 618 640 662
2.83 300 525 550 575 600 625 650 675 700 725 750
3.0 318 557 583 610 636 663 689 716 742 769 795
3.5 372 651 682 713 744 775 806 837 868 899 930

UNCLASSIFIED Airborne Radar Approach Pattern Construction Procedures

 NVG

10 NM

5 NM
NVG
3 NM
3 NM

3 NM MSA
NVG NVG
MSA

MSA
3 NM 3 NM

NVG

UNCLASSIFIED Arrival/Departure Corridors and Concentric Circles

 1
N
M

1
N
N 3

M
M
10 NM

N 3
NVG

M
NVG
5 NM
MSA 3 NM
NVG
MSA

MSA

4 NM 4 NM
NVG

10 NM
N 3
M
N 3
M

5 NM
NVG 3 NM
NVG
1 NM 1 NM
1 NM NVG 1 NM
MSA
MSA

MSA
1 NM 1 NM

NVG

UNCLASSIFIED Alternate “Iron Cross” Examples

 6.2.3.2.2.1.4 Overlay and Standardize. Overlaying the concentric circle/MSAs
on the iron cross/NVG altitudes creates a simple, standardized product
depicting ingress/egress altitudes. Use the iron cross to evaluate and plan the
best options for arrival and departure.
Departure considerations should mirror those factored into
arrival planning.
Evaluate TOLD against the runway conditions and climb-out
requirements. Consider worst-case temperature and winds when mission planning. Crews
should reevaluate based on actual conditions during execution.
A variety of organizations provide en route, airbase, or mission
support required for airland operations. The composition and mix of agencies will depend on the
size of the airfield, the type, scope, and phase of the operations being conducted, and proximity to
the front lines. Effective operations require an understanding of each of these organizations’
functions.
Contingency response groups (CRG) are
tailorable force modules able to support joint task force-port opening (JTF-PO) and air base
opening (ABO). They can operate in both permissive and semi-permissive environments.
CRG provide mobile C2 and base operating support (BOS) while initiating the necessary
functions (e.g., aerial port, airfield security, logistics, maintenance, weather, medical,
intelligence) to commence air mobility operations. A contingency response element (CRE) is
a mobile C2 force responsible for providing continuous on-site management of airfield
operations. It deploys to provide mission support where resources or operational support is
insufficient. Like CRGs, tailorable support functions can augment CREs based on projected
requirements.
6.3.1.1 Assessment Team. An assessment team (AT) combines a multitude of specialties
under a single commander. This group of personnel fulfills most of the necessary tasks to
operate a remote or austere air mobility base to include C2, base operations,
communications, air base defense, aerospace ground equipment, aircraft maintenance,
aerial port, structures maintenance, public health, counterintelligence, finance, personnel
administration, and supply. ATs are designed to conduct operations at locations with paved
runways. Locations with unimproved and unprepared landing surfaces are normally
serviced by a special tactics team (STT).
6.3.1.2 Mission Support Element/Mission Support Team. A mission support element
(MSE)/mission support team (MST) performs the same duties as a deployed CRG except
on a smaller scale. These units are normally formed to support operations in remote or
potentially hostile areas where a large CRG is not required. The type and number of
members composing these teams are dependent on the needs of the operation and can
consist of CRG personnel for C3, aerial port personnel for cargo handling, and
maintenance personnel for marshaling and aircraft repair. These teams can be almost as
large as a regular CRG or as small as one person for recording takeoffs and landings.
 STTs are Air Force Special Operations Command (AFSOC)
specialists trained on covert insertion into hostile environments to establish LZs and support
air operations. Qualified air traffic controllers, STTs are capable of controlling all ground and
air operations (i.e., procedural deconfliction from other traffic and joint fires), inspecting and
marking runways/LZs.
Phoenix Raven security teams are specially-trained personnel who fly
on AMC missions and provide aircraft/aircrew protection at designated locations.
Fly away security (FAS) teams provide flight deck denial
operations during specified missions in the USAFCENT AOR.
Refer to AMCI 11-208, Tanker/Airlift Operations,
for crash-fire-rescue requirements.
The purpose of an arrival is to put the aircraft in a safe position to execute an
approach. Remain flexible and adapt to changing conditions.

6.4.1.1 IMC.
6.4.1.1.1 Air Traffic Control Letdown. In certain areas, ATC may control flight
operations until reaching a point close to the OA. This transition from a structured ATC
environment to a fluid tactical environment may be abrupt.
6.4.1.1.2 Procedural Letdown to VMC. Tactical environments may require a
procedural letdown from an IFR en route altitude to VMC via IMC letdown corridor or
spiral down in a ROZ. While in IMC, descent rates should not exceed 1,500 fpm.
6.4.1.1.2.1 IMC Letdown Corridor.
6.4.1.1.2.1.1 Crews must maintain a high level of SA when descending in a
letdown corridor. Thoroughly brief the letdown corridor EDP, DAP, decision
point, and LCP.
6.4.1.1.2.1.2 Configure the aircraft as the tactical situation and approach
dictate. Do not initiate descent from the IFR en route altitude until the
following conditions are met:
• Lead’s position is positively identified.
• The entire formation is within 3 NMs of letdown corridor centerline.
• The last aircraft in the formation is at or past the letdown corridor entry
point (or the last aircraft in the flight or element if using the waterfall
descent procedures).
6.4.1.1.2.1.3 Both pilot and navigator should set 450 feet in the radar
altimeters.
6.4.1.1.2.1.4 If VMC is attained, continue the approach.
CAUTION: Terrain and obstacle clearance are no longer assured after continuing approach
below the letdown corridor altitude.
AFTTP 3-3.C-130E/H, 7 December 2011 6-17

6.4.1.1.2.1.5 If VMC is not attained by the letdown corridor decision point,

initiate a climb to the IFR en route altitude (en route airspeed and 1,000 fpm)
and proceed to the letdown corridor exit point.
6.4.1.1.2.2 ROZ IMC Letdown. Consider using SCNS BULLSEYE or
RENDEZVOUS pages to create a ROZ center-point. Use the center-point as a
reference to ensure aircraft remains within the ROZ while descending.
6.4.1.2 Visual. Visual descents are characterized by steep descent gradients that reduce
aircraft exposure time by remaining above WEZ longer. Energy management during visual
descents is crucial.
CAUTION: Crews preparing to conduct a penetration/rapid descent after prolonged operations in
icing conditions should be aware of the risk caused by ice separation. Ice can separate from
portions of the airframe that are not equipped with de-icing or anti-icing (like the external fuel
tanks) and strike the tail causing structural damage to the aircraft. If this occurs, the sound of ice
striking the tail may be audible in the cargo compartment. If crews believe the aircraft is damaged,
consider visually inspecting the tail (via RVD, etc.), reduce airspeed, and conduct a controllability
check per the flight manual.
6.4.1.2.1 Penetration Descent.
6.4.1.2.1.1 Determine Glide slope Intercept and Slowdown. Consider where the
penetration descent should terminate to slow, configure, and intercept the desired
glide slope.
6.4.1.2.1.2 No-Wind Distance/Time to Descend. See TO 1-C130(X)-1-1 for
penetration descent charts. As a rule of thumb, expect to descend approximately
600 feet per NM. Heavy aircraft descend slower than lighter aircraft at the same
airspeed.
6.4.1.2.1.3 Correct for Wind. Determine an average headwind/tailwind component
(HWC/TWC) and solve for wind effect where TTD is the time to descend (min),
effect is wind effect (NM), and wind is the HWC/TWC.
TTD
------------- = effect
---------------
60 wind

6.4.1.2.1.3.1 Another technique is to multiply the TTD (in minutes) by 100

and then by the knots of wind (TTD x 100 x wind). Adjust the descent point
into the wind an equivalent number of feet. For example, a 5.2 minute descent
would move the begin descent point 520 feet per knot into the wind, or 5200
feet (0.9 NM) for 10 knots.
6.4.1.2.1.4 Create Check Points. In addition to planning a start descent point,
crews should also plan check points at specific distances (e.g., 20 NM, 15 NM, and
10 NM) with appropriate altitudes to verify the proper descent profile.
6-18 AFTTP 3-3.C-130E/H, 7 December 2011

6.4.1.2.1.5 Initiate Descent. If unable to attain 250 KIAS prior to initiating the
penetration descent from below FL200, the best method to match charted descent
performance is to set maximum continuous power, lower the nose until reaching
240 KIAS, and then retard the throttles to flight idle.
6.4.1.2.1.6 Update Descent Profile. Compare the planned altitude to the actual
altitude at each check point. If above the desired descent profile (i.e., high),
increase the descent rate and accelerate towards VH. Consider increasing ground
track to prevent pushing the bottom of descent toward the airfield. If below the
desired descent profile (i.e., low), decrease the descent rate and reduce airspeed
(200 to 230 KIAS). Consider reducing ground track by flying inside course or
proceeding direct to the airfield. If it is necessary to add power to fix gross energy
deviations, attempt to do so early in the descent.
6.4.1.2.1.7 Spiral Down. A spiral down (clean configuration) is an alternative
method of executing this descent profile.
6.4.1.2.2 Rapid Descent at Dive Speed.
6.4.1.2.2.1 Determine Glide slope Intercept and Slowdown. Consider where the
rapid descent should terminate to slow, configure, and intercept the desired glide
slope.
6.4.1.2.2.2 Dive Speed. Dive speeds change above 15,000 feet MSL. See
TO 1-C130(X)-1-1 to determine charted dive speed.
6.4.1.2.2.3 No-Wind Distance/Time to Descend. See TO 1-C130(X)-1-1 for rapid
descent charts.
6.4.1.2.2.4 Correct for Wind. Determine an average HWC/TWC and solve for
wind effect where TTD is the time to descend (min), effect is wind effect (NM),
and wind is the HWC/TWC.
TTD effect
------------- = ---------------
60 wind

6.4.1.2.2.5 Create Check Points. Plan check points at specific distances with
appropriate altitudes to verify the proper descent profile.
6.4.1.2.2.6 Initiate Descent. The best method to match charted descent
performance is to set maximum continuous power, lower the nose until reaching
dive speed, and then retard the throttles to flight idle.
6.4.1.2.2.7 Update Descent Profile. Compare the planned altitude to the actual
altitude at each check point. Apply appropriate corrections.
6.4.1.2.2.8 Level Off. Initiate level-off 500 feet above the target altitude.
6.4.1.2.3 Rapid Descent with Flaps (Configured).
6.4.1.2.3.1 Determine Glide slope Intercept and Slowdown. Consider where the
rapid descent should intercept the desired glide slope.
 6.4.1.2.3.2 No-Wind Distance/Time to Descend. See TO 1-C130(X)-1-1 for rapid
descent charts.
6.4.1.2.3.3 Correct for Wind. Determine an average HWC/TWC and solve for
wind effect where TTD is the time to descend (min), effect is wind effect (NM),
and wind is the HWC/TWC.

6.4.1.2.3.4 Create Check Points. Plan check points at specific distances with
appropriate altitudes to verify the proper descent profile.
6.4.1.2.3.5 Initiate Descent. Slow and configure with landing gear and 100 percent
flaps prior to the desired descent point. Retard the throttles to flight idle and use
pitch to maintain 140 KIAS.
6.4.1.2.3.6 Update Descent Profile. Compare the planned altitude to the actual
altitude at each check point. Apply appropriate corrections.
6.4.1.3 High-Low Transition Situational Awareness.
6.4.1.3.1 Descent Calculation Technique. Consider using CFPS to back up penetration
and rapid descent calculations and wind corrections. To calculate the descent, use
, Combat Flight Planning Software Descent Calculation.
6.4.1.3.2 Descent Back-Up Technique. Use SCNS to back up visual high-low descent
profiles. Because the descent profiles are not perfectly linear, use SCNS as a guide to
identify trends above or below the average glide slope. As a technique, perform the
following actions.
6.4.1.3.2.1 Create a SCNS LZ WPT at the bottom of descent.
6.4.1.3.2.2 Enter “0” as the glide slope.
6.4.1.3.2.3 Enter the desired level-off MSL altitude as the “field elevation.”
6.4.1.3.2.4 Input the average descent heading in the MAG HDG field.
6.4.1.3.2.5 Divide the altitude to lose by distance to descend; enter the average
feet/NM as height above touchdown (HAT).
6.4.1.3.2.6 Enter 1-NM for the missed approach point (MAP) and distance to
MAP as desired.
6.4.1.3.2.7 SCNS will calculate the average glide slope and provide above/below
guidance throughout the descent. Upon reaching the bottom of descent, sequence
to runway centerline for final course guidance. See , Vertical Geometry.
Low-level arrivals are normally flown at high speed and very-low
altitude. They are designed for an approach to an LZ when the primary threat is from SAMs or
AAA.
1. Enter premission configuration information: (1)
a. Aircraft type.
b. Cargo weight.
c. Fuel.
d. Empty weight.
2. Create end descent point:
a. Create WPT where descent is to be completed.
b. Enter desired AGL or MSL altitude at End Descent Point on that waypoint line.
c. With End Descent WPT selected, open point editor (CTRL+B, menu
Turnpoint\Background detail, or toolbar button between Premission and OAP) and select
FPM tab. Enter Climb/Descent Winds and confirm type descent in Flight Mode (default is
Penetration). Click OK.
3. Ensure en route altitude prior to End Descent Point reflects actual en route altitude.
4. En route prior to descent, compare CFPS calculated fuel remaining to actual aircraft fuel
remaining and adjust CFPS Premission Fuel amount to correct differences. (Add fuel if actual is
higher, subtract if actual is lower.) Deviations in actual flight plan may result in actual fuel
greater than or less than planned.
5. Calculate CFPS route.
6. Distance from descent to planned End Descent Point is the wind corrected descent distance.
(May require adding distances from multiple lines if WPTs are planned between descent and End
Descent WPT.)

* If planning turns on descent, ensure WPT bank angle is entered for radius of turn calculation.

(1)
If using alternate aircraft type (C-130E versus C-130H) for accuracy, ensure the alternate
aircraft type is selected in step 1.a. (premission configuration).

6.4.2.1 Advantages:
• Altitude mitigates some threat systems depending on terrain and distance.
• Higher airspeeds preserve energy maneuverability (EM).
6.4.2.2 Disadvantages:
• Places aircraft in the WEZ of all low altitude threats.
• Flown in close proximity to the ground.
• Navigation and LZ acquisition is more difficult.
 When do you begin descent? Subtract the distance of the MAP
Dist, Dist to MAP, and the distance from the WPT 50 to the TP (on
check plan page) from descent distance and that is the distance
prior to WPT 50 you will begin descending.

674 ft
2,000 ft

1 NM 14 NM
WPT 55 MAP TP WPT
End
Descent

UNCLASSIFIED Vertical Geometry

Make sure there are acceptable departure and go-around

options commensurate with aircraft performance before landing at any airfield. Also, ensure
that adequate climb capability is available to clear all obstacles along the planned flight path,
including engine-out performance.
Fly published instrument approaches and SCAs IAW
AFMAN 11-217, Volume 1, Instrument Flight Procedures, and AFI 11-2C-130, Volume 3,
C-130 Operations Procedures.
6.5.2.1 Self-Contained Approach/Airborne Radar Approach. See AFI 11-2C-130, Volume
3, C-130 Operations Procedures.
6.5.2.1.1 Programming Glide Slope. The two primary techniques to program the ARA
glide slope are constant glide slope to touchdown and 2-NM level-off.
6.5.2.1.1.1 Constant Glide Slope to Touchdown. This technique allows the most
stable profile down final. To program the SCNS, enter “0” for LZ DATA glide
slope. SCNS calculates a constant glide slope from glide slope intercept to the
runway based on MAP distance, HAT, and touchdown point. SCNS also provides
continuous glide slope information. Ensure the planned touchdown point
coordinates are entered. Alternatively, threshold crossing height is planned into
MAP altitude and touchdown zone elevation. See , Constant Glide Slope
Airborne Radar Approach.
 Max start descent point
10 NM
9 NM
8 NM
7 NM 2,840
2,540
Pattern Altitude 2,300 ft 6 NM
5 NM 2,240

4 NM 1,940

3 NM 1,640

2 NM 1,340 MDA = 440

1 NM 1,040 Final Course = 350
740
440
Threshold

UNCLASSIFIED Constant Glide Slope Airborne Radar Approach

6.5.2.1.1.2 Glide Slope to Missed Approach Point. Consider programming the

glide slope to the MAP when low ceilings exist over the airfield. This technique
allows the aircraft to breakout of the weather further from the runway. It also
enables a steeper descent to the minimum descent altitude (MDA) before
intercepting a normal, 2.83-degree glide slope. To program the SCNS, enter the
desired LZ DATA glide slope. SCNS calculates the glide slope from glide slope
intercept to the MAP based on the MAP distance, HAT, and the touchdown point.
SCNS will not provide glide slope information after the MAP. See , Glide
Slope to Missed Approach Point (2-NM Level-Off).
6.5.2.1.2 Intercepting Final.
6.5.2.1.2.1 Determine Lead Point. See , Turn Radius Tab Data, to
determine no-wind lead points to intercept final. For example, at 180 TAS and
20-degrees angle of bank, initiate the turn to final 7,900 feet prior to centerline
(crosstrack [XTRK]). See , Table Method.
6.5.2.1.2.2 “60-to-1” Rule. Place the radar cursor on the runway threshold. Use the
“60-to-1” rule to determine lead radial (i.e., convert turn radius). For example, the
aircraft is 10 NM from the field on a 180-degree heading. Final course is
270-degrees. Place the radar manual cursor on a 262 bearing (8 radials from the
final course) and initiate the turn once the cursor is over the field. See ,
“60-to-1” Rule.
 2.0 A 212 424 636 848 1,060 1,272 1,484 1,696 1,908 2,120
2.5 A 265 530 795 1,060 1,325 1,590 1,855 2,120 2,385 2,650
2.83 A 300 600 900 1,200 1,500 1,800 2,100 2,400 2,700 3,000
3.0 A 318 636 954 1,272 1,590 1,908 2,226 2,544 2,862 3,180
3.5 A 371 742 1,113 1,484 1,855 2,226 2,597 2,968 3,339 3,710
Add “A” to altitude to build glide slope.

2.0 212 371 388 406 424 441 459 477 494 512 530
2.5 265 464 486 508 530 552 574 596 618 640 662
2.83 300 525 550 575 600 625 650 675 700 725 750
3.0 318 557 583 610 636 663 689 716 742 769 795
3.5 372 651 682 713 744 775 806 837 868 899 930
120 3,500 2,750 2,200 1,800 1,500 1,250 1,050 900 750
125 3,900 3,000 2,400 2,000 1,650 1,400 1,150 950 800
130 4,100 3,200 2,600 2,100 1,800 1,500 1,250 1,050 850
135 4,450 3,450 2,800 2,300 1,950 1,600 1,350 1,100 950
140 4,800 3,700 3,000 2,500 2,050 1,750 1,450 1,200 1,000
145 5,100 4,000 3,200 2,650 2,200 1,850 1,550 1,300 1,050
150 5,500 4,250 3,450 2,800 2,400 2,000 1,700 1,400 1,150
155 5,850 4,550 3,700 3,000 2,550 2,100 1,800 1,500 1,200
160 6,200 4,900 3,950 3,200 2,700 2,250 1,900 1,600 1,300
165 6,600 5,200 4,200 3,450 2,900 2,400 2,000 1,700 1,400
170 7,000 5,500 4,400 3,650 3,000 2,550 2,100 1,800 1,500
175 7,450 5,800 4,700 3,900 3,200 2,700 2,250 1,900 1,600
180 7,900 6,150 5,000 4,100 3,400 2,900 2,400 2,000 1,650
185 8,300 6,500 5,250 4,350 3,600 3,000 2,550 2,100 1,750
190 8,800 6,900 5,550 4,600 3,800 3,200 2,700 2,250 1,850
195 9,300 7,200 5,850 4,800 4,000 3,350 2,800 2,350 1,950
200 9,700 7,600 6,100 5,050 4,200 3,550 3,000 2,500 2,050
205 10,200 8,000 6,450 5,300 4,400 3,700 3,100 2,600 2,150
210 10,700 8,400 6,800 5,600 4,650 3,900 3,300 2,700 2,250
215 11,200 8,800 7,100 5,900 4,900 4,100 3,450 2,850 2,350
220 11,800 9,200 7,400 6,100 5,100 4,300 3,600 3,000 2,500
225 12,300 9,600 7,800 6,400 5,350 4,500 3,750 3,150 2,600
230 12,900 10,050 8,100 6,700 5,600 4,700 3,950 3,300 2,700
235 13,450 10,500 8,500 7,000 5,800 4,900 4,100 3,400 2,800
240 14,000 10,950 8,850 7,300 6,050 5,100 4,300 3,600 2,950
245 14,600 11,400 9,200 7,600 6,350 5,300 4,450 3,750 3,050
250 15,200 11,900 9,600 7,900 6,600 5,550 4,650 3,900 3,200
255 15,800 12,350 10,000 8,250 6,900 5,750 4,850 4,000 3,350
260 16,450 12,850 10,400 8,550 7,100 6,000 5,000 4,200 3,450
265 17,100 13,350 10,800 8,900 7,400 6,200 5,200 4,350 3,600
270 17,750 13,850 11,200 9,200 7,700 6,450 5,400 4,500 3,700
275 18,400 14,400 11,600 9,550 8,000 6,700 5,600 4,700 3,900
280 19,100 14,900 12,000 9,900 8,300 6,950 5,800 4,900 4,000
 Turn plane
to final 180
18 TAS
20°
2 bank turn

7,900 ft turn radius

Landing zone

UNCLASSIFIED Table Method

Turn the
aircraft

180° heading

6 6th radial
6
5
4
3
2
1
Airfield SMTP
Landing zone
10 miles

270 Runway heading

UNCLASSIFIED “60-to-1” Rule

 6.5.2.2 Tactical Instrument Approach.
6.5.2.2.1 If required to fly an instrument approach as a means to descend below IMC,
ceilings are above the FAF altitude, and the threat to air operations is significant;
consider the following.
6.5.2.2.1.1 For high ceilings, fly the instrument approach procedure as published.
Do not decelerate below 170 KIAS or configure for landing. Once VMC, transition
to an appropriate visual approach. Descend and accelerate as necessary.
6.5.2.2.1.2 For lower ceilings, determine maximum descent rate from
TO 1C-130(X)1-1 (approximately 10:1). Work backward from the runway
threshold 1- NM (300 feet) and calculate a start descent point from the base of the
clouds. Fly the instrument approach procedure as published. Configure with 100
percent flaps and slow to 100 percent flap approach speed. Descend as published
until leveling at just above the base of the clouds. Proceed along the final approach
course until the computed start descent point. Fly to the maximum descent profile,
adding power, as necessary, to intercept a normal glide slope at 1-NM.
6.5.2.2.2 If transitioning to an assault landing, landing distance is critical, and the
weather is marginal (at or near precision approach minima), consider slowing to
maximum effort approach speed at the FAF. Anticipate the need to increase descent
rate once the runway is in sight to land in the first 500 feet of the runway.
NOTE: The mobile microwave landing system (MMLS) touchdown point may be 100 to 300 feet
from the LZ threshold.
Visual approaches afford flexibility in the axes of approach. While
seemingly random, visual approaches demand thorough preflight planning and coordinated
aircrew actions. See AFI 11-2C-130, Volume 3, C-130 Operations Procedures, for
restrictions.
6.5.3.1 Visual Approach Considerations.
6.5.3.1.1 Navigation. Proper navigation is critical, as the runway may not be visible
from 300 feet AGL until the final stages of an approach. Use SCNS, visual reference
points, and timing to maintain positional awareness. Refer to SCNS XTRK and
distance to go during other than straight-in approaches.
6.5.3.1.2 Altitude Control. Terrain or obstacles may require a steeper glide slope, an
angling final, or aiming farther down the runway/LZ. Brief the planned vertical flight
profile and associated aircrew responsibilities. Do not descend from approach altitude
until intercepting the planned glide slope and terrain clearance is assured. As a
technique, the FE should monitor the radar altimeter and vertical velocity.
6.5.3.1.3 Energy Management. Energy management is one of the most important
factors of an approach. Poorly planned or flown arrivals that result in excess energy
and delayed SD/configuration is a common error. With power at flight idle, the only
two ways to lose energy is to increase drag (i.e., configure the aircraft or increase angle
of attack [AOA]) or increase ground track distance. Early identification of excess
energy provides the opportunity to apply corrections.
 6.5.3.1.4 Turning Slowdowns. For turning slowdowns, use an average airspeed to
determine a 90-degree turn radius. See , Bank Angle and Turn Radius. As
a rule, medium gross weight aircraft at 45 degrees angle of bank and power at flight
idle lose 10 knots for every 30 degrees of turn. Once configured, the aircraft
decelerates more rapidly, dissipating 10 knots for every 15 degrees of turn.
NOTE: Careful consideration should be given to defensive systems effectiveness when selecting
an arrival technique.
WARNING: When flying at night (with or without NVGs), the potential for spatial disorientation
increases with rapid changes in airspeed, steep bank angles, and changing G-loads.
6.5.3.1.5 Common Aircrew Errors During Low-Altitude Approaches:
• Late airfield acquisition.
• Exclusive reliance on visual cues without utilizing the radar and SCNS.
• Inaccurately judging wind effects and distance to landing.
• Late slowdowns with subsequent go-arounds.
• Drug-in final approach (200 to 300 VVI).
• Illusions resulting in steep or shallow final approaches when relying only on
NVGs.
• Tendency to descend during the base turn.
6.5.3.2 Approaches. The most common entry parameters for visual approaches are 220
KIAS and 45 degrees of bank. This allows for immediate energy dissipation (i.e., on-speed
configuration) and creates appropriate spacing for a continuous base turn to final. Study
and rehearse the planned visual approach, including energy parameters, to increase the
chance of landing on the first attempt. Plan to roll-out by 1/2-NM final.
6.5.3.2.1 Straight-In. The straight-in approach gets the aircraft on the ground faster
than any other low-level approach. It may appear to be the simplest approach to
execute, but it requires precise navigation, SD timing, and solid CRM to execute. The
lack of turns provides little energy dissipation. Therefore, a proper SD point is critical
to successful execution. Aircrews are not always able to approach on an extended final.
An angling final or dogleg to final will require the same techniques. See ,
Straight-In.
6.5.3.2.1.1 Advantages:
• Minimum exposure to threats.
• Limited maneuvering required at low altitude.
6.5.3.2.1.2 Disadvantages:
• SD further out from runway.
• Difficult LZ acquisition.
6-28 AFTTP 3-3.C-130E/H, 7 December 2011

Figure 6.11 Straight-In.

1. Suggested Techniques
Favorable
(Information below is based on a 5º glide path final) Winds
a. Establish desired entry altitude and airspeed

b. Determine the required slowdown distance to

slowdown based on airspeed and altitude

1. Use 0.25 NM per 10 KTAS to determine

slowdown distance based on airspeed
Max Effort
(1) 250T to 110T = 140 knots 1.0 Threshold
(2) 140 ÷ 10 = 14
(3) 14 x 0.25 NM = 3.5 NM required for slowdown
Flaps
100%
2. Determine the distance required from the approach end
to intercept an acceptable glide path

(1) A 5º glide path = 500 ft/NM

2.0 Gear
Down
(2) 500 ft AGL = 1 NM
(3) 500 ft per NM = 5º glide path
Flaps
3. A slowdown from 250 TAS at 500 ft AGL to intercept a 5º 50%
glide path requires 4.5 NM (see Level Slowdown charts)

c. Execute a level slowdown and configure on speed 3.0

1. Flaps 50% by 2.5 NM
2. Gear down by 2.0 NM
3. Flaps 100% by 1.5 NM 210 KTAS
4. Threshold speed by 1.0 NM Slowdown
5. Intercept glide path
4.0
2. Considerations
a. Deceleration factor based on heavy-weight aircraft
b. Increase slowdown distance 1 NM per 500 feet
c. Increase SD .25 NM per 10 knots of tailwind 250 KTAS
d. If planning with KIAS is preferred, Slowdown
use SMOE x .25 NM as deceleration factor per 10 KIAS
d. A 5º glide path is an aggressive approach that should only
be accomplished by experienced crews. Less experienced
crews should plan a 3º glide path.

3. Approach Timing Considerations

Average Speed during slowdown (250T -> 110T) = 180T (3 NM/min)
• 3.5 NM at 180T ≈ 1.2 minutes
• 1.0 NM at 110T ≈ 0.6 minutes

Total for 4.5 NM slowdown through landing ≈ 1.8 minutes

UNCLASSIFIED Straight-In
 6.5.3.2.1.3 Calculating Slowdown Point. Plan a level, flight idle SD using a
deceleration factor of 10 knots per 0.25 NM. To correct for nonstandard
temperatures and/or higher pressure altitudes, refer to standard means of evaluation
(SMOE) factors in TO 1C-130(X)-1-1 or plan SD distances based on TAS. For
example, decelerating 140 knots of indicate airspeed (250 to 110 KIAS) is
equivalent to slowing 155 knots of true airspeed (275 to 120 KTAS) at 6,000 feet
density altitude (standard day), adding about 0.4 NM to required SD distance.
6.5.3.2.1.4 Wind Correction. Increase SD distance by 0.25 NM for every 10 knots
of tailwind component. Decrease by 0.25 NM for every 10 knots of headwind.
Compare SCNS TAS and GS values to quickly determine the headwind/tailwind
component.
6.5.3.2.2 Overhead. Initiate the approach with en route airspeed on extended runway
centerline. Break as the tactical situation permits. Plan on a level turn, slowing to 140
KIAS or approach speed, whichever is higher, while configuring with flaps and gear.
Plan a continuous turn to final and intercept a 3-degree glide slope.
6.5.3.2.2.1 Advantages:
• Ingress airspeed maintained until very close to the airfield.
• Reduced precision required for navigation.
• Allows for airfield reconnaissance prior to landing.
6.5.3.2.2.2 Disadvantages:
• Considerable maneuvering close to the ground with decreasing airspeed.
• Possible loss of position awareness while making the turn to base.
• Visual contact with the runway may be lost momentarily.
6.5.3.2.3 Downwind. Initiate the approach with en route airspeed on downwind for the
landing runway. Slow to 140 KIAS or approach speed, whichever is higher, while
configuring with flaps and gear. As a rule, landing gear should be in transition no later
than turning base to final. Plan a continuous turn and intercept a 3-degree glide slope.
6.5.3.2.3.1 Advantages:
• Ingress airspeed maintained until very close to the airfield.
• Maneuvering remains close to the airfield.
• Reduced precision required for navigation.
• Allows for airfield reconnaissance prior to landing.
6.5.3.2.3.2 Disadvantages:
• Considerable maneuvering close to the ground with decreasing airspeed.
6.5.3.2.4 Teardrop. Initiate the approach with en route airspeed on, or offset from,
extended runway centerline. Maneuver away from the runway, displacing as required
to allow a continuous turn to final. Slow to 140 KIAS or approach speed, whichever is
higher, while configuring with flaps and gear. As a rule, landing gear should be in
transition no later than turning base to final. See , Teardrop.
6-30 AFTTP 3-3.C-130E/H, 7 December 2011

Figure 6.12 Teardrop.

1. Suggested Techniques
(Information below is based on the more conservative 1.5 DTG Teardrop Break and
220 KTAS initial entry airspeed)

1.1. Enter at 220 KTAS

1.2. Initiate a break at 1.5 NM DTG from the approach end of the landing zone
1.3. Break left/right using 30˚ AOB and reduce power to Flight Idle
1.4. Roll out on a 30˚ offset from ingress heading (which is opposite from final course)
1.5. Extend flaps to 50% on speed
1.6. Abeam the approach end of the landing runway, turn to parallel final
1.7. Expect to turn to parallel with approximately 5,000 feet/0.8 NM lateral spacing
1.8. Fly a drift-killed heading to parallel final and extend gear as speed permits
1.9. Roll off the perch 15 to 17 seconds after passing abeam the approach end
1.10. Expect to roll off the perch with the gear in transit and not more than 150 KIAS
1.11. Use 30 to 45˚ AOB in the final turn (5,000 feet offset spacing requires ~35˚ AOB)
1.12. Maintain 140 KIAS/approach speed until established on final
1.13. Rolling out on final, extend flaps to 100% and slow to threshold speed
1.14. Plan for a 0.75 NM final; expect descent in the final turn to meet desired glide path

2. Consideration: Plan CAREFULLY for undershooting/overshooting winds

Perch Point
Avg Dist Time Turn to Parallel 15” to17" after abeam
Speed (NM) (Sec) Abeam approach end 150 KIAS
A-B 195 1.7 30 Gear down speed permitting Flaps 50%
Expect 5,000 ft/0.8 NM spacing Gear in transit
B-C 155 0.75 17
C-D 140 1.3 3
34 B C
D-E 120 0.75 23
Total from Break: 1 + 44 Final Turn
~ 5000 ft 30º to 45º AOB
140 KIAS or appr speed

A 30º E D

~1.5 NM 0.75 NM Final

Break Point Flaps 100%
1.5 NM from app end Max Effort Threshold
Use 30˚ AOB
Establish 30˚ hdg offset
Power to flight idle
Flaps 50% on speed

*** Initiating break turn at 1.5 DTG will give ~5,000 ft lateral offset from LZ centerline and requires~35˚ AOB turn-to-final

*** Initiating break turn at 1.0 DTG will give ~3,600 ft lateral offset from LZ centerline and requires ~45˚ AOB turn
- to-final

UNCLASSIFIED Teardrop
 6.5.3.2.4.1 Advantages:
• Ingress airspeed maintained until very close to the airfield.
• Allows pattern flexibility and eases energy management.
• Maneuvering remains close to the airfield.
• LZ acquisition is similar to a straight-in, but less precision is needed.
6.5.3.2.4.2 Disadvantages:
• Considerable maneuvering close to the ground with decreasing airspeed.
• Difficult LZ acquisition with a potential for overshooting final.
6.5.3.2.5 Beam. Initiate the approach with en route airspeed, crossing the airfield
perpendicular to the runway. Delay the turn to downwind based on bank angle; delay
approximately 1-second for 30-degrees angle of bank and 2 seconds for 45-degrees
angle of bank. Plan on a level turn, slowing to 140 KIAS or approach speed, whichever
is higher, while configuring with flaps and gear on-speed. Plan a continuous turn to
final and intercept a 3-degree glide slope. See , Beam.
6.5.3.2.5.1 Advantages:
• Ingress airspeed maintained until very close to the airfield.
• Allows pattern flexibility and easily adaptable to land either direction.
• The airfield is wider when approached from the beam, reducing precision
required for navigation.
• Allows for airfield reconnaissance prior to landing.
6.5.3.2.5.2 Disadvantages:
• Difficult LZ acquisition, particularly for dirt, snow-covered, and austere
airfields without a lot of buildings around them to make them stand out. This
may be further complicated due to directional lighting.
• Considerable maneuvering close to the ground with decreasing airspeed.
• Possible loss of position awareness while making the turn to base.
• Visual contact with the runway may be lost momentarily.
• Turns to final, with more than recommended energy or less than the
recommended configuration, may result in a go-around.
6.5.3.2.6 Spiral Down (Configured). Execute this turning maneuver over a preferred
descent area or secure airfield. Crews may enter the airfield/LZ environment from any
quadrant. Refer to TO 1C-130(X)-1-1 for descent data. See , Spiral-Down.
6-32 AFTTP 3-3.C-130E/H, 7 December 2011

Figure 6.13 Beam.

1. Suggested Techniques:
(Calculations below are based on 220 KTAS initial entry airspeed)
a. Enter at 220 KTAS perpendicular to the LZ.
b. Cross the runway at least 1,500 to 2,000 feet from approach end.
c. Delay break up to 1 to 2 seconds depending on the winds.
d. Break left/right using 45 degree AOB and reduce power to flight idle.
e. Extend flaps to 50 percent on speed.
f. Expect to roll out with approximately 3,000 to 4,000 feet spacing at about 160 KIAS.
g. Fly a drift-killed heading to parallel final and extend gear as speed permits.
h. Roll off the perch approximately 5 to 6 seconds after rolling out of break turn onto downwind.
i. Expect to roll off the perch with the gear in transit and not more than 150 KIAS.
j. Use 45 degree AOB in the final turn and maintain 140 KIAS (or approach speed).
k. Rolling out on final, extend flaps to 100 percent and slow to threshold speed.
l. Expect about a 0.5 to 1 NM final depending on winds. Expect to descend in the final turn.
(once you consider yourself established on your desired glide path profile)

2. Considerations:
a. A break turn using 30 degree AOB required a 30 degree AOB turn to final (downwind lateral offset).
b. Plan carefully for undershooting/overshooting winds...from LZ centerline should be approx 1 NM.

Final Turn
45º AOB
140 KIAS or approach speed
Descend in turn to meet glide path

Final
Flaps 100% Perch Point
Max Effort Threshold
3 to 4,000 ft C
D 5 to 6 sec after
break turn rollout
0.5 to 1 NM Final

Avg Dist Time 150 KIAS

Speed (NM) (Sec) Flaps 50%
Gear in transit
A-B 195 0.9 16
B-C 155 0.3 6
C-D 140 0.9 24
B
D-E 120 0.75 23
Total from Break: 1 + 10
E

Break Point
1 to 2" past LZ (winds!)
A Use 45º AOB
--> Turn radius at 195 kts ~ 3,500 ft Power to flight idle
Flaps 50% on speed
--> Turn radius at 140 kts ~ 1,800 ft

UNCLASSIFIED Beam
AFTTP 3-3.C-130E/H, 7 December 2011 6-33

Figure 6.14 Spiral-Down.

6,500 feet

FINAL: 300 to 600 feet AGL.

Descend approximately
1,000 to 1,200 fpm until
established on glide path

FINAL APPROACH:
Airspeed as required

TOUCHDOWN:
100 to 300 feet from
approach end

UNCLASSIFIED Spiral-Down
6-34 AFTTP 3-3.C-130E/H, 7 December 2011

6.5.3.2.6.1 Advantages:
• Aircraft remains within a protected airspace.
• Allows pattern flexibility and easily adaptable to land either direction.
• Enables entry where terrain or airspace prevents normal traffic pattern
operations.
• Continuous turning descent compounds threat tracking.
6.5.3.2.6.2 Disadvantages:
• A configured descent limits aircraft maneuverability.
• Multiple turns over the same location become predictable.
• Potentially increases time in WEZ.
• Complicates traffic deconfliction.
6.5.3.2.6.3 Spiral Down Techniques.
6.5.3.2.6.3.1 Plan downwind and base turn altitudes (MSL). As a technique,
use field elevation plus 2,500 feet for perch and 1,500 feet for base altitude.
6.5.3.2.6.3.1.1 Plan to lose approximately 800 to 900 feet per 90 degrees of
turn at 30 degrees angle of bank (3,600 feet per 360-degree turn) and 600
feet per 90 degrees at 45-degrees angle of bank (approximately 2,500 fpm).
6.5.3.2.6.3.1.2 At 50 percent flaps and 150 KIAS, anticipate a 750-foot
descent per 90 degrees of turn at 30 degrees angle of bank.
6.5.3.2.6.3.1.3 Lighter aircraft descend faster than heavy aircraft flying the
same parameters.
6.5.3.2.6.3.2 For time control planning, plan 1-minute for SD and
configuration, add 1-minute per 2,500-foot loss, plus 1-minute for final and
landing.
6.5.3.2.6.3.3 Determine a ballistic wind. Offset the break point into the wind
(approximately 150 yards per 90-degree turn or 600 yards/0.3 NM per
360-degree turn for each 10 knots of wind) to allow a constant bank angle
throughout the maneuver. If necessary, adjust the angle of bank to correct
ground track deviations.
6.5.3.2.6.3.4 Slow to 140 KIAS or approach speed and configure with gear and
100 percent flaps.
6.5.3.2.6.3.5 Prior to the break, select prominent ground features to aid in
staying within the desired airspace.
6.5.3.2.6.4 Spiral-Down Variations. Adjust the descent profile as necessary due to
arrival axis, airspace, threats, or other considerations. A Figure Eight profile
enables the greatest altitude loss. See Figure 6.15, Spiral-Down Variations.
AFTTP 3-3.C-130E/H, 7 December 2011 6-35

Figure 6.15 Spiral-Down Variations.

360-degree 270-degree Opposite Figure Eight

UNCLASSIFIED Spiral-Down Variations

6.5.3.3 Wind Corrections. To adjust turning approach break points for wind, determine an
average wind and solve for wind effect where TTA is the total time of approach (from
initiating approach through rolling-out on final) (seconds) and effect is wind effect (yards).
Apply this correction by moving the break/maneuver point into the wind the appropriate
distance based on the wind effect.

TTA effect
=
1.78 wind

6.5.3.4 Approach Situational Awareness. Planners should define visual references, timing,
and SCNS programming when developing tactical approaches. Aircrews should assign
individual duties (e.g., PF is responsible for visual cues, PM is responsible for timing
updates, and navigator manipulates SCNS) and rehearse the approach during premission
planning. Consider setting manual transition after initiating the turn to, or establish on,
final. This will prevent an inadvertent WPT transition.
6.5.3.4.1 Waypoint-to-Waypoint. Create two SCNS WPTs; define WPT 1 at the
runway threshold and WPT 2 with bearing (reciprocal runway heading) and distance
from WPT 1. Program the WPT sequence WPT 2 to WPT 1 then select manual
transition. See Figure 6.16, Waypoint-to-Waypoint Straight-In Approach; Figure 6.17,
Waypoint-to-Waypoint Beam Approach; and Figure 6.18, Waypoint-to-Waypoint
Teardrop Approach.
 2 1

UNCLASSIFIED Waypoint-to-Waypoint Straight-In Approach

3 4 2

UNCLASSIFIED Waypoint-to-Waypoint Beam Approach

 1 2

Reverse sensing in SCNS

UNCLASSIFIED Waypoint to Waypoint Teardrop Approach

6.5.3.4.1.1 Advantage:
• Simple to program.
6.5.3.4.1.2 Disadvantages:
• SCNS XTRK does not provide sensitive steering.
• Multiple WPTs required for beam approach.
6.5.3.4.2 SCNS Landing Zone. Define an LZ (coordinates, elevation, magnetic
course, glide slope, HAT/HAA, distance to MAP, and MAP distance). To intercept the
final course, manually sequence from the transition point (TP) to the LZ.
6.5.3.4.3 Dynamic Transition Point (TP).
6.5.3.4.3.1 Beam Approach. There are two techniques for programming SCNS
during a beam approach.
6.5.3.4.3.1.1 Two LZ Technique. Locate TP perpendicular to the final
approach course and at least 5 NM from LZ. Also, build a final to the LZ with
a TP at least 5 NM from the LZ. After transitioning the TP during ingress,
select SCNS manual transition. After initiating the break, manually sequence
TP to LZ for the LZ final.
6.5.3.4.3.1.2 Dynamic Turn Point Technique (aka Floating TP). Locate TP
perpendicular to the final approach course and at least 5 NM from LZ. After
transitioning the TP during ingress (ensure sensitive steering), select SCNS
 manual transition. Immediately change SCNS LZ data to the actual runway
alignment. Do not verify this change until initiating the turn to downwind.
Once verified, SCNS will provide sensitive steering along runway final. See
, Beam Approach Dynamic Turn Point.

Change azimuth

TP 2

TP
Changes
TP position

UNCLASSIFIED Beam Approach Dynamic Turn Point

6.5.3.4.3.2 Teardrop Approach. After transitioning the TP during ingress (ensure

sensitive steering), select SCNS manual transition. Immediately change SCNS LZ
data to the actual runway alignment. Use SCNS XTRK for downwind
displacement (XTRK information is reversed). Once verified, SCNS will provide
sensitive steering along runway final. See Teardrop Dynamic Turn
Point.
6.5.3.4.3.3 Advantage:
• Sensitive steering provided throughout the entire maneuver.
6.5.3.4.3.4 Disadvantages:
• TO 1C-130-1-4 cautions against reprogramming LZ data while in sensitive
steering.
• For beam approaches, break point is limited to defined LZ WPT.
• Changing SCNS information without verification by another crew member.
6.5.3.4.4 Airborne Radar Approach. Refer to the Self Contained Approach/Airborne
Radar Approach paragraph in this chapter for construction of an ARA. Use as backup
to visual approach. The ARA has all the same benefits as the WPT-to-WPT technique.
 1 TP 2

Change LZ azimuth for

correct sensing

UNCLASSIFIED Teardrop Dynamic Turn Point

6.5.3.4.4.1 Advantages:
• Sensitive steering provided.
• Glide slope information provided.
6.5.3.4.4.2 Disadvantage:
• Extensive programming requirement creates inflexibility.

Determine and brief a go-around point; the latest touchdown point

where the aircraft is able to safely stop on the remaining runway. If aircraft does not land by
the go-around point, execute a go-around.
6.6.1.1 Use a visual reference/landmark as the primary method to identify the go-around
point.
6.6.1.2 If a distinct visual reference does not exist, use the following technique to
calculate the go-around point based on timing from the runway threshold.
6.6.1.2.1 GS (knots) x 1.69 = GS (feet per second [fps]).
6.6.1.2.2 Total runway length - ground roll = extra runway.
6.6.1.2.3 Extra runway/GS (fps) = go-around time.
6-40 AFTTP 3-3.C-130E/H, 7 December 2011

6.6.2 Go-Around Execution. Execute a go-around IAW TO 1C-130(X)-1 guidance.

Monitoring airspeed, VVI, and radar altimeter while visually clearing for terrain and obstacles.
Ensure a positive climb and good flying airspeed (above normal takeoff speed) before
resetting the flaps from 100 percent to 50 percent.
6.7 Landing. In addition to TO 1C-130(X)-1 procedure, consider the following guidance when
operating in austere or hostile environments.
6.7.1 Unprepared Surfaces. Damage to equipment on the underside of the aircraft—ALR-69
antennas in particular—may result when landing on other than hard surfaces. Coordinate with
maintenance to prepare aircraft by taping or otherwise protecting belly antennas and
equipment.
6.7.2 Bleed Air. Close the engine bleed air (regulator) valves as required. Consider closing
the bleed air valves during high-temperature and high-pressure altitude locations to reduce
bleed air loss during engine reversing. Also, consider closing the bleed valves if landing at
high airspeeds (at or above 115 KIAS).
6.7.3 Glide Path. Fly as close to a normal glide path as possible (2.5 to 3 degrees). Control
airspeed and aimpoint with pitch and glide path with power. Only in rare cases, such as
obstacles on final, should pilots fly a steep, two-step approach. The aircraft can descend
approximately 1,000 feet/NM (10-degree glide slope) with 100 percent flaps. If the aircraft is
outside these parameters, the crew should consider executing the back-up approach or the
go-around. If the crew chooses to fly a 10-degree glide slope, the crew must prepare to add
power to arrest the nose-low deck angle and high rate of descent.
6.7.4 Touchdown. The ability to predict the touchdown point comes with experience. Seat
height, flare height, runway surface, length and width, and assault zone markings provide
illusions that may affect the ability to judge the touchdown point accurately. Touchdown
distance is defined as the distance from the beginning of the planned touchdown zone to the
point where the aircraft’s main landing gear touches down.
6.7.4.1 Visual Reference. Aircrews should primarily use visual references (such as panels,
lights, runway remaining markers, or taxiways) to determine the touchdown zone.
6.7.4.2 Timing Reference. If there are no acceptable visual references, use timing to
estimate the distance traveled. At 120 knots GS, the aircraft is travelling 200 fps. Subtract
ground roll plus 500 feet (touchdown zone) from total runway available. Divide the
remaining distance by 200 feet to determine the time available beyond the touchdown
zone. Begin timing when passing the threshold and initiate a go-around if not touched
down by the expiration of timing. Example: runway length is 4,200 feet, ground roll + 500
feet = 2,200 feet; therefore, 4,200 - 2,200 = 2,000 feet. Available timing is 10 seconds
(2,000 divided by 200).
NOTE: If touchdown occurs at the expiration of timing, maximum anti-skid braking will be
required to stop in the remaining runway; use caution for hot brakes.
6.7.5 Ground Roll. The PM or navigator should call out speeds. At 60 KIAS, begin reducing
reverse thrust if conditions permit to prevent debris from restricting visibility or damaging
engines. Be at ground idle by 40 KIAS. It is also near this speed that the rudder becomes
ineffective. After landing and clearing the runway, as applicable, and with the approval of the
 pilot, the LM may open the aft cargo door and lower the ramp to horizontal to prepare cargo
on-load/off-load; provided equipment, cargo, and passengers remain secure in the cargo
compartment.
Ground operations often present the greatest hazard to airland
operations. Strictly adhere to taxi plans to prevent subsequent aircraft from blocking the runway or
going around. All crew members should be vigilant to maintain safe taxi obstruction clearances
and to follow the taxi plan.
Airfields used during combat/contingency operations may not have
been surveyed or marked for taxiing large aircraft. Local controllers may not be accustomed to
dealing with large aircraft. Monitor ground controllers/marshalers and clarify any
uncertainties. If unsure of obstacle clearance, deplane crew members to act as spotters.

6.8.2.1 Ramp Condition. If the ramp is clay or gravel, avoid making sharp turns to prevent
damage.
6.8.2.2 Troop Locations. Army ground personnel are often unfamiliar with Air Force
airlift operations and may pose potential hazards. Note the location of troop areas around
the ramp. CRG, STT, and air base defense units often cluster their tents and vehicles near
the parking ramp. Aeromedical evacuation staging areas, as well as Army aviation assets
may also be found nearby. Antennas, tents, and vehicles around the ramp can cause
problems for aircraft operations.
Host personnel may be unfamiliar with terminology and
operational guidelines. Good communication with controllers and airfield operations will
enhance the flow and increase safety.
6.8.3.1 Engine Running On-load/Off-load. The primary purpose of EROs is to expedite
ground operations and prevent shutting down engines in austere environments.
Thoroughly brief all operations and ensure that crew and ground support personnel
understand the method and procedures to be used. Preplanned visual signals (e.g., lights
and hand signals) or the use of warning bells or vehicle horns can aid in ensuring safety
during ERO. LMs may use NVGs during EROs and COLs. Ensure all the appropriate
off-loading personnel are equipped as well.
6.8.3.1.1 Choosing areas for EROs is critical. Selecting the proper drop-off/pick-up
point is essential. The aircraft should always be positioned and ready for an immediate
departure in the event of enemy attack. See , Drop-Off/Pick-Up Point.
There must be enough room for vehicles to operate behind the aircraft, preferably with
an access to off-ramp marshaling areas. To preclude damage caused by taxiing aircraft,
off-load sites should be away from tents, vehicle yards, and buildings. Clear the
immediate area when able, particularly at night or in limited visibility conditions.
Coordinate all operations with controllers.
6-42 AFTTP 3-3.C-130E/H, 7 December 2011

Figure 6.21 Drop-Off/Pick-Up Point.

Improper positioning wastes time

(30 seconds to off-load) Personnel
exit
route

Proper positioning saves time

(19 seconds to off-load)

UNCLASSIFIED Drop-Off/Pick-Up Point

 6.8.3.1.2 Some off-load operations may require the engines to be placed at low-speed
ground idle (LSGI). Down-speed three engines but keep the outboard engine opposite
the on-load/off-load activity up-speed to ensure a generator is online. Keeping the
engines at approximately one knob-width above LSGI will eliminate excessive noise
and dust. If possible, point the nose into the wind for engine cooling; this should only
be done if it does not hinder taxi operations or the ability to make a rapid departure, if
required. Consider high-density altitude that can affect engine performance and may
cause bog down.
6.8.3.1.3 To reduce blowing sand, dirt, or FOD and to reduce heat stress to ground
personnel during ERO, consider raising flaps to 0 percent.
6.8.3.2 Combat Offload. Combat off-loads enable cargo off-loading without MHE.
6.8.3.2.1 Combat Offload Sites. See AFI 11-2C-130, Volume 3, C-130 Operations
Procedures, for COL requirements. Crews should be able to simultaneously off-load
five pallets within 500 feet. Separately off-load ramp pallets from other pallets. At
some Operation ENDURING FREEDOM locations, ground parties requested aircraft
to use the active runway for a COL. LMs should clear the areas behind the aircraft to
avoid damaging tents, vehicles, and equipment. Aircrew members and off-load
personnel must watch for possible obstructions, vehicles, or personnel while
conducting operations. If continuous COL operations are planned, ground personnel
must quickly clear pallets from the off-load site.
6.8.3.2.2 Crew Coordination. Aircrews must pre-brief all COL operations to ensure a
timely and safe procedure. Ensure emergency procedures are covered. Briefing on the
ground at the off-load site defeats the purpose by inserting time delays. Be ready at all
times for rapid departures. Crews must not skip checklists in order to minimize ground
times. The COL can be extremely valuable if performed correctly. If not, it can be
dangerous and time consuming.
6.8.3.2.2.1 Prior to commencing COL operations, the pilot briefs each crew
member on the method and procedures used.
6.8.3.2.2.2 Normally, individuals other than the aircrew are not permitted on board
the aircraft during COL operations. If other individuals must be on board to assist
the crew in an unusual circumstance, provide a thorough safety and procedures
briefing for the entire off-load sequence.
6.8.3.2.2.3 A crew member takes a position at the base of the flight deck stairs on
interphone and public address (PA) and transmits warnings through all speakers of
the PA system to help the LM enforce all safety precautions.
6.8.3.2.2.4 The LM maintains constant interphone contact with the pilot and is the
only crew member authorized to operate the dual-rail locks during COL
operations.
6.8.3.2.3 Method A. Use Method A to off-load single, multiple, married, and ramp
pallets, airdrop platforms and CDS containers in a train-like fashion or one-by-one as
the situation dictates. See AFI 11-2C-130, Volume 3, C-130 Operations Procedures,
for more information.
 6.8.3.2.3.1 Normally, open the aircraft cargo door with the ramp positioned
parallel to the ground.
6.8.3.2.3.2 Advance the aircraft engines to approximately 5,000 inch/pounds
while holding the brakes. Release the brakes and allow the aircraft to accelerate out
from under the pallets, leaving them on the ground behind the aircraft. As a
technique, crews may want to predetermine the point on the throttle quadrant that
will provide the desired torque to perform the off-load quickly.
6.8.3.2.3.3 When quickly off-loading fragile items (i.e., computers), LMs may
lower the ramp to a position approximately 18 inches above the ground to lessen
the chances of damage. As a technique, LMs can restrain the load with a drift strap
while the pilot slowly taxis from underneath the load.
CAUTION: When performing this operation, there is an increased risk of the forward edge of the
pallet contacting the aft edge of the cargo ramp causing damage. This operation should only be
attempted if no other option (e.g., breaking down the pallet) exists.
6.8.3.2.4 Method B. Use Method B to off-load married and/or oversized pallets or
cargo too sensitive to off-load using Method A. It involves off-loading pallets onto
55-gallon steel drums (filled to one-third full with water for stabilization, if possible).
The unit owning the cargo or the receiving ground unit normally provides the drums.
Drum availability must be coordinated prior to initial takeoff. The aircraft is slowly
taxied out from underneath the load; additional barrels are placed under the pallet for
support. Aircrews should rehearse this procedure and coordinate with off-load
personnel in order to cut down excessive download times. In past operations, such as
Operation ALLIED FORCE, aircrews have been able to download triple-married
pallets in less than 15 minutes. This method was also performed in Operation IRAQI
FREEDOM. See AFI 11-2C-130, Volume 3, C-130 Operations Procedures, for more
information.
6.8.3.2.5 Passenger Combat Loading. During contingency operations, maximum
troops, passengers, or patients can be combat loaded on the aircraft without the use of
installed seats, seat belts, or litter stanchions. The number of personnel that fit on the
cargo floor will depend on individual size. Consider loading in groups of 12 to 16
(depending on size) to control loading operations.
6.8.3.2.5.1 When available, use mattresses or other cushioning material for
seating.
6.8.3.2.5.2 When available, install a pallet subfloor.
6.8.3.2.5.3 When a pallet subfloor is not used, consider removing the intermediate
rollers from the aircraft. When the intermediate rollers are not removed, secure
them on the outboard rollers.
6.8.3.2.5.4 Seat troops, passengers, and ambulatory patients facing forward.
6.8.3.2.5.5 Attach a tiedown strap for each row of personnel to provide forward
restraint and body stability.
 6.8.3.2.5.5.1 When a pallet subfloor is installed or when the intermediate
rollers are removed from the aircraft, use the rail rings for attaching the tiedown
strap used for forward restraint and body stability.
6.8.3.2.5.5.2 When the intermediate rollers are stacked on top of the outboard
rails, use floor rings for attaching the straps. In this situation, the reduced
seating space will decrease the number of troops, passengers, and patients
proportionately.
6.8.3.2.5.6 Swiss seats are also an acceptable form of restraint. Individuals
utilizing this method will wear a riggers belt connected to the cargo floor with a
lanyard and carabiner.
6.8.3.2.5.7 Secure baggage on the cargo ramp/floor. Excess baggage and cargo
secured on the cargo ramp/floor will decrease the number of troops, passengers,
and patients proportionately.
6.8.3.3 Rucksack Loading. Rucksacks may be floor loaded, loaded in vehicles, or on
pallets. Units being moved must allocate adequate space on the load plan and aircraft for
floor loading. In all cases, maintain an unobstructed path to evacuate the aircraft during an
emergency.
6.8.3.3.1 Floor loading may increase loading or unloading times and may require
more space, which may reduce the number of personnel or equipment airlifted.
6.8.3.3.2 During tactical deployments into a forward operating base (FOB) (less than
one-hour duration), troops should wear the rucksacks in the seat.
6.8.3.3.2.1 Ensure rucksacks have quick-release straps. Brief troops to leave their
rucksacks on the seat if an emergency evacuation is necessary.
6.8.3.3.2.2 Loosen the seat back to accommodate extra bulk.
6.8.3.3.2.3 Use 24-inch spacing or seat five troops in six seat locations using
20-inch spacing. Normally, a maximum of 62 troops may be carried.
NOTE: With armor, weight and balance may limit certain aircraft to 45 troops. The addition of
secure en route communications package (SECOMP) may reduce this even more.
6.8.3.3.3 The following procedures apply to transporting hazardous materials in
rucksacks:
6.8.3.3.3.1 Personnel will be permitted to carry only their basic combat load or
individual issue of hazardous material when engaging an enemy force immediately
upon arrival.
6.8.3.3.3.2 When specifically authorized by higher headquarters, personnel may
retain small arms ammunition (e.g., cartridge for weapons, DOT 1.4) and nuclear,
biological, and chemical (NBC) equipment as long as it is retained in a carrier
(i.e., bandoleers, pouches, and bags).
 6.8.3.3.3.3 Munitions and other hazardous material that have been removed from
their shipping container and placed in rucksacks, field packs, or other authorized
containers, must be adequately protected from accidental functioning.
6.8.3.3.3.4 For airland troops and airdrop troops who are not rigged prior to
takeoff, all carriers will be consolidated in one central location on the aircraft
(as directed by the LM) and distributed to personnel prior to airdrop or after
landing as required. Paratroopers rigged prior to takeoff may retain individual
carriers containing hazardous materials.
6.8.3.3.3.5 The troop commander or load team chief will brief the LM concerning
the individual issue of hazardous material.
6.8.3.3.3.6 Hazardous materials identified for sustainment must be prepared and
certified according to AFMAN 24-204, Shipment of Hazardous Materials.
6.8.3.4 Alternate Loading/Off-Loading.
6.8.3.4.1 Bare-Tine Loading. Bare-tine loading provides a safe and efficient means of
on-/off-loading palletized cargo without rollerized tines on a forklift. Consider the
following to expedite the on-/off-load.
NOTE: ISU CONEXs with tines slots may be loaded/offloaded without placing the chock on the
ramp. NOTE: ISU CONEXs with tines slots may be loaded/offloaded without placing the chock
on the ramp.
6.8.3.4.1.1 Place the chock longitudinally/laterally, as necessary, and centered on
the aft portion of the cargo ramp.
6.8.3.4.1.2 The loading chock should have a lanyard to help remove it from
underneath the pallet. Use caution when removing the chock. A strap can be looped
around the chock prior to loading to help remove the chock.
WARNING: Do not position yourself between or in front of 10k AT forklift tires.
6.8.3.4.1.3 Center the pallet on the forklift tines as accurately as possible.
6.8.3.4.1.4 Rest the aligned pallet on the chock. Ensure the tines are not contacting
the floor prior to directing the forklift to back away.
6.8.3.4.1.5 Direct the forklift to back away and raise the aft end of the pallet.
CAUTION: Be careful that the tines do not damage the inside of the tine-slots.
6.8.3.4.1.6 Remove the chock and lower the pallet.
CAUTION: High-Profile Pallets create major clearance issues as you align the vehicle and
reposition the pallet on the chock. Assign extra spotters to watch top and side clearances. If it
looks like the cargo will contact the aircraft, insist on a different type of Material Handling
Equipment (MHE). If a different type of MHE is not available, consider a breakdown of the pallet.
If the height of the pallet cannot be reduced, the only option may be to leave the cargo. Do not
jeopardize damaging the aircraft to move excessively tall cargo.
AFTTP 3-3.C-130E/H, 7 December 2011 6-47

CAUTION: The scuff plates on section 7 and 8 of the dual rails are riveted to the rails themselves.
Continually dragging pallets across these strips or dropping pallets on them will loosen and
eventually separate them from the rails. Proper alignment is critical to preventing damage to the
dual rails. If the guide strips are loose or bent, inform -21 immediately.
6.8.3.4.2 Bare-Tine Off-Loading. Bare-tine off-loading can be accomplished in a safe
and controlled manner also. Consider the following to ensure that the operations are
kept as safe as possible.
6.8.3.4.2.1 When off-loading any pallet, placing the tines on the ramp technique
should be used. The thickness of the tines must be considered when trying to use
this technique. For heavy/high profile pallets consider using reverse-bare tine
loading steps (e.g. raise the aft end, put a chock under the aft end, set the pallet onto
the chock, bring the forklift in, and pick up the pallet).
CAUTION: Ensure that the forklift tines have a minimum overlap of four inches when resting on
the ramp.
CAUTION: Exercise extreme caution to ensure excessive downward pressure is not placed on
the cargo ramp (i.e., forklift raises off the ground).
NOTE: Too much forklift tine on the ramp will cause the pallet to be lodged on top of the tines.
6.8.3.4.3 Drift Strap Off-Loading. Drift strap off-loading can be a safe technique for
off-load when done correctly. LMs must carefully consider environmental conditions
(i.e., snow, ice, and rain) before attempting these techniques. If the cargo winch is
operable, or if a prime mover is available, these options should be used before
attempting to conduct a drift strap off-load. In addition, the rolling stock item may
present special problems that may prohibit use of this method. For example,
single-axle trailers may be particularly difficult to control due to their tendency to tip
forward and/or aft of the axle. There is no maximum weight that can be drift strapped,
but it is not recommended to off-load more than 2,500 pounds. In all cases, safety is the
primary concern.
6.8.4 Adverse Environment Operating Techniques. The following techniques are valuable
for operating in desert, arctic, or austere environments. See TO 1C-130(X)-1, for further
guidance.
6.8.4.1 Low-Speed Ground Idle. Taxiing with all engines in LSGI will reduce the amount
of sand, dirt, or FOD drawn into the intakes. This technique will keep the engine oil
temperature down. If additional cooling is needed, move the throttle one knob width
forward.
6.8.4.2 Sharp Turns. During sharp turns on the ground, use minimum taxi speed and LSGI
on the engines inside of the turn. Remember, on very loose sand, the rooster tail will affect
the engines on the outside of the turn. Attempt to make wide turns to avoid damaging the
aircraft or taxi surface. Deplane crew members to act as wing walkers to assist in making
use of the entire taxi surface, as necessary.
 6.8.4.3 Nosewheel Steering. Nosewheel steering can be degraded on snow or ice. Use
differential braking and power for best directional control. Consider leaving the outboard
engines on-speed.
6.8.4.4 Dust and Sand Contamination. Cycle the wing, empennage, and engine anti-icing
systems after takeoff to prevent dust and sand contamination of the anti-icing valves.
Below ground idle, blade angle is reversed and debris is thrown forward where the engines
may ingest debris.
6.8.4.5 Pneumatic Systems. To prevent damage to pneumatic system components when
operating in conditions such as blowing dust, sand, and grass, the following procedures
will apply.
6.8.4.5.1 Delay starting the gas turbine compressor (GTC) or auxiliary power unit
(APU) until the aircraft is parked.
6.8.4.5.2 After engine start, close all bleed valves unless absolutely needed.
6.8.4.6 Engine Shutdown. In contingencies, keeping one engine running can aid off-load
operations while still providing a more successful and expeditious departure. Leaving the
number one engine running limits the amount of propeller blast in the vicinity of the cargo
ramp and maintains utility hydraulic system pressure. If the loading process at austere
locations requires the engines be shut down, cuff one propeller (recommend an outboard)
to facilitate a buddy start. Cuffing a propeller constitutes changing the blade angle so the
base of the propeller blade is aligned with the plateau of the spinner.
Plan for the most likely threats but be prepared for the most lethal threats.
Threats can likely be the primary factor in determining the type of tactical departure. As with
arrivals, aircraft should remain unpredictable during departure. Place emphasis on climb
performance, terrain, threats, no fly areas, and meteorological conditions. Most departures are
controlled by ATC agencies or STT. The ACP, ACO, SPINS, and local requirements may place
restrictions on the departure profile. Make the most tactically sound decision within these
constraints. Many airfields in a combat environment can be saturated with rotary wing and other
traffic. This may prevent a very low-level egress due to safety considerations. If crews experience
NVG failure after takeoff or after a go-around, continue to climb, use instruments as necessary,
and use all means available to assure terrain/obstruction clearance. See AFTTP 3-1.C-130 for
more departure considerations.
NOTE: Careful consideration should be given to defensive systems effectiveness when selecting
a departure tactic.

6.9.1.1 Energy Management. Energy management is one of the most crucial

considerations while maneuvering and remaining unpredictable, particularly when
executing the climb. Airspeed in a threat environment may be kept above charted climb
speeds to enhance aircraft maneuverability, in particular, aileron effectiveness. 180 KIAS
approximates sustained cornering velocity. Consider methods for increasing energy prior
to departing the airfield boundary or protected airspace. For additional techniques on
performance and energy management, see , “Performance and Energy
Maneuverability.”
6.9.1.2 Airspace and SPINS Requirements. The ACP, ACO, SPINS, and local
requirements may place restrictions on the departure profile used. Make the most tactically
sound decision within these constraints. Many airfields in a combat environment will be
saturated with rotary wing and other traffic. This may prevent a very low-level egress due
to safety considerations.
6.9.1.3 Weather. While weather can complicate a departure and task load to the crew, it
can also significantly degrade the capabilities of certain threats.

6.9.2.1 Runway Surface Considerations. TO 1C-130(X)-1-1 stipulates that all max-effort

TOLD calculations are based on a “hard-surfaced, paved” runway. However, C-130
aircraft routinely operate on unimproved surfaces. It is imperative that planners and crew
members understand the various effects runway surface can have on takeoff and landing
performance. In the absence of comprehensive data, operational risk management (ORM)
and sound judgment are essential to safe operations under these conditions. Use
acceleration check times to validate takeoff TOLD.
6.9.2.2 Go/No-Go Decisions. During tactical/max-effort takeoff planning, crews must
determine and thoroughly understand the plan for either aborting or continuing the takeoff
if an emergency occurs after accelerating past refusal speed but prior to reaching
tactical/max-effort take off speed. Considerations should include but are not limited to the
type of emergency experienced, the point during the take off run the emergency is
experienced, runway end and side obstacles/hazards, weather, threat situation, surrounding
terrain, and accessibility of potential emergency airfields. The AC must brief the advisory
and emergency calls that are expected and the justification for the plan to either continue or
abort the takeoff. In certain circumstances, it may be advisable to accept traveling past the
end of the runway at a slower airspeed versus attempting to continue the takeoff. In other
cases, hazards may preclude an attempted abort after refusal speed. The crew should
determine the best course of action that will provide the greatest potential for survival.
6.9.2.3 Takeoff and Climb Performance Considerations.
6.9.2.3.1 Threats. If threat considerations are the primary factor, consider accelerating
in ground effect (approximately 50 feet) to the end of the runway and execute planned
departure.
6.9.2.3.2 Obstacles. If obstacles are the primary factor, lift off at normal, or maximum
effort take off speed (as appropriate) and climb out at obstacle clearance speed until
clear of the obstacle.

6.9.3.1 High Tactical Departures. A high tactical departure allows the quickest transition
from the airfield into the medium- to high-level environment. The goal is to remain within
the confines of the protected airspace. See AFTTP 3-1.C-130 for threat considerations.
Since actual time to climb should increase proportionally with bank angle, use the
minimum bank angle required to remain within the protected airspace. If the most
expeditious climb method is needed, set maximum power for 5 minutes, then retard to
military power; reducing further after 30 minutes or upon reaching the desired altitude.
These power settings place significant strain on the engines, so only use this technique
when necessary. Two primary methods are detailed below for accomplishing high tactical
departures.
6.9.3.1.1 Spiral Up. The spiral up may be combined with a low-level egress. Raise the
gear and flaps as soon as practical after takeoff. Initiate a climbing turn maintaining
minimum bank angle to remain within desired airspace. Increased bank angles will
decrease climb performance. Climb at charted 4-engine climb speed to allow the best
rate of climb.
6.9.3.1.1.1 Advantages:
• Allows the most expeditious climb within the smallest piece of airspace.
• Useful in a low-altitude threat environment or when terrain or airspace
restrictions necessitate climbing in limited airspace.
6.9.3.1.1.2 Disadvantages:
• Predictable flight path.
• Reduced maneuverability.
• More vulnerable to medium-altitude threats.
6.9.3.1.2 Direct Climb. The direct climb path does not preclude turns to maintain a
desired/required routing or to reduce predictability. Raise the gear immediately, leave
the flaps at 50 percent, and climb at obstacle clearance speed until clear of the obstacle.
When clear of the obstacle, raise the flaps and accelerate to charted 4-engine climb
speed for the remainder of the climb.
6.9.3.1.2.1 Advantages:
• The best angle of climb until clear of obstacle.
• Best rate when clear of obstacle.
6.9.3.1.2.2 Disadvantages:
• Low airspeed degrades maneuverability in the initial stages of the climb.
• Flight path is somewhat predictable.
• Aircraft is still vulnerable to medium-altitude threats.
6.9.3.2 Low Tactical Departures. This departure is used when a low-altitude escape is
necessary. Accelerate to en route airspeed while climbing to en route altitude and turn to
departure heading. See AFTTP 3-1.C-130 for threat considerations. During a low-level
departure, cleanup the aircraft as soon as practical, build airspeed (terrain and obstacles
permitting), and maneuver onto the planned departure route. Accelerate to en route
airspeed and maintain appropriate day or night altitudes. Execute several heading changes
while egressing the immediate area to remain unpredictable.
 6.9.3.2.1 Advantages:
• Good maneuvering airspeed throughout the departure.
• Minimizes LOS exposure.
• Allows the most rapid lateral transit of a particular threat area.
6.9.3.2.2 Disadvantages:
• Aircraft remains vulnerable to low-altitude threats.
• Low-altitude traffic deconfliction.
Crews and tactics planners should consider such factors as the
nature of traffic (airborne or on the ground), obstructions around taxiways and runways,
procedures demanded by local agencies relating to ground movement of aircraft, defensive
systems procedures, and the nature of the cargo being on-loaded or off-loaded. Prior
coordination with controlling agencies and preplanning by the crew will greatly aid in the
ability to get airborne safely. ACs should weigh carefully whether a crew should attempt a
departure or take cover until after the attack, because of both the attack and the possible
friendly counter-battery artillery. Resetting the trim and setting the flaps to 50 percent early on
the checklist will help prepare the aircraft for a quick departure if required. Prior to landing,
prepare a TOLD card for both anticipated load and an empty aircraft to facilitate a rapid
departure if the airfield comes under attack. Additionally, a technique to assist aircrews in
rapid departure situations is the acronym FRUITED, which is depicted in ,
FRUITED Acronym.

F Flaps—50 percent
R Ramp—Above horizontal; confirm load is secure
U Up-speed—To avoid engine bog down
I IAS (takeoff)—TOLD posted (full and empty)
T Trim—Set
E Escape route—Studied
D Defensive systems set

6.9.4.1 Launch to Survive. Crews should review airfield security and planned on/off-load
prior to conducting operations at Forward Operating Locations/Bases (FOL/FOB). If the
crew determines the security footprint is not sufficient to suppress direct-sustained
engagement against the aircraft, the crew should construct a Launch to Survive plan.
6.9.4.1.1 Determine the best position to execute ERO or COL operations that allows
easy access to the active runway (e.g., requires little or no ground/air traffic control
support).
6.9.4.1.2 Review airfield diagrams and attempt to position aircraft as far from the
outer boundary of the airfield to increase the distance from possible threats.
 6.9.4.1.3 Brief on-board security element on location, timing, planned on/offload unit
and equipment, hand-signals/radio calls, point defense, and collapse plan.
6.9.4.1.4 Determine and calculate TOLD and CG for cargo during different phases of
the on/offload. Calculate the weight and CG for each takeoff phase. Fully secure cargo
for each phase prior to progressing to the next on/offload phase. This enables
immediate and safe take-off from the FOL/FOB.

6.10.1.1 Light Discipline. Make every effort to minimize cockpit and cargo compartment
lighting. Prior to covert operations, crew members should check for bleed through from
overt lights (e.g., port holes, IR landing lights, and wheel wells). Excessive cockpit
lighting, including lip lights, can be observed hundreds of yards away. Use blackout
curtains to minimize bleed through and improve NVG visibility. When exiting the runway,
extinguish all lighting not required for taxi operations.
6.10.1.2 Aircraft Lighting. The IR landing lights should be extended and available for
both takeoff and landing at the discretion of the pilot or as directed in the SPINS. IR
landing and taxi lights are generally ineffective outside of 1-NM from touchdown.
Consider having the FE call “LIGHTS” as a reminder when descending through 300 feet
AGL. As a technique, if at 1-NM the crew cannot easily identify the touchdown point, turn
on the covert landing lights. IR landing lights may be effective in “burning through” the
haze that is caused by cultural/airfield lighting.
6.10.1.3 Airfield Lighting. Aircraft, runways, ramps, and MHE should all have
NVG-compatible lighting. Coordinate with the ground forces representative for airfield
specific information.
NOTE: Pilots are more susceptible to spatial disorientation during NVG go-around and
departures caused by retracting landing lights, acceleration, pitch-up, loss of the visual horizon,
and reduced FOV.

6.10.2.1 Takeoff and Landing Advisories. Make all applicable calls IAW AFI 11-2C-130,
Volume 3, C-130 Operations Procedures.
6.10.2.1.1 The PM monitors all phases of the takeoff and should call “60 KNOTS” in
addition to normal calls.
6.10.2.1.2 Prior to landing, the FE or PM may confirm the runway is clear and recheck
the landing configuration (“RUNWAY CLEAR, CONFIGURATION CHECKED”).
6.10.2.2 IMC Approaches. Both pilots should wear NVGs during the approach. As a
technique, one pilot should fly the approach while the other pilot attempts to visually
acquire the airfield/LZ.
6.10.2.2.1 Once the landing runway is in sight (consider obstructions to vision such as
fog, haze, smoke, and low clouds) and the aircraft is in a safe position to land, the PM
should take control of the aircraft and announce intentions to land.
 6.10.2.2.2 If the PM does not take control of the aircraft, the PF should execute a
go-around, or continue as briefed.

6.10.3.1 Use these procedures for transitioning from NVG en route altitudes to an NVG
landing at an LZ. See , NVG Terminal Airland Example, for an application of
these guidelines. OA for this segment of the mission is critical as crews must be cognizant
of and avoid any factor terrain once they have departed the en route structure. Crews can
descend out of NVG en route altitude to approach altitude when the aircraft position is
positively known and terrain clearance is assured along the approach.
6.10.3.1.1 Normally, the LZ is visible throughout the approach; however, crews may
descend out of NVG en route altitude on approach profile with terrain that obscures the
LZ. Under these circumstances, crews should:
• Plan and brief the minimum terrain crossing altitude for the approach and the
location it occurs.
• Brief and set the minimum combined altitude radar altimeter (CARA) reading
for terrain crossing. Minimum CARA settings should not be lower than 200 feet
AGL.
• Brief and execute immediate aircrew actions in response to CARA “alt low”
light illumination. Crews must initiate a climb to a safe altitude (i.e., MSA or NVG
en route altitude) as they are not on the planned profile. Consider applying the
GCAS escape maneuver parameters to ensure terrain separation.
6.10.3.1.2 Terrain and minimum CARA limits may compel crews to select an
alternate approach (i.e., an overhead, hockey stick, or teardrop versus a straight-in if
the terrain is close to the LZ and a normal glide slope is unattainable).
6.10.3.1.3 Crews should begin the approach at the Iron Cross leg altitude or the 3 NM
ring altitude whichever is lower. Crews may further segment NVG approach altitude as
necessary. If segmenting with the Iron Cross or 3 NM ring, crews will not depart a
segmented altitude for the next lower altitude until they are assured clear of the
previous segment. Once established on a segment of the approach, crews may maintain
their approach altitude until intercepting the final approach, even if the NVG altitude
for a segment they are entering is higher (i.e., beginning the approach at one segmented
altitude, then crossing into another segment with a higher altitude) as long as terrain
clearance is assured.
6.10.3.2 The final approach segment begins at whatever point the crew intercepts their
desired glide slope. This point will not be any sooner than the perch for turning approaches
or glide slope intercept for straight-in approaches.
Aircrews must be vigilant regarding taxi
speed. Excessive taxi speed is insidious when wearing NVGs. Continue NVG scanning and
refer to SCNS GS while taxiing. Use caution for wingtip clearance. Exiting the runway, crew
members may call GSs to the pilot to assist in determining a safe turning speed.
This example depicts the Abeam approach to Red Devil LZ in Colorado and shows the step-down sequence at night. Beginning at
8,800 (West Iron Cross alt), the crew is clear to descend to 8,194 ft MSL (5-NM ring alt) at 5 NM to go. Once crossing 3 NM to go,
the crew is clear to descend to 7,000 ft MSL based on the South Iron Cross alt. 7,000 ft is the desired approach altitude. The crew
is clear to intercept final at the perch with a min CARA setting of 200 ft based on a 6,099 ft MSL elevation 0.82 NM from the
approach end. As a result, a GS greater than 3 degrees is required and noted.

UNCLASSIFIED NVG Terminal Airland Example

 Crews must exercise sound, conservative judgment when determining
whether to continue NVG airland operations with aircraft malfunctions.
• The PM must be ready to immediately assume aircraft control if the PF experiences
spatial disorientation or an NVG malfunction.
• NVG malfunctions include any problem that precludes the use of NVGs. NVG
malfunctions do not include simple battery failure that is rectified by a switch to the other
set of batteries.
• Any crew member experiencing NVG problems should inform the rest of the crew.
• The PM must be prepared to turn on the available overt lights in the event of any NVG
failure/malfunction.
6.10.5.1 Takeoff Emergencies.
6.10.5.1.1 If the PF’s NVGs fail prior to refusal speed but faster than 60 knots, it may
be safer to continue the takeoff rather than perform a high-speed abort.
6.10.5.1.2 If an NVG malfunction occurs after the PM states GO, consider
transferring aircraft control or transitioning to an IMC takeoff, as the situation dictates.
6.10.5.1.3 For NVG failures after takeoff or during the go-around, continue the climb.
Use instruments as necessary and use all means available to assure terrain/obstruction
clearance.
6.10.5.2 Landing Emergencies.
6.10.5.2.1 If one of the pilots experience NVG failure on short final, consider
transitioning to overt lighting or perform a go-around, as the situation dictates.
6.10.5.2.2 If the FE or navigator experience NVG failure during the approach,
continue the approach and landing at the discretion of the pilot in command (PIC).
6.10.5.2.3 If the PF’s NVGs fail after touchdown, consider transitioning to overt
lighting or transferring the controls to the PM for the landing rollout, as the situation
dictates.
 This chapter describes the delivery of personnel and equipment by airdrop
operations. The objective is to minimize exposure time in the drop area. Threats permitting,
airland operations are more efficient than, and normally preferable to, airdrop operations. Airdrop
operations require more complex planning and significantly increase aircrew workload during
execution. Proper employment depends on accurate DZ and PI location (high-precision
coordinates), weather, and intelligence data. These baseline techniques are not all encompassing.
Variations may be necessary due to the fluid nature of the tactical environment.

• Maximizes initial mass of personnel and/or equipment.

• May enable an element of surprise.
• Minimizes the size of the OA.
• Requires minimal, if any, ground support or MHE.

• Increased monetary cost and time for aerial delivery resources (e.g., chutes, rigging, and
airdrop inspections).
• Does not maximize cargo capacity.
• Does not allow back-haul.
• Sensitive equipment may not survive an airdrop.

NOTE: For unique planning considerations based on load type (equipment and CDS), see the
load type sections later in this chapter.
Airdrop mission planning should begin with the
OA. See the following publications for additional information:
• AFI 13-217, Drop Zone and Landing Zone Operations, for DZ size, selection, marking,
and delivery parameters.
• AFI 11-231, Computed Air Release Point Procedures, for drop altitudes, airspeeds,
load/parachute information.
• AFI 11-2C-130, Volume 3, C-130 Operations Procedures.
7.2.1.1 Drop Zone Analysis. See AFI 13-217, Drop Zone and Landing Zone Operations,
to determine minimum DZ size. In contingencies, the supported force determines
minimum DZ size. Aircrews in OEF performed airdrops on DZs as small as 100 x 350
meters. Most PIs are marked with a raised angle marker (RAM) or block letters. Mission
planning should take into account vegetation (trees and farmland), structures, and terrain
in the immediate vicinity of the DZ.
 7.2.1.2 Airdrop Damage Estimation. Accomplish an ADE assessment IAW current ADE
guidance. Airdrop damage estimation (ADE) provides commanders an assessment of
damage concerns that, when weighed against sound judgment and operational
considerations, help determine if the mission warrants the risk. The ADE methodology
provides mission planners and leadership a simple, repeatable process and common
language to communicate risk but it is not an exact science. The supporting technical data
and processes are derived from empirical data, probability, and historical observations. All
of the sources contain some degree of inherent error and uncertainty. The ADE
methodology does not predict actual mission outcome.
7.2.1.3 Drop Zone Personnel Requirements. See AFI 13-217, Drop Zone and Landing
Zone Operations for drop zone safety officer (DZSO) and drop zone control officer
(DZCO) qualification requirements. See AFI 13-210, Joint Airdrop Inspection Records,
Malfunction/Incident Investigations, and Activity Reporting, for malfunction officer
requirements.
7.2.1.4 Drop Zone Markings. See AFI 13-217, Drop Zone and Landing Zone Operations,
for DZ marking requirements. During contingency operations, non-standard DZ markings
may be required for mission accomplishment. Past examples from Operation ENDURING
FREEDOM include vehicles, fires, flashlights, etc. Additionally, the PI could be
referenced via an offset from an easily identifiable point on the ground (e.g., PI is 100
yards left of the northwest corner of the FOB on a run-in heading of 325 degrees).
7.2.1.5 Drop Zone Communication. See AFI 13-217, Drop Zone and Landing Zone
Operations, for DZ communication requirements. Coordinate with the DZ controllers for a
primary, secondary, and, in some cases, tertiary communications plan. The complexity of
the communications plan will depend on the theater and mission importance. No-drop
signals need to be clearly understood by the aircrew and DZ ground party.
7.2.1.6 Multiple Drops Zones in Close Proximity. Recent missions in Afghanistan have
required airdrops to multiple DZs in close proximity. Proficient aircrews were able to
accomplish these airdrops with as little as 5-minute spacing. This activity must be
thoroughly planned and briefed. When multiple airdrops from a single aircraft are planned
to DZs that are located in close proximity, mission planners should ensure adequate time
for checklist completion. This may require expanding routing or limiting airspeed to
provide extra time between airdrop events.
Minimum deployment altitudes and airspeeds for
specific loads and parachutes are defined in AFI 11-231, Computed Air Release Point
Procedures. Drop altitudes are defined in AFI 11-2C-130, Volume 3, C-130 Operations
Procedures. If minimum terrain clearance cannot be satisfied during descent to drop altitude,
then change the run-in course, delay descent, step down to drop altitude, or airdrop at a higher
altitude. See AFI 13-217, Drop Zone and Landing Zone Operations, Table 2.1. Standard Drop
Zone Size Criteria, to determine the maximum altitude based on DZ size. Crosscheck the
pressure altimeter with the radar altimeter during the run-in to ensure the aircraft is at or above
the minimum AGL drop altitude. Identify a point to conduct this crosscheck during mission
planning.
 7.2.3.1 Visual Run-In Methods.
7.2.3.1.1 Traditional Run-In. A traditional, straight run-in provides stability during
IMC or large formation airdrops. See the IFR Drop Corridor paragraph later in this
chapter for limitations. Factors to consider include threats, terrain, en route airspeed,
size of the formation, aircraft gross weight, density altitude, altitude to be gained or
lost during the SD, type of load, and drop airspeed.
7.2.3.1.2 Turning Run-In. If a straight run-in is not possible due to terrain, airspace, or
threat, another option is a turning run-in. This run-in method requires more planning,
route study, aircrew coordination, and mission computer (SCNS) integration than a
straight run-in. Slowing down prior to beginning the turning portion of the run-in will
aid in the descent profile as well as decrease the turn radius. Ensure the final run-in
distance is long enough to be stabilized prior to the release point. Be sure to account for
the forward travel distance of the load and time to reconfigure flaps if dropping CDS.
A technique for planning turning run-ins is to apply the same planning techniques used
for tactical approaches. Tactical approaches (e.g., beam or teardrop) can be modified
for airdrop. Ensure the location of the ramp and door opening and one-minute advisory
are annotated on planning products. See , Turning Run-in Beam.
NOTE: When planning a turning run-in through mountainous terrain, consider turn radius at
higher TAS due to increased altitude.
7.2.3.2 IFR Drop Corridor. See , Standard IFR Drop Profile.
7.2.3.2.1 DZ Entry Point. This is a fixed point in the IFR drop corridor where an
aircraft or formation (after the last aircraft has passed) may safely begin descent from
IFR en route altitude or a segmented altitude to IMC drop altitude. See ,
“Combat Mission Guide,” for DZ entry calculation worksheet.
7.2.3.2.2 DZ Exit Point. The DZ exit point is a fixed point on the DZ escape flight
path centerline where each aircraft will be at minimum IFR en route altitude. This
point, also referred to as the IFR drop corridor egress point, will be a minimum of a
4-NM track distance from the trailing edge of the DZ. Calculate the exit point based on
least capable three engine climb performance in the formation (i.e., in an E/H mixed
formation, use E model 3-engine TOLD). MCs may devise an alternate escape route to
preclude an extended DZ exit point. See , “Combat Mission Guide,” for
a calculation worksheet.
NOTE: Calculate DZ exit using maximum continuous TIT (i.e., 932°/1010° TIT). This is a
conservative calculation. If mission objectives cannot be achieved due to obstacle clearance
requirements and another method cannot be used (e.g. adjusting the number of aircraft, reducing
aircraft gross weight, revising run-in and/or escape course, or increasing drop altitude) recalculate
DZ exit using take-off TIT (i.e., the baseline TIT, 971°/1077°).
 30° bank
650A 1 min 220 KIAS

Reset Flaps

9 sec Delay
1 NM Crossing
RW

150 KIAS
Ramp/Door
2.5 NM

45 sec OUT

Flt-Idle
45° bank
CLIMB 650A

UNCLASSIFIED Turning Run-In Beam

AFTTP 3-3.C-130E/H, 7 December 2011 7-5

Figure 7.2 Standard IFR Drop Profile.

DZ Exit point RL GL Stabilization Earliest DZ Entry Slow

point descent point down
point
Escape
Initiated
En route altitude
(1,000/2,000 ft, 5 NM)
10 NM OCONUS
En route altitude
Drop (1,000/2,000 ft,
zone 5 NM)
10 NM OCONUS

4 NM
Track distance 6 NM Descent Formation Deceleration
(Minimum) distance length distance

Lead aircraft

Last aircraft
IP

1,000 ft
(2,000 ft)
1,000 ft
(2,000 ft)

500 ft

Drop
zone

UNCLASSIFIED Standard IFR Drop Profile

 7.2.3.2.3 IFR Drop Corridor Variations. In mountainous terrain, it may not be possible
to fly a standard IMC descent and run-in profile complying with all of the normal
obstruction clearance restrictions. In such cases, tacticians should consider using flight
or element descents (i.e., waterfall descent), higher planned descent rates (1,500 to
2,000 VVI), reduced escape timing, slowdowns prior to the IP, DZ entries prior to the
IP, and segmented DZ escapes to comply with the required obstruction clearance
zones. Use of these techniques must be very carefully planned, briefed, and
understood. Pay particular attention to the descent profile compression during a
waterfall descent, SKE preps, time control (how to program SCNS), and emergencies
such as engine loss, SKE loss, and drop malfunctions. See , Non-Standard
IFR Airdrop.
Careful SD planning minimizes the time aircraft are exposed to
threats at slow airspeeds and higher altitudes. The calculated SD distance is suitable for a
permissive environment and should be used as a guide for planning. However, in areas of
significant threat, reduce SD distance. See AFTTP 3-1.C-130 for additional threat
considerations.
NOTE: , Visual Slowdown Chart, provides a conservative SD number based on a
number of factors. Aircrews should be able to accomplish SD in much shorter distances. Start with
, Visual Slowdown Chart, and start subtracting assumptions based on actual conditions
and aircrew proficiency. Thoroughly brief the maneuver based on the assumption changes. Use
SMOE on the SD factor to calculate effects at high pressure altitudes. SMOE is a correction for air
density applied to calculate TAS. The value is available in TO 1-C130(X)-1-1, Chapter 1.
7.2.4.1 IMC Slowdown Planning. See , IMC Slowdown Chart.
During contingencies, most DZs will be surveyed as circular to allow
flexibility. In this scenario, it could be advantageous to target the center bundle of a CDS stick
to the DZ centerpoint instead of the more traditional targeting of the first bundle. This
capability is inherent in the precision airdrop function of the Consolidated Airdrop Tool
(CAT), but it can easily be done with traditional CDS airdrops. To accomplish this, use the
flight station (FS) that corresponds to middle of the stick in CAT. For example, instead of
using bundle number one’s FS information, use bundle number seven’s on a full 16-bundle
CDS airdrop. The resulting information, once inputted into the mission computer (SCNS), will
allow for the center bundle to hit the DZ centerpoint. Another consideration is differing CDS
bundle weights in the same stick. A technique to ensure an even spread of CDS bundles across
the DZ is to average the weight of the bundles and use that average weight in CAT. If done
correctly, some bundles should land short of the intended PI, and some should land long, but
none should drift off-DZ.
 Escape Point
Stabilization
Point

DZ Entry
IP Point
Drop Zone

DZ Exit Point

En route altitude
1,000 (2,000 ft)
Formation Lead 5 NM/10 NM
Slow Down

DZ Entry
Waterfall Descent Point
(By Element)
Segmented Leg
Exit Point

1,000 ft
(2,000 ft)
1,000 ft IP
(2,000 ft)

500 ft 500 ft

Drop Zone

UNCLASSIFIED Non Standard IFR Airdrop

Level or ascent/ 8.1 7.9 7.7 7.4 7.2 6.9
descent <500 feet
Ascending 1,000 feet 7.3 7.1 6.9 6.7 6.5 6.3
Descending 1,000 feet 8.5 8.2 7.9 7.6 7.3 7.0
Descending 2,000 feet 11.6 11.1 10.6 10.1 9.6 9.2
Descending 3,000 feet 14.5 13.9 13.2 12.6 12.0 11.3
Descending 4,000 feet 17.6 16.8 16.0 15.2 14.4 13.6
Descending 5,000 feet 20.9 19.9 18.9 17.9 16.9 15.9
Descending 6,000 feet 24.0 22.9 21.7 20.6 19.5 18.3
Descending 7,000 feet 27.2 25.9 24.6 23.3 22.0 20.7
Descending 8,000 feet 30.6 29.0 27.5 26.0 24.6 23.1
Descending 9,000 feet 33.9 32.2 30.6 28.9 27.2 25.6

* Descending SD at 140 KIAS/1,000 fpm

** Ascending SD with 5-degree nose-up attitude
*** Aircraft level in drop configuration prior to the 1-minute warning
(1.7 to 2.8 NM prior to DZ)
**** Deceleration factor (level or descending SD) 0.25 NM air distance consumed
per 10 knots of airspeed lost, based on standard day at sea level; correct for SMOE
***** Deceleration factor (ascending SD) 0.182 NM air distance consumed
per 10 knots of airspeed lost, based on standard day temperature at sea level; correct for SMOE
***** Level or ascending SD distance includes the following:
• Time for deceleration to door opening speed (based on applicable deceleration factor)
• 30 seconds to open door
• 30 seconds for checklist completion
******* These distances are based upon 250 KIAS at SD initiation and should be adjusted by
the appropriate deceleration factor for each 10 knots above or below this speed
Level or climb/**** 4.8 4.6 4.3 4.1 3.8 3.6
descent <500 feet
Descending 1,000 feet 4.9 4.6 4.4 4.1 3.9 3.6
Descending 2,000 feet 7.8 7.4 7.0 6.5 6.1 5.7
Descending 3,000 feet 10.7 10.2 9.5 9.0 8.4 7.8
Descending 4,000 feet 13.7 13.0 12.2 11.5 10.7 9.9
Descending 5,000 feet 16.7 15.8 14.9 14.0 13.1 12.1
Descending 6,000 feet 19.4 18.7 17.6 16.5 15.4 14.3
Descending 7,000 feet 22.9 21.7 20.4 19.1 17.9 16.6
Descending 8,000 feet 26.0 24.6 23.2 21.8 20.3 18.9
Descending 9,000 feet 29.2 27.6 26.1 24.5 22.9 21.3
Multiply table value by SMOE at drop altitude to adjust for PA
(e.g., Descent from 10k to 6k on a standard day w/10 kt tailwind = 12.2*1.0938 = 13.3)
* Descending/Ascending SD at 140 KIAS/1,000 fpm
** Aircraft level and in drop configuration at the stabilization point
*** Deceleration factor: 0.25 NM air distance consumed per 10 knots of airspeed lost, based on standard
day at sea level; correct for SMOE
**** Only the level SD distance includes the following:
• Time for deceleration to door opening speed (based on applicable deceleration factor)
• 30 seconds to open door
• 30 seconds for checklist completion
*****Table assumes configuration and checklists on-speed/in the descent/ascent
****** These distances are based upon 210 KIAS at SD initiation. Distances should be adjusted by the
appropriate deceleration factor for each 10 knots above or below this speed
******* Use the following formula to calculate distance for non-standard descent rates:
∆
× ×

( × ) ( × )–

∆
× ×
 For all airdrops, the navigator will develop and brief a safety box. For
visual and mission computer airdrops (MCAD) at and below 3,000 feet AGL, the navigator
will use easily identifiable landmarks to identify the safety box boundaries and annotate those
boundaries on a DZ mosaic. Additionally, the navigator will develop a SCNS tolerance to
define lateral (yards) and longitudinal (seconds) limits for all airdrops. If the PM has visual
contact with the DZ, the visual safety box becomes the primary safety box for airdrops at and
below 3,000 feet AGL. The boundaries of the safety box should ensure that if the airdrop is
initiated anywhere inside of it, the load/jumpers will impact on the surveyed DZ. For
personnel airdrops, the navigator should also brief a visual red light point and the PM should
call “RED LIGHT” if the aircraft passes that point but usable DZ time has not expired. For
multiple bundle CDS airdrops, the safety box should ensure that the last bundle will land on
the DZ. On a full 16 CDS bundle load, this will shorten the trailing edge of the safety box by
about 150 yards, but will vary based on GS. Dispersion in yards = (exit time (ET) forward - ET
aft) x (GS/1.78). The navigator will update the safety box, if required, once a new release point
has been computed on the DZ run-in.
The ground tactical situation
might require airdrops without a pre-planned DZ (on-call airdrop) or the re-tasking of a
planned airdrop mission already in execution be shifted to a different DZ or a different TOT.
Time sensitive airdrop is intended to deliver supplies exactly when and where needed for
ongoing or emerging ground operations. During an on-call airdrop, an aircrew is tasked to
orbit at a known point and await tasking for the delivery of supplies (typically via CDS) to an
OA. Use these procedures when the pace of the ground operations necessitates aerial resupply
of a time sensitive nature incompatible with the traditional ATO cycle. Though there is little
known information, the MPC can prepare the aircrew for success with thorough planning and
flexible products.
7.2.7.1 On-Call Airdrop Planning. On-call airdrop can be broken down into two primary
areas: (1) user coordination and communication and (2) OA analysis.
7.2.7.1.1 User Coordination and Communication. On-call airdrop coordination
centers on communication flow, aircraft performance considerations, and load
planning. Joint Pub 3-09.3 Joint Tactics Techniques and Procedures for Close Air
Support, and AFTTP(I) 3-2.6, Multi-service Tactics, Techniques, and Procedures for
the Joint Application of Firepower (J-FIRE), provide procedures for check in, briefing,
and in-flight reporting. These procedures should be used unless coordinated and
briefed otherwise. Ensure aircrews thoroughly understand theater C2 and joint
terminal attack controller (JTAC) communication procedures. In execution, it is the
user’s responsibility to relay the airdrop briefing to the aircrew via the JTAC or other
C2 methods. Mission planners should communicate C-130 performance limitations to
the requesting user and, if possible, the controlling JTAC. Load plans from the user
must be specific to ensure the desired amount of the desired airdrop class is delivered
to the correct time and place. For example, if six bundles of ammo are loaded on one
side, and six bundles of food are loaded on the other with one gate per side, the aircrew
will not be able to deliver one bundle of each to the same DZ. Ensure the user
understands these limitations during planning.
 7.2.7.1.2 Objective Area Analysis. On-call airdrop places unique challenges on the
aircrew executing the mission. This stems from the lack of a designated DZ during
pre-flight mission planning. User coordination should result in an understanding of the
overall area of operations (AO) and potential airdrop locations. This level of
understanding can be achieved through solid user coordination with ground unit
planners. The ground party is responsible for the airdrop hazard area (ADHA).
Operational level planners must insist the user relay all protected areas to the aircraft
during the airdrop briefing (Format 20). Premission planning needs to examine these
possible DZ areas and general ingress and egress routing, focusing on terrain, airspace,
and threat restrictions. Terrain analysis can include pre-flight MSAs and DTED and
should focus on areas where aircraft performance could limit operations. For example,
sharply rising terrain in an area could prevent a low altitude run-in towards the terrain.
The computation of MSAs can be simplified by using pre-planned CGRS (i.e., killbox)
MSAs. Plot the route of flight across CGRS boxes that have pre-coordinated MSAs,
and use those values as MSAs for the route into the DZ. Airspace should focus on the
potential for high-density air control zone (HDACZ) procedures if the airdrop is in
support of a major ground operation. Potential adversary threat systems should be
taken into account to determine suitable airdrop altitudes. A notional CARP should be
produced in Consolidated Airdrop Tool (CAT) and entered into SCNS. If a precision
airdrop is anticipated, planners should download wind data for the entire AO and for
the entire expected time of the mission. See , On-Call Pilot Stick and
, Airdrop Planning Sheet.
7.2.7.2 During time sensitive operations, conditions may dictate re-directing an airdrop
mission to an alternate DZ. This occurs if the user moves the OA after the mission is in
execution. In this situation, expect mission updates via the Format 20 from C2 or a JTAC.
Consider contingency plans for the dynamic
environment during execution.
7.2.8.1 No-Drops. In addition to the guidance in AFI 13-217, Drop Zone and Landing
Zone Operations, use the following forms of communication.
7.2.8.1.1 For visual and MCAD airdrops in VMC, a no-drop or mission cancellation is
communicated by the absence of coordinated markings, observation of the block letter
“X,” red smoke, red flares, authenticated radio transmission from the STT/DZCO, or
other coordinated method. The temporary postponement of an airdrop may be
indicated by placing two parallel bars formed by panels at the base of the block letter
identifier parallel to the DZ axis, or another coordinated signal.
7.2.8.1.2 In IMC, a no-drop, postponement, or mission cancellation is communicated
by an authenticated radio transmission or other coordinated method.
7.2.8.2 Racetrack/Reattack Alibi Planning. The user may require additional passes if
alibis (personnel who did not jump) remain on the aircraft. Minimum-force requirements
and the tactical situation will determine the need for a reattack. Other factors such as
weather, airflow, and time may require return routing.
 Dist (NM) Time (min)
On-call 5 1.2
stick 10 2.4
15 3.6
20 4.8
25 6.0
30 7.2

TIME
CP - IP
IP - SD
SD - DZ
ORBIT 6+00
TOTAL CP GREEN A

245 GS
CP Gn A MC DIST TIME MSA
A 329 26.8 6.6 9198 MSL
B 304 23.9 6.0 8266 MSL
C 319 20.3 5.1 8266 MSL
D 356 19.3 4.8 9065 MSL
E 358 14.5 3.6 9065 MSL
F 009 9.9 2.4 9065 MSL
G 014 8.3 2.0 9065 MSL

UNCLASSIFIED On-Call Pilot Stick

 MGRS
Latitude
Longitude

Contact Usable DZ Mag

Point Course
IP PI Elev IP-SD
IP True Alt SD-DZ
IP Delay Mode:
Carp
IP
DZ RoF Left/right
Escape VD Long/short
Escape TFC Drop Alt
Escape FTT Ground
Spd

Orbit Time Now

+ CP - IP + Orbit time
+ IP - IP = Push time
+ IP - IP Time now
+ IP - SD + TTT
+ SD-DZ - TTF
+ TTF From CARP = GL time
= TTT
DZ-Escape
 High-altitude airdrops are airdrops performed above 3,000 feet
AGL and are optimally used for small unit insertions or resupply to minimize the threat from small
arms, AAA, and MANPADS. The higher altitude reduces visual detection potential and the ability
of ground forces to hear the aircraft engines, but can increase detection from acquisition and
search radars. High-altitude operations increase vulnerability to enemy fighter interception and
radar SAMs. High-altitude drops may enable the aircraft to remain outside the enemy’s boundaries
or capabilities. High-altitude drops may also allow operations in threat areas where small arms fire
precludes conventional low-altitude deliveries. Aircraft performance normally determines the
highest available airdrop altitude. Additional support equipment such as oxygen consoles or hose
extensions may be required. Unpressurized operations above approximately 15,000 feet MSL can
cause mission planning laptop computer (e.g., CF-29) hard drives to crash. Use either pressurized
or solid state hard drives for high altitude airdrops. The wind-chill factor at the end of the ramp
during high altitude operations may be as low as -40 degrees Fahrenheit. Consider appropriate
clothing requirements prior to flight. All airdrops conducted above 25,000 feet MSL require a
waiver to AFI 11-202, Volume 3, General Flight Rules.
To increase drop accuracy, plan an altitude wind limitation of 50 knots
at 10,000 feet MSL and add 5 knots for every 1,000 feet above 10,000 MSL. (This does not
change surface wind limitations.) Use all available wind sources en route to the release point
to include other aircraft within the drop area, dropsonde, AFWA, and on-board systems.
Equipment and CDS drops performed above 3,000 feet AGL
should be made using MCAD procedures with a SCNS solution verified by AWADS, radar
beacon, or the JPADS.
7.3.2.1 A HARP should be computed for all drops above 3,000 feet AGL if HALO
procedures are used. If a single stage parachute (i.e., HVCDS with 26-foot ring slot chute)
is used above 3,000 feet AGL, CARP or JPADS procedures may be used. See AFI 11-231,
Computed Air Release Point Procedures.
7.3.2.2 Drop at the highest altitude commensurate with the threat; note that lower drop
altitudes provide greater precision. Ensure the availability of oxygen consoles and oxygen
hose extensions. For sustained (more than several days) high-altitude operations, limited
numbers of physiological technicians or aircrew members may constrain the number or
frequency of missions that can be flown.
7.3.2.3 Light discipline must be weighed against mission success. Overt lighting in the
cargo compartment may be a consideration. If feasible, task an extra aircrew member to
monitor cargo compartment personnel for hypoxia as well as to scan for threats.
7.3.2.4 An earlier SD may be required due to higher TAS at altitude.
7.3.2.5 Cavitation of the auxiliary pump and/or problems getting the door locks to engage
may complicate ramp and door operations. Porpoising the aircraft may aid in this situation.
Ensure load and personnel are secured prior to this maneuver.
7.3.2.6 Prominent terrain features within the drop area should be selected to position the
aircraft on the inbound course and to determine the release point. Preflight weather and
winds must be analyzed to determine the most advantageous inbound course. Whenever
possible, the inbound course should be into the average ballistic wind vector.
 7.3.2.7 Consider a climb from low-level to drop altitude to obtain current winds. Obtain
these winds as near the DZ as possible. The SCNS altitude wind may be used to update
preflight HARP winds and to determine and update the winds at altitude. Ensure the SCNS
TAS is accurate (within 5 knots of TAS as determined by TAS check).
7.3.2.8 Ensure the DZ is large enough for the drop altitude and load being dropped as
defined in AFI 13-217, Drop Zone and Landing Zone Operations. During contingencies,
tactical DZs may not conform to these minimum DZ sizes. Drop accuracy may not be
critical during humanitarian airdrops of food and supplies using CDS/TRIADS.
High-altitude humanitarian DZs are often unmarked and unattended.
HALO and high-altitude
high-opening parachute technique (HAHO) drops may be used to insert personnel as part of a
clandestine operation. Due to the highly maneuverable parachutes used, DZ size is not a factor.
The higher the AGL actuation altitude, the greater the distance the jumpers can travel.
Dropping personnel from high altitude many miles from the DZ can gain the element of
surprise or provide standoff from the threat. These techniques may minimize exposure of
aircraft and aircrew to enemy surface to air threats.
7.3.3.1 High-Altitude Low-Opening Parachute Technique. HALO is a method to insert
military parachutists into an OA. Using free-fall skills, jumpers exit the aircraft from 3,000
feet to 35,000 feet AGL and free fall to low altitudes prior to manually activating their
parachutes. This technique is a very accurate means of inserting special operations forces
(SOF).
7.3.3.2 High-Altitude High-Opening Parachute Technique. HAHO provides the ability to
exit the aircraft up to 20 miles from an OA at high altitude, activate a high glide ratio
parachute immediately, and glide to the intended landing point.
7.3.3.3 Aircrew Coordination with Jumpmaster. Aircrews should ensure all aspects of
HALO/HAHO drops are discussed in detail at the pilot/jumpmaster brief. Insist on positive
feedback when discussing HARP location and wind data, as well as resolving what items
are passed to the jumpmaster during flight. Terminology should be clear and concise.
7.3.3.3.1 Briefing. Add the following items to the pilot/jumpmaster briefing: weather,
prebreathing and pressurization schedule; DZ markings and prominent terrain features;
HARP and duration of the green light; emergency descent procedures and time to
descend to 10,000 feet MSL; and Automatic Activation Device (AAD)
arming/de-arming altitudes.
7.3.3.3.2 Run-In Guidance. For all HALO/HAHO operations, navigators provide the
jumpmaster with a magnetic course ±5 degrees and a distance (NM, kilometer, or
meters) to the DZ from the release point. Navigators will then compare their HARP
location and calculations with the jumpmaster’s chart and calculations.
7.3.3.3.3 HARP Updates. The aircrew will relay in-flight changes to the HARP
location or significant wind changes to the jumpmaster as soon as possible.
 7.3.3.3.4 Communication and Signals.
7.3.3.3.4.1 Hand Signals. There are several techniques for communicating with
the jumpmaster. Some of these hand signals include the following:
• Pointing at a watch and indicating with fingers the minutes to go.
• Cupping one hand and blowing into it while indicating the speed of the wind
with up-turned fingers provides DZ wind velocity.
• Passing the forefinger across the throat to indicate a no drop.
7.3.3.3.4.2 Written Messages. Each LM should carry a pencil and paper to write
out messages that cannot be passed by hand signals. Messages for the pilot from
the parachutists must be written out. The use of grease pencils to relay messages on
the paratroop door window has also proven effective.

7.3.4.1 Flaps. Normal configuration is with 50 percent flaps. However, at higher altitudes
it may be desirable to use less flaps.
7.3.4.2 Airspeed and Altitude. Refer to AFI 11-231, Computed Air Release Point
Procedures, for delivery airspeeds. Brief the jumpmaster on the airspeed used. Always use
indicated altitude for planning and execution.
7.3.4.3 Exits. Parachutists normally exit from the ramp. All parachutists, with the
exception of the jumpmaster, stand forward of the ramp hinge until the 2-minute warning.
Normally lower the ramp to the aerial delivery system (ADS) position. However, if
operational necessity dictates, an intermediate position level to the horizon may be
selected. One or both paratroop doors may be used in lieu of the cargo ramp. All
parachutists, except the jumpmaster, stand forward of the paratroop doors until the
2-minute warning. Jump platforms may be installed. Do not open ramp and door, and
paratroop doors simultaneously.
The high-altitude CDS is designed to
allow release of CDS bundles at higher altitudes above a known threat altitude. To achieve
desired accuracy, the containers are rigged with special parachutes and other equipment to
reduce the total time of fall to a minimum. Containers are rigged with a small stabilization
parachute which, when inflated, is used to achieve a high velocity rate of fall (over 200 fps) to
a selected altitude where a barometric sensing device actuates a cutter to deploy a larger cargo
parachute. The second stage allows the airdrop of fragile and sensitive equipment. This system
provides good airdrop accuracy and retains the tactical advantages of high-altitude
employment. Normally, a spotter load is released on the first pass over the DZ. The position of
this drop determines a correction for the actual delivery.
NOTE: The high altitude CDS is not the same system and does not utilize the same procedures as
JPADS guided and unguided systems.

To accomplish a visual airdrop, the aircrew navigates to the release

point using visually identified ground references. The coordinated DZ marking must be
 visually identified prior to green light. Navigators should confirm the location of the release
point using sight angle, offset visual target and timing, or spot dropping. Visual airdrop is
intended to provide an airdrop capability when aircraft systems do not allow for mission
computer airdrops or when GPS is not available. With the exception of high-altitude low-
opening (HALO), leaflet, and tri-wall aerial delivery system (TRIADS) airdrops, visual
airdrop is only suitable while VMC at or below 3,000 feet AGL.
MCAD refers to any airdrop that does not rely on visual
identification of the DZ for navigation to the release point. MCAD can be used to navigate to
a release point in VMC or IMC conditions at any drop altitude. MCAD airdrops fall into two
categories. The first uses aircraft systems (i.e., SCNS) to compute a release point. The second
category uses an external source (CAT) to calculate a release point. The external source release
point coordinates are then entered into the mission computer (SCNS). In either case, the
mission computer is used to navigate to the release point. MCAD airdrops do not alleviate the
requirement for the aircrew to visually identify DZ markings prior to green light if those
markings constitute the only means of relaying airdrop clearance. The following techniques
can be used to validate mission computer position accuracy for airdrop.
NOTE: IAW AFI 11-2C-130, Volume 3, C-130 Operations Procedures, the only approved
procedures for conducting other-than-visual airdrops are adverse weather aerial delivery system
(AWADS), non-AWADS SKE element leads following an AWADS flight lead, SKE wingmen
using timing, radar beacon, and ground radar aerial delivery system (GRADS). Current CONEMP
approves JPADS airdrops without the use of visual airdrop procedures.
NOTE: Non-AWADS equipped aircraft and aircrews were tasked to perform “coordinate only”
airdrops in Afghanistan. These were accomplished with a waiver to current AFI restrictions. If
tasked with a “coordinate only” airdrop, aircrews should ensure they have an approved waiver.
Additionally, they should consider using MCAD techniques to validate mission computer (SCNS)
position.
7.4.2.1 Adverse Weather Aerial Delivery System. AWADS validation of SCNS is
accomplished through the interface of a high-precision ground-mapping radar, pre-planned
OAP and SCNS. The OAPs are calculated during premission planning by a targeteer or
navigator to obtain the highest precision coordinates possible.
7.4.2.2 Independent GPS. An independent GPS solution can be used to cross check the
mission computer position. An example of an independent GPS source is the PFPS
Moving Map.
NOTE: AFI 11-2C-130, Volume 3, C-130 Operations Procedures, prohibits using MMD to
update navigational equipment (SCNS/INS).
7.4.2.3 Visual Update. In VMC, use a preplanned, easily identifiable, geographic
reference to validate the mission computer position. This also includes using visual airdrop
techniques such as sight angle to validate SCNS position.
7.4.2.3.1 Visual Verification Method. Designate a minimum of one point en route and
one on the run-in to use as visual reference points. Visual reference points should be
easily definable (i.e., road “X” and river bend) and should be within 400 yards (0.2
NM) of the pre-planned run-in course. Crews must be able to identify the visual
 reference point with enough clarity to determine accuracy within 200 yards (0.1 NM).
As a technique, aircrews should mark the visual reference point with a 200-yard radius
circle to help in determining accuracy. Also, consider using sight angle techniques at
en route visual updates by flying over a designated point at a pre-planned AGL
altitude. Compare the sight angle offset against the mission computer (SCNS) distance
to go.

7.4.3.1 Ground Marked Release System. See AFI 13-217, Drop Zone and Landing Zone
Operations, for specific ground marked release system (GMRS) procedures. The
supported unit is responsible for computing a release point and providing ground markings
(panels or lights). The most common of the markings is the inverted “L.” Depending on the
tactical situation, mirror, smoke, flashlight, etc. may be used to highlight the marker panel
location. The navigator should compute a CARP to predict the approximate location of the
release point to aid line-up during the run-in. However, the user’s desired CARP may
change dramatically from the originally briefed location. The navigator’s CARP only
assists the aircrew refine their search for the GMRS markings—the GMRS marking are
primary.
7.4.3.1.1 The advantages of GMRS include:
• Security, because a coded identifier can be incorporated into the signal (i.e.,
timed flashes).
• No radio transmissions are required.
• No smoke is used.
7.4.3.1.2 The disadvantages of GMRS include:
• Difficulty seeing ground signals over rough terrain, through marginal weather, or
at night.
• Possible displacement of the markings off the DZ due to strong winds.
• The ground team highlights their position when they set up the GMRS.
• GMRS CARP is likely calculated well before the airdrop to allow time to set up
the markings.
7.4.3.2 Verbally Initiated Release System. See AFI 13-217, Drop Zone and Landing Zone
Operations, for specific verbally initiated release system (VIRS) procedures. This method
allows ground forces to direct the aircraft to the release point. Ground personnel provide
verbal steering guidance once the aircraft is in sight and call the release when the aircraft
flies over a predetermined point on the ground. It is used when CARP procedures cannot
be used, when the DZ release point is located where GMRS cannot be used (e.g., when it
is not visible to the aircraft), or when it is tactically impractical to mark the DZ. The
supported unit also accepts responsibility for off-DZ drops.
7.4.3.2.1 Consider these following limitations. VIRS relies on sustained
communications with the DZ party. The terrain may prohibit the ground party from
seeing the aircraft, consequently forcing the aircraft to obtain drop altitude earlier than
 desired to receive steering vectors. VIRS drops may not be practical at night and it is
imperative that authentication and release procedures be thoroughly briefed and
understood between the aircrew and the ground party.
NOTE: This tactic is normally limited to single-ship operation. With adequate pre-briefing, two
to four aircraft can conduct VIRS airdrops in visual or SKE geometries. Wingmen should time
their drop from the ground radio execution call or lead’s SKE preps based on GS and in-track
distance.
NOTE: During formation operations, ensure the DZ controllers correctly identify the lead aircraft
and does not base steering cues off of a wingman. Failure to do this may result in lead dropping
beyond the intended release point. Techniques for identifying lead include alternate aircraft
lighting and wing rocks.
7.4.3.3 Jumpmaster-Directed Personnel Release Procedures. See AFI 11-2C-130, Volume
3, C-130 Operations Procedures, for specific procedures. The jumpmaster directs the
aircraft to the release point and calls the exit for the paratroopers. During
jumpmaster-directed airdrops, the jumpmaster determines the release point
mathematically or by wind drift indicator. The jumpmaster directs the aircraft to the
release point using steering commands to the aircrew. After the SD checks are completed,
the LM permits the jumpmaster access to the door to begin “spotting procedures.” The SD
should be adjusted to allow the jumpmaster to begin spotting procedures not less than two
minutes out. The jumpmaster visually relays steering signals to the LM who verbally
relays these signals to the pilot. The jumpmaster may spot from the aircraft ramp or a
paratroop door. One minute prior to the navigator’s release point (or as coordinated with
the jumpmaster), the copilot turns on the green light to indicate clearance for the
jumpmaster to make a final decision as to the exact exit point. Jumpers may exit on the
jumpmaster’s direction while the green light is illuminated. The red light is turned on at the
end of the navigator’s computed usable DZ distance and time or when the last jumper or
load exits, whichever comes first. No jumpers should exit after the red light is turned on.
7.4.3.4 Area Drop Zones. Area DZs consist of a start point, end point, and a prearranged
flight path over a series of acceptable drop sites between these points. As area DZs do not
have specific PI locations, the user is free to receive the drop at any location along the
flight path of the area DZ. The actual DZ is marked by a beacon, pre-briefed PI marking,
GMRS, or VIRS. These techniques can be modified as the tactical situation permits to
accomplish the drop. One technique is to slow to drop airspeed and configure prior to the
leading edge of the area DZ. Maneuver the aircraft to fly over possible drop locations.
Another technique is to perform a high-speed pass over the area DZ. Once the PI is
located, perform a Racetrack to execute the airdrop. Aircrews must pre-brief what action
will be taken if there is a late acquisition of the PI.
7.4.3.5 Ground Radar Aerial Delivery System. GRADS is an IMC airdrop method using
fixed-radar facilities to provide navigational guidance to position the aircraft over the
navigator’s CARP. See AFI 11-231, Computed Air Release Point Procedures.
7.4.3.6 Radar Beacon Airdrop. See AFI 11-231, Computed Air Release Point Procedures,
for radar beacon airdrop information.
7-20 AFTTP 3-3.C-130E/H, 7 December 2011

7.4.4 On-Call Airdrop Execution. The time critical nature of time sensitive airdrop does not
alleviate the need for route analysis and en route planning; therefore, is up to the aircrew to
perform this function while airborne.
7.4.4.1 Check-In. If tasked with an on-call airdrop, aircrews could be tasked to check-in
with a JTAC at a specific location and frequency. J-FIRE Format 13 briefing is the correct
format for this check-in. See Table 7.4, J-FIRE Format 13.
Table 7.4 J-FIRE Format 13.
Format 13—Close Air Support Check-In (Aircraft Transmits to Controller)
Aircraft: “______________________________, this is_______________________________”
(Controller Call Sign) (Aircraft Call Sign)

Identification/mission number: “________________________________________________”

Note: Authentication (initiated by the net control agency) and appropriate response suggested
here. The brief may be abbreviated for brevity/security (“as fragged” or “with exception”)
Number and type of aircraft: “__________________________________”
Position and altitude: “________________________________________”
Ordnance: “________________________________________________”
(Fuzing, Laser Code)

Time on station: “____________________________________________”

Abort code: “______________________________________________”
Remarks (optional): “_______________________________________________”
(NVG, data link, helmet-mounted cueing system (HMCS), forward air controller [FAC(A)],
targeting pod (TGP), VDL, TLE, etc.)
OVERALL NOTES:
* Flight lead will establish abort code
** JTAC can brief abort code to follow-on aircraft
*** Abort code may be NA during secure communications
7.4.4.2 Tasking. The J-FIRE Airdrop Briefing (Format 20 or “7-Line”) is the typical
format to pass taskings to an on-call aircrew for execution. See Table 7.5, J-FIRE Format
20. It is also used to redirect a mission to an alternate DZ. Any C2 asset (AWACS, AOC,
or JTAC) may pass the airdrop briefing to the aircrew over existing communications
channels (VHF, UHF, and CTII). Upon receiving the airdrop briefing, aircrews will
quickly formulate a safe routing from the pre-established orbit point to the IP and DZ
provided by C2. Once a crew receives the airdrop briefing, each crew member must
accomplish specific tasks prior to performing the airdrop. The PM and navigator should
jointly verify the briefed ingress and egress routing to include identifying MSAs, airspace
restrictions, and factor terrain. Also, they must update the CARP data based on the briefed
run-in heading, PI elevation, and winds. Generally, the PF will focus on maintaining the
AFTTP 3-3.C-130E/H, 7 December 2011 7-21

aircraft in the desired hold with back-up from the FE. It is critical to communicate time
lines to the LMs and provide enough time to prepare the cargo compartment. The LMs will
ensure proper completion of all items on the pre-slowdown checklist.
Table 7.5 J-FIRE Format 20 (1 of 2).
Format 20—Airdrop Briefing (Aerial Resupply)
Do not transmit line numbers. Units of measure are standard unless briefed. Lines 3 (C-17 only),
4, 5, and 7 (restrictions only) are mandatory readback (†). JTAC may request additional
readback.
JTAC: “__________________________, this is_________________for airdrop control.”
(Aircraft Call Sign) (JTAC Call Sign)

1. Drop Zone (DZ) Visual Description: “________________________________________”

(Open north/south field, Road “T,” etc.)
2. Location of Friendlies: “___________________________________________________”
(from DZ, cardinal direction and distance in meters)
Position marked by: “_____________________________________________________”

3.† IP/Heading/Distance: “__________________________________________________”

(† Degrees magnetic, IP-to-DZ, when required)
Offset: “____________________________________________________________ __”
(Left/Right, when required)
4.† Point of Impact Location: “______________________________________________”
(Lat/Long, grid to include map datum [e.g., WGS 84])
5.† Point of Impact Elevation: “_____________________________________________”
(in feet above MSL)
6. Point of Impact Marking: “________________________________________________”
(Code letter, mirror, IR strobe, IR chemstick, etc.)
7.† Restrictions: “________________________________________________________”
Remarks in Restrictions as appropriate.
(Applicable ground threats to aircraft; suppression coordinated/hazards (terrain, towers)/surface
winds/estimated ceiling and visibility/GTL/final attack heading/additional friendly aircraft in the
area/No. of CDS bundles/type CDS bundles/egress direction (if different than assigned ingress
heading).]
Time on Target (TOT): “_______________” or Time to Target (TTT) “_________________”
* When identifying position coordinates for joint operations, include map data. Grid coordinates
must include 100,000-meter grid identification.
1. Note on Airdrop Format:
a. Strictly intended for time-sensitive preplanned airdrop (aerial resupply)
operations only.
b. C-130: Line 3 is optional, brief according to situation.
c. C-17: If rectangular DZ, heading is required in Line 3. Optional for circular DZ.
d. DZ—area for expected resupply.
e. Point of Impact—requested specific aerial resupply point of impact.
f. If required, direct aircraft to call 1 min and/or 30 seconds to release. Release
authority is the ground controller or briefed ground signal. Utilize “CLEARED TO
DROP” via radio.
g. No abort code; utilize “NO DROP” via primary radio for airdrop cancellation.
h. Absolute minimum information required to conduct airdrop (aerial resupply):
Lines 3 (C-17 only), 4, 5, and 7 (restrictions only).
2. Planning Considerations:
a. Threat permitting, hold airlift aircraft at low-medium altitude outside of the
objective area. Response time dependent on hold point location, but expect 20
minutes.
b. Point of impact should be 200 yards from nearest friendlies.
c. Refer to AFI 13-217, Drop Zone and Landing Zone Operations, for DZ size.
Expected impact area for C-130 low altitude delivery of 16 x CDS is 100 yards
wide by 200 yards long.
d. If able, minimize the effect of terrain on ingress/egress routing due to airlift
aircraft performance limitations.
e. This airdrop briefing format can be used for high altitude and or Joint Precision
Aerial Delivery System.

7.4.4.3 MPC-Generated and Briefed Products Technique. The steps of this technique will
depend on the specific products generated by the MPC; however, the concept will remain
the same. The PM or an additional thoroughly briefed aircrew member should perform
these duties. Once the Format 20 is copied, understood, and read back, begin to apply the
information to specific products.
7.4.4.3.1 Use the chart to locate and plot the IP, DZ, and escape point.
 7.4.4.3.2 Determine the time required and a magnetic heading from contact point (CP)
to the IP and from the IP to the DZ.
7.4.4.3.3 Utilize the MPC product to determine CGRS generated MSAs for the route
of flight.
7.4.4.3.4 Perform a route analysis of the descent profile to the DZ and of the climb
profile back to en route altitude once the airdrop is complete.
7.4.4.3.5 Post and review applicable TOLD, to include three- and four-engine climb at
current atmospheric conditions and at a gross weight equivalent to airdrop load not
exiting the aircraft. These TOLD values should be available for planning and route
study.
7.4.4.3.6 Ensure the descent and climb profile is clear of terrain. If it is not, query the
C2 agency and coordinate for alternate routing required to maintain terrain clearance.
7.4.4.3.7 Ensure the pilot and remaining aircrew understands the routing and other
specific airdrop briefing instructions.
7.4.4.3.8 Compare route parameters, descent and climb profiles, MSA altitudes, and
timing with SCNS and the navigator.
7.4.4.3.9 Ensure the pilot’s navigation aide, or stick, is updated with current
information.
7.4.4.4 Portable Flight Planning System.
7.4.4.4.1 Prior to step, the MPC or navigator should utilize PFPS admin to create a
local database consisting of known IPs, escape points, and potential DZs.
7.4.4.4.2 A no-wind CARP using load/chute specific ballistics and preflight
meteorological information should also be created and saved (i.e., oncall.cap).
7.4.4.4.3 Incorporate this into the sortie route file.
7.4.4.4.4 Finally, create a new CFPS route file with the orbit point as the first WPT
(i.e., oncall.rte), import the previously generated CARP into this file as well, and open
the local database, CARP, and route in FalconView.
7.4.4.4.5 Once the Format 20 is copied, understood, and read back, begin to build the
information into the existing and opened route and CARP.
7.4.4.4.6 Insert the directed IP after the orbits and insert the DZ after the IP. Use
curved path and remove the time when corridor maintenance is important.
7.4.4.4.7 Import the CARP information and insert the escape point.
7.4.4.4.8 Select calculate. Ensure SCNS is loaded with airdrop briefing information
and compare heading, distance and time between both independent solutions.
7.4.4.4.9 Finally, under route editor, ensure the corridor width is set to 5 NM and
utilize the route elevation profile function to determine the highest terrain obstruction
within 5 NM of selected routing. Cross-check the calculated highest terrain with chart
values to determine required MSA altitudes.
 7.4.4.4.10 Build the descent and climb Airdrop Pilot Stick profiles from these selected
altitudes and ensure that once the DZ is in sight, that positive terrain clearance will be
assured through the completion of the airdrop. This analysis must include climb back
to egress altitude after the airdrop is complete.
7.4.4.4.11 Compare values and procedures with the PM.
7.4.4.5 Direct Routing. Direct routing from the orbit point to the IP is the most
expeditious means of executing an on-call airdrop. This is the simplest method to employ
in the aircraft as the aircrew only has the IP and DZ points to enter into the mission
computer. However, airspace, terrain, and threat limitations may prevent a straight line
route between the orbit point and the IP. If these routing restrictions exist, C2 or the JTAC
should provide deconfliction. This deconfliction will take the form of time, lateral, or
altitude separation. If the aircrew identifies a conflict with other aircraft, airspace, threats,
or terrain, an alternate routing must be requested.
7.4.4.6 Real Time Objective Area Analysis. Examples of real time OA analysis include
identifying MSAs for grid sectors and factor airspace on charts. The time sensitive nature
of on-call airdrop operations does not alleviate the need for route analysis and route
planning; therefore, it is up to the aircrew to perform this function while airborne. The
airborne route study process can be done by utilizing the PFPS Moving Map while also
referencing MPC generated and briefed products. An effective technique is to have the
navigator set up and use PFPS to generate route, altitudes, descent/climb profiles, and
timing while having the PM perform the same analysis of route, altitudes, descent/climb
profiles, and timing based on the products generated in the MPC. Once individual
solutions are obtained, compare the two to ensure accuracy. Crews should use current
imagery loaded on the Moving Map to avoid protected objects communicated during the
airdrop brief (Format 20).

7.4.5.1 Slowdown.
7.4.5.1.1 SD at a pre-briefed point. See , Visual Slowdown Chart, and
, IMC Slowdown Chart.
7.4.5.1.1.1 In VMC this may be a geographic feature or a SCNS distance to go.
7.4.5.1.1.2 In IMC, use SCNS distance to go to define the SD.
7.4.5.1.2 Retard all throttles to 1,000 inch-pounds torque or pre-briefed power setting.
Lower the flaps to 50 percent on-speed or as briefed and slow to 140 KIAS.
7.4.5.1.3 Depending on the terrain and tactical situation, aircraft may perform a level
or ascending SD. Upon reaching drop altitude, decelerate (if required) to drop airspeed.
See , Pop-Up Maneuver, and , Pop-Low Maneuver.
7.4.5.1.3.1 In addition to , Time Control, another technique to
successfully meet your TOT while executing either a Pop-Up or Pop-Low is to
calculate a TOA to the IP based on the time it will take to execute the maneuver.
AFTTP 3-3.C-130E/H, 7 December 2011 7-25

Figure 7.5 Pop-Up Maneuver.

Assumptions: - Subtract 1.5 minutes for Table 7.1, Visual Slowdown Chart, assumptions = 3.5 NM
- Minimum slow-down for heavy equipment - Add 0.4 NM due to ascending for only half of the slow-down
- Sea level standard day - no wind
- Enter 250 KIAS
- Climb 5° nose-up GREEN LOAD CLEAR
- Reach drop altitude 140 knots LIGHT RED LIGHT
- 15 seconds to open door
- 15 seconds to complete checklist - Stabilized on drop
- Checklist complete at 5 seconds - Altitude and airspeed
- Door opening in progress
- 140 knots

800A Accelerate when doors

closed and locked

- Door is open
- Complete checklist
300A
IP 250

Pop-up point
- 195 knots
- Slowdown now- Time from slow-down to GL
- Raise nose 5°
- 250 to 140 knots is 1 minute, 14 seconds
- Begin checklist
- Configure on speed

22 seconds 22 seconds 30 seconds GL time

1.4 NM 1.0 NM 1.0 NM

3.6 2.2 1.2 0.0

UNCLASSIFIED Pop-Up Maneuver

7-26 AFTTP 3-3.C-130E/H, 7 December 2011

Figure 7.6 Pop-Low Maneuver.

5,000 ft AGL Descend: Climb:

140 IAS, FLT Idle 140 IAS, Full PWR
1,500 fpm VVI 1,500 fpm VVI
RMP & DR - Open RMP & DR - Open
Flaps 50% Flaps 50%
4,000 ft AGL
Slow 240 140 IAS
Down Config Drop
SMARM / RPG WEZ
3,000 ft AGL
Total Exposure: 3 + 44 min

Drop ALT: 1,000 A

1+
2,000 ft AGL 20 Drop A/S; 140 IAS
mi RMP & DR - Open CDS Flaps
n Flaps 50% 15 sec out
n
0 mi
GL RL
1+2
1,000 ft AGL 1 min 0+04 min

1,149 ft
3.77 NM 0.19 NM
~9.1 NM DTG 6.60 NM DTG 2.83 NM DTG 0.00 NM DTG

DZ

UNCLASSIFIED Pop-Low Maneuver

 7.4.5.1.3.2 For any maneuver that is planned as an actual minimum slow-down,
consider placing the TP at the IP. If the TP is at SD, depending on winds and load
type, when SCNS transitions from TP to DZ you will lose up to 10 seconds based
on the CARP and GS, which could prevent a successful airdrop.
7.4.5.2 Drop Clearance. If required, prior to green light ensure DZ controllers
communicate drop clearance via pre-briefed signals (e.g., radio call or RAM).
7.4.5.3 Navigating to a Visual Airdrop Release Point. Once established on drop altitude
and airspeed, the navigator should compute a new release point based on updated ballistic
winds. The updated release point should be briefed to the PF. Once the PF and navigator
confirm the release point location and track required, the PF is responsible for maintaining
the desired track over the DZ. The navigator will provide the PF with aircraft track
guidance input and continually crosscheck aircraft position relative to prebriefed visual
update points. Once the DZ has been identified, the navigator may direct the PF to adjust
the aircraft track based on the PI. As a technique, the navigator should provide the PF a
visual aim point beyond the DZ. The navigator will control the green light and red light
timing.
7.4.5.4 Navigating to a MCAD Release Point. After the IP, the navigator should inform
the PF when the aircraft is cleared to chase the bar, based on the accuracy of the mission
computer (SCNS) solution. The PF is then cleared to maintain SCNS centerline.
Centerline or “on the bar” is considered within 25 yards of SCNS XTRK. At this time,
begin a cadence that should include the following: SCNS XTRK, trend or track angle error
(TKE), drift (based on pilot/navigator preference) and time/distance to next event (i.e., SD;
prior to SD, and time to the drop after SD). The cadence should be given continuously
from the IP through the escape every 15 to 30 seconds.
7.4.5.4.1 Once established on drop altitude and airspeed, the navigator should
determine a new ballistic wind and enter it into SCNS. Advise the PF of the updated
CARP.
7.4.5.4.2 Throughout the run-in, the navigator should inform the PF when updating
the SCNS position or SCNS airdrop data. The PF should maintain the last heading until
the navigator advises cleared to chase. Any updates should be done not later than the
1-minute advisory to avoid large course corrections close to the release point.
7.4.5.5 One-Minute Advisory Through Red Light. At 1 minute prior to release, the
navigator will give the preparatory one minute advisory call. Five seconds prior to release,
the navigator will give the preparatory 5-second advisory. At this time, the PM should
confirm that the aircraft will be inside the safety box boundaries at green light. The
navigator will call “GREEN LIGHT” at the release point. The PM will turn on the green
light and simultaneously depress the aerial delivery system (ADS) button if required.
During the drop, the PF will make any small corrections as required to maintain DZ track.
The LM will advise the aircrew when the load is clear. The navigator will monitor the
timing for usable DZ length and call “RED LIGHT” at the expiration of usable DZ timing.
7.4.5.6 Usable DZ Timing. The navigator calls “RED LIGHT” no later than the expiration
of usable DZ time, or as appropriate based on LM’s “LOAD CLEAR” or
 “MALFUNCTION” call. During peacetime operations, airdrops should cease at red light.
During contingency operations, the user should decide (and advise airlift planners and
aircrews) whether troops or equipment may exit after red light.
7.4.5.7 No-Drop Decisions. Make “NO-DROP” calls IAW AFI 11-2C-130, Volume 3,
C-130 Operations Procedures. Navigators should acknowledge any “NO-DROP” call.
7.4.5.7.1 Checklists may still be in progress after the 1-minute advisory.
7.4.5.7.2 Consider a no-drop if, at 5 seconds:
7.4.5.7.2.1 The slowdown checklist is not complete.
7.4.5.7.2.2 Any aircrew member believes the aircraft will not be inside the safety
box at green light, or:
7.4.5.7.2.3 Airspeed deviation is greater than 10 knots or altitude deviation is
greater than 100 feet.
7.4.5.8 Airdrop Winds. Navigators should use all available sources to compute an
accurate ballistic wind. These include ground observations, ATC observations, SCNS, and
AFWA computed winds. Visual clues such as blowing sand or windsocks can be useful to
help determine wind direction and speed on the ground. When computing ballistic winds,
navigators should take into account the stabilization altitude of the load. For example, a
static line jumper will immediately be acted on by winds after exiting the aircraft;
therefore, the ballistic wind value would equally weigh surface and altitude winds. By
comparison, a CDS bundle will be acted on by the wind for only a small portion of its total
time of fall and therefore, the ballistic wind should weigh the surface wind greater. If
surface winds are unknown during personnel airdrops, advise the jumpmaster and Army
airborne MC when drop altitude winds exceed 30 knots. The decision to drop is at user
discretion.
After the “RED LIGHT” and “LOAD CLEAR” calls, accelerate to 140 KIAS,
turn to escape heading, and climb/descend as necessary. Accelerate as soon as aircraft
configuration allows. During contingency operations, consider holding the Completion of
Drop checklist open until threat situation warrants completion. Brief the engineer and LM
when to accomplish post-drop checklists.
CAUTION: Aircrew members in the cargo compartment must anticipate aircraft acceleration
during the escape maneuver.
NOTE: Closing the aircraft ramp and door while in an uncoordinated turn can cause ramp and
door locks to not fully engage and result in a door-open light.
Heavy equipment airdrops are low velocity airdrops designed to
deliver up to 42,000 pounds of ready-to-use equipment and supplies to forces in the field. Loads
consist of vehicles, equipment, or supplies rigged for airdrop on aluminum 463L platforms.
Platforms are extracted singularly or sequentially by extraction parachutes after which the load
descends under cargo parachutes.
AFTTP 3-3.C-130E/H, 7 December 2011 7-29

7.5.1 Parachutes. The G-12E, G-11B, and G-11C are the principal chutes used for HE
airdrops. Minimum altitudes for HE drops range from 550 to 1,300 feet AGL, depending on
load weight and chute type. See AFI 11-231, Computer Air Release Procedures, for ballistic
data.
7.5.2 Extraction Parachute Jettison System. The extraction parachute jettison system
(EPJS) is used to remotely jettison deployed extraction parachutes during HE airdrop
malfunctions. The EPJS-L (light) has the capability to jettison up to a 15, 22, or single 28-foot
extraction parachute. The EPJS-H (heavy) has the capability of jettisoning extraction
parachutes of all ranges to include two 28-foot extraction parachutes. EPJS can be installed on
unilateral HE training loads using the light or heavy device. During operational missions (joint
airborne/air transportability training [JA/ATT], JOAX) aircrews are only responsible for
providing the aircraft portion of the EPJS; the transported force is responsible for providing all
platform components. Use of the EPJS-H is mandatory for all multiple 28-foot extraction
parachutes.
7.6 Container Delivery System Airdrops. Container delivery system airdrops are designed to
airdrop single or double A-22 type containers. CDS drops are gravity-assisted airdrops used to
deliver up to sixteen A-22 containers per aircraft with each bundle’s suspended weight weighing
up to 2,200 pounds. These loads are cushioned with energy absorbing material (honeycomb) and
may be suspended by a number of different parachutes. The centerline vertical restraint (CVR)
will be utilized to provide all necessary vertical and lateral restraint requirements for up to sixteen
A-22 containers. Up to eight containers may be rigged for airdrop from each side of the CVR.
Each container can be rigged and airdropped one at a time or in pairs for multiple deliveries or all
eight from both sides on a single pass. Buffer stop assemblies (BSA), used for forward restraint,
must be installed for airdrops exceeding a combined weight of 5,000 pounds. Static takeoffs,
abrupt turns, fuel purging, evasive maneuvers, and turbulence can cause the honeycomb to
compress on one side, possibly causing the bundle to malfunction as it exits. Consider applying
additional aft restraint to heavy CDS loads to minimize gate stretching. CDS falls into two general
categories: low velocity (LV) and high velocity (HV). The low and high refers to the rate of fall.
Generally, LV parachutes result in less damage to bundles and greater recovery rates than HV.
However, LV parachutes are more affected by wind than their HV counterparts. Through 2008,
HV recovery rates in Afghanistan were on average 10 percent less than LV. Single A-22 type
containers may be rigged for low velocity or high-velocity airdrops. Double A-22 type containers
are normally rigged for low velocity airdrops only. The weight of each container will be IAW TO
13-C7-1-11/Army Field Manual 500-3. Ballistic data for these parachutes is located in AFI
11-231, Computed Air Release Procedures.
7.6.1 Low-Velocity Container Delivery System. The G-12E, G-13, G-14, and low cost
aerial delivery system—low velocity (LCADS-LV) are the primary parachutes used for
LVCDS airdrops. Ballistic data is located in AFI 11-231, Computed Air Release Procedures.
7.6.1.1 G-12E Parachute. The G-12E is a 64-foot parachute and is the Army’s principal
parachute for CDS airdrops. Under normal conditions, the chutes are fully deployed 370
feet below the aircraft.
7-30 AFTTP 3-3.C-130E/H, 7 December 2011

7.6.1.2 G-13 and G-14 Parachutes. The G-13 and G-14 are respectively 24 feet and 34 feet
in diameter. Under normal conditions, the G-13 chutes are fully deployed 330 feet below
the aircraft. The G-14 is fully deployed 180 feet below the aircraft.
7.6.1.3 Low-Cost Aerial Delivery System—Low Velocity. LCADS-LV will be dropped
using ballistics from the ATTLA memorandum entitled “Computed Air Release Point
(CARP) Data for the Low-Cost Aerial Delivery System (LCADS) Low Velocity (LV)
Parachute” dated 21 October 2008. This memorandum is available on the AMC/A3D
Community of Practice web site. For training, LCADS-LV will be airdropped between
1,000 feet and 3,000 feet AGL. Aircrews will use G-12E exit times found in AFI 11-231
and DZ size will be IAW AFI 13-217, Drop Zone and Landing Zone Operations.
LCADS-LV is authorized for use with the precision function of CAT using G-12 ballistics
with a minimum drop altitude of 1,000 feet AGL.
NOTE: LCADS-LV drops below 800 feet AGL pose a significant risk of failure or damage.
Drops above 10,000 feet MSL are restricted to a maximum of 1,700 lbs suspended weight.
NOTE: Breakaway static lines are to be used regardless of altitude. The static line break tie will
be full strength Type III nylon (550) cord for all LCADS-LV parachutes. Use of gutted Type III
nylon (550) cord will result in chute deployment failure. Joint airdrop inspectors must be vigilant
and ensure proper static line configuration, including anti-oscillation ties.
7.6.2 High-Velocity Container Delivery System. The 12, 22, and 26-foot ring slot and low
cost aerial delivery—high velocity (LCADS-HV) are the primary parachutes used for HVCDS
airdrops.
7.6.2.1 Load Rigging. The ring slot parachutes descend at approximately 65 to 100 fps.
The energy absorbing material may cause the containers to be top heavy and as high as 83
inches. With these high-profile loads, the LM must ensure the release gate is rigged at or
above the vertical CG of the load to prevent tipping during takeoff and DZ run-ins. Loads
normally consist of indestructible supplies that can withstand the high-velocity impact.
These chutes are designed to minimize oscillation of the load and retard the rate of fall
which then ensures an acceptable landing shock. See Figure 7.7, Container Delivery
System Rigging.
7.6.2.2 Drop Altitude. Minimum drop altitude for ring slot chutes is 100 feet plus the
vertical distance (VD) for the load being dropped. Ballistic data is located in AFI 11-231,
Computed Air Release Procedures.
CAUTION: Give careful consideration to high altitude HVCDS conducted at high PA DZs. Due
to parachute oscillation at high PAs, the load may impact the ground with a greater rate of fall than
the AFI 11-231 table indicates. This could result in destruction of the load. Additionally, the DZ
surface (e.g., rocks, tree covered), should be taken into account when deciding to employ high
altitude HVCDS.
7.6.2.3 Low-Cost Aerial Delivery System—High Velocity. LCADS-HV is only
authorized for contingency missions and developmental operational test and evaluation
(D/OT and E) missions. LCADS-HV will be dropped using ballistics for a 26-foot
ring-slot parachute IAW AFI 11-231, Computed Air Release Procedures. Drop zone size
will be IAW AFI 13-217, Drop Zone and Landing Zone Operations for 26-foot ring slot
 HV parachutes. LCADS-HV is currently included in the CAT. When using the CAT to
compute an unguided (improved CDS [I-CDS]) release point and utilizing LCADS-HV
parachutes, ensure the chute type selected is “LCADS-HV.” Minimum reliable drop
altitude is 3,000 feet AGL. Maximum drop altitude is 25,000 feet MSL. LCADS-HV
parachutes are factory-rigged in a breakaway static line configuration and must always be
rigged for breakaway on the aircraft regardless of drop altitude. Failure to use break-away
static lines will result in damage to the aircraft.

UNCLASSIFIED Container Delivery System Rigging

7.6.2.4 Additional Guidance. The following guidance is provided for HVCDS airdrops.
7.6.2.4.1 Non-Breakaway. All HVCDS loads dropped at 9,999 feet MSL or below will
be rigged and airdropped with non-breakaway static lines.
7.6.2.4.2 Breakaway. All HVCDS loads dropped at 10,000 feet MSL and above will
be rigged and airdropped with breakaway static lines.
7.6.2.4.3 Release-Away. JPADS 2,000-pound loads will be rigged and airdropped with
release-away static lines regardless of planned drop altitude.
7.6.2.4.4 Marking. Units must establish a marking system to readily identify which
26-foot parachutes are packed for breakaway and non-breakaway static lines. The
aircrew must ensure the CDS loads and the high-velocity parachutes are rigged and
packed (marked) properly for the planned pressure altitude and AGL airdrop altitude.
Aircrew procedures must be consistent with parachute packing.
NOTE: All LCADS parachutes are rigged by the manufacturer for breakaway deployment
regardless of drop altitude. LCADS-LV parachutes require a full strength Type III nylon break
cord tie.
Low cost/low altitude (LCLA) is a method to drop
CDS bundles with improved accuracy and lower cost. This method was created to fulfill the
ground user’s need for resupply at isolated Forward Operating Bases (FOB) in Afghanistan.
Until incorporated into the Flight Manual, crews will utilize MAJCOM guidance for the use of
LCLA. Compared to conventional CDS drops the primary differences with an LCLA drop are:
• Chute types range from disposable polypropylene parachutes to condemned personnel
parachutes.
• The bundles are located on the ramp (either through drift-back or initial position) and
manually cut by the LM at Green Light.
• The flaps remain at 50 percent during the drop.
• Sight angle is currently the preferred method to determine green light
Correct settings provide an approximate 6- to 8-degree nose-high
attitude to allow gravity to extract the CDS bundle (experience has shown that 7.5 degrees
nose high closely reproduces charted exit times). At green light, a stable deck angle is critical
to reduce the possibility of slow load exit, particularly when using the CVR due to additional
friction. Consideration should be given to aircraft maneuverability during run-in with flaps up
and slow airspeed. The CDS exit may be accelerated by adding power and initiating a climb.
This technique is for contingency situations as a last resort. At Green Light, the PM will turn
on the green light and place his other on the flap lever in case of an emergency.
The aircraft will tend to pitch up as the load exits the aircraft due to shifting
CG. This pitch must be controlled to allow no more than two or three degrees of additional
pitch. Do not over control to the point that negative G forces are encountered while the load is
exiting the aircraft as this increases exit time or may stop load movement, leading to a
malfunction.
NOTE: If the static line retriever fails to retract at green light and if the 80-pound tie on the knife
did not break and the knife did not nick the gate, it is not considered an airdrop malfunction. If the
tie is broken or a nick in the gate has occurred, this would constitute a malfunction that requires an
inspection by tactics/joint airdrop inspection (JAI) personnel as soon as practical.
7.6.5.1 Manual Activation. If the gate release problem was due to failure of the static line
retriever or CDS remote timer system, the mission may be continued by conducting a
manual activation using the opposite retriever. On a subsequent pass over the DZ, the LM
will, upon hearing and seeing green light, manually activate the retriever switch at FS 245.
When performing manual activation release procedures, the CDS arming switch will not
be armed during the slowdown checklist.
7.6.5.2 Combat Cut. This method of release is authorized for use during operational
missions when a static line retriever airdrop is planned and the static line retriever does not
rewind at green light or stops rewinding without cutting the release gate. The combat cut is
accomplished by the LM pulling down sharply with a gloved hand or a tiedown strap
looped over the static line retriever cable to release the gate.
 7.6.5.3 Manual Gate Cuts. A manual gate cut is defined as using a knife to cut/release
CDS gates. J-knifes are preferred but not mandatory. See AFI 11-2C-130, C-130
Operations Procedures, for additional information.
CAUTION: Remain clear of the exiting bundles. LMs will not cut/release gates from the
paratroop doors while next to exiting bundles. When manually cutting, always cut above the taped
excess in a manner that ensures contact with the release gate and not the container webbing. When
performing a manual gate cut, the CDS arming switch will not be armed during the slowdown
checklist.
These airdrops consist of jumpers exiting from the paratroop doors or
the aft cargo ramp and door (tailgate) using static line procedures. The user and airlift
commanders and mission planners coordinate the airdrop altitude and surface wind limitations.
Typical drop altitudes are between 800 and 1,250 feet AGL. Combat drops have been conducted
as low as 500 feet AGL to minimize jumper vulnerability (time under canopy). Personnel drop
airspeed is normally 130 KIAS for C-130E/H operations.
NOTE: Armor installation limits the number of paratroopers to 50 due to CG limitations.
The T-10, T-11, and MC1-1 are the principle parachutes used for personnel
airdrops. Ballistics for both parachutes are in AFI 11-231, Computer Air Release Procedures.
7.7.1.1 T-10 Parachute. The T-10 is a 35-foot parabolic chute. Under normal conditions, it
is fully deployed 180 feet below the aircraft. Airborne and airlift commanders jointly
determine the minimum drop altitude during combat operations.
7.7.1.2 T-11 Parachute. The T-11 is a 28.6-foot square chute. 500A is the typical drop
altitude. Airborne and airlift commanders jointly determine the minimum drop altitude
during combat operations.
7.7.1.3 MC1-1 Parachute. The MC1-1 is a 35-foot, 11-inch modified T-10. Although it’s
design allows increased maneuverability, it has disadvantages when compared to the T-10.
Due to twisting and entanglement prior to gaining control, the MC1-1 has experienced
numerous midair collisions; consequently, paratroopers require a higher degree of
experience. Under normal conditions, it is fully deployed 180 feet below the aircraft.
Airborne and airlift commanders jointly determine the minimum drop altitude during
combat operations.
Tailgate drops are specialized drops
that allow up to 20 jumpers to exit per pass. Tailgate drops are used for arctic-rigged troops,
some special forces troops, and when troops will not fit through the paratroop door.
7.7.2.1 To provide maximum mission flexibility, rig both anchor cables and static line
retrievers before takeoff. If circumstances dictate, mission commanders may approve
rigging only one cable and static line retriever winch.
7.7.2.2 Use one anchor cable for each pass and limit each pass to a maximum of 20
parachutists. If more than one pass is required, alternate anchor cables, retrieving static
lines, and deployment bags prior to each additional pass to prevent entanglement. Static
lines are retrieved using aft controls.
 7.7.2.3 To ensure full utilization of the aircraft during training, over-the-ramp personnel
airdrops may be made with center-aisle seats installed to approximately FS 650 (aft of
escape ladder). When more than 20 static line parachutists are to be dropped on a single
pass, the paratroop doors will be used.
Use the applicable tactical airdrop checklist for the
type of airdrop being simulated. (Exception: The LM will use the equipment checklist for
simulated CDS airdrops.) Specific rigging and inspection procedures are in the AFI 11-2C-130,
Volume 3, C-130 Operations Procedures, abbreviated checklist, and TO 13C7-1-11.
Combination airdrops are those during which parachutists exit from
the aircraft ramp after equipment extraction or gravity release (e.g., CDS, combat rubber raiding
craft [CRRC], container ramp bundle). See the Combination Drop .
Door bundles are A-7A or A-21 containers weighing up to 500
pounds rigged with T-7A, T-10B, G-13, or G-14 parachutes. Door bundles can be dropped from
the paratroop doors or from the ramp and door, may be dropped separately or in conjunction with
personnel, and are limited to one bundle per exit door used. When dropped with personnel, the
bundle is the first object to exit the aircraft. Door bundles may be dropped at 300 to 400 feet AGL,
depending on the type of chute being used or at an altitude consistent with personnel if dropped in
combination with troopers. Ballistic data is located in AFI 11-231, Computed Air Release Point
Procedures, Free-Fall and Parabundle Drop.
This item is employed in a variety of missions including
unconventional warfare, special warfare, and amphibious operations. The CRRC is an inflated
Zodiac Mark III rubber raiding craft rigged on a 75 x 144-inch special operations combat
expendable platform (SOCEP). The system utilizes a G-12E cargo parachute deployed by a
15-foot deployment parachute. The boat has an accompanying load capacity of up to 1,170 pounds
of equipment (e.g., weapons and scuba gear). Two CRRCs and up to 18 parachutists or 1 CRRC
and up to 19 parachutists may be dropped on a single pass. See , Rigged Combat
Rubber Raiding Craft.
The rigging alternate method zodiac (RAMZ) consists
of a deflated Zodiac F470 rubber raiding craft with a 35-horsepower outboard engine rigged for
low-velocity airdrop secured in a standard A-22 container using two T-10 parachutes. The RAMZ
is dropped in combination with parachutists that are allowed to exit the airplane immediately after
the container is released. The mission scenario may require multiple deliveries of RAMZ and
parachutists to different DZs. RAMZs may weigh more than the published capacity of two T-10
parachutes. See , Rigging Alternate Method Zodiac.
Free-fall drop is the delivery of certain non-fragile items
of supply without parachutes. While not regularly practiced, C-130E/Hs have conducted airdrop
of supplies without parachutes. These operations include, but are not limited to, disaster relief,
humanitarian aid, and contingency operations where response time is critical and
parachute/rigging facilities are not available. Loads are normally rigged with available materials
to ensure maximum survivability. Examples of free-fall loads include clothing, hay, food, and
medical supplies. Aircrews will normally conduct free-fall drops at low altitude (approximately
300 feet AGL) using CDS procedures. Planners must ensure safety of both the aircrews and
ground personnel when selecting drop sites. Conduct free-fall drops in an area free of obstacles.
Drops in sandy or damp terrain may improve load survivability. See AFI 11-231, Computed Air
Release Procedures, for free-fall ballistic data.

UNCLASSIFIED Rigged Combat Rubber Raiding Craft

Tri-wall aerial delivery system was developed as a

means to deliver food supplies (e.g., meals, ready to eat [MRE] or humanitarian daily rations
[HDR]) in mass quantity while minimizing the adverse effects of the load landing on the receiving
party. TRIADS was constructed from an enlarged version of the leaflet delivery system used in
psychological operations (PSYOP). When exiting the aircraft, the TRIADS boxes are rigged to
destruct at the end of a static line causing their contents to be dispersed into the air. In general, the
higher the drop altitude the greater an area on the ground is covered. The total rigged weight of
each TRIADS box is approximately 500 to 850 pounds. AMC Test 38-011-03 cautions that
damage to the aircraft and injury to ground personnel can occur. Using this data, a full 16-bundle
load for one C-130E/H takes 1 hour and 44 minutes to build. TRIADS bundles located in the
farthest aft position against the release gate need extra cardboard honeycomb material to prevent
restraining straps from damaging the bundles during take-off and landing. The HDRs used in
TRIADS have a shelf life of 18-24 months, so it is possible to build the bundles in anticipation of
a tasking many months into the future. See , Warehouse Rollers Installed in Aircraft;
, Tri-Wall Aerial Delivery System; and the TRIADS .
UNCLASSIFIED Rigging Alternate Method Zodiac

Warehouse rollers
Installed in Aircraft

UNCLASSIFIED Warehouse Rollers Installed in Aircraft

 Top section

Bottom section

UNCLASSIFIED Tri-Wall Aerial Delivery System

 TRIADS can be delivered at almost any altitude. In the past, delivery
has been conducted between 8,000 and 18,000 feet MSL. The threat, desired dispersal pattern,
and drop accuracy drive the drop altitude. Aircrews use CDS procedures to accomplish
TRIADS drops. After bundle assembly, HDRs placed inside must allow for expansion at
altitude when the aircraft depressurizes. The current design, measuring 40 x 48 x 80 inches,
can hold 440 HDR with 26 inches of room for expansion at altitude. With each HDR weighing
2.25 pounds., each TRIADS bundle weighs approximately 1,020 pounds. For bundles against
the release gate, the additional packing material reduces the HDR capacity to 320 and bundle
weight to approximately 830 pounds. C-130E/H aircraft with armor installed, notably
AWADS aircraft, may fall outside the forward CG limits for take-off carrying 16 TRIADS
bundles. Test data showed that the dispersion area covered from 22,000 feet with a 12-knot
crosswind component to be 1,200 yards long and 900 yards wide based on the major centroid
of HDR on the ground.
NOTE: At high altitudes, extend formation spacing as required (normally 8,000-foot interval) to
avoid wake vortices. Wingmen should use standard SKE timing.
The boxes should not be filled completely as expansion of the
contents can occur when the aircraft is depressurized.
7.14.2.1 Advantages of TRIADS include the following:
• Less collateral damage to buildings or persons.
• Wide dispersion of food with little equipment costs.
7.14.2.2 Disadvantages of TRIADS include the following:
• Fewer MREs/HDRs than CDS bundles (about half).
• TRIADS boxes must be kept dry until use in a climate-controlled environment.
• If the boxes get wet or sit on the rollers for an extended time, they will sag over the
roller system and deployment may not be possible. The use of wax-permeated
cardboard is essential to prevent this from occurring.
• Due to impact velocity, these rations may suffer more damage than when contained
inside a CDS bundle.
NOTE: Lessons learned from Operation UNIFIED RESPONSE and numerous Pacific
humanitarian air operations demonstrates the requirement for extensive coordination with multiple
MAJCOM agencies to procure required aircraft equipment and Tri-Wall boxes.
Recent TRIADS tests conducted at the Yuma Proving Grounds recommend
using a 100 feet/second rate of fall (ROF) with 0 seconds time of fall constant (TFC), 0 feet
VD, and 12.5 seconds forward travel time (FTT).
Leaflet airdrops are
psychological operations (PSYOP) meant to persuade, inform, or direct specific action from
targeted groups. C-130 aircraft are capable of airdropping any quantity of leaflets using manual or
gravity extraction, from low or high altitude. See the Leaflet Airdrop .
Mission planners at both Air Mobility Division (AMD)
tactics and unit-level should integrate the user PSYOP personnel and ground and air
 intelligence analyst into the planning process to ensure the desired psychological effect.
PSYOP personnel design the tactical mission objective (i.e., target coverage area and desired
density) to meet a specific effect based on Army Field Manual (FM) 3-05.301, Psychological
Operations Tactics, Techniques, and Procedures. Expect requirements to be communicated as
a given number of leaflets per 100 square meters for a given target area.
There is no standard leaflet size, shape, weight, or format.
The message, graphics, local resources, and production capabilities determine the leaflet’s
physical characteristics. These characteristics, along with atmospheric conditions, affect the
total time of fall and associated dispersal patterns. Ensure leaflets are stored in a moisture-free
environment to prevent them from sticking together on exit.
7.15.2.1 Leaflet Dispersal. As seen in , Leaflet Dispersion Properties, leaflets
do not fall at the same rate but scatter and disperse as they drift through the air. This creates
a cloud that is taller than it is wide, making an oblong pattern on the ground. Wind and
extremely long fall times combine to create dispersion patterns measured in nautical miles
rather than yards. When plotted on the ground, the dispersal pattern approximates an
ellipse. Because leaflets have no forward travel vector, the length of the ellipse, the major
axis, is parallel to the ballistic wind. The width, or minor axis, is based on spread (or
diffusion) factor. Use CAT to calculate the ground dispersal pattern to ensure leaflets cover
the target area as needed. Multiple release points may be required.
NOTE: The minor axis of a leaflet drop is approximately equal to one-half the drop altitude. This
rule of thumb provides a sanity check of leaflet computations. Because of this, a low altitude
single release point is only adequate for narrow targets such as lines of communication.
7.15.2.2 Multiple Releases. Mission planners can increase coverage area by dropping a
series of bundles in quick succession. This technique creates a parallelogram of coverage
with two sides parallel to the ballistic wind and two sides parallel to the aircraft track. Use
an interval timer, alternating red and green jump lights, or pre-coordinated call from the
flight deck as sequencing signals.
7.15.2.2.1 Major Axis. To determine the required ground pattern, draw two lines
parallel to the ballistic wind that bracket the target area. The distance along the wind
axis, or major axis, is used to determine the drop altitude. See , Major Axis
and Target Length.
7.15.2.2.2 Target Length. Define the flight path axis, or target length, by drawing two
parallel lines that enclose the target area, forming a parallelogram. The target length
and is used to determine the number of releases. See , Major Axis and
Target Length.
7.15.2.2.3 Leaflet Density. The optimal number of leaflets is determined by the size of
the target area and desired density. The density per square meter is determined by
dividing the number of leaflets by the area. Multiply the density per square meter by
10,000 to get the density per 100 meter × 100 meter grid.
NOTE: When Army personnel use the term “100 square meters,” they are referring to a 100
meter by 100 meter grid, which is 10,000 square meters. Be sure to clarify terms when
coordinating desired density.
 Leaflets at point Leaflets pattern Leaflets pattern
of release in the air settling on the ground Major Axis

A B C Minor
C C
Axis
B B
A
A
Top view of ground pattern
showing relative position of
the slower falling leaflets "C"
Drift Distance (Offset) and faster falling leaflets "A"

UNCLASSIFIED Leaflet Dispersion Properties

Aircraft Track
Axis
Length of
Major Axis B

C
Wind
Wind Target Axis
Area Target D
Length

A B C

UNCLASSIFIED Major Axis and Target Length

 Because leaflets fall at just a few feet per second, winds have enormous
effect on the dispersal pattern. One knot of wind can induce over 200 yards of drift for every
1,000 feet of drop altitude.
The desired leaflet dispersal pattern and employment
altitude drive the appropriate delivery method. FM 3-05.301, Psychological Operations
Tactics, Techniques, and Procedures, describes several leaflet delivery methods. The TTP
most applicable to the C-130 is static-line airdrop, either via manual or gravity extraction,
from low or high altitude.
7.15.4.1 Static Line Technique. The most effective delivery method from the C-130
aircraft is to drop boxes (or bundles) of leaflets rigged with static lines. After the load exits
the aircraft, a static line splits the box open and the leaflets fall away. It is possible to drop
boxes singly or en mass using salvo-type procedures. The quantity of leaflets and total
weight and size of each box depend on mission requirements. Boxes may be as small as 10
pounds and normally do not exceed 150 pounds. Small, lightweight boxes may be suitable
for manual release out the paratroop doors using SATB-P procedures. Consider modified
CDS procedures to gravity extract boxes over the ramp during high altitude or a mass
quantity drop.
7.15.4.2 Low- versus High-Altitude Release. High-altitude leaflet drops permit a larger
target area to be covered for a given number of leaflets. High level wind patterns, however,
may place the release point inside the denied airspace or expose the aircraft to threats. A
low-altitude release may also be preferable if the target area is small, the number of leaflets
is limited, or spillover into adjacent territory must be avoided. In general, targets 5 miles in
diameter or smaller are acceptable for low altitude drops.
7.15.4.3 Gravity Extraction. Gravity extraction is an effective method to salvo large
quantities of leaflets or drop heavy boxes. It is also ideal for high altitude airdrop and
targeting large areas such as a major industrial facility or population centers. Aircrew
should be prepared for boxes of different weights and dimensions. Ensure boxes are at
least 24 inches x 18 inches x 12 inches to prevent fouling on the rollers.
7.15.4.4 Manual Extraction. If the mission dictates multiple releases of smaller boxes at
prescribed intervals, manually throw the boxes out the paratroop doors or aircraft ramp.
7.15.4.4.1 Paratroop Door. At lower altitudes, aircrew can throw leaflets out paratroop
doors in small quantities at very close intervals. This method results in an almost
continuous release of leaflets evenly distributed downwind of the aircraft’s flight path.
Attach the static line to the floor tiedown rings for paratroop door releases.
7.15.4.4.2 Aircraft Ramp. If airdropping large quantities of leaflets and pallets
modified with warehouse rollers are not available, consider placing leaflet boxes on
CDS skid boards or sheets of plywood. Drift each skid to the ramp hinge and manually
drop the leaflet boxes. Exercise caution so skids do not exit the aircraft.
WARNING: Avoid using skid boards when dropping leaflets over areas with noncombatants due
to the potential for serious injury. However, if the mission requires a skid board, refer to the
applicable TO 1C-130A-9 for minimum size.
 7.15.5.1 Wind Analysis. Consider the following techniques to create an accurate preflight
wind model:
7.15.5.1.1 Wind Averaging. Obtain forecast wind at the surface and at each 1,000-foot
increment up to 1,000 feet above the planned drop altitude. Using the MB-4A wind
face or graph paper, determine the wind direction and velocity from the surface to each
1,000-foot altitude.
7.15.5.1.2 CFPS. Build a CFPS route file in the vicinity of the target area with
multiple waypoints aligned with the prevailing wind. Each leg should be as short as
possible. See , Example of CFPS Wind Route. Make the first leg altitude
1,000 feet above planned drop altitude. Subtract 1,000 feet for each subsequent
waypoint, working down to the surface. Enter the mission date and time-over-target
then run OPARS to calculate forecast winds and temperature at each altitude. Input this
data into CAT to calculate release point data.
7.15.5.1.3 Consolidated Airdrop Tool. Use CAT software to create a four-dimension
wind model. Enter the resulting ballistic wind for each altitude wind in the CAT wind
dialog.
7.15.5.1.4 Dropsonde. If the mission aircraft is equipped with a JPADS kit and the
threat environment allows, consider a dropsonde pass to gather real-time wind data.
Re-enter the resulting ballistic wind for each altitude in the CAT wind dialog.

UNCLASSIFIED Example of CFPS Wind Route

 7.15.5.2 CARP Calculation. AFI 11-231, CAT, and FM 3-05.301 each provide methods to
calculate leaflet release points. Consider using each method to generate a CARP and then
compare the solutions.
7.15.5.2.1 AFI 11-231. Refer to AFI 11-231, Computed Air Release Point Procedures,
Chapter 7, to calculate leaflet release points during preflight planning.
7.15.5.2.2 CAT. CAT has a leaflet planning function that calculates leaflet dispersion
data based on pre-programmed AFI 11-231 ballistic data and input atmospheric
conditions. Given both the major and minor axes, CAT determines the required drop
altitude. With the drop altitude and minor axis, CAT generates the major axis. CAT also
depicts the dispersal solution on FalconView charts.
NOTE: CAT will only calculate drop altitudes in thousands of feet (e.g., 1,000 feet AGL, 2,000
feet AGL).
NOTE: CAT cannot calculate dispersal data for multiple targets simultaneously. If executing
multiple drops in short succession, carry an additional laptop with CAT.
7.15.5.2.3 FM 3-05.301. Expect PSYOP personnel to use FM 3-05.301, Appendix K,
to calculate leaflet airdrops.
7.15.5.3 Multiple Targets. Missions often require airdropping leaflets on several targets in
the same geographic area. To reduce aircraft exposure, planners must use creative
geometry in designing run-ins. Attempt to select a single run-in upwind from a cluster of
targets that are roughly in a straight line. See , Example of Leaflet Drop With
Multiple Targets in One Pass. Using this technique, it may not be possible to center all
targets inside the ellipse.
7.15.5.4 Mission Computer Programming. Consider mission computer limitations when
planning multiple release points in close proximity. SCNS may bypass waypoints that are
too close together or poorly aligned.
7.15.5.5 Other Considerations.
7.15.5.5.1 Density Calculations. After determining a drop altitude and computing a
CARP, mission planners should ensure the resulting density will meet the user’s intent.
To determine density, divide the number of leaflets by the ellipse’s area.
7.15.5.5.2 Run-In Selection. Consider winds, factor terrain, and the threat
environment before deciding on a run-in axis. As a general rule, select a run-in
perpendicular to the ballistic wind to optimize leaflet dispersal over the target. Terrain
or threat considerations may require a less than optimal dispersal pattern to maintain a
desired run-in. Select a run-in with room to shift laterally. Even a 5-knot ballistic wind
variation can offset the run-in ground track several nautical miles.
7.15.5.5.2.1 Because actual winds can vary greatly from forecast winds, create
back-up initial and release points during mission planning. To calculate these
points, input ± 30- and 60-degrees off preflight winds into CAT, creating a total of
five run-ins (including expected). Record the initial point (IP) coordinates and
corresponding run-in courses for all five solutions. Analyze each for threat
considerations and terrain. Preprogram each as a custom data waypoint.
7-44 AFTTP 3-3.C-130E/H, 7 December 2011

Figure 7.15 Example of Leaflet Drop With Multiple Targets in One Pass.

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Wi GL
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Target pa
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areas afl
Le

GL
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pa
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Ground afl
Le
dispersion GL
a th
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afl
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CAT leaflet
plot

UNCLASSIFIED Example Leaflet Drop with Multiple Targets in One Pass

7.15.5.5.2.2 Once airborne with real-time ballistic wind information, use CAT to
recalculate the actual release point and run-in course. Select the most compatible
preprogrammed IP to the newly calculated run-in course and intercept inbound.
7.15.6 Mission Preparation.
7.15.6.1 Leaflet Box Rigging. To rig a box for a static-line airdrop, cut holes
approximately 2.5 inches by 0.75 inches centered along each of the four edges of the
bottom of the box. See Figure 7.16, Leaflet Box Rigging. Make two cuts along the center
length and width of the box, from one hole to another as illustrated. Thread a length of
2-inch wide webbing through the symmetric holes. Ensure each piece of webbing is long
enough to tie after the box is filled with leaflets. Place a 4-inch strip of cloth-backed tape
over the webbing. Turn the box over and cut all four corners from the top to no more than
3/4 of the way down the side. Reseal each corner with one piece of tape along and two
across the cut as illustrated. Fill the box with leaflets and tie the webbing strips together.
Connect the static line to the webbing ties.
7.15.6.1.1 Palletized Loads. The preferred method to load a large volume of leaflets is
to stack the boxes in two sticks on pallets modified with warehouse rollers. Construct a
bridge to span the gap between the last floor pallet and the ramp pallet. Ensure the
bridge rollers are the same height as the modified pallet rollers. Install the bridge after
lowering the ramp to the airdrop position and before completion of the slowdown
checklist.
 1 2 3

4 5 6

7 8 9

UNCLASSIFIED Leaflet Box Rigging

7.15.6.1.2 Intermediate Conveyors. If modified rollers are not available, rig

warehouse rollers between aircraft rollers (cargo floor and ramp). Exercise care during
loading to ensure individual boxes contact two rollers. Boxes placed on a single roller
may not roll or may be damaged during extraction. If warehouse rollers are not
available for the ramp, install aircraft rollers to the center attachment points. Install
inboard rollers for larger boxes.
NOTE: If leaflets sit on rollers for an extended time, they will sag over the rollers and may
prevent deployment.
7.15.6.1.3 Release Gate. Rig a single length of Type III nylon along the length of each
stick of boxes to create an airdrop release gate. Cut the Type III nylon restraint at green
light.
7.15.6.2 Anchor Cables Rig anchor cables for tailgate drops in accordance with TO
1C-130A-9. Position the anchor cable stops at FS 893. Leaflet operations from the
paratroop doors do not require an anchor cable.
7.15.6.3 Static Lines. Use standard 17-foot, personnel static lines. If suitable static lines
are not available, pull cargo straps to their maximum length and pass them through the
webbing loop on the rigged leaflet boxes. Attach both ends of the cargo straps to a tiedown
ring or static line so only the webbed portion of the straps will be outside the aircraft. Tape
the ends together to prevent separation.
 7.15.7.1 Additional aircrew requirements are based on mission complexity and
employment methods. The recommended minimum number of personnel aft of FS 245
depends on the extraction method. Gravity extraction drops do not require extra crew
members. Manual extraction may require additional personnel to act as feeders, depending
on the number of boxes. Large-scale drops may require a kicker, a hooker, and up to three
feeders. For small airdrops involving just a few lightweight boxes, only a kicker is
required.
7.15.7.1.1 Kicker Responsibilities. Typically, the primary loadmaster, the kicker
coordinates crew duties/actions in the cargo compartment and flight deck, assigns
duties to other cargo compartment crew, and briefs responsibilities. The kicker is the
primary crewmember on interphone in the cargo compartment, runs the airdrop
checklist for the cargo compartment crew, and oversees opening and closing the ramp
and door or paratroop doors. The kicker releases boxes based on airdrop interval.
Recover and stow static lines during airdrops if time permits. If time does not permit,
all static lines are retrieved/cut after all boxes in that stick are released.
7.15.7.1.2 Hooker Responsibilities. Typically, the secondary loadmaster, the hooker,
monitors interphone and relays information to cargo compartment crew if the kicker is
unable to do so. The hooker hooks static lines to the anchor cable or a tiedown ring and
passes boxes to the kicker.
7.15.7.1.3 Feeder Responsibilities. The feeder is any available aircrew personnel. The
feeder supplies boxes to the hooker, and repairs any damaged boxes.
7.15.7.2 Oxygen Hoses and Interphone Cord. If operations require depressurized
operations above 16,000 feet MSL, reference oxygen requirements in applicable AFIs.
Cargo compartment crewmembers require extended length oxygen hoses to ensure
maximum mobility. Rig oxygen hoses and interphone cords in accordance with JPADS
configurations.
Use CAT to update the release point and run-in course based on actual
winds. Select the most compatible preprogrammed IP to the newly calculated run-in course.
7.15.8.1 Mission Computer. Enter the release coordinates as the SCNS DZ waypoint
similar to established JPADS tactics. On the DZ INFO 2-2 page, enter “999.9” for RF; “0”
for TFC, FTT, and VD; and “0/0” for BAL W/V. This will allow sensitive steering to the
release point and proper sequencing throughout the drop. Ensure the turn delay is long
enough to release all bundles before sequencing to escape heading.
7.15.8.2 Drop Configuration. Base aircraft configuration on desired coverage and
airframe limitations. Normally, conduct large-scale drops out the ramp and door.
Alternative configurations are possible if drop airspeeds above 150 KIAS are desired and
bundle size permits. Set the flaps as required. For drops between 130 KIAS and 150 KIAS,
consider setting 50 percent flaps. Do not change the flap setting during the drop unless the
loadmasters are notified.
NOTE: At higher altitudes, C-130 aircraft may not be able to maintain drop airspeed with flaps at
50 percent. If this is the case, use an intermediate flap setting resulting in desired aircraft
performance and acceptable deck angle for the drop. A flap setting of approximately 20 percent
maximizes lift while providing high rudder boost for controllability.
7.15.8.3 Airspeed. Determine drop airspeed based on airdrop configuration and desired
ground speed. Drop airspeed should not exceed 180 KIAS since greater speed can destroy
the leaflets. Consider non-standard drop airspeed and altitude when calculating required
slowdown distances.
7.15.8.4 Crew Coordination. Effective communication is essential for successful airdrops.
Brief loadmasters on planned release intervals and continually update them throughout the
flight. One multiple release technique is to call “5 SECONDS (or appropriate interval)…
RELEASE” for each sequence. The primary loadmaster calls “BUNDLE AWAY” after
each release until “LOAD CLEAR” for the target. If grouping multiple targets, subsequent
targets may be too close for the 1-minute advisory to occur on time. If this is the case, after
each “LOAD CLEAR” call, announce the time until the next release (e.g., “25-SECOND
ADVISORY”). If time permits, conduct a static rehearsal to identify complications prior to
execution.
7.15.8.5 Blowback. Leaflet blowback occurs at all airspeeds. See , Blowback
Aftermath. Pre-brief the blowback effect to eliminate initial surprise if it occurs.
Loadmasters can minimize paratroop door blowback by throwing bundles down and away
from the lower aft corner of the door. Minimize tailgate blowback by dropping from the
ramp only. Lower the ramp 24 to 36 inches with the cargo door closed. This method should
only be used for lightweight boxes that can only be thrown by hand.
7.15.8.6 Mission Delay/Downloading. If the mission is delayed after the aircraft is loaded,
consider downloading the leaflet boxes. The ink on the freshly printed leaflets causes a
strong odor when confined in a hot aircraft.
C-130 units should consider employing JPADS
or I-CDS procedures using the CAT on all missions requiring medium- or high-altitude (above
3,000 feet AGL) airdrop due to threats, terrain, delivery to more than one dropzone or the need for
standoff range. JPADS may provide increased accuracy depending on drop altitude and other
factors. For contingency operations, the AOC will validate the need for JPADS.
NOTE: Using I-CDS for airdrop below 3,000 feet AGL results in negligible improvements in
accuracy with LV parachutes. With HV parachutes, that threshold increases to 5,000 feet AGL.
Planners should weigh the potential for slight improvements in accuracy against the need for
multiple passes over a DZ area and aircrew familiarity and competency with JPADS.

7.16.1.1 AOC Level Planning. AOC planners conduct operational level planning to
ensure safety, cargo delivery requirements, TTP applications, and appropriate risk
acceptance IAW CFACC direction. Mission planners need to consider JPADS equipment
availability and aircrew JPADS qualifications. Review safety considerations for the
 aircraft, aircrew, reception party, surrounding personnel, and property when determining
the airdrop delivery method. Similarly, cargo survivability, retrograde capability, need, and
value should be factored in the selection of a particular parachute or airdrop system.

UNCLASSIFIED Blowback Aftermath

7.16.1.2 Drop Altitudes. For training, DZ size becomes the driving factor for drop altitude
determination. See AFI 13-217, Drop Zone and Landing Zone Operations for additional
guidance. In contingencies, drop altitudes are based on minimum CFACC-imposed drop
altitudes, chute ballistics, chute accuracy, threat, and terrain avoidance. For I-CDS, the
primary focus is to select the lowest altitude that mitigates the primary threats while
ensuring load survivability. For guided systems, early data indicates that accuracy
increases with more time spent under canopy (i.e., higher drop altitudes are preferred). For
JPADS guided system drops, airspace requirements and restrictions can quickly become
the single most important issues.
7.16.1.3 Load Planning. Detailed load planning should involve the user, tasking agency,
and flying unit mission planners to insure compatibility, flexibility, and feasibility for
cargo delivery and retrograde.
7.16.1.4 GPS Validity. Verify current GPS constellation status with space support
elements (e.g., air and space operations center [AOC] Combat Ops Space Cell) to
minimize impact of dilution of precision errors, satellite outages, and possible signal
interference. Specific guidance on degraded GPS operations should be included in AOR
SPINS.
 Pre-flight mission planning utilizes forecasts, updated imagery,
user requirements, and the most recent threat information to determine the OA, run-in, drop
altitude, routing, and best method of employment.
7.16.2.1 Airdrop Damage Estimate.
7.16.2.1.1 JPADS ADE. Refer to AFI 13-217, Drop Zone and Landing Zone
Operations, for damage estimation guidance.
7.16.2.1.2 I-CDS ADE. Accomplish an ADE assessment IAW Tactics Bulletin 10-03,
Airdrop Damage Estimation Methodology.
7.16.2.2 I-CDS. I-CDS combines the use of traditional HV and LV CDS parachutes with
a CAT computed release point. See the Container Delivery System Airdrops paragraph
earlier in this chapter for advantages/disadvantages of various CDS parachute types.
7.16.2.3 En Route Planning. En route mission planning uses updated atmospheric
information and threat information. When utilized properly, the CAT supports in-flight
mission changes, providing near-real-time release point and DZ modifications in a rapidly
changing ground tactical situation.
7.16.2.4 Weather Forecast. Planning personnel will retrieve all applicable wind files from
the AFWA web page. Go to or
http://weather.offutt.af.smil.mil. Prior to loading into CAT, scan the downloaded files for
viruses. Use the best available (5K, 12K, or 15K) 4-D wind files to build the CAT
precision airdrop wind file. Wind data needs to be valid for 2 hours prior to the drop until
at least 1 hour after (for the CAT software LAPS wind solution) and should be valid until
the tactical duty day expires to allow for mission delays.
NOTE: Bandwidth availability can greatly affect the mission planning time line. In some cases, it
has taken 6 to 8 hours to download a full 12-hour block of wind data. Ideally, the download should
be accomplished just prior to aircrew show.
7.16.2.5 Time of Day. Weigh the benefits of executing at night, reduced visual signature
of the aircraft and load (especially with longer TOF) plus lighter winds, with the added
CRM difficulties of operating on NVGs and oxygen.
7.16.2.6 Run-In and Escape. Consider planning a separate run-in for the dropsonde pass
and I-CDS pass to maintain some unpredictably or drop the dropsonde away from the
intended CDS DZ. Circular DZs provide the most flexibility. Plan the escape heading to be
the same as the run-in heading for dropsonde airdrop to the maximum extent possible for
the time of flight of the dropsonde. This will aid in dropsonde data reception due to the fact
that in a turn the aircraft can shield the bottom UHF antenna. Planners must also consider
the terrain feature’s effect on dropsonde reception. The FalconView Intervisibility tool can
help ensure reception limits are not exceeded. Planners need to select routes which
optimize LOS for dropsonde and DZ party reception while being aware of how
geographically separated DZs and terrain features will affect previously received
dropsonde wind data.
7.16.2.7 Dropsonde Release. CAT software requires 25 seconds of dropsonde data to
incorporate it into the release point solution. This equates to a dropsonde airdrop altitude
 of no lower than 3,000 feet AGL. Determine the best location for dropsonde release as part
of mission planning with consideration given to the possible need to deploy a second
dropsonde. Dropsonde deployment would ideally take place at or above drop altitude
over/near the DZ. This may not be feasible or even necessary particularly in calm weather
conditions.
NOTE: When dropping a FIREFLY guided system, dropsonde wind data is not required unless
executing at the edge of the launch acceptability region (LAR). When dropping I-CDS, a
dropsonde is required unless theater SPINS permits otherwise.
7.16.2.8 JPADS-Guided Release and Launch Acceptability Region. Consider terrain and
obstructions in vicinity of the planned PI. It may be necessary to adjust the run in or
program WPTs in the airborne guidance unit (AGU) (future development) to ensure the
load is able to clear any hills or ridges in its flight path or near the planned PI. The glide
safety factor for Firefly is 0.80. This restricts the size of the LAR but improves the
accuracy of the guided systems. If a larger glide safety factor is used, planners must
understand that this may reduce accuracy.
7.16.2.9 Drop Timing. Space drops at least 15 minutes apart to ensure adequate time to
accomplish and/or verify tasks. TOT should be verified with the user as either green light
time or the time when the load hits the ground. If the latter is used, subtract TOF from the
TOT and use the resulting time as the new TOT.
7.16.2.10 Bundle Release Delay. The release delay for the first bundle is usually zero. If
dropping a guided system, each subsequent bundle should have a 3-second release delay.
7.16.2.11 PI Placement. Many contingency DZs use DZ centerpoint as the PI.
Consideration should be made to targeting the center of the stick when dropping I-CDS.
Be aware of the weight of the targeted bundle versus the rest of the stick.
7.16.2.12 Release Point Computation. During mission planning, compute the release
point utilizing “Full Footprints.” This runs a 200 iteration Monte Carlo calculation taking
up to 5 minutes. Compute guidance failure utilizing “No Footprints.”
NOTE: In flight, run “Quick Footprints” in lieu of the “Full Footprints” feature. This feature runs
a 20 iteration Monte Carlo and takes much less time. Guidance failure footprint must still be
calculated by running “No Footprints.”
7.16.2.13 No Drop Guidance. Ensure no drop guidance is briefed to account for the
Airdrop Damage Estimation Methodology (ADE), inability to capture dropsonde data, and
for JPADS guided AGUs without GPS lock. Advise the AC on the user's intent prior to
departure. If required, develop a plan to transition from I-CDS to conventional CDS
operations. Coordinate (or get radio contact information for real time updates) with ASOC
or C2 in the vicinity of the DZ on specific JPADS DZ criteria, location, airspace, and
contact information.
7.16.2.14 JPADS Unguided Formation. When conducting I-CDS in formation, ensure that
each aircraft has every formation members’ “.paps” file uploaded to the CAT software.
This is so that any aircraft that receives dropsonde data can calculate release points for the
entire formation if required. Ensure each aircraft has all dropsonde IDs and frequencies
and set up a cross aircraft dropsonde channel plan. For example, have two aircraft in the
 formation airdrop dropsondes and set up the first aircraft's dropsonde in channels one and
two and the second aircraft's dropsonde in channels three and four. Develop a
communication or CTII plan to pass release point and dropsonde IDs if required.
7.16.2.15 Information Verification. The pads operator (PO) should verify each bundle
weight and position in the aircraft against the CAT file. Verify dropsonde frequencies:
primary, secondary, and reception. Avoid using dropsonde frequencies within 0.5 MHz of
one another. While in use, ensure the dropsondes remain 18 inches apart. Check the
dropsondes forward in the cargo compartment with the GPS-RTS on. With the ramp and
door open, dropsondes can acquire satellites without the GPS-RTS. Verify the UHF-DRS
is operating by setting up the receiver on the appropriate frequencies and checking the
dropsonde monitor for dropsonde information. Geometric dilution of precision (GDOP)
should be as low as possible and in the green. Dropsondes require a minimum of 4
satellites acquired. Battery voltage should be 3.5 VDC or higher and dropsonde batteries
should last up to two hours and fifteen minutes.
7.16.2.16 JPADS Guided Systems Wireless Communication. For Firefly, ensure the LCD
says “Ready to Fly.” The PO will confirm the AGU communication number. Turn on the
wireless internet by right clicking on the icon at the bottom right of the desktop. Select
“Guided System Setup” and select “loads.” Transmit the files to each AGU system
separately using the “SEND” button.
7.16.2.17 Mission Log. Enter all pre-flight data in the pre-flight section of the JPADS
mission setup sheet for each release pass (this data will come from the DZ survey,
navigator flight log, and the CAT software). The PO reviews the JPADS mission file and
provides the release point coordinates to the navigator for entry into the mission computer
(SCNS). The PM should verify the dropzone parameters and load/chute ballistics. See
, JPADS Mission Planning Setup Sheet.
NOTE: Conserve battery life by powering down A GUs when not required.
7.16.2.18 Bundle Loading. The LM will perform normal aircraft pre-flight duties and
ensure JAI completion. The LM will ensure additional JPADS guided bundle components
are inspected to specifically include the AGU and the decelerator parachute. Unless the
wireless gate release system (WGRS) is available, JPADS guided systems must be loaded
on the left side of the aircraft to ensure the right side of the aircraft is clear in order for the
LM to conduct a manual gate cut.
7.16.2.19 Prior to the Airdrop. Turn on the UHF dropsonde receiver system and laptop
after takeoff. Before dropsonde release, confirm the CAT TOT for the pass being
calculated is correct. Dropsonde data will not incorporate into the weather solution unless
the TOT is after the time the dropsonde was dropped and acquired. For redundancy, the
primary frequency should be selected in channels one and two and the secondary
frequency in channels three and four. Dropsondes should be held at a 45-degree angle with
the antenna pointed downward and GPS antenna pointed towards the GPS-RTS transmit
antenna or, in the case of GPS-RTS failure, the dropsonde can be held by the open cargo
door until GPS lock is achieved.
DZ NAME
LOAD TYPE
# OF BUNDLES
TOT
USABLE DZ
LIME LIGHT TIME
DZ LAT
DZ LONG
PI ELEV
DZ ELEV (HI PT)
RUN IN HDG
DROP ALT
DROP SPEED
CHUTE TYPE
DZ ALTIMETER
ALT WINDS
SFC WINDS
LATITUDE
LONGITUDE
LONG/SHORT
LEFT/RIGHT
TRUE ALT
PRESS ALT
IND ALT
AGL ALT
ITF
LATITUDE
LONGITUDE
LONG/SHORT
LEFT/RIGHT
TRUE ALT
PRESS ALT
IND ALT
AGL ALT
TTF
GS
DRIFT
HDG
RADAR ALT
LATITUDE
LONGITUDE
CARP
REL POSN
TOT
 7.16.2.20 Dropsonde Airdrop. Dropsondes should be airdropped at 170 KIAS. C-130E/H
aircraft will drop with only the cargo door open unless the aircraft has a 250 KIAS ramp
and door or airspeed is reduced below the ramp restricting airspeed. During dropsonde
airdrop, monitor the dropsonde monitor page and limit aircraft bank to minimum necessary
for mission execution in order to maintain communication with the dropsonde. Bank angle
should not exceed 15 degrees of bank during escape turns. When the dropsonde is
released, wind velocity should decrease for the aircraft's TAS to the actual wind velocity.
Altitude will begin decreasing. Dropsonde data capture is considered complete once
downward velocity is not seen, the coordinates stop changing, and the dropsonde total time
of fall has elapsed. The PO should plot the dropsonde.
7.16.2.21 Requirements. When dropping from medium-/high-altitude, 3,000 feet of
dropsonde data may not be adequate. The PO should analyze the amount of data collected
by looking for large gaps in data on the dropsonde plot. Depending on the weather
forecast, the PO will have to determine if the CAT gathered enough dropsonde data for an
accurate airdrop. Ideally, the dropsonde will report its position every 70 to 100 feet.
Operators should ensure there is a data point every 1,000 feet. If there are gaps in the data
greater than 1,000 feet, the PO must be confident that this gap is not significant. The best
way to do this is to print out the Interactive Grid Analysis and Display System (IGRADS)
chart from Joint Air Force and Army Weather Information Network (JAAWIN) at
. This provides a graphic of the wind direction
and velocity every 2,000 to 3,000 feet. Look for possible wind shears or other atmospheric
activity that would be critical for the dropsonde to capture and then compare the data plot
to ensure those altitudes are captured. In addition, the PO should compare the CAT
software-generated ballistic wind to the relayed surface wind and aircraft-sensed altitude
wind. The PO must make the call as to whether the dropsonde data combined with a 4-D
forecast is adequate or if the aircrew needs to take another course of action. If there is no
dropsonde data, consider making a second dropsonde pass, collecting weather data from
an alternate source, or if confident in the quality of 4-D forecast and authorized by theater
SPINS, drop without dropsonde data. A transition to CDS airdrop may also be considered.
CAUTION: I-CDS airdrops using only 4-D preflight wind data, without an update via dropsonde,
require specific approval from the AOC or C2 agency due to reduction in accuracy, limited
dropzone size, and ROEs.
CAUTION: When transitioning to CDS airdrop, reprogram the mission computer (SCNS) in
order to receive usable information.
7.16.2.22 After Incorporating Dropsonde Data. Revise the release point and chute failure
using “Quick Footprints” during execution (if required) and revise guidance failure using
“No Footprints.” Plot the new release point and ellipses. Conduct an in-flight ADE and
ensure that the updated success/failure ellipses do not fall on or overlay a no drop area. If
available, compare the pre-flight release point and success/failure ellipses of the loads with
in-flight calculated releases and success/failure ellipses changes to ensure consistency.
NOTE: If the release or ballistic wind has changed significantly from the preflight calculation,
the PO should review all data thoroughly for errors. If the release point has not changed, then the
dropsonde data was not incorporated into the solution.
7.16.2.23 Release Point Verification. One technique is to use the I-CDS Drift Effect Chart,
created during mission planning, to verify the CAT precision airdrop release point.
Compare the expected altitude and surface wind and determine a ballistic wind. Use that
comparison to determine a headwind and crosswind component. Enter the chart at the drop
altitude (AGL) and move horizontally to the appropriate crosswind—this will give the
aircraft left/right position. Determine headwind by subtracting TAS from GS. The number
derived from the chart should be added to or subtracted from the forward throw distance
(FTD) to determine a long and short. This will result in a ballpark solution which should
resemble the CAT precision solution.
7.16.2.24 Mission Computer. See the Mission Computer Procedures paragraph for
procedures to create a JPADS DZ WPT in SCNS. Turn on JPADS-guided AGUs no earlier
than 2 hours prior and no later than 20 minutes prior to the scheduled TOT. Consider AGU
battery life and the possibility of TOT ROLEX.
7.16.2.25 JPADS Post Flight. Upon recovery, the aircrew will remove the JPADS laptop.
The aircrew will brief maintenance on any difficulties or equipment failures associated
with the JPADS aircraft kit equipment. Ensure appropriate after action drop reports are
relayed to AMC/A3D and/or AOR tactics. The local maintenance production may choose
to leave the JPADS cabling and airdrop configuration intact for follow-on JPADS missions
if the aircraft is mission capable. Otherwise, de-rig and store JPADS equipment. See
, JPADS Mission Planning Setup Sheet and JPADS Mission Planning Setup .
This chapter is not applicable.
 Formation is defined as aircraft maneuvering with respect to a common leader
exercising mutual support for a common objective. This chapter contains descriptions of basic
visual and SKE formation techniques and procedures. These baseline techniques and procedures
are not all encompassing. Variations may be necessary due to the fluid nature of the tactical
environment.

The mission commander (MC) is responsible for overall

formation execution. This includes mission decisions like weather employment, aircraft bump
criteria, late criteria, time line adherence, threat go/no-go, and package integration.
The flight lead ensures accurate navigation and time control,
communicates with all agencies, and directs formation wingmen. Flight lead can accomplish
MC duties and is qualified to lead a formation of more than two aircraft in VMC and IMC.
Larger formations or joint operations may require a flight lead qualified
crew to be ready to assume formation lead duties if the formation lead aborts.
The element lead maintains SA of lead’s navigation and time control.
An element lead can lead a two-ship formation or perform element lead duties in a multiple
element formation in VMC and IMC.
Wingmen provide mutual support, maintain SA, maintain an appropriate
position relative lead, and are ready to react to changing situations. Wingmen should always
be ready to assume navigation responsibilities in the event lead or element lead becomes
separated, is unable to continue navigation, or has to depart the formation.
Due to the complexity associated with formations, a well-organized
approach to mission planning is essential. Even though the complexity is greater, the mission
planning principles remain the same.

9.3.1.1 Objective.
9.3.1.1.1 Commander’s Intent. The user’s ground tactical plan should drive the aerial
delivery method.
9.3.1.1.2 SKE or Visual. Consider weather, terrain, and enemy threat systems when
determining the best formation management tool to employ.
9.3.1.2 Two-Ship Elements. The optimum flexibility and maneuverability of two-ship
elements provides the standard building block for C-130 formation employment. A flight
is composed of two elements. A serial is composed of two flights.
9.3.1.2.1 Two-Ship Advantages. Two-ship advantages include the following:
• Flexibility and maneuverability of the formation.
• Ease in which to break up and rejoin formations.
 • Quickly allows the formation to expand and contract.
• Quicker transition between IFR and VFR formations and vice versa.
• Ease of control.

9.3.2.1 Departure. Large formations require more detailed departure planning.

9.3.2.1.1 In order for large formations to stay within range of the SKE master during
departure, consider orbiting in a large box above the airfield.
9.3.2.1.2 To prevent an in-flight emergency from interfering with the outbound flow,
identify a divert airfield for aborting formation aircraft.
9.3.2.2 Assembly. Assemble the formation as low as possible. See Station
Keeping Equipment Formation Planning Tool, to determine planned climb/acceleration
point.

9.3.3.1 Energy Considerations. Plan altitudes and airspeeds that provide wingmen a
power advantage.
9.3.3.1.1 Low Altitude. Consider planning low-level operations between 210 and 230
KIAS. Increase altitude and formation spacing in mountainous terrain commensurate
with the threat and terrain.
9.3.3.1.2 Medium Altitude and High Altitude. Higher altitudes require special
formation considerations due to higher true airspeeds, reduced aircraft performance,
and resulting longer lead times to make position adjustments.
9.3.3.1.2.1 Airspeed. Plan minimum airspeeds of 170 KIAS outside the threat
environment and 200 KIAS within the threat environment.
9.3.3.1.2.2 Formation Spacing. Lessons learned from medium altitude formations
during Operation PROVIDE PROMISE suggest that a formation spread of 8,000
feet in-trail spacing between aircraft with a 16,000-foot interval between element
leaders is optimum. Increasing formation spacing will reduce maximum SKE
formation size.
9.3.3.2 Rejoins. Consider building rejoin orbit points where wingmen can rejoin the
formation prior to CEP or OA.
9.3.3.3 Transitioning From SKE to Visual and Visual to SKE Formations. Ideally, plan the
time required to complete a transition in order to have a stable formation prior to the CEP
or airdrop. This does not preclude a MC from changing formation procedure once inside
the CEP. A thorough brief is required to eliminate crew confusion. Consider weather,
lighting schemes, NVG goggling/degoggling, illumination levels, OA environment,
combat entry checklist items, and use of SKE.
Formation airland operations require increased
planning especially around the OA. See , “Airland Operations,” for more
information.
1 NA NA NA NA NA NA NA NA NA
2 4,000 0.66 4,500 0.74 0.50 0.17 6,000 0.99 0.66
3 8,000 1.32 9,000 1.48 1.00 0.33 12,000 1.97 1.32
4 12,000 1.97 13,500 2.22 1.50 0.50 18,000 2.96 1.97
5 16,000 2.63 18,000 2.96 2.00 0.67 24,000 3.95 2.63
6 20,000 3.29 22,500 3.70 2.50 0.83 30,000 4.94 3.29
7 24,000 3.95 27,000 4.44 3.00 1.00 36,000 5.92 3.95
8 28,000 4.61 31,500 5.18 3.50 1.17 42,000 6.91 4.61
9 32,000 5.27 36,000 5.92 4.00 1.33 48,000 7.90 5.27
10 36,000 5.92 40,500 6.67 4.50 1.50 54,000 8.89 5.92
11 40,000 6.58 45,000 7.41 5.00 1.67 60,000 9.87 6.58
12 44,000 7.24 49,500 8.15 5.50 1.83 66,000 10.86 7.24
13 48,000 7.90 54,000 8.89 6.00 2.00 72,000 11.85 7.90
14 52,000 8.56 58,500 9.63 6.50 2.17 78,000 12.84 8.56
15 56,000 9.22 63,000 10.37 7.00 2.33 84,000 13.82 9.22
16 60,000 9.87 67,500 11.11 7.50 2.50 90,000 14.81 9.87
17 64,000 10.53 72,000 11.85 8.00 2.67 96,000 15.80 10.53
18 68,000 11.19 76,500 12.59 8.50 2.83 102,000 16.79 11.19
19 72,000 11.85 81,000 13.33 9.00 3.00 108,000 17.77 11.85
20 76,000 12.51 85,500 14.07 9.50 3.17 114,000 18.76 12.51
21 80,000 13.17 90,000 14.81 10.00 3.33 120,000 19.75 13.17
22 84,000 13.82 94.500 15.55 10.50 3.50 126,000 20.74 13.82
23 88,000 14.48 99,000 16.29 11.00 3.67 132,000 21.72 14.48
24 92,000 15.14 103,500 17.03 11.50 3.83 138,000 22.71 15.14
 25 96,000 15.80 108,000 17.77 12.00 4.00 144,000 23.70 15.80
26 100,00 16.46 112,500 18.52 12.50 4.17 150,000 24.69 16.46
27 104,000 17.12 117,000 19.26 13.00 4.33 156,000 25.67 17.12
28 108,000 17.77 121,500 20.00 13.50 4.50 162,000 26.66 17.77
29 112,000 18.43 126,000 20.74 14.00 4.67 168,000 27.65 18.43
30 116,000 19.09 130,500 21.48 14.50 4.83 174,500 28.64 19.09
31 120,000 19.75 135,000 22.22 15.00 5.00 180,000 29.62 19.75
32 124,000 20.41 139,500 22.96 15.50 5.17 186,000 30.61 20.41
33 128,000 21.07 144,000 23.70 16.00 5.33 192,000 31.60 21.07
34 132,000 21.72 148,500 24.44 16.50 5.50 198,000 32,59 21.72
35 136,000 22.38 153,000 25.18 17.00 5.67 204,000 33.57 22.38
36 140,000 23.04 157,500 25.92 17.50 5.83 210,000 34.56 23.04

* 1 NM = 6,076 feet
** All aircraft must be within 10 NM of the master

• 15-second take off interval

• Lead instantaneously at 180 KIAS at brake release
• Followers instantaneously at 190 KIAS at brake release
• Followers instantaneously at lead’s airspeed minus 30 knots
• 30 knots difference for approach separation

TEC—tail end charlie

9.3.4.1 Landing Interval. If an LZ does not have sufficient length to permit a formation
landing, detailed planning is necessary to establish proper landing intervals that allow each
aircraft to taxi clear before the succeeding wingman touches down. , Minimum
Spacing for LZ Operations, describes the calculations required to determine the minimum
LZ landing interval. Landing intervals on dirt LZs may need to be as long as 5 minutes in
low wind conditions due to dust clouds.
9.3.4.2 Formation Spacing. Anticipate the formation compression that occurs if each
aircraft slows over the same geographic point. See , Formation Spacing
Compression Computation, for more information.

9.3.5.1 Run-In Planning. In general, there are three methods used to approach the DZ: (1)
the traditional run-in—ideal for large formations, especially in the weather; (2) a turning
run-in—less predictable, but more challenging to plan and execute; and (3) the run-in from
multiple IPs or to multiple PIs—the most difficult to plan and execute. Consider the
tactical situation; approaching a DZ from multiple axis with unpredictable time intervals
between aircraft may be a more tactically sound method, but it may not satisfy the user’s
ground tactical plan. Instead, a C-130 formation dropping along the long axis of the DZ
may simplify the user’s cross-load and assembly plan.
9.3.5.1.1 Traditional Run-in. The traditional run-in is ideally suited for large
formations with large distances between the IP and DZ. When selecting an IP for
visual formations, use the same mission planning principles outlined in ,
“Airdrop Operations.” Minimum SKE and visual SD distances are given in
Visual Slowdown Chart, and , IMC Slowdown Chart. The tables assume
configuration on-speed and do not allow for any deviations. Mission planners can
adjust slowdown as needed based on crew capability/proficiency.
9.3.5.1.1.1 Advantages.
9.3.5.1.1.1.1 One single straight-line approach and exit is practical for both
IMC and VMC formations of any size.
9.3.5.1.1.1.2 Compressed formation spacing provides for the greatest mass on
the DZ in the shortest amount of time (approximate drop interval is 9 seconds
in VMC and 18 seconds in IMC based on 130 knots).
9.3.5.1.1.1.3 Because of the single DZ axis and subsequent load dispersal
patterns, all types of aerial deliveries may be accomplished using this method.
9.3.5.1.1.1.4 Escort capability is enhanced because of the geographic
proximity of all aircraft.
9.3.5.1.1.2 Disadvantages. All aircraft in the formation are exposed to a single
threat area.
1. Conversions
a. KIAS = NM/hour = 1.69 feet/second (fps)
b. NM = 6,076 feet
2. Assumptions
a. For landing roll-out, use average speed = (touchdown GS + taxi speed) ÷ 2
b. 25 knot taxi speed is approximately 40 fps
c. 15 knot taxi speed is approximately 25 fps
d. 90-degree turn takes approximately 10 seconds
e. 180-degree turn takes approximately 25 seconds
3. Considerations
a. Consider visibility issues when operating multiple aircraft on unpaved surfaces.(1) Dust
from the previous aircraft landing depends on multiple factors, including the composition of
the LZ and recent precipitation. If a landing surface is known to produce a lot of dust, surface
wind is the next consideration. Depending on the direction of the wind, a strong surface wind
can help clear the dust from the LZ. For initial planning purposes, add the following times to
the spacing based on forecast surface winds:
b. Calm to 5 knots wind = additional 5 minutes
c. 5 to 10 knots wind = additional 3 minutes
d. Greater than 10 knots wind = no additional time required
e. Times may increase if wind is down the runway

• Runway available = 5,000 feet

• Ground roll = 2,500 feet
• Touchdown GS = 100 knots
• Taxi speed = 25 knots
a. Determine transition point from landing roll to taxi operations
• Normal operations = landing roll-out = ground roll + 500 feet = 2,500 feet
+ 500 feet = 3,000 feet
b. Determine average speed on roll-out
• (touchdown GS + taxi speed) ÷ 2 = (100 + 25) ÷ 2 = 62.5 knots
c. Determine roll-out time
• 62.5 knots x 1.69 = 106 fps
• 3,000 feet ÷ 106 fps = 28 seconds
 d. Determine minimum landing interval (to clear at end):
Condition Time
Roll-out 28 seconds
Taxi to end (2,000 feet ÷ 40 fps) 50 seconds
90-degree turn to clear 10 seconds
Min landing interval: 88 seconds
e. Determine minimum landing interval (with back taxi to clear):
Condition Time
Roll-out 28 seconds
180-degree turn 25 seconds
Taxi to end (3,000 feet ÷ 40 fps) 75 seconds
90-degree turn to clear 10 seconds
Min landing interval: 138 seconds

* Applies only to ground operations. Use the minimum landing interval to calculate the
appropriate inbound separation based on the approach flown.

(1) Ground operations such as EROs and static takeoffs may worsen visibility and must be taken
into consideration. Good go-around and contingency plans are required.

9.3.5.1.2 Turning Run-In. The turning run-in is suited for smaller formations with
either tight terrain tolerances or DZ overflight is required prior to the drop. This run-in
requires more complex planning and is more challenging to execute than traditional
run-ins. Planners must account for numerous factors including formation size and
geometry, approach and DZ axis, run-in length, wind effect, airspeed changes and turn
radii. Crews must pay particular attention to SCNS set-up and execution in order to
avoid a SCNS Bypass and erroneous run-in guidance.
9.3.5.1.2.1 Advantages.
9.3.5.1.2.1.1 Ingress airspeed maintained until very close to the DZ.
9.3.5.1.2.1.2 Reduced precision required for navigation.
9.3.5.1.2.1.3 Allows for DZ reconnaissance prior to drop.
9.3.5.1.2.2 Disadvantages.
9.3.5.1.2.2.1 Requires maneuvering close to the DZ at low energy states.
9.3.5.1.2.2.2 Possible loss of positional awareness during turns.
9.3.5.1.2.2.3 Maneuvering may destabilize airdrop loads or jumpers.
 En route GS, threshold speed (ground), and desired landing interval (feet) are
known. The desired landing interval is the minimum acceptable distance based on the OA,
threat, and support assets.
a. En route GS = VEn route
b. Threshold speed = VThreshold
c. Desired landing interval = XLand
Solving for en route spacing (feet).
a. En route spacing = XEn route
b. Formula:

3. Example.
a. En route GS = VEn route = 225 knots
b. Threshold speed = VThreshold = 115 knots
c. Desired landing interval = XLand = 5,000 feet
d. En route spacing:

* Each element lead sets the calculated en route spacing prior to SD, and then begins SD at the
same geographical reference point as lead. The formation compresses to the desired spacing for
landing.

9.3.5.1.2.2.4 Poor execution could result in alignment errors, formation

instability, and/or no-drop.
9.3.5.1.3 Multiple IPs. Run-ins from multiple IPs is the most tactically sound method
to approach an objective and can be executed with multiple single-ships or formations
(elements, flights, serials). These operations are best accomplished with the aircraft
crossing a circular DZ 30 seconds to 1 minute apart from multiple directions. Since the
primary means for deconfliction is TOA, precise time control is imperative. Give
careful consideration to formation size when developing time tolerances. For example,
30 seconds of deconfliction for two single ships provides a 10-second safety buffer
with 10 seconds of TOA error. This same 30-second tolerance would result in a
 conflict between an on-time flight lead and a second element lead on a different run-in
heading. Variations include multiple PIs and multiple IPs. See , Multiple
Axis/Multiple IP Example.

PER Formation

Primary DZ Axis

2- to 5- Min TOT
Separation

NOTE:
Minimum DZ Size
requirements should
be met for each axis
depicted.
Alternate DZ Axis

UNCLASSIFIED Multi-Axis/Multi-IP Example

9.3.5.1.3.1 Advantages.
9.3.5.1.3.1.1 Avoids predictable aircraft routing. Increases the opportunities
for modified slowdowns, reducing the individual aircraft exposure time.
9.3.5.1.3.1.2 Allows greater flexibility for terrain masking, threat avoidance,
and evasive action.
9.3.5.1.3.2 Disadvantages.
9.3.5.1.3.2.1 Intricate timing and deconfliction requirements make this the
most difficult run-in to plan. Consider restricting to day VMC.
9.3.5.1.3.2.2 Impractical for large formations.
9.3.5.1.3.2.3 May not provide sufficient mass on the DZ during personnel
airdrops to meet commander’s intent.
9.3.5.1.3.2.4 Degrades escort capability.
9.3.5.1.4 Multiple Points of Impact (MPI). MPIs can be used for both visual and SKE
formations. MPIs are used to disperse airdropped loads laterally or longitudinally on
the DZ. See , Multiple Points of Impact.
 NOTE:
Subsequent PIs after PI #1, will
be placed on DZ axis at coordinates
determined by the user and planner.

PI #3

PI #2 Lateral Lateral
PI PI

PI #1
Primary
PI

Distance from leading edge

IAW AFI 13-217

Longitudinal MPIs Lateral MPIs

UNCLASSIFIED Multiple Points of Impact

9.3.5.1.4.1 Lateral Offset. Each flight, based on users needs, flies to a different
lateral PI. (Visual elements may fly to different lateral PIs.)
9.3.5.1.4.2 Longitudinal Offset by Flight. Each flight, based on users needs, flies
to a different longitudinal PI.
9.3.5.1.4.3 Longitudinal Offset by Element. This procedure only works if each
element within a flight drops the same load, parachutes, and weights producing the
same CARP. Each element, based on user’s needs, flies to a different longitudinal
PI derived from timing. Program SCNS to fly to flight leads PI. Verify SCNS
in-track timing at flight leads “EXECUTE.” At SCNS “green light,” hack a watch
and time for actual “green light,” based on desired delay distance. See ,
Delay Timing for Multiple PIs.
NOTE: Each flight still computes a safety box based on the DZ and flight size. Usable DZ is
based on each individual element’s drop. Thorough preflight planning and CRM coordination is
required to alleviate flight deck confusion caused by delayed timing after SCNS “green light.”
9.3.5.1.4.4 Area DZs. Area DZ execution can be single-ship or formation and
modified as required to fit the tactical situation. One technique is to slow down and
configure prior to the leading edge of the area DZ and overfly potential drop
locations. Another is to spread the formation geometry (i.e., Line Abreast or
Wedge) to allow greater coverage along corridor of the DZ axis. MCs may also
 consider sending a scout airplane to radio the DZ location to the rest of the
formation (i.e., “10 TO GO, 0.5 NM RIGHT”) or making a spotting pass with the
entire formation and racetracking for the drop.

— 200 400 600 800 1000 1200 1400 1600 1800 2000 2500 3000

100 3.6 7.1 10.7 14.2 17.8 21.3 24.9 28.4 32.0 35.5 44.4 53.3
105 3.4 6.8 10.1 13.5 16.9 20.3 23.7 27.0 30.4 33.8 42.3 50.7
110 3.2 6.5 9.7 12.9 16.1 19.4 22.6 25.8 29.0 32.3 40.3 48.4
115 3.1 6.2 9.3 12.3 15.4 18.5 21.6 24.7 27.8 30.9 38.6 46.3
120 3.0 5.9 8.9 11.8 14.8 17.8 20.7 23.7 26.6 29.6 37.0 44.4
125 2.8 5.7 8.5 11.4 14.2 17.0 19.9 22.7 25.6 28.4 35.5 42.6
130 2.7 5.5 8.2 10.9 13.7 16.4 19.1 21.8 24.6 27.3 34.1 41.0
135 2.6 5.3 7.9 10.5 13.1 15.8 18.4 21.0 23.7 26.3 32.9 39.4
140 2.5 5.1 7.6 10.1 12.7 15.2 17.8 20.3 22.8 25.4 31.7 38.0
145 2.4 4.9 7.3 9.8 12.2 14.7 17.1 19.6 22.0 24.5 30.6 36.7
150 2.4 4.7 7.1 9.5 11.8 14.2 16.6 18.9 21.3 23.7 29.6 35.5
155 2.3 4.6 6.9 9.2 11.5 13.7 16.0 18.3 20.6 22.9 28.6 34.4
160 2.2 4.4 6.7 8.9 11.1 13.3 15.5 17.8 20.0 22.2 27.7 33.3
165 2.2 4.3 6.5 8.6 10.8 12.9 15.1 17.2 19.4 21.5 26.9 32.3
170 2.1 4.2 6.3 8.4 10.4 12.5 14.6 16.7 18.8 20.9 26.1 31.3
175 2.0 4.1 6.1 8.1 10.1 12.2 14.2 16.2 18.3 20.3 25.4 30.4
180 2.0 3.9 5.9 7.9 9.9 11.8 13.8 15.8 17.8 19.7 24.7 29.6

9.3.5.2 Visual Slowdown Planning. There are two formation SD techniques: SD at a

pre-briefed, identified point and SD using timing.
9.3.5.2.1 Slowdown at a Pre-Briefed, Identifiable Point. See , Multielement
Slowdown Over a Geographical Point. Aircraft within an element SD at the same time
provided the wingmen are at drop spacing prior to SD. If wingmen are not at drop
spacing at SD, adjustment of their SD is required to get into drop position. Succeeding
element leaders slow at the same reference point as formation lead to compress over
the DZ. The table prescribes desired pre-SD spacing for specific pre-SD GSs. The
table assumes element leaders close to approximately 4,000 feet behind the previous
element leader to maximize mass on the DZ and has columns for slowing to both 140
 knots and 130 knots. Slowdown Using Timing. Aircraft within an element slow at the
same time; therefore, maintaining spacing. Succeeding element leaders slow based on
timing from the formation lead’s SD signal/call to compress over the DZ. Use
, Multielement Slowdown Using Timing, to determine required timing by
determining the airspeed change during SD and the desired compression and
intersecting the two.

250 7,200 7,700

240 6,900 7,400
230 6,600 7,100
220 6,300 6,800
210 6,100 6,500
200 5,800 6,200
190 5,500 5,900
180 5,200 5,600

* All speeds are in GS

** Table was calculated using the following:

• Assume the time and distance to SD are the same for all aircraft
• Assume GS is the same for all aircraft before and after SD
• Consider adding a percentage of the calculated distance as a buffer to account for variation of
SD technique and to prevent overruns
• Formula is as follows:

• Where XE is the initial en route spacing in feet, XD is the desired spacing over the DZ
• Where VE is the en route GS, VD is the drop GS
 E D

E D
2,000 20 17 15 13 12 11 10
4,000 39 34 30 26 24 22 20
6,000 59 51 44 39 36 32 30
8,000 79 68 59 53 47 43 39
10,000 99 85 74 66 59 54 49
12,000 118 102 89 79 71 65 59
14,000 138 118 104 92 83 75 69
16,000 158 135 118 105 95 86 79
18,000 178 152 133 118 107 97 89
20,000 197 169 148 132 118 108 99
22,000 217 186 163 145 130 118 109
24,000 237 203 178 158 142 129 118
26,000 257 220 193 171 154 140 128
28,000 276 237 207 184 166 151 138
30,000 296 254 222 197 178 162 148
32,000 316 271 237 211 190 172 158

• Assume time and distances to complete SD are the same for all aircraft (Consider using a
percentage of the calculated time delay as a buffer to account for variation of SD technique and
to prevent overruns.)
• Assume GS is the same for all aircraft before and after SD.
• The formula is:
–
( – )
• Where t is the time subsequent elements should begin SD.
• Where XE is the initial en route spacing and XD is the desired spacing over the DZ.
• Where VE is the en route GS; VD is the drop GS.
• Where 1.69 is a conversion factor (converts NM/hour to feet/sec).
9.3.5.3 IMC Descent Planning.
9.3.5.3.1 Waterfall Descent. Due to terrain, airspace, or other considerations the
formation may need to descend by element or flight. As each element meets the IMC
drop corridor restrictions discussed later in this chapter in the IFR Drop Corridor
paragraph, the lead passes the down prep and “E.” Execute the SD as stated above.
TAS—and consequently GS—are reduced as an element descends to drop altitude.
Because each element is not at the same altitude during a waterfall descent, the
potential exists for compression/expansion to occur. This effect is easily overcome by
pilotage in a zero-wind case because element altitudes are only 500 to 1,500 feet apart
(descent rate dependent). However, descents with strong or variable winds can induce
significant compression/expansion. One technique to overcome this
compression/expansion is to take additional element spacing prior to initiating the
waterfall descent. Element Spacing for Waterfall/Cascade Descent is a Microsoft Excel
that calculates the required element lead spacing after slowdown to arrive
at drop altitude in position. See , Example Element Spacing for
Waterfall/Cascade Descent, for further explanation.
9.3.5.4 Mission Computer Tolerances. Planners must establish the formation’s maximum
allowable lateral and in-track deviations on the run-in that keeps Number Four in a safe
position to drop. See , Formation Drop Contracts/Mission Computer
Tolerances, and , Formation Drop Contracts/Mission Computer Tolerances
Worksheet.
9.3.5.4.1 Lateral Contract. Tolerances must include the following:
• Flight lead’s XTRK maximum deviation.
• Element lead’s XTRK maximum deviation.
• Element lead’s track while scan (TWS) maximum deviation.
• Wingman’s TWS maximum deviation.
9.3.5.4.1.1 Determine half of the DZ width. Subtract any desired safety buffer
based on mission requirement (i.e., contingency versus training).
9.3.5.4.1.2 Subtract 100 yards for Number Four’s no-drift (worst case) SKE
position (300R).
9.3.5.4.1.3 Determine Number Four’s TWS deviation. 100 yards is a good
technique. Subtract Number Four’s deviation from total. This is the element lead’s
SCNS XTRK contract.
9.3.5.4.1.4 Divide total by two to get element lead’s TWS tolerance. This is also
flight lead’s SCNS XTRK contract.
9.3.5.4.2 Longitudinal Contract. Tolerances must include the following:
• Flight lead’s timing window.
• Element lead’s timing window.
9.3.5.4.2.1 Determine the distances from the DZ leading edge to the PI and the PI
to the DZ trailing edge.
 Given:
En route altitude = 11,000 feet MSL Drop altitude = 1,000 feet MSL
En route airspeed (at 140 KIAS) = 168 KTAS Drop airspeed (at 130 KIAS) = 138 TAS
En route altitude wind = 5 kt headwind Drop altitude wind = 10 kt headwind

(1)
(2)

(3)

NOTES:
(1) Select 140 KIAS or 130 KIAS Drop A/S chart, as appropriate
(2) Enter chart from left; slide right until appropriate en route altitude headwind/tailwind
component, then slide down until appropriate drop altitude headwind/tailwind component
(3) Resulting distance is the required element lead spacing after slowdown (before initiating
waterfall descent)

UNCLASSIFIED Example Element Spacing for Waterfall/Cascade Descent

 500 yds

1,000 yds
4
(Wingman) #4’s worst case
position based on no-drift
SKE position (300R) plus
TWS tolerance (e. g., 100 yards).

(Element Lead) #3’s worst

case position based on 1/2
DZ width minus #4’s worst
case position. SCNS XTRK
tolerance is the remaining
distance (e. g., 300 yards).
TWS tolerance is half that
distance (e. g., 150 yards).
1,600 yds

2
(Wingman) #2’s worst case
position is no factor in
determining IMC Drop
Contract. Fly standard SKE
1 TWS tolerance.

1
(Flight Lead) Lead’s worst
2
case position based on half
of element lead’s worst case
position. SCNS XTRK
tolerance is remaining
3 distance. (e. g., 150 yards).

150 300 400

UNCLASSIFIED Formation Drop Contracts/Mission Computer Tolerances

1. DZ width 1,000 yards
2. DZ length 1,600 yards
a. Distance from DZ leading edge to PI 500 yards
b. Distance from PI to DZ trailing edge 1,100 yards
3. GS 142 knots
4. Airdrop load 12 personnel (single stick, static-line)(1)

1. Determine half of DZ width - desired safety buffer (1,000 yards ÷ 2) - 0 = 500 yards
2. Subtract 100 yards for Number Four’s no-drift SKE position -100 yards = 400 yards
3. Subtract Number Four’s TWS deviation/contract -100 yards =
** Element lead’s SCNS XTRK maximum deviation ** 300 yards
4. Divide by 2 ÷2=
** Element lead’s TWS maximum deviation ** 150 yards
** Flight lead’s SCNS XTRK maximum deviation **

1. Convert DZ distances to time (seconds)

a. DZ leading edge to PI distance (short) 500 yards ÷ (142 x 1.69 ÷ 3 feet/yard) = 6 seconds
b. PI to DZ trailing edge distance (long) 1,100 yards ÷ (142 x 1.69 ÷ 3 feet/yard) = 13 seconds
2. Flight lead’s timing deviation/contract
** Flight lead’s timing deviation/contract ** ±2 seconds
3. Subtract flight lead’s deviations
a. Short 6 seconds - 2 seconds = 4 seconds
b. Long 13 seconds - 2 seconds = 11 seconds
** Element lead’s timing deviation/contract ** +4 seconds / -11 seconds
4. Calculate element lead’s SKE timing (8,000 feet ÷ [142 x 1.69]) - 2 = 31 seconds
5. Determine element lead’s timing window
a. Short (subtract deviation) 31 seconds - 4 seconds = 27 seconds
b. Long (add deviation) 31 seconds + 11 seconds = 42 seconds
** Element lead’s timing window ** 31 to 42 seconds (time to go)
6. Correct for multiple airdrop loads (if required)
a. Determine AFI 13-217 minimum size (12 -1) x 75 yards = 825 yards
b. Convert DZ distances to time (seconds) 825 yards ÷ (142 x 1.69 ÷ 3 feet/yard) = 10 seconds
c. Determine element lead’s corrected timing window
• Long (subtract deviation) 42 seconds - 10 seconds = 32 seconds
** Element lead’s corrected timing window ** 27 to 32 seconds (ETE)

(1) Personnel safety zone waived for this example.

 9.3.5.4.2.2 Use GS to convert these distances into time (seconds).
9.3.5.4.2.3 Determine flight lead’s timing deviation. Plus/minus 2 seconds is a
common AWADS technique.
9.3.5.4.2.4 Subtract flight lead’s deviation from both totals. The remaining totals
are element lead’s timing deviation.
9.3.5.4.2.5 Verify element lead’s SCNS timing window at flight lead’s “GREEN
LIGHT (i.e., “E”) or other pre-briefed point.
9.3.5.4.3 The calculations for the mission computer timing tolerances are based on a
single airdrop load, not multiple personnel, or mass CDS.
CAUTION: If element lead initiated a multiple personnel or mass CDS airdrop at the end of the
uncorrected timing window, the first jumper/bundle would land at the DZ trailing edge and all
subsequent jumpers/bundles would be off the DZ.
9.3.5.4.3.1 If dropping two or more airdrop loads, do the following.
9.3.5.4.3.2 Use standard DZ size criteria from AFI 13-217, Drop Zone and
Landing Zone Operations, to determine the distance required for all items to exit
the aircraft (e.g., 75 yards per jumper or 50 yards per row of HVCDS).
9.3.5.4.3.3 Use GS to convert these distances into time (seconds).
9.3.5.4.3.4 Subtract the time from the remaining PI to DZ trailing edge time. This
is the element lead’s corrected timing contract for long drops (i.e., the back of
window). The timing window for short drops remains the same.
During mission planning, give consideration to a
racetrack/reattack alibi plan and whether it is to be executed by element, flight, serial, or
formation.
Arrival plans should include a method to separate the large formation into
serials for recovery. Different SKE frequencies, altitude blocks, alternate missed approach
procedures, and runway closure procedures all add complexity to large formations.

9.4.1.1 Radio Communications.

9.4.1.1.1 Discipline. Limit transmissions to those required for safety or control of the
formation. Only formation lead should communicate with C2 agencies unless
delegated.
9.4.1.1.2 Radio Procedures. The MC should thoroughly brief all radio procedures.
Avoid using secure voice or HAVE QUICK (HQ) as formation interplane during
take-off. There are two predominant techniques lead may use to direct formation
frequency changes: “PUSH” and “GO.” Pushing frequencies is most common.
 9.4.1.1.2.1 “PUSH (Channel/Frequency).” Wingmen should switch to the
designated frequency without acknowledgement (e.g., Lead: “OUTLAW 70,
PUSH CHANNEL 4”; Follower: switch silently). Lead does not normally check
the formation in on the new frequency.
9.4.1.1.2.2 “GO (Channel/Frequency).” Wingmen are expected to acknowledge
the change before switching frequencies (e.g., Lead: “OUTLAW 70, GO TAD 12”;
Followers: “2,” “3”). Lead normally checks the formation in on the new frequency.
Do not link TADs with frequencies by using “TAD XX” during the switch and the
actual frequency during the check-in.
9.4.1.1.3 Drop Clearance. All aircraft monitor the DZ primary frequency in the event
conditions on the DZ require a “no-drop” after receiving initial clearance.
9.4.1.2 Traffic Alert and Collision Avoidance System. The lead aircraft should operate in
TA ONLY. All other aircraft should operate in ATC-OFF, BCST-OFF unless local
procedures direct otherwise.
9.4.1.3 Energy Considerations. Formation operations at higher altitudes require special
considerations due to reduced aircraft performance and longer lead time to make position
adjustments. Wingmen must exercise care to remain in position as excess power margins
may become negligible, especially at high altitudes. Larger lead points are required to
restabilize the aircraft in position. Additionally, allow time for airspeed and power
corrections to take effect in order to prevent over controlling.
9.4.1.4 Rosemount Considerations. There is an approximate 5- to 10-knot (average eight)
airspeed difference between aircraft with the standard pitot system and the Rosemount
system (Rosemount indicates the higher airspeed). For formations consisting of aircraft
with different pitot static systems, the MC will brief potential problem areas and proper
corrective actions during the formation briefing. Differences in IAS from the SD through
escape, especially with heavyweight aircraft and increased stall speeds, present the
greatest hazard and require proper crew awareness during this phase of flight. For
example, during a personnel run-in where a Rosemount system reads 130 KIAS, standard
system equipped aircraft will fly 120-125 KIAS to maintain position. One technique to
address this discrepancy is to split the difference between systems and have the Rosemount
aircraft fly 135 KIAS while the standard aircraft fly 125-130 KIAS. A second technique is
to both fly the same IAS but adjust spacing accordingly to account for compression or
expansion.
9.4.1.5 Dry Pass.
9.4.1.5.1 Planned. Thoroughly brief any planned dry pass to include checklist
terminology, altitudes/airspeeds, aircraft configuration, doors open/close, and use of
FCI.
9.4.1.5.2 Unplanned. Lead should execute formation no-drop actions.

9.4.2.1 Communications Check. All formation members should have radio equipment
set/loaded and be ready for check-in as directed by the MC. Lead should check secure
 radios (on both UHF and VHF), HF, HQ, and FM radios as required. Pre-brief a “get well”
frequency (normally, the secondary UHF or HF). Formation members should monitor this
frequency throughout the check-in to ensure lead maintains positive control. Check in by
position number or individual call signs, depending on MC direction. If a wingman fails to
check in, subsequent wingmen should wait for lead to state “CONTINUE” before
resuming the check in. A communications check example is listed in , Check-In
Example.

“BULL 70, CHECK UHF/VHF “TWO.”

UNIFORM/VICTOR” interplane Unless directed otherwise,
If conducting communication checks by report problems after check-in
flight, each should check-in separately, in (not during).
sequence, on the same frequency, and using
separate call signs.
“BULL 70, PUSH TAD 401.” HQ Net active “TWO, LOUD AND CLEAR.”
Pushing active is automatic
“BULL 70, CHECK IN.”
“BULL 70, PUSH CH13, SECURE.” UHF/VHF “TWO, LOUD AND CLEAR.”
“BULL 70, CHECK IN.” interplane
secure
Wait 2 seconds for preamble after keying
the mike.
Check both VHF and UHF secure.
“BULL 70, PUSH CH13, PLAIN.” UHF/VHF “TWO.”
“BULL 70, CHECK IN.” interplane

9.4.2.2 Taxi. Minimum taxi interval is IAW AFI 11-2C-130, Volume 3, C-130 Operations
Procedures.
9.4.2.2.1 To achieve a single-ship interval, align the ends of the preceding aircraft’s
horizontal stabilizer with the outboard propeller arcs.
9.4.2.2.2 Consider a two-ship taxi interval during very hot weather conditions or if
blowing sand, ice, snow, or FOD is present. At two-ship lengths, the nose wheel of the
preceding aircraft is just visible. Formation lead should further increase taxi intervals if
adverse circumstances dictate (e.g., icy conditions or poor visibility).
9.4.2.3 Flight Communication Indicator Check. Accomplish a SKE flight communication
indicator (FCI) check prior to takeoff, if applicable.

9.4.3.1 Torque Settings. In formations of both C-130E and C-130H aircraft, the first E
model should announce a torque setting to the formation. If TOLD supports the reduced
power setting, H-models should use a torque setting corresponding to the given E-model
torque. If TOLD does not support a reduced power takeoff AC’s need to anticipate the
initial closure or expansion during departure.
9.4.3.2 Formation Runway Alignment.
9.4.3.2.1 Normal Takeoff Method. The normal method is best on large runways and
when departure intervals must be kept to a minimum.
9.4.3.2.1.1 Lead positions on the downwind side of the runway, moving forward
approximately 100 feet per aircraft in the formation plus an additional 100 feet. For
reference, the instrument markings at the approach end of a runway are 500 feet
apart, and runway edge identifier lights are 200 feet apart.
9.4.3.2.1.2 Subsequent aircraft alternate runway sides with nose-to-tail clearance.
For lateral spacing, wingmen center on the opposite half of the runway. For
in-track position, wingmen taxi forward until the two beaver tail lights on the
preceding aircraft blend together and appear as one light.
9.4.3.2.1.3 Lead begins takeoff roll as required for time control in coordination
with ATC. Subsequent aircraft release brakes at the predetermined time interval
after the preceding aircraft begins to roll. Crews advance power to flight idle five
seconds prior to brake release to signal they are about to begin the takeoff roll. To
begin takeoff roll, release brakes and advance power to takeoff power. A technique
for lead to signal their takeoff roll is to pass a “+” prep at five seconds prior and an
“E” prep at brake release.
9.4.3.2.1.4 During the takeoff roll, crews can elect to maneuver to the center of the
runway after brake release. This technique adds a margin of safety during aircraft
malfunctions or rejects.
9.4.3.2.2 Feed-On Takeoff Method. Use the feed-on method when runway length,
width, or other conditions (e.g., TOLD, FOD, ice) preclude the normal method. The
feed-on method takes less time and works better for shorter runways, but departure
interval could be significantly shorter than normal. ACs must not “cut the corner”
when assuming takeoff position on the runway. They must also take into account that
their starting position is level with lead’s rather than behind and they are starting their
takeoff roll in motion rather than from a stop. To accomplish the feed-on, the lead taxis
to the runway centerline. Wingmen expeditiously follow at 15-second intervals using a
common reference point to begin timing, such as a prominent runway marking on the
centerline. All aircraft use the runway centerline. If the lead is stopped on the runway
awaiting clearance, Number Two may taxi partially onto the runway (at a 45-degree
angle to lead) until the Number Two pilot is looking down the lead’s dump mast.
9.4.3.3 Aborts. Abort formation takeoffs IAW AFI 11-2C-130, Volume 3, C-130
Operations Procedures. Succeeding aircraft that sympathetically aborted their takeoff roll
should use critical field length to quickly assess the ability to continue from present
position.
9.4.3.4 Turbulence Considerations. Minimum takeoff interval is IAW AFI 11-2C-130,
Volume 3, C-130 Operations Procedures. The MC should consider extending the interval
 when the mission dictates. If obstacle clearance or IFR climb gradients are not a factor, the
lead aircraft may delay rotation beyond the charted takeoff speed and use a shallow climb
profile. This will allow wingmen to climb above lead’s wingtip vortices/turbulence.
All aircraft adhere to the formation’s ATC instructions.
9.4.4.1 Assembly. Assemble as low as possible. Standard airspeed and climb profiles are
listed in , Airspeed and Ascent/Descent Rates. Formation lead should maintain
assembly airspeed and altitude until wingmen have closed to en route position.

180 KIAS, 170 KIAS, 160 KIAS,

Climb to assembly
1,500 fpm 1,200 fpm 1,000 fpm
Assembly 180 KIAS 170 KIAS 160 KIAS
Cruise Normally 210 KIAS Normally 210 KIAS Normally 190 KIAS
En route altitude En route airspeed or as briefed
change 1,000 fpm or as briefed
140 KIAS,
Descending SD As briefed As briefed
1,000 fpm
140 KIAS,
DZ escape As briefed As briefed
1,000 fpm

9.4.4.2 Climb. Standard airspeed and climb profiles are listed in , Airspeed and
Ascent/Descent Rates. When aircraft performance is limited, consider using a lower climb
rate (e.g., 500 fpm) to en route altitude. As another technique, lead briefs a TIT and
airspeed (e.g., 170 KIAS at 900 degrees or 180 KIAS at 970 degrees) and then announces
the resulting vertical velocity (updating as the formation climbs higher). Thoroughly brief
variations to keep the entire formation at the same altitude during climbs and descents.
9.4.4.3 Acceleration. Accelerate to en route airspeed at a specific geographic point,
pre-briefed time, or at lead’s discretion.

9.4.5.1 Departure. Aircraft aborting during assembly will notify lead of intentions,
attempt to maintain VMC (if applicable), and contact the appropriate controlling agency.
Hold clear of departing traffic unless an immediate landing is necessary.
9.4.5.2 En Route. Aircraft aborting after assembly will notify lead of intentions. After
informing ATC and receiving initial instructions, lead should direct the aborting aircraft to
turn away from the formation in a safe direction based on terrain and ATC restrictions.
Lead determines new formation positions IAW AFI 11-2C-130, Volume 3, C-130
Operations Procedures.
 9.4.5.3 Flight/Element Lead Aborts. Flight/element lead will maintain position and
announce intentions prior to leaving the formation. Wingmen should comply with lead’s
direction (e.g., assume flight/element lead, move to the end of the formation, or proceed
single-ship). Crews may need to change leader numbers and accomplish an FCI check.
Minimum landing interval is IAW AFI 11-2C-130, Volume 3,
C-130 Operations Procedures. The MC should consider extending the interval when strong
crosswinds, unimproved runways, or other adverse conditions dictate.
9.4.6.1 Normal Operations. All aircraft should land on centerline using 50 percent flaps.
Formation lead should touchdown as close to the runway threshold as conditions allow to
reduce wake turbulence for wingmen. Avoid ducking-under during IMC approaches. Place
throttles in ground idle and use brakes and reverse as briefed. Clear the runway at the
pre-briefed taxiway as expeditiously as safety permits.
9.4.6.2 LZ Operations. If an LZ does not have sufficient length to permit a formation
landing, each aircraft may have to taxi clear before the succeeding wingman touches
down. The pilots should position flaps to 100 percent prior to touchdown.
Inadvertent weather penetration actions are for
emergency use and do not constitute authority to violate AFI 11-202, Volume 3, General
Flight Rules, or FARs. Exercising these procedures under actual weather conditions may
constitute a violation subject to appropriate action by the USAF and FAA. Aircraft should
remain VFR if there is sufficient warning to take evasive action. Leads must take all practical
measures to avoid entering controlled airspace without clearance.
9.4.7.1 IWP Considerations.
9.4.7.1.1 It may be necessary to modify these actions based on formation geometry,
terrain, wingman considerations, and airspace restrictions. Mission planners should
devise and brief actions that best fit the situation. In all cases, make the best use of on
board systems (TCAS, Radar skin-paint, Air-to-Air TACAN) to aid in safe aircraft
separation.
9.4.7.1.2 If the formation encounters, and will remain in, VFR conditions, lead may
level the formation below the ESA.
9.4.7.1.3 If the formation will remain within 5 NM of centerline, lead may level the
formation at the appropriate MSA, plus 500 feet (plus 1,500 feet in mountainous
terrain). Of note, during IWP without SKE, wingmen will travel laterally
approximately 1.75 NM during their 30 degree for 1-minute maneuver. Wingmen will
advise their leader if they will exceed 5 NM from centerline.
9.4.7.2 Inadvertent Weather Penetration With SKE. Upon penetrating the weather and on
the command of formation lead, formation aircraft climb to a base altitude at or above the
ESA. Lead directs the formation to execute weather penetration with SKE, giving base
altitude, heading, and airspeed at a minimum. All aircraft initiate climb and select SKE;
element wingmen set SKE cross-track to 1,000 feet in the safest direction. Climb to the
base altitude at 1,000 fpm (or as directed) at the en route airspeed (or as directed) on the
base heading while maintaining SKE separation. When level at the base altitude, lead
commands the formation to “ASSUME SKE INTERVAL.” On this command, wingmen
reduce airspeed 15-knots, drift back until established at 4,000 foot intervals, then reset, and
intercept the appropriate SKE cross-track. If the formation is unable to reestablish visual
conditions, lead contacts ATC for a clearance.
9.4.7.3 Inadvertent Weather Penetration Without SKE. Upon penetrating the weather and
on the command of formation lead, formation aircraft climb to a base altitude at or above
the ESA. Lead directs the formation to execute weather penetration without SKE, giving
base altitude, heading, and airspeed at a minimum. All aircraft initiate climb at 1,000 fpm
(or as directed) at en route airspeed (or as directed). Once established in the climb, element
wingmen turn 30 degrees away from the base heading in the safest direction for 1 minute,
and then return to the base heading. The last element in the formation levels at the base
altitude; preceding elements stack at 500-foot intervals, with the first element occupying
the highest altitude. Do not change the base heading while in IMC until separation assured.
If the formation is unable to reestablish visual conditions, lead contacts ATC for a
clearance.
9.4.7.4 Inadvertent Weather Penetration in Mountainous Terrain. Carefully consider IWP
while operating in or around mountainous terrain. Airspeed is of primary concern. Crews
should calculate and post 4-engine climb (flaps up) or obstacle clearance (flaps 50 percent)
speeds to achieve the best climb rate or best climb angle. Execute the standard IWP (with
or without SKE) as appropriate. All aircraft set maximum continuous power, not to exceed
19,600 in/lbs of torque, and climb at 180 KIAS, not to exceed 15 degrees nose high. If
terrain is an immediate hazard, consider configuring flaps to 50 percent and slowing to
4-engine climb speed (or obstacle clearance speed, as directed). Aircraft requiring an
alternate speed or direction should maneuver as required and advise lead immediately.
9.4.7.5 Inadvertent Weather Penetration From Alternate Geometries. It is not possible to
create standard IWP actions to address all potential contingencies of a fluid maneuvering
environment. Lead is responsible to anticipate potential weather, keep track of wingmen,
and ensure the formation’s terrain clearance. Lead must be directive if the situation
prevents the safe execution of standard IWP actions. Consider pre-briefing the use of
airspeed and altitude separation to facilitate clearance between formation aircraft.
Inadvertent weather penetration while executing a crossing maneuver is particularly
challenging. Continue the maneuver until clearance is assured before executing the briefed
IWP actions.

9.5.1.1 Definitions The following definitions aid in understanding how to maneuver and
maintain a good wing position.
9.5.1.1.1 Angle Off. Angle off is the difference between a wingman’s heading and
lead’s heading. This difference is measured in degrees.
9.5.1.1.2 Aspect Angle. Aspect angle is the number of degrees, measured from the tail
of lead to the wingman’s aircraft. It indicates a relative angle to the lead’s 6 o’clock
position. Right aspect is a position on the right side of lead. Left aspect is on the left
 side of the lead. For example, a wingman in the wedge right position has an aspect
angle of 45 right. A wingman at lead’s 6 o’clock position has an aspect angle of zero.
9.5.1.1.3 Specific Pursuit Curves. Specific pursuit curves (i.e., lead, lag, and pure)
control aspect and angle off. Use SKE plan position indicator (PPI), A/A TACAN, or
visual cues to determine nose track relative to lead.
9.5.1.1.3.1 Lead Pursuit. Wingman tracks the nose of the aircraft in front of lead.
This decreases angle off, increases aspect angle, and creates closure.
9.5.1.1.3.2 Lag Pursuit. Wingman tracks the nose of the aircraft behind lead. This
increases angle off, decreases aspect angle, and ultimately increases spacing.
9.5.1.1.3.3 Pure Pursuit. Wingman continually points the nose at lead. This will
maintain current spacing off of lead unless there is an airspeed differential.
9.5.1.2 Formation Contract. To enable formations to execute in a visual environment
safely, establish a contract. The contract is a set of agreements that all formation members
understand and follow. Tailor contracts to fit the formation size and mission, emphasize
safety, and prevent the loss of SA. The following is an example contract:
• Lead is lead.
• Standard spacing between aircraft is 6,000 feet. Variations should be briefed.
• Wingmen are responsible for maintaining position off lead.
• Formation positions are not rigid.
• Wingmen always climb to avoid a conflict.
• Lead should never have to descend to avoid a wingman.
• Wingmen never fly directly under or in front of lead.
• Brief signals, radio calls, or lack of either for turns/maneuvers.
• Brief non-standard angles of bank.
9.5.1.3 Knock-it-Off and Terminate. Knock-it-Off is a command to cease all training
activity and evaluate the ability to safely continue training. Terminate is a command to
cease maneuvering without affecting the overall mission/exercise. Any member of the
formation can call “Knock-it-Off” or “Terminate.”
9.5.1.3.1 Knock-it-Off Criteria. A directive call to cease all maneuvering. This call is
reserved for a safety of flight transgression. All aircraft in the formation will cease
training, climb to a safe altitude or assigned altitude blocks, and reassemble/remarshal
(if applicable). The decision to resume flying activities rests with the MC.
9.5.1.3.2 Terminate Criteria. Use this directive when a maneuver reaches its training
objective or any formation member sees cause to stop. The MC should establish
specific terminate criteria. Examples include:
• Logical conclusion and/or desired learning objectives reached.
• Violation (imminent and/or actual) of area boundaries, weather minimum,
minimum altitude/airspeed.
• Precluding an unsafe condition.
 • Greater than 60 degrees bank (flaps up) or 45 degrees bank (any flaps) and not
correcting.
• Less than 170 knots (flaps up) or 120 knots (flaps down) and not correcting.
• Below 200 feet AGL and not correcting.
• Below NVG altitude and not correcting.
9.5.1.3.3 Actions. When “TERMINATE” is broadcast, all aircraft cease tactical
maneuvering, clear their flight path, and acknowledge by call sign. For example;
Number3 calls “RAVEN 20, TERMINATE,” aircraft reply with “Lead TERMINATE,”
“2 TERMINATE,” “3 TERMINATE,” and “4 TERMINATE.”
Select formation geometries based on the threat
environment, terrain, mission requirements, and available escort support. Change geometries
as the tactical situation evolves during the mission. Although not required, SKE and a RVD
significantly improve SA. The primary method of maintaining separation is visual; however, if
the tactical situation allows, SKE, radar, and A/A TACAN should be used to improve SA. See
, Basic Visual Geometries.
9.5.2.1 In-Trail. The visual in-trail formation is primarily an airdrop geometry designed
for mass airborne assault operations to large DZs. It is useful for massing a large number
of aircraft over an objective or flying to a split-up point to minimize impact on airspace.
Wingmen maintain 2,000 feet behind their respective leaders and offset out of wake
turbulence. Element leaders should follow the lead’s ground track, maintaining 8,000- to
12,000-foot spacing or as briefed. All aircraft maintain the same altitude while element
wingmen maintain a wingtip-to-wingtip lateral separation out of wake turbulence to the
right of the leader.
9.5.2.1.1 Wingman Visual References. For approximately 2,000 feet in-trail, look for
the aircraft’s tailskid appearing as a small cone. At 1,500 feet, the HF antennas are
visible (E/H/H1 models only). At 1,000 feet, details of the ramp and door become
clear. Timing over common point should be approximately 5 seconds at 210 KIAS.
9.5.2.1.1.1 Horizontal Stabilizer Technique. From the Number Two position (right
wingman), maintain lateral spacing by aligning the lead’s left horizontal stabilizer
tip with the number one engine exhaust cone and left external wing tank.
9.5.2.1.1.2 SKE Radome Technique. Another technique is to have one SKE
radome width between the top SKE radome and the front of the vertical stabilizer.
9.5.2.1.1.3 “Hook ’em Horns” Technique. From the wingman position, at arm’s
length with the index and little fingers extended, lead’s wingtips should just fit in
between the extended fingers. See , Visual Reference Techniques.
9.5.2.1.2 Element Lead Visual References. During mass personnel or heavy airdrops,
element leads close to 4,000 to 6,000 feet in-trail spacing, depending on element leads’
spacing and airspeed prior to SD. To estimate this distance, extend a thumb at arm’s
length; at 4,000 feet, flight lead’s aircraft will be a thumb’s width. See ,
Visual Reference Techniques.
 En Route Airdrop

Flight Lead

Flight Lead

2,000 feet
Out of Wake
2,000 to 6,000 feet Turbulence
Fluid Position

4,000 to 6,000 feet

Element Lead Spacing
8,000 to 12,000 feet
Element Lead Spacing Element Lead

Element Lead

UNCLASSIFIED Basic Visual Geometries

 Visual reference
to maintain
2,000 feet in-trail

Visual reference
to maintain
4,000 feet in-trail

UNCLASSIFIED Visual Reference Techniques

 9.5.2.2 Fluid Trail. This geometry allows each wingman to optimize terrain masking,
provides freedom for evasive maneuvers, and breaks up the symmetrical visual pattern of
the normal visual position. Fluid trail maneuvering should cease prior to SD or as briefed.
See , Fluid Trail.

8,000 to 12,000 feet

element lead spacing

Aircraft spacing 2,000

to 6,000 feet

UNCLASSIFIED Fluid Trail

9.5.2.2.1 Wingmen should fly in the appropriate position to maximize mutual support
based on the threat, terrain, and weather. Standard fluid trail maneuvering is from
2,000 to 6,000 feet behind lead up to the 3/9 line. Wingmen should avoid flying at
lead’s 6 o’clock position.
9.5.2.2.2 Element leads maintain 8,000 to 12,000 feet from flight lead aft of the
3/9 line clear of the preceding aircraft. Subsequent flight leads maintain at least
20,000 feet behind the preceding flight lead clear of the preceding aircraft.
9.5.2.2.3 The MC may brief different spacing dependent upon mission requirements,
terrain, and the number of aircraft.
9.5.2.3 Wedge. The wedge formation is one of the most maneuverable geometries. Each
wingman can easily keep lead in sight, provide mutual support, and clear the formation
through lead. Wedge positions the wingman 30 to 60 degrees aft of the leader’s 3/9 line at
4,000 to 6,000 feet, or as briefed. The flight or element lead may extend the formation
spacing to meet particular tactical situations or requirements. In this arrangement, the
leader is free to maneuver aggressively. The wingman may switch sides as required for
terrain, obstacles, or weather, but must return to the original side unless cleared by the
leader. Disadvantages of the wedge are: (1) provides little to no 6 o’clock protection for the
 wingman and (2) can rapidly create a conflict if the lead turns into the wingman. Wingmen
place lead just forward of the swing window hinge—to approximate a 45-degree aft
line—as a technique for flying the wedge. The lead places the formation in the wedge with
the following call: “SPEEDBIRD 20, WEDGE RIGHT/LEFT, (SPACING), NOW.” See
, Wedge Geometry.

4,000 to 6,000 feet,

or as briefed

30°

60°

UNCLASSIFIED Wedge Geometry

9.5.2.4 Line Abreast. The line abreast geometry is useful over areas that provide minimal
terrain masking (e.g., desert, over water, and coastal penetration) and in situations where
aircraft are flying to laterally spaced IPs. In addition, it is useful where large valleys,
LOCs, or populated areas must be crossed since the formation is exposed for a shorter
period. This geometry is suitable for operations where maximum lookout potential and
mutual support is desired or required against air and surface threats. Each flight member
can readily monitor the position of the other and optimize the defensive capabilities of the
C-130. Maintaining position in line abreast geometry, however, is more difficult compared
to other tactical formations, especially during unplanned maneuvering or during NVG
operations. A standard radio call to place wingman 6,000 feet line abreast is “PROPS 40,
LINE RIGHT, 6, NOW.” See , Line Abreast Geometry.
9.5.2.4.1 Position. The line abreast geometry is flown with the wingman spaced as
required with a recommended minimum of 6,000 feet and a recommended maximum
of 9,000 feet (night) laterally and 0 to 10 degrees aft of the leader’s wing line. One
technique is to align the other aircraft’s props.
 Plan view

#1 #2
As required

0° to -10°

Elevation view

#1 500 ft
As required #2

500 ft

UNCLASSIFIED Line Abreast Geometry

 9.5.2.4.2 Stack. In addition, an altitude stack may be utilized. A stack of ±500 feet
may be used if the threat situation, weather, and altitude block allows it. If using a stack
at night, the wingmen may lose sight of the lead if cultural lighting is present.

9.5.3.1 Altitudes.
9.5.3.1.1 Day Visual Low-Level. Element leads maintain altitude by visual reference
to the terrain, backed-up by the radar altimeter. Wingmen maintain position relative to
element lead while referencing the radar altimeter and terrain.
9.5.3.1.2 Night Visual Low-Level. Element leads maintain altitude by reference to the
pressure altimeter. Wingmen maintain position relative to element lead while
monitoring pressure altimeter.
9.5.3.2 Lookout Responsibilities. Element lead is primarily responsible for clearing the
element’s 12 o’clock while the wingman clears through lead. See , Visual
Geometry Lookout Responsibilities, for a depiction of standard element lookout doctrine.
9.5.3.3 Tactical Formation Maneuvering.
9.5.3.3.1 General. TFM is a tool to efficiently maneuver small formations and teach
geometry awareness to wingmen.
9.5.3.3.1.1 Crew Experience. Consider aircrew experience when planning and
executing TFM.
9.5.3.3.1.2 Spacing. Standard spacing for TFM is dependent on the tactical
situation. Normally threats drive spacing, but 6,000 to 9,000 feet is preferred.
Aircraft will never intentionally maneuver less than 500 feet (horizontally or
vertically) from each other. Spacing should remain constant throughout TFM
turning maneuvers; beginning and ending spacing should be the same for crossing
maneuvers unless otherwise briefed.
9.5.3.3.1.3 Angles of Bank.
9.5.3.3.1.3.1 Hard Turns. This is a turn with 45 degrees of bank with sufficient
elevator loading to create a small turn radius, yet maintain a high-energy
(maneuvering) airspeed.
9.5.3.3.1.3.2 Break Turns. This is a turn with 60 degrees of bank. If level flight
is required, maintain 2 Gs. Do not allow airspeed to fall below a maximum
sustained corner velocity (approximately 180 knots). See
“Performance and Energy Maneuverability.”
 Wedge

Primary

Secondary Secondary

Tertiary

Primary Secondary

Line Abreast

Primary Secondary

Secondary Secondary Primary Tertiary

UNCLASSIFIED Visual Geometry Lookout Responsibilities

9.5.3.3.1.4 Breakouts. Wingmen should breakout of a formation when directed,
when unable to rejoin or remain in formation without crossing directly under or in
front of the lead, or any time the situation constitutes a hazard to the formation.
When breaking out, clear in the direction of the breakout and inform the lead. After
obtaining a safe separation, and when no further complications exist, request a
rejoin. Do not rejoin until directed to do so.
9.5.3.3.1.5 Maneuver Initiation. Each maneuver is initiated by lead via radio call
or prebriefed signal and executed on the “NOW” (e.g., “SOUL 91, CHECK
RIGHT, NOW”).
9.5.3.3.1.6 TFM Parameters. This publication defines “standard” parameters for
TFM execution. In the absence of alternate directions, fly each maneuver as
published, but if the tactical or training situation warrants, mission commanders
may modify parameters as necessary. MC’s must thoroughly brief any
“non-standard” maneuvers. Turns with a “standard” heading change can be
modified in flight by calling a rollout heading (e.g., “SOUL 90, IN-PLACE
RIGHT, NOW, ROLL OUT 180”).
9.5.3.3.1.7 Airspace Requirements. TFM may not be suitable for large formations
due to airspace requirements. Check Turns. Check turns may be used to correct an
element’s position or to maneuver the formation away from possible threats.
Element/flight leads may also use check turns during SKE operations to correct
their formations to course or run-in centerline. The standard check turn is a level
30-degree bank turn for 30 degrees of heading change. Inside SD during bank
angle is decreased to 10 degrees for a 10-degree heading change. An alternate
technique for SKE en route check turns is to use 20-degrees of bank for 20 degrees
of heading change. All aircraft in the formation turn simultaneously. Lead initiates
the check turn with “KANTO 90 CHECK RIGHT/LEFT, NOW.” See ,
Check Turn.
9.5.3.3.1.8 Common techniques for when to use check turns during a SKE run-in
use 100 or 200 yards per NM XTRK as a trigger. For example, if a SKE run-in is
16 NM long and aiming for a 6 NM stabilization, lead is left with 10 NM to make
a course correction. Using 200 yards/NM that means if lead is 2,000 yards or more
off-course a check turn is appropriate. Keep in mind that slowing a formation while
in a check turn could destabilize the formation as individual slowdown execution
and different aircraft weights could lead to varying slow down rates. Since lateral
spacing is difficult to determine from the PPI in a check turn, this means aircraft
may be out of position when the formation rolls out of the check. A technique to
counter this is to roll out of the check for slowdown, then roll back in (if required)
post-slowdown to complete the course correction.
9.5.3.3.1.9 As a technique to rollout of a check turn on course centerline, call turn
at 500 yards XTRK (no wind). Add or subtract 200 yards for a tailwind or
headwind.
“SOUL 90, CHECK RIGHT, NOW.”

UNCLASSIFIED Check Turn

9.5.3.3.1.10 Another technique to correct for course involves using the 9 degrees
of heading change allowed by AFI 11-2C-130V3. At 10 degrees, lateral travel is
333 yards/NM, no wind, so a lead, using their 9 degree “cheat” could cover 300
yards/nm without having to signal a turn.
9.5.3.3.2 Delay Turns. Delay turns are hard turns used to maneuver elements through
approximately 90 degrees of heading change. Wingmen will maintain the line abreast
geometry but will have changed sides at the completion of the maneuver. Lead initiates
the delay turns with (“RAVEN 10, DELAY RIGHT/LEFT, NOW”). Delayed turns may
also be called for turns other than 90 degrees (e.g., “RAVEN 10, DELAY 45
RIGHT/LEFT, NOW,” or “RAVEN 10, DELAY RIGHT/LEFT, NOW, ROLLOUT
245”). Complete turns using the “outrigger rule.”
9.5.3.3.2.1 Outrigger Rule. In general, when a delay turn is called, the aircraft
opposite the direction of the turn turns first. In other words, look in the direction of
the turn and if an aircraft is there, turn first.
9.5.3.3.2.2 Outrigger Turn References. For baseline spacing (i.e., 6,000 feet), the
visual reference for the inside aircraft to begin their turn is when the outrigger
passes through their 5 or 7 o’clock position, depending on direction of turn. With
wider spacing this lead turn shifts towards the 6 o’clock position. See ,
Delay Turn, and , Delay Turn Less Than 90 Degrees.
 1 2

“TETON 20, DELAY LEFT, NOW.”

1 2

“TETON 20, DELAY RIGHT, NOW.”

UNCLASSIFIED Delay Turn

 1

2 1

“RAVEN 10, DELAY 45 LEFT, NOW.”

1 2

UNCLASSIFIED Delay Turns Away Less Than 90 Degrees

9.5.3.3.3 In-Place Turns. The basic in-place turn is a 180-degree hard turn used to turn
the formation around. Lead initiates the in-place turn with “HITMAN 30, IN-PLACE
RIGHT/LEFT, NOW.” The in-place turn can also be used for 90 degrees of heading
change to put a line abreast element into in-trail or from in-trail to line abreast (e.g.,
“HITMAN 30, IN-PLACE 90 RIGHT/LEFT, NOW”). Of note, for other than 90
degree turns, wingmen will move fore or aft of the 3/9 or 6 o’clock line corresponding
to the degrees of turn. For example, a 50 degree in place turn away from a wingman in
line abreast will end with the wingman 50 degrees behind the 3/9 line. Conversely, a 50
degree turn with a wingman at lead’s 6 will end with the wingman 40 degrees aft of the
3/9 line. See , In-Place 90-Degree Turn.
9.5.3.3.4 Hook Turns. A hook turn is a 180-degree break turn used to turn a formation
around rapidly. Use hook turns when called to retrograde or when the threat situation
demands expeditious reversal of course. Lead initiates the hook turn with “TETON 20,
HOOK RIGHT/LEFT, NOW.” See , Hook Turn.
 2 1

a
2 1

"OUTLAW 10, IN-PLACE 90 RIGHT, NOW."

UNCLASSIFIED In-Place 90-Degree Turn

1 2

a
1
2

2
1

"OUTLAW 10,
HOOK LEFT, NOW."

UNCLASSIFIED Hook Turn

 9.5.3.3.5 Shackle. A shackle is a hard turn commonly used to check an element’s six,
position wingman for suspected threats/terrain, or adjust formation line abreast
position. In addition, a shackle loses about 10 seconds on a low-level route when
performed from 9,000 feet line abreast spacing. Lead initiates the shackle with
“KANTO 91, SHACKLE, NOW, LEAD IS [MSL]”). Optimum spread for a line
abreast two-ship is 9,000 feet at the beginning of a shackle. Both aircraft turn into each
other, wingmen climb 500 feet, and both roll wings level after 45 degrees of turn. To
end the maneuver with the same initial spacing, time from wings level until crossing,
then reverse timing before turning back to the base heading. Reversing the turn
immediately after crossing will result in 5,000 feet to 6,000 feet line abreast spacing.
For the lag shackle (“KANTO 91, LAG SHACKLE, NOW, LEAD IS [MSL]”),
wingmen make a level 60 degrees bank, turn until visually clear of lead and maneuver
to pass behind lead by at least 500 feet. Lead will execute their portion of the shackle
normally. See , Shackle, and , Lag Shackle.

2
1

1 2
“SCARS 10, SHACKLE, NOW
LEAD IS 1,000 FEET MSL.”

UNCLASSIFIED Shackle

9.5.3.3.6 Cross Turns. The cross turn is a hard turn used to make 180-degree heading
change while minimizing the element’s footprint. Lead initiates the cross turn with
“SOUL 90, CROSS TURN, NOW, LEAD IS [MSL].” Both aircraft turn into each
other and wingmen climb 500 feet. For the lag cross turn (“SOUL 90, LAG CROSS
TURN, NOW, LEAD IS [MSL]”), wingmen make a level turn and adjust angle of bank
as briefed. See , Cross Turn, and , Lag Cross Turn.
 2
1

“KANTO 90, LAG SHACKLE

NOW, LEAD LS 2,000 MSL.”

1 2

UNCLASSIFIED Lag Shackle

9.5.3.3.6.1 30-Degrees of Bank. Lead turns using 45 degrees of bank. The

wingman turns using 30 degrees of bank to pass outside of lead’s turn radius.
Wingman’s turn radius is anywhere from 1,850 feet (at 170 KTAS) to 4,050 feet (at
250 KTAS) larger than lead’s.
9.5.3.3.6.2 60-Degrees of Bank. Lead turns using 45 degrees of bank. The
wingman turns using 60-degrees of bank to pass inside of lead’s turn radius.
Wingman’s turn radius is anywhere from 1,050 feet (at 170 KTAS) to 2,350 feet (at
250 KTAS) smaller than lead’s.
9.5.3.4 Visual Formation Rejoins.
9.5.3.4.1 Rejoins. Aircraft can rejoin the formation from a pre-briefed orbit or along
the route IAW AFI 11-2C-130, Volume 3, C-130 Operations Procedures. There are
multiple techniques to complete the rejoin. Regardless of the method employed,
accomplish the following actions.
9.5.3.4.1.1 Wingman. Initiate the rejoin with a radio call to lead. Set SKE
parameters as necessary.
9.5.3.4.1.2 Lead. Provide rejoining aircraft the formation’s location and MSL
altitude. Give rejoin clearance once the wingman has the formation in sight.
Accomplish an FCI check as required.
9.5.3.4.2 Rejoin Orbits. Wingmen arrive at the pre-planned orbit point 500 feet
above/below the orbit altitude until preceding aircraft are in sight.
 God’s eye view Split view

1 2 1 2

“SOUL 91, CROSS TURN NOW,

LEAD IS 500 MSL.”

UNCLASSIFIED Cross Turn

 45 degrees AOB

1
2 60 degrees AOB

UNCLASSIFIED Lag Cross Turn

9.5.3.4.2.1 Maintain an appropriate aspect angle throughout the rejoin, using a

combination of pursuit curves and airspeed advantage. Since the goal is to arrive in
position with no overtake or angle off, vary the pursuit curve to decrease the angle
off while continuing to close on lead. Use IAS and visual cues to judge closure on
lead. In the event of an overshoot, roll out and fly lag pursuit.
9.5.3.4.2.2 To determine the range and cross-track to initiate the rejoin, see
“U-Turn 180-Out Rejoin,” in , “Combat Mission Guide.”
9.5.3.4.3 Straight-Ahead Rejoin—Technique A. Establish 30 knots of overtake until
3,000 feet out of desired position. Reduce power to arrive 2,000 feet out of position
with 20 knots of overtake and 1,000 feet out with a 10 knots overtake. Hold the 10 knot
overtake until reaching the desired position.
9.5.3.4.4 Straight-Ahead Rejoin—Technique B. Hold 30 knots of overtake until 1,500
feet out of desired position (i.e., 500 feet for every 10 knots of overtake), then pull
power to 600 TIT.
9.5.3.5 Visual Lead Changes. Lead signals or commands a lead change if it does not occur
at the pre-briefed point. In the absence of pre-briefed direction, the aborting leader
maneuvers in the safest direction to assume a new position.

9.5.4.1 Slowdown.
 9.5.4.1.1 If element leads are established at desired drop spacing prior to SD, the
entire formation should slow simultaneously.
9.5.4.1.2 To compress to the desired drop spacing, SD at a pre-briefed, identifiable
point or SD using timing.
9.5.4.1.3 It is imperative that the formation lead communicate any changes in the SD
location. The lead should make a SD call based on the tactical situation. Unless
tactically unsound, night slowdowns include an aural or visual signal.
9.5.4.1.4 Slowdown Execution. Execute the SD maneuver by retarding all throttles to
1,000-inch pounds torque. Lower the flaps to 50 percent on-speed and slow to 140
KIAS. Depending on the terrain or tactical situation, aircraft may perform a level or
ascending SD; otherwise descend to drop altitude at 140 KIAS. Upon reaching drop
altitude, decelerate (if required) to drop airspeed. It is important for each formation
member to execute the SD maneuver precisely to preclude overruns. Calculate visual
SD distance using , Visual Slowdown Chart.
NOTE: Different aircraft gross weights may cause significant SD differences (e.g., heavier
aircraft will take longer to slow down).
9.5.4.2 Run-In.
9.5.4.2.1 Each element lead flies an independent run-in once established on drop
altitude and airspeed through the escape maneuver.
9.5.4.2.2 Lead should pass ballistic winds so that all mission computers track to the
actual CARP versus DZ centerline.
9.5.4.2.3 Wi n g m e n m ai n t a i n f o r m a t i o n p o s i t i o n b e h i n d t h e i r e l e m e n t
leader—corrected for drift offset—and base their release point on visual references
verified by mission computer (SCNS/GPS)-calculated CARP (if operational).
9.5.4.2.3.1 If greater than 3 degrees of drift, wingmen maintain the same ground
track as their element lead. Wingmen maintain in-trail position with 3 degrees of
drift or less.
9.5.4.2.3.2 Use extreme caution during airdrop when encountering the wake
vortices of the preceding aircraft. Dropping at an altitude below the preceding
aircraft may cause loads or personnel to impact the lower aircraft, causing damage
or fatalities.
9.5.4.2.3.3 Increased wake turbulence may be encountered after SD as a result of
the decreased speed and configuration of the aircraft.
9.5.4.2.4 When a situation requires a formation no-drop, leads notify the flight over
interplane and all aircraft acknowledge. If radio silence is necessary, lead passes a SKE
no-drop command. Do not transmit individual aircraft no-drops outside the aircraft.
Wingmen notify lead if they see any situation which may result in an unsafe or
inaccurate airdrop.
9.5.4.3 Escape. After the “RED LIGHT” and “LOAD CLEAR” calls, accelerate to
140 KIAS, turn to escape heading, and climb/descend as necessary. Unless there is a
pre-briefed location, time, or signal accelerate as soon as aircraft configuration allows
(lead uses 900 TIT). Use caution to not overrun preceding aircraft. Advise lead if a
malfunction or difficulty retrieving static lines prevents an expeditious acceleration. Break
out of the formation if unable to resolve the problem in a timely manner.
9.5.4.3.1 During formation personnel airdrops, delay the “RED LIGHT” call until the
expiration of the usable DZ timing (even if the LM has called “LOAD CLEAR”) to
avoid escaping early and possible formation compression.
9.5.4.3.2 During SKE drops, time for the entire usable DZ timing (even if the LM has
called “LOAD CLEAR”) before calling “RED LIGHT.”

9.5.5.1 Recovery. Lead determines the type of visual recovery based upon formation
geometry, threat scenario, and traffic pattern. Two normal methods of recovery are the
downwind and the overhead. Attain traffic pattern altitude and airspeed before arriving at
the recovery field. Element leaders may maintain spacing or close to 2,000 feet as briefed.
9.5.5.1.1 Downwind Recovery. Downwind recoveries are normally flown from the
in-trail position. See , Overhead and Downwind Approach.
9.5.5.1.1.1 Enter a downwind leg for the active landing runway, normally
maintaining 200 KIAS and 1,000 feet above field elevation or traffic pattern
altitude, whichever is higher. Position the downwind at sufficient displacement
from the landing runway to allow for a continuous turn to final (approximately 1
NM). Wingmen fly the same ground track as lead and stack slightly above the
preceding aircraft to avoid wake turbulence. As a technique for the stack, split the
preceding aircraft’s vertical stabilizer with the horizon line.
9.5.5.1.1.2 Lead breaks approximately 3/4 NM past the approach end of the
runway with 45 degrees angle of bank. Retard power to flight idle after the bank is
established. Techniques for followers to gain correct spacing include.
9.5.5.1.1.2.1 Time for 10 to 12 seconds after the preceding aircraft begins the
turn to final.
9.5.5.1.1.2.2 Turn when the preceding aircraft appears in the swing window
(from the aspect of the pilot sitting on the inside of the turn).
9.5.5.1.1.3 Make a level turn, slowing to 140 KIAS or 50 percent flap approach
speed (whichever is higher), while configuring on-speed. Upon reaching target
airspeed, begin descent to land. Slow to final approach speed at 1/4-mile final. Do
not descend below preceding aircraft during the recovery.
9.5.5.1.1.4 Adjust the pattern as necessary to avoid excessive closure on preceding
aircraft. If lead overshoots, wingmen should follow the same ground track to
prevent a go-around.
9.5.5.1.2 Overhead Recovery. Overhead recoveries are normally flown from the
in-trail position. See , Overhead and Downwind Approach.
AFTTP 3-3.C-130E/H, 7 December 2011 9-45

Figure 9.20 Overhead and Downwind Approach.

Overhead Approach

3 Configure
• 150 KIAS
• Flaps 50% 2 Break
1 Initial • Gear Down • Approach end or as required
• Extended Rwy by tactical situation
Centerline • 45° of bank
3
• 1,500 ft AGL 1 • Flt-Idle power
• 200 KIAS • Level turn
4 2

4 Final Turn
• 140 KIAS or approach speed if higher
• Intercept normal glide path

High-Speed Downwind Approach

2 Break
• ~3/4 NM past approach end
• 45° of bank
• Flt-Idle power
1 Downwind • Level turn until approach
• 1,000 ft AGL speed
• 200 KIAS • Configure on speed
1 2

3 Final Turn
• 140 KIAS or approach speed if higher
• Intercept normal glide path

UNCLASSIFIED Overhead and Downwind Approach

 9.5.5.1.2.1 Establish the initial approach on the extended runway centerline,
normally maintaining 200 KIAS and 1,500 feet above field elevation or traffic
pattern altitude, whichever is higher. Wingmen fly the same ground track as lead on
initial and stack slightly above the preceding aircraft to avoid wake turbulence. As
a technique for the stack, split the preceding aircraft’s vertical stabilizer with the
horizon line.
9.5.5.1.2.2 Break at the approach end (or as the tactical situation permits) using
45-degree angle of bank. Retard throttles to flight idle after the bank is established.
Wingmen should break no earlier than lead’s point. A technique for wingmen is to
break 5 seconds after the preceding aircraft.
9.5.5.1.2.3 Make a level turn to the downwind leg and reapply power as necessary
to maintain 150 KIAS. Configure when wings level on downwind. A technique to
catch 150 KIAS is to push the throttles up one knob width passing through 160
knots.
9.5.5.1.2.4 Monitor and fly lead’s ground track—while correcting for
winds—until the base turn. As a technique, double the inbound drift to determine a
drift killed downwind heading.
9.5.5.1.2.5 Position the downwind to allow for a continuous turn to final
(approximately 1 NM), and perch approximately 1 NM past the approach end.
Techniques for followers to gain correct spacing include the following.
9.5.5.1.2.5.1 Time for 12 to 14 seconds after the preceding aircraft begins the
turn to final.
9.5.5.1.2.5.2 Turn when the preceding aircraft appears in the swing window
(from the aspect of the pilot sitting on the inside of the turn).
9.5.5.1.2.6 At the perch, slow to 140 KIAS or 50 percent flap approach speed
(whichever is higher), and begin descent. Set pitch and power to maintain a
constant descent in the final turn. Slow to final approach speed at 1/4-mile final.
Do not descend below preceding aircraft during the recovery.
9.5.5.1.2.7 Adjust the pattern as necessary to avoid excessive closure on preceding
aircraft. If lead overshoots, wingmen should follow the same ground track to
prevent a go-around.
9.5.5.2 Formation Tactical Approaches. See the Visual Approaches paragraph in
, “Airland Operations,” for approach descriptions. Factor the following formation
considerations.
9.5.5.2.1 Transitions From Upper Altitudes. The following methods allow transition
from the en route structure to the landing environment.
9.5.5.2.1.1 Formation Penetration Descents. One method to get a formation from
en route altitudes to approach altitudes is a penetration descent. First, establish the
appropriate formation interval based on mission or landing requirements. Once
interval is established, the lead commands the formation to descend together,
 maintaining formation position in the descent. Formation interval should provide
some wingman consideration. Once entering the low-level environment transition
to a low-altitude approach.
9.5.5.2.1.2 Rapid Descent With Full Flaps (Configured)/Spiral Down
(Configured).
9.5.5.2.1.2.1 Straight-In. The formation slows down and configures at altitude.
The lead commands the formation to descend together, maintaining formation
position in the descent. Crews may use TO 1-C-130(X)/(X)-1-1 for planning
data.
9.5.5.2.1.2.2 Spiral Down. Approach the initial break point configured with
gear and 50 percent flaps and established in the desired landing interval. Every
aircraft should break over the same geographical point. Fly the approach at 150
KIAS and 30 degrees angle of bank, or as briefed by the MC. Consider flying
this approach with 100 percent flaps and a longer landing interval due to the
reduced rate of descent at 50 percent. Or, raise flaps to 50 percent once
established on final. Wingmen may adjust their descent profile to maintain
proper spacing. Low-Altitude Arrivals.
9.5.5.2.1.3 Formation Straight-In Approach. Proper execution of the SD is critical.
If the formation is already established in proper landing interval, all aircraft slow
down simultaneously. Failure to do so may result in compression leading to
improper landing intervals. If each aircraft plans to slow down over the same
geographical point, factor in formation compression when computing the distance
between formation aircraft. Separation considerations are critical for the straight-in
approach since there is little room for maneuvering to adjust the landing interval.
9.5.5.2.1.4 Formation Teardrop Approach. The SD and approach separation
considerations are the same for this approach as for the straight-in. When done
correctly, all aircraft use the same geographical point for their final turn.
Improperly positioned wingmen may correct the landing interval by adjusting the
perch point for their final turn. See , Formation Spacing Compression
Computation.
9.5.5.2.1.5 Formation Beam Approach. This approach may be flown from a line
abreast geometry. The distance between aircraft should be the desired landing
interval. Ideally, all aircraft should break simultaneously using the same bank
angle. If executed correctly, aircraft use the same geographical point for their final
turn. If aircraft are not in proper formation position at the time of the turn to
downwind, do not turn until the preceding aircraft has done so. Improperly
positioned wingmen may correct the landing interval by adjusting the perch point
for the final turn. See , Formation Beam Approach to a Landing Zone.
NVGs enhance formation deconfliction, especially when aircraft are
equipped with covert/IR external lighting. Flying NVG formations increases aircrew workload
due to the scanning required to maintain formation integrity but will greatly aid in terrain and
 threat avoidance and acquisition. Even with NVGs, range and closure rates are difficult to
determine. Crew members must thoroughly understand their lookout doctrine and scanning
responsibilities within both the aircraft and formation.

1 Perch
• ~3/4 NM past approach end
• 30 to 45º of bank
• Flt-Idle power
1 • Level turn

Aircraft break
at same point

220 KIAS
09

2 Final Turn

• 140 KIAS or approach speed Distance equal to

if higher landing interval
• Flaps 50%, gear in transit
• Intercept normal glide path

UNCLASSIFIED Formation Beam Approach to a Landing Zone

9.5.6.1 Donning NVGs. The MC should designate a geographic point or signal when all
formation members should goggle/degoggle.
9.5.6.2 External Lighting. See , NVG Formation Exterior Lighting
(Peacetime), for aircraft exterior lighting configurations during peacetime operations.
Conduct reduced light or lights-out operations during peacetime IAW AFI 11-202, Volume
3, General Flight Rules.
NOTE: Anticollision beacons, navigation lights, and position lights are non-NVG-compatible
incandescent lighting. When determining formation positioning, consider that the red position
light on the left wingtip is generally visible at twice the range of the green light on the right
wingtip.
9.5.6.3 Formation NVG Landings.
9.5.6.3.1 Runway length, possible NVG obscuration from unprepared surfaces, or
crew experience may warrant increased landing intervals.
9.5.6.3.2 Consider effects of aircraft lighting on arriving aircraft (e.g., landing or taxi
lights illuminated on parallel taxiway). As a minimum, aircraft on the runway should
illuminate the upper covert strobe.
1. Formation lead and wingmen (except last aircraft in formation):
• Navigation lights: steady, bright
• Strobe inhibit: low covert (adjust as necessary to prevent pilot distraction)
• Formation lights: on, medium
• Leading edge lights: off
2. Last aircraft in formation:
• Navigation lights: steady or flash, bright
• Strobe inhibit: anticollision (high covert if illumination causes pilot distraction)
• Formation lights: on, high
• Leading edge lights: on
3. Single-ship:
• Navigation lights: steady or flash, bright
• Strobe inhibit: high normal (anticollision if illumination causes pilot distraction)
• Formation lights: off
• Leading edge lights: on (off for NVG airland missions)

SKE provides the capability for up to 36

aircraft to maintain a fixed formation position during IMC. C-130 formation spacing and
requirement to remain within 10 NM of the master, limits the number of aircraft on a single
SKE frequency to 31 (15 in front, 15 in back, plus the master). Enable all slot numbers within
a formation.
9.6.1.1 Frequency. To prevent mutual interference and false PPI targets, two or more
formations should not operate on the same frequency within 80 NM. If mission
requirements dictate sharing one frequency in the same geographic area, use slot enable to
identify formation aircraft and avoid sharing common slot numbers.
9.6.1.2 Distance. All formation aircraft must be within 10 NM of the master aircraft for
the SKE to synchronize and within 4 NM of the selected leader for the TWS to function
properly.
9.6.1.3 Master Placement. When determining where to place the master, consider factors
such as formation size, departure and arrival requirements, or equipment degradation. For
departures, placing the master in the middle of large formations (more than eight aircraft)
helps ensure the best signal reception.
9.6.1.4 Changing SKE Frequency. Aircraft SKE frequency changes may be accomplished
with no time delay.
9.6.1.5 Signal Blanking. Due to the location of the SKE antenna, signal blanking and
momentary loss of SKE displays may occur during turns, climbs, and descents. Turns
greater than 90 degrees may compound the blanking and should not be planned.
9-50 AFTTP 3-3.C-130E/H, 7 December 2011

9.6.2 Station Keeping Equipment Checks. Accomplish a SKE FCI check prior to takeoff
and as necessary throughout the mission (i.e., rejoins, rendezvous, lead changes).
9.6.3 Flight Communication Indicator. Use the FCI to signal turns once established on the
departure heading for a radar departure or the last point of a departure procedure or SID. If
time and conditions permits, send TAS, present true or magnetic heading, and new true or
magnetic heading prior to each turn. Element leads immediately relay acceleration,
deceleration, climb, and descent FCI commands. When directed by ATC to change altitude or
heading immediately, lead depresses the appropriate preparatory FCI signal and after a short
pause depresses the “E” before beginning the commanded maneuver. When established in the
maneuver, signal the new heading or altitude. Element leads select preceding element lead as
leader and relay commands. Relay preparatory commands with sufficient time to allow
wingmen to respond. Relaying an initial TAS (and all significant changes) en route contributes
to good wingman consideration.
9.6.4 Station Keeping Equipment Geometry.
9.6.4.1 Formation Spacing. The wingman maintains 4,000-foot in-track, 500 feet right
XTRK, and coaltitude of their element lead. Element leads maintain 8,000-foot in-track
separation from the preceding element lead with “00” XTRK separation and coaltitude.
See Figure 9.22, SKE Formation Spacing. During extended cruise, MCs may consider
spreading element lead in-track spacing to 12,000 feet and wingmen XTRK to 1,000 feet.
Stacking is also an option, but airspace considerations may restrict this. Formations should
close to standard SKE spacing prior to the airdrop.
9.6.4.2 Maintaining Position. The PPI provides a display of aircraft in formation and is the
primary reference to maintain SKE position. To assist XTRK control, consider placing the
heading set marker on the drift corrected heading. Attempt to keep all heading corrections
within the span of the marker (5 degrees) to avoid over correcting. A common technique to
fix/maintain in-track spacing is to use 5 knots of correction per 500-foot deviation for 1
minute (i.e., if 1,000 feet long, hold base airspeed plus 10 knots for 1 minute).
9.6.4.3 Airspeed Changes. Lead should use 900 degrees TIT to accelerate and 600 degrees
TIT to decelerate.
9.6.4.4 Altitude Changes. All aircraft in formation climb and descend at the same time
using 1,000 feet VVI or at an alternate rate briefed by lead or the MC.
9.6.4.5 Departure and Assembly. Follower aircraft will fly the departure procedure or SID
individually while completing the assembly and monitoring position on the PPI/DVST.
After positive identification of all preceding aircraft, climb at speeds up to 190 KIAS to
close to en route spacing. After reaching assembly altitude, aircraft may accelerate up to
210 KIAS to complete the rejoin. Element leaders do not need to signal/call speed changes
until the formation is rejoined. See Table 9.9, Airspeed and Ascent/Descent Rates, for
climb profiles.
9.6.4.6 SKE Rejoin. See AFI 11-2C-130, Volume 3, C-130 Operations Procedures.
 Formation lead

4,000 ft
500 ft

8,000 ft
Deputy formation lead

Element lead

4,000 ft

8,000 ft

Flight lead

4,000 ft

UNCLASSIFIED SKE Formation Spacing

9.6.4.7 SKE Rendezvous. A rendezvous is the joining together of two serials into one
formation. Each serial converges on a briefed geographic point or radio fix referred to as
the start rendezvous point (SRP). Each serial arrives at the SRP on a different SKE
frequency 2 minutes apart with a minimum altitude separation of 1,000 feet. Plan a straight
rendezvous track (from SRP to end rendezvous point [ERP]) of approximately 110 NM.
Ensure aircraft do not have duplicate slot numbers.
9.6.4.7.1 The lead serial decreases airspeed to 180 KIAS two minutes past the SRP.
The last aircraft in the first serial becomes the master for the rendezvous. The second
serial continues to fly en route airspeed upon reaching the SRP and the same track as
the lead serial.
9.6.4.7.2 Two minutes after passing the SRP (or as briefed), serial lead directs a
change to the formation’s SKE frequency and the second serial master selects
“Follower.” Upon successful SKE synchronization, formation lead should conduct an
FCI check and the second serial lead must positively identify the last aircraft in the lead
serial. All aircraft should enable the other serial’s slot numbers. After closing to en
route spacing, the rejoining serial slows to 180 KIAS to maintain position, as
necessary.
9.6.4.7.3 Once established in position, the rejoining serial climbs or descends to
formation en route altitude.
9.6.4.8 En Route Turns. En route SKE turns are based upon wingmen commencing the
turn abeam the same point in the air mass as lead. Plan turns for less than 90 degrees to
avoid destabilizing the formation. Lead signals the turn by sending the new heading at 30-
seconds, then a 5-second left/right turn prep, and “E.”
9.6.4.8.1 Computer Turns. The turn computer is the primary means to compute turn
delays. To program the turn computer, the lead crew must pass TAS, present heading,
and new heading.
9.6.4.8.2 Manual Turns. The navigator should compute and use backup timing if the
turn computer fails. To calculate the turn delay, place the MB-4A computer (whiz
wheel) speed index over the current TAS and locate the in-track distance. Subtract two
seconds (for SKE system delays) from the resulting time.

9.6.4.8.3 Techniques for Positioning in a Turn. Since aircraft inside lead’s turn fly a
smaller radius (and a shorter distance) than lead and aircraft outside lead’s turn fly a
larger radius (and a longer distance), consider the following techniques. On the outside
of the turn increase speed 8-10 knots; on the inside, decrease speed 8-10 knots and vary
bank angles as necessary. Wake turbulence indicates lead’s flight path. Use the PPI turn
lines to assist in maintaining relative position while monitoring other formation aircraft
during the turn.
AFTTP 3-3.C-130E/H, 7 December 2011 9-53

9.6.4.9 SKE Lead Changes.

9.6.4.9.1 The relinquishing lead turns 45 degrees away from base heading in the safest
direction until achieving a 1-NM offset from the formation, resets SKE parameters,
and drifts back to rejoin at the end of the formation. If VMC, the old leader may rejoin
to any position within the formation.
9.6.4.9.2 After applicable formation members reset SKE parameters, the new lead
should conduct an FCI check.
9.6.4.10 SKE Backup. When not required for navigation or weather avoidance, the
navigator should crosscheck SKE positioning with radar.
9.6.5 Station Keeping Equipment Airdrop.
9.6.5.1 IFR Drop Corridor. See Chapter 7, “Airdrop Operations.”
9.6.5.1.1 Earliest Descent Point. EDP is the earliest point in the IFR drop corridor
where the formation lead may descend the entire formation to IMC drop altitude and
be assured of obstacle clearance. This is computed by subtracting formation length
(e.g., a four-ship is 2 NM long) from the computed DZ entry point. Normally, unless
otherwise briefed, the EDP provides a 6-NM IMC stabilization point.
9.6.5.1.2 IMC Stabilization Point. This is the point on the run-in where the lead
aircraft will plan to be stabilized at IMC drop altitude and airspeed.
9.6.5.1.3 Latest Descent Point. LDP is the latest point in the IFR drop corridor where
the formation lead may descend the entire formation and still ensure all aircraft in the
formation are stabilized on drop altitude and airspeed prior to the release point. LDP
varies with load type, descent profile, and formation length.
9.6.5.2 Slowdown and Descent to IFR Drop Altitude.
9.6.5.2.1 Slowdown Execution. The entire formation slows down simultaneously to
maintain spacing.
9.6.5.2.1.1 Lead signals the SD with a 30 second “SD” prep, then a 5 second “–”
prep, and “E.” If the tactical situation permits, lead should also make a
“SLOWDOWN” call on the interplane radio.
9.6.5.2.1.2 Retard all throttles to 1,000 inch-pounds torque. Lower the flaps to 50
percent on-speed and slow to 140 KIAS. It is important for each formation member
to execute the SD maneuver precisely to preclude overruns.
NOTE: Different aircraft gross weights may cause significant SD differences (e.g., heavier
aircraft will take longer to slow down).
9.6.5.2.1.3 After SD, flight/element leads are limited to 10 degrees of bank.
9.6.5.2.2 Descent to IFR Drop Altitude. See AFI 11-2C-130, Volume 3, C-130
Operations Procedures.
9.6.5.2.2.1 Upon reaching 140 KIAS and inside DZ Entry, the formation may
descend to IFR drop altitude. Lead signals the descent with a 5 second down prep
and “E.”
 9.6.5.2.2.2 Maintain 140 KIAS and 1,000 fpm until leveling at IFR drop altitude.
9.6.5.2.2.3 Upon reaching IFR drop altitude, decelerate (if required) to drop
airspeed.
9.6.5.3 Run-In. Once on drop altitude and airspeed, element leads fly independent run-ins
to their own CARP.
9.6.5.3.1 Check Turns. Use a check turn to simultaneously maneuver the formation
laterally back to course. After SD, element leaders are limited to 10 degrees of bank
maximum. The standard check turn is 15 degrees of heading change after SD, unless a
specific heading is called or signaled.
9.6.5.3.2 Drop Clearance. All aircraft monitor the DZ primary frequency in the event
conditions on the DZ require a “no-drop” after receiving initial clearance.
9.6.5.3.2.1 Formation No-Drop. The FCI symbol for no-drop is reserved for
formation lead’s exclusive use. If conditions permit, formation lead should also
direct a formation no-drop over interplane. After a lead directs a formation
no-drop, all wingmen should acknowledge.
9.6.5.3.2.2 Element No-Drop. An absence of SKE preps indicates an element
no-drop (regardless of wingman’s AWADS capability). Assume the element lead
withheld the FCI preps for a reason.
9.6.5.3.2.3 Individual No-Drop. If a flight/element lead is unable to execute the
drop, but the wingmen are safe to continue with their drop, lead should continue to
pass FCI preps.
9.6.5.3.2.4 Dry Pass.
9.6.5.3.2.4.1 Planned. Thoroughly brief any planned dry pass to include
checklist terminology, altitudes/airspeeds, aircraft configuration, doors
open/close, and use of FCI.
9.6.5.3.2.4.2 Unplanned. Lead should execute formation no-drop actions.
9.6.5.3.3 Wind. Lead should pass the ballistic wind via SKE prep or radio call (e.g.,
for a 350/07 ballistic wind, send #350 followed by #007). All formation aircraft should
use lead’s relayed wind data.
9.6.5.3.4 Responsibilities.
9.6.5.3.4.1 Formation/Flight/Element Leads.
9.6.5.3.4.1.1 Maintain CARP centerline throughout the drop and escape.
9.6.5.3.4.1.2 Signal “1-MINUTE” and “5-SECOND” advisories with an FCI
down prep and “GREEN LIGHT” with an FCI “E.”
9.6.5.3.4.1.3 Non-AWADS element leads must verify SCNS mission computer
accuracy (both lateral and longitudinal) at flight lead’s FCI “E.”
9.6.5.3.4.1.3.1 Recalculate SKE timing from flight lead’s “E” based on
actual in-track distance and GS.
AFTTP 3-3.C-130E/H, Change 1, 8 June 2012 9-55

9.6.5.3.4.1.3.2 Apply acceptable timing deviation to update timing

window.
9.6.5.3.4.2 Deputy Lead. In IMC, AWADS deputy formation lead flies normal
SKE position while resolving an independent AWADS CARP. Two minutes prior
to the drop, notify formation lead if XTRK is 400 yards or greater with no
correction.
9.6.5.3.4.3 Wingman. SKE wingmen use TWS to maintain position.
9.6.5.3.4.3.1 Non-AWADS wingman call “GREEN LIGHT” off SKE timing
based on actual in-track distance and GS at lead’s “E.” Calculate timing by
placing the MB-4A computer (whiz wheel) speed index over the current GS.
Locate the actual SKE in-track distance and subtract two seconds (for SKE
system delays) from the resulting time. Maintain constant airspeed for accurate
timing.
130 GS at 4,100 feet in-track = 19 - 2 = 17 second delay
9.6.5.3.4.3.2 AWADS wingmen may use AWADS (primary) or SKE timing
(secondary) to call “GREEN LIGHT.”
9.6.5.3.5 Mission Computer Verification. At flight lead’s “E,” non-AWADS element
leads must reference SKE to verify the SCNS position. If it is within parameters, call
“GREEN LIGHT” off the SCNS position. If outside parameters at flight lead’s “E” or
unable to verify position, direct an element no-drop.
NOTE: While element leads intercept and fly to the SCNS CARP, aircrews will maintain
positional awareness of their flight lead (i.e., PPI and TWS) throughout the run-in. After verifying
position at flight lead's “E,” If element lead cannot maintain SKE contracts or GPS FOM 3 or
better they will direct an element no-drop.
9.6.5.3.5.1 Navigator Duties. The navigator verifies SCNS timing with SKE
in-track position.
9.6.5.3.5.1.1 Calculate timing by placing the MB-4A computer (whiz wheel)
speed index over the current GS. Locate the actual SKE in-track distance and
subtract two seconds (for SKE system delays) from the resulting time:
140 GS at 4,000 feet in-track = 17 - 2 = 15 second delay
9.6.5.3.5.1.2 Apply the preflight drop contract to determine acceptable timing
window.
9.6.5.3.5.1.3 Compare the computed time to the SCNS time remaining (to the
CARP). If within the tolerance, state “TIMING IS GOOD.” If not, state “NO
DROP.”
9.6.5.3.5.2 Pilot Monitoring/Pilot Flying Duties. One pilot will verify lateral
position with SKE TWS. If TWS is within the preflight tolerance, state “TWS IS
GOOD.” If not, state “NO DROP.” The other pilot monitors SCNS mission
computer centerline. If SCNS XTRK is within the preflight tolerance, state “SCNS
IS GOOD.” If not, state “NO DROP.”
9-56 AFTTP 3-3.C-130E/H, 7 December 2011

computer centerline. If SCNS XTRK is within the preflight tolerance, state “SCNS
IS GOOD.” If not, state “NO DROP.”
9.6.5.4 Drop Zone Escape.
9.6.5.4.1 Each element lead maintains drop heading, altitude, and airspeed for
1-minute (or as briefed) beyond the end of the usable DZ and before commencing the
escape maneuver. The element lead signals the escape with a 5 second “+” prep and
“E.”
NOTE: This time can be tailored to mission requirements but must be briefed.
9.6.5.4.2 At “E,” element lead flies 140 KIAS, establishes a 1,000 fpm climb, and
turns to the DZ escape heading. Wingmen initiate climb, accelerate, and time for the
turn.
9.6.5.4.3 Consider wind effects during the escape. Turning into a headwind may cause
compression as the preceding aircraft loses GS. Turning into a tailwind may cause
expansion. This compression/expansion is most pronounced in a large turn. Follower
aircraft may need to adjust their turn to maintain a safe formation position.
9.6.5.4.4 Maintain 140 KIAS at assembly altitude until all aircraft are in position.
Formation lead then signals climb/acceleration with the FCI and continues the
recovery route. Advise lead if a malfunction or difficulty retrieving static lines
prevents acceleration.
9.6.5.5 Emergency Salvo. For airdrop malfunctions, notify lead and attempt to secure the
load/stop remaining jumpers. If conditions require a salvo, perform the following steps:
9.6.5.5.1 AWADS Aircraft. Perform a lead change (if necessary), depart the
formation, and proceed to the salvo area.
9.6.5.5.2 Non-AWADS Aircraft.
9.6.5.5.2.1 If VMC, exit the formation and proceed to the salvo area.
9.6.5.5.2.2 If IMC, lead may take the entire formation to the salvo area or direct
the individual flight/element (AWADS) lead to break out. Consider threats,
airspace, aircraft equipment, and aircrew capabilities/qualifications, as well as any
other pertinent factors. If a serial separates from the formation, select an alternate
SKE frequency, reset SKE parameters, and conduct an FCI check. If an alternate
SKE frequency is not selected, it may be necessary to assign a second SKE master.
The resulting “Two Masters” caution is preferable to a loss of SKE presentation.
9.6.6 Station Keeping Equipment Recovery. When selecting a formation approach,
consider holding or procedure turn requirements and airfield congestion. In general, limit
approaches to no more than eight aircraft. If four or more aircraft must hold, request extended
holding.
9.6.6.1 Approach Considerations.
9.6.6.1.1 Large Formation Approach. If recovering a large formation and the planned
approach is not a straight-in, obtain a minimum of 5 minutes separation between serials
AFTTP 3-3.C-130E/H, 7 December 2011 9-57

prior to reaching the recovery base. Consider coordinating holding airspace at the
recovery base if immediate landing is not possible.
9.6.6.1.2 Computer Turns. The SKE turn computer is not recommended for holding
nor for procedure turn, TACAN arc, or radar approaches from a holding fix.
9.6.6.1.3 Master Procedures. The aircraft acting as master for the formation must not
turn the SKE off until all other aircraft in the formation have landed.
9.6.6.1.4 Final Approach.
9.6.6.1.4.1 All aircraft maintain the same relative track inbound to the final
approach course. When within approach limits of the NAVAID and cleared for the
approach, select the appropriate flight director approach guidance. Individually
intercept the final approach course while referencing the PPI to maintain approach
separation from the preceding aircraft.
9.6.6.1.4.2 Lead confirms landing gear configuration for all wingmen and make
the gear down call for the entire formation at the FAF.
9.6.6.1.4.3 When over the FAF, lead signals an airspeed reduction to 140 KIAS or
final approach speed, whichever is higher. (Radio call only if this speed is other
than 140 KIAS and unable to transmit this speed using the FCI.)
NOTE: In those cases when an FAF is not depicted on the approach (i.e., NAVAID located on the
airfield), the formation lead signals the airspeed reduction to 140 KIAS at their discretion on final.
If possible, wait until the last aircraft has completed the procedure turn.
9.6.6.1.4.4 At the decision height (DH) or the visual descent point (VDP), with the
runway in sight, each aircraft should then transition to approach and threshold
speeds as required for the landing.
9.6.6.2 Low-Altitude Approaches. When planning an IFR recovery MCs should account
for increased ATC coordination, airspace constraints, weather effects (i.e., high drift
situations during holding) with formations of more than eight aircraft.
NOTE: Holding patterns or HILO procedures constrained by DME require approach separation
prior to arrival at the holding or initial approach fix. All aircraft turn inbound at appropriate DME
IAW AFMAN 11-217, Volume 1, Instrument Flight Procedures. Element leads do not signal the
inbound turn.
9.6.6.2.1 Procedure Turns and Holding. Holding pattern or procedure turn pattern
entry should be within 70 degrees of the published inbound course on the
non-maneuvering side or within 20 degrees on the maneuvering side and a minimum
of 1,000 feet above procedure turn altitude. Lead may also use a teardrop course to
enter holding. Do not enter from the quadrant requiring a turn to the non-maneuvering
side. Reduce airspeed to 170 KIAS if holding is required. When holding is not required
and within 3 minutes of the initial approach fix (IAF) or when in the holding pattern
and cleared for the approach, reduce airspeed to 150 KIAS and configure for landing.
Start the approach from over the IAF. Lead transmits a drift-corrected heading to fly on
the outbound leg and must navigate precisely to the holding or procedure turn fix while
followers maintain formation position. See Figure 9.23, Formation Procedure Turn.
 10 NM
20º

Entry
Quadrant

70º

NOTE:
Formation leader should begin procedure turn inbound
at a point that will ensure all aircraft remain within the
protected airspace.

NAVAID
4,000 ft*

*Initial altitude must be 1,000 feet

above procedure turn altitude
3,000 ft

2,000 ft

UNCLASSIFIED Formation Procedure Turn

 9.6.6.2.1.1 The lead signals their turn outbound over the IAF with the FCI at
station passage. To maintain formation interval, all follower aircraft delay the turn
outbound based on SKE timing and complete the approach IAW AFMAN 11-217,
Volume 1, Instrument Flight Procedures. Approach separation is obtained by
delaying the turn inbound. Wingmen maintain the outbound track for 18 seconds.
Succeeding element leaders turn 36 seconds after the previous leader. If the interval
is other than 4,000/8,000 feet, respectively, adjust the timing accordingly. Add 2
seconds for each 1,000 feet long and subtract 2 seconds for each 1,000 feet close.
Element leads signal with the FCI when beginning the turn to final. Airspeed
inbound to the FAF is 150 KIAS. Once outbound and abeam the IAF, each aircraft
descends to procedure turn altitude; lead will not signal the descent to procedure
turn altitude. Each aircraft will fly an independent approach, while maintaining the
proper interval, once they have initiated the inbound turn to final.
9.6.6.2.1.2 Pilots flying the approach should have their attitude director indicator
(ADI) switch in normal when on final for SKE instrument approaches. This does
not preclude completing the before-landing checklist prior to the final approach
segment.
9.6.6.2.2 Straight-In Approaches. Inbound to the recovery base, the lead directs the
formation to establish approach separation. A common technique is to send the
“#999,” “-,” “E” command for approach separation. Reference , Station
Keeping Equipment Formation Planning Tool, for approach separation timing.
9.6.6.2.2.1 Upon receiving this call, all follower aircraft reduce airspeed by 30
knots (no lower than 150 KIAS).
9.6.6.2.2.2 Reset SKE in-track distance to 6,000 feet (or as briefed), and establish
new separation. Element leaders reset 12,000 feet and “00” XTRK.
9.6.6.2.2.3 When cleared for the approach, all aircraft maintain the same relative
track inbound to the final approach course. Each aircraft executes an independent
approach once past the MC designated point.
9.6.6.2.3 TACAN Arc Approaches. Establish approach separation prior to
intercepting the arc. Loss of SKE presentation may occur if the master is one of the
first aircraft to begin the approach.
9.6.6.2.3.1 Approaching the lead point for arc interception, lead signals the turn
with the FCI and intercepts the arc. Follower aircraft delay this turn based on SKE
spacing.
9.6.6.2.3.2 After approach, separation is established and within 3 minutes of the
IAF, reduce airspeed to 150 KIAS and configure for landing. Approaching the lead
point for arc interception, lead signals the turn with the FCI and intercepts the arc.
Follower aircraft delay this turn based on SKE spacing.
 9.6.6.2.3.3 Each aircraft flies the arc independently and maintains approach
separation. The primary consideration during this type of approach is precisely
flying the arc while maintaining the desired separation. Lead signals with the FCI
when turning to intercept the final approach course. Follower aircraft delay this
turn based on SKE spacing. Airspeed inbound to the FAF is 150 KIAS.
9.6.6.2.4 Radar Approach From a Holding Fix. Normally, this type of approach
requires holding at a pre-briefed fix with ATC providing individual approach
clearances. The procedures that follow must be coordinated with ATC/ground
controlled approach (GCA).
9.6.6.2.4.1 Separation. ATC clears each element for the approach. Aircraft should
depart the holding fix at 2-minute intervals so GCA or approach control can
provide standard aircraft separation.
9.6.6.2.4.2 Element Lead. When over the holding fix, complete a 360-degree turn
on the holding side, descend 1,000 feet to the GCA pickup altitude, and depart the
fix under approach or GCA control.
9.6.6.2.4.3 Number Two. When over the holding fix, complete a turn outbound
and maintain the outbound course for 1 minute. At the expiration of this time, turn
back inbound, descend 1,000 feet to the GCA pickup altitude, and depart the fix
under approach or GCA control.
9.6.6.2.4.4 Succeeding Elements. The second, third, and fourth elements continue
holding until cleared for the approach. Normally, ATC clears the second element
for the approach when inbound back to the holding fix. Succeeding elements
execute the approach in the same manner as the first element. This procedure
provides 2-minute separation between aircraft and can recover eight aircraft in 14
minutes.
9.6.6.2.4.5 Airspeed. All aircraft maintain 170 KIAS until departing the holding
fix under approach or GCA control. After departing the holding fix, reduce
airspeed to 150 KIAS and complete the approach IAW AFMAN 11-217, Volume 1,
Instrument Flight Procedures. Aircraft executing a missed approach follow
controlling agency instructions. Normally, ATC should not provide a subsequent
approach until the remainder of the formation has recovered.
9.6.6.3 High-Altitude Terminal Recovery. A high-altitude terminal recovery is a method
of arriving at a terminal facility in formation, holding the formation in IMC, and using a
single-ship penetration for descent and landing. Plan at least three minutes separation
between aircraft during the letdown and penetration. When required, the formation leader
announces or briefs modifications to published letdown procedures and emphasizes the
newly established initial penetration altitude and penetration turn altitude. See
, High-Altitude Terminal Recovery.
 Initi First Element
al H
ead
170 ing
KIA
S
1
2 3
Outbound Penetration 11
Approach Track /2 m
in 4
6
11
Second and Third Element /2 m
in
5
Approach Track
3
1 1/2 min 1 1/2 min

4 5

Base Altitude

1,000 ft
Initial Approach Altitude

KIAS 1 1/2 min 1 1/2 min

ntil 230 n
pm u ratio
0f P enet k
3,50 oun d
Trac
Outb proach
Ap Terminal Fix

UNCLASSIFIED High-Altitude Terminal Recovery

 9.6.6.3.1 Prior to Letdown Fix. Prior to reaching the designated letdown fix, lead
notifies approach control of the sequence the aircraft will approach for landing. Lead
coordinates special maneuvering airspace with ATC prior to reaching the IAF. Lead
requests permission to immediately letdown upon arrival over the letdown fix. For
letdowns that require maintaining initial penetration altitude until a specified number
of miles have been flown prior to beginning descent, lead notifies formation aircraft of
the time each aircraft fly to cover the prescribed distance. In addition, lead slows the
formation to 170 KIAS prior to arriving over the letdown fix. Lead (or ATC) assigns
higher altitude of at least 1,000 feet to subsequent flights.
9.6.6.3.2 Approaching the Letdown Fix. If cleared for an immediate approach
(holding not required), the formation approaches the letdown fix on a track within 45
degrees of the reciprocal to the outbound penetration course at the assigned base
altitude. Enter holding if maneuvering airspace is required. All aircraft monitor
approach control and interplane. Each aircraft contacts the applicable controlling
agency when departing the fix on the outbound penetration course. If no controlling
agency is available, make this call on interplane.
9.6.6.3.3 When Over the Fix.
9.6.6.3.3.1 Lead aircraft in the first element of the first flight immediately turn to
the outbound penetration approach course, descend 1,000 feet, and execute the
published letdown procedure. The wingman in the first element tracks outbound on
the reciprocal to the outbound penetration approach course plus or minus 20
degrees as required. After 1.5 minutes of wings level flight, the wingman turns
inbound to the fix, immediately descends 1,000 feet, returns to the approach fix on
the outbound approach course at 170 KIAS, and executes the published letdown
procedures.
9.6.6.3.3.2 Second element completes one 3-minute leg holding pattern. Third
element completes two 3-minute leg holding patterns. Element leads turn inbound
abeam the fix or when wings level outbound leg (whichever is later), descend
1,000 feet, and execute the published letdown procedure. The wingman proceeds
outbound for 1.5 minutes after passing abeam the fix or wings level outbound
(whichever is later), turns to the fix, and descends 1,000 feet.
9.6.6.3.3.3 Subsequent flights hold in 3-minute holding patterns over the letdown
fix and execute the recovery at least 3 minutes after the last aircraft in the preceding
flight has reported departing the fix outbound on the approach.
CAUTION: Loss of SKE presentation may occur if the master is one of the first aircraft to begin
the approach.
9.6.6.3.3.4 During penetration, aircraft maintain 3,500 fpm rate of descent until
reaching 230 KIAS, and then maintain 230 KIAS until 1,000 feet above level-off
altitude. Procedures from level-off to the airfield are in the flight manual and AFM
11-217, Volume 1, Instrument Flight Procedures, for the type of approach being
made.
 9.6.6.3.3.5 There are no procedures for executing ICAO 45/180 and 80/260
procedure turn approaches; therefore, these should not be flown in formation.
9.6.6.4 Missed Approach. Aircraft executing a missed approach fly the published missed
approach or coordinate for alternate missed approach instructions. If the formation
executes a missed approach, maintain 150 KIAS and approach separation. Lead may lead
the formation for another approach or coordinate for individual approaches. In a radar
environment, lead will give the controlling agency the order in which aircraft are to depart
the flight. (Use caution, as loss of SKE may occur when the master departs the formation.)

9.6.7.1 Overrun. When executing an overrun, establish safe separation between aircraft
and reacquire formation position. Overly aggressive maneuvers by element leads
adversely affect the following elements.
9.6.7.1.1 Element Lead. If XTRK is set, start a turn in the direction of the set XTRK
unless safety dictates otherwise. Set an additional 800 feet cross-track and monitor
position on the TWS and PPI. If XTRK is zero, turn in the safest direction based on
airspace restrictions, flight path, and terrain obstructions. Set 800 feet XTRK and
monitor position on the TWS and PPI. Normally, element leads overrun to the left;
however, these procedures work regardless which side element lead overruns. Element
lead announces an overrun giving element number, base heading, and base airspeed.
After the correct spacing is attained, reestablish formation position. If not in position
by 1-minute prior to TOT, abort the drop.
9.6.7.1.2 Wingman. Start a turn in the direction of the set XTRK, set an additional 300
feet XTRK, and monitor position. Aircraft announce overrun by formation position.
After the correct spacing has been attained, reestablish formation position. If not in a
safe drop position by 1-minute prior to TOT, abort the drop.
9.6.7.2 Aborts. Any aircraft that cannot maintain formation position and must abort the
formation notify lead of the nature of the emergency and intentions. If the emergency does
not permit maintaining position until an individual clearance is obtained, establish a safe
heading away from the formation and contact ATC for an individual clearance.
9.6.7.2.1 In the event an element lead aborts, the wingman of that element normally
breaks out and rejoins as the last aircraft in formation.
9.6.7.2.2 The following element leader selects the new lead’s slot number, positively
identifies the new leader on the PPI, and requests an FCI check.
9.6.7.3 Loss of SKE. Notify the lead in all cases. When in IMC and if safe, do not turn the
formation until the situation is resolved. Use other means of positioning (radar, TCAS,
A/A TACAN) to maintain formation positioning while troubleshooting the problem.
Switch masters, frequencies, SKE antenna, and/or recycle the SKE system by turning it off
and then back on. It takes approximately 30 seconds to re-synchronize the SKE system
after each change. As a measure, for every 10 knots of difference in airspeed a wingman
will close or expand on lead by 1000 feet per minute. Sustained loss of all SKE indications
requires a breakout. See AFI 11-2C-130, Volume 3, C-130 Operations Procedures, for
more information.
 C-130 aircraft are characterized by slow operating speeds, limited
maneuverability, and a large RCS. This chapter gives some broad, unclassified considerations to
help aircrew when operating in a threat environment. Most countertactics discussed in this chapter
defeat a single threat—air or ground. See AFTTP 3-1.Threat Guide and AFTTP 3-1.C-130 for
additional information.
The key to minimizing the threat to air operations is to identify and exploit
the adversary’s weaknesses. Aircrew must combine aircraft defensive systems (ADS)
equipment, threat knowledge, threat prioritization, and sound tactics in order to maximize
survivability. If threats do engage an aircraft, crews must be prepared to react quickly and
decisively.
There are three basic principles for defeating threats (1) deny all known
threats by avoiding the WEZ, (2) degrade acquisition opportunities to unknown threats, and
(3) defeat any threats that engage the aircraft.
10.1.2.1 Deny. Stay well clear of the engagement envelope (vertically and/or horizontally)
of all known threats. This is relatively easy for fixed threats but is more difficult for mobile
threats. Avoidance is also mitigating detection from enemy sensors. For AI threats, it is
imperative to set up trip wires with C2 agencies (i.e., E-3/AWACS) to slide or scram. For
added security, deny detection by the enemy in order to prevent them from alerting others.
For more information, refer to AFTTP 3-1.Threat Guide and AFTTP 3-1.C-130, Chapter
4, “Defensive Tactics.”
10.1.2.2 Degrade. Most strategic threats should be fixed and destroyed (destruction of
enemy air defenses [DEAD]) or suppressed (suppression of enemy air defenses [SEAD])
before sending a C-130 into the area. However, most tactical threats are mobile and
difficult to track. Good intel briefings are critical to help aircrew determine the most
applicable tactics to degrade threat systems and prevent engagements. For more
information, see AFTTP 3-1.Threat Guide and AFTTP 3-1.C-130, Chapter 4, “Defensive
Tactics.”
10.1.2.2.1 Radar. Direct or indirect terrain masking may prevent acquisition and
tracking by enemy radar. Consider ingressing/egressing at very low altitude since the
earth’s curvature degrades a radar’s low-altitude capability. Time of day, solar and
lunar angles, and moon illumination have no effect on radar acquisition. Weather
generally has no effect on radar acquisition except in a rare phenomenon called
ducting. This occurs during severe temperature inversions and actually increases radar
acquisition range.
10.1.2.2.2 Visual/EO/IR. Visual and EO/IR threat systems typically have limited
capability to find and fix aircraft at medium to high-altitude in low-visibility
conditions (e.g., night) or IMC. Breaking LOS may prevent these threats from
 successfully tracking and engaging the aircraft. Consider flying at medium to high
altitudes in or above the clouds, at night with low moon illumination, or terrain
masking as appropriate.
10.1.2.2.3 Passive Detection. There are several types of passive detection systems.
Some are acoustic sensors and some sense electronic emissions. For acoustic sensors,
consider avoiding bodies of water since sound propagates across water very well. For
electronic sensors, consider employing strict EMCON procedures.
10.1.2.2.4 Combination Systems. For detection or acquisition systems that use more
than one type of sensor, plan against each one. In some cases, tactics may conflict with
each other and aircrews must balance one avoidance tactic against another to obtain the
most benefit at the least cost.
10.1.2.3 Defeat. Use a series or combination of maneuvers and/or countermeasures to
defeat a threat when engaged. Continue defensive maneuvers until clear of the WEZ. For
more information, see AFTTP 3-1.Threat Guide and AFTTP 3-1.C-130, Chapter 4,
“Defensive Tactics.”
Although there is no single answer, aircrews should plan for
the most likely threat but prepare for the most lethal. SA—especially knowing where threats
are in relation to the aircraft—is essential for survivability.
10.1.3.1 When the mission includes ground control intercept (GCI) radar, AWACS,
offensive counterair (OCA), attached/detached escort, and/or SEAD employment, crews
must remain aware of these assets as they pertain to mission accomplishment.
Coordination begins with knowing which assets are available and at what times. This
information comes from mission briefings and should be reflected in the ATO.
10.1.3.2 Proper coordination with off-board assets (i.e., AWACS, SEAD, OCA, and
escort) can dramatically increase a crew’s SA; conversely, improper coordination may lead
to confusion.
Depending on the mission, crews and/or planners must determine the
location of limited maneuvering points (LMP), non-maneuvering points (NMP), and full
maneuvering points (FMP). The LMP is the point along the route, airdrop, or approach/departure
where the crew will perform limited defensive maneuvers (vertically and/or laterally).
Maneuvering past the LMP must allow the aircraft to proceed to the objective on schedule and in
a configuration to achieve the desired effect (i.e., airdrop or airland). The NMP is the point along
the route, airdrop, or approach/departure where the crew will not maneuver in reaction to a threat
and rely solely on the defensive systems. Crews should use NMPs only when required and revert
back to LMP/FMP as soon as possible. The FMP is the point at which the crew will perform full
defensive maneuvers as required. When determining the location of these points, planners and
crews should consider mission priority, acceptable level of risk (ALR), execution factors, threat
systems, and energy management
10.2.1.1 Mission Priority and ALR. The deployed forces commander will define mission
priority and ALR in theater directives such as the AOD or SPINS. A LMP/NMP might not
be required if the mission objective can be achieved on a subsequent mission (i.e., the
mission has a low ALR).
10.2.1.2 Execution Factors.
• Threat —Type, ADS usage and effectiveness.
• Aircraft Limitations—Performance and configuration.
• Course Control—Acceptable displacement from centerline.
• Altitude Deviation—Acceptable deviations that allow airdrop loads to safely land on
the DZ or an aircraft to land within usable runway.
• OA Analysis—Terrain, or urban areas.
• Formation vs Single Ship—Formation integrity, wingmen deconfliction.
• Load Type/User Coordination—CDS versus HE versus Personnel.
• Approach/Run-In Type—Straight-in, turning, high altitude.
• Weather—IWP, threat’s ability to visually acquire aircraft.
10.2.1.3 Threats. A single mission facing multiple threat types will have multiple
LMPs/NMPs, each driven by the type of threat in the OA. Planners must weigh mission
accomplishment versus threat capabilities.
10.2.1.3.1 Threat Systems. The type of threat will drive the defensive reaction,
ultimately affecting placement of LMP/NMP. Different LMPs/NMPs for RF, IR, and
AAA threats depending on the effectiveness of the defensive systems, as well as
potential damage from a particular threat.
10.2.1.3.2 Defensive System Effectiveness. Once established past the LMP/NMP, a
crew is highly dependent on countermeasures to defeat a threat, which must be
compared to threat capabilities. Planners should also consider the effectiveness of
preemptive flares when determining LMP/NMP as it may allow the crew to establish a
stable run-in/approach sooner.
10.2.1.3.3 Defensive Maneuver Effectiveness. When determining LMP/NMP,
consider the effectiveness of the defensive maneuver in relation to aircraft position,
threat position, time to complete the maneuver, and missile fly-out time.
10.2.1.4 Energy Management. Aircraft configuration and energy state determine
maneuverability. For example, extension of the flaps automatically establishes a limited
maneuver status due to the 45-degree bank angle restriction in the TO 1C-130E/H-1. Open
doors and gear in the down position also limit airspeeds. Additionally, an aircraft is
automatically energy deficient during take-off and remains so until it is able to gain
potential and kinetic energy.
 10.2.1.5 All factors aside, final coordination between the crews and the user, specifically
the ground forces commander, is highly important in determining LMP/NMP. Once
maneuvering points are decided upon, planners should annotate them on flight products
and thoroughly brief crews. Crews should announce transitioning from one maneuver
point to the next during execution.

10.2.2.1 En Route LMP. Although a specific location might not be necessary, thought
should be given to limiting segments of the route and should be briefed prior to the mission
or during a particular phase of flight. An example of an en route LMP would be limiting
both a descent and a turn to the left of centerline due to low lying obstacles whereas full
maneuvering to the right of centerline would be safe due to the lack of obstacles. This
helps build crew SA in the event an engagement occurs.
10.2.2.1.1 Further consideration should be applied to time to impact (TTI) when
flying low altitude. Aircrews might want to include limited maneuvering to lower
altitudes when energy states are low.
10.2.2.2 En Route NMP. Similar to en route LMP, this is not necessarily a defined point,
but rather a frame of reference to build SA. For example, if terrain is to the right of
centerline, there will be no maneuvering to the right whereas the left of centerline is safe to
maneuver.
During the airdrop phase of flight, crews should
minimize the amount of time in limited and non-maneuvering status to that required for
effective mission accomplishment. See , Airdrop LMP/NMP.
10.2.3.1 Airdrop LMP. Once the aircraft has passed the SD point and is configured, the
aircraft is essentially in a limited maneuver status due to the 45-degree bank angle
restriction in the TO 1C-130E/H-1. Crews may decide to place the LMP prior to SD.
Balance the effectiveness of the defensive systems and maneuvers versus a threat’s
capabilities.
10.2.3.1.1 Personnel Considerations. The number of jumpers and their proficiency
will be significant factors in determining the LMP. For example, a small number of
experienced jumpers will be able to adjust to a maneuvering aircraft more quickly than
a large number of lesser experienced jumpers. Also, consider MFF versus static line as
MFF jumpers have greater ease of movement in the back of the aircraft. For
jumpmaster-directed drops, ensure a stable platform in time for the jumpmaster to spot.
Finally, consider the possibility of inadvertently ejecting a jumper with doors open
prior to “green light.” During the jumpmaster coordination briefing, address LMP. In
case of a towed parachutist, consider limited maneuvering or even non-maneuvering
until the termination of the emergency.
10.2.3.1.2 Heavy Equipment Considerations. Significant maneuvering has the
potential to cause a loose platform. These effects are exaggerated after the removal of
the left-hand rail locks. If the load fails to extract and the extraction chute is towed,
consider non-maneuvering until the emergency is terminated.
 RL
All Doors
SD/ Stable GL jumpers closed
Config for jumpers away escape

LMP NMP LMP FMP

Note:
This is strictly an example. Planners need to evaluate the
specific missions and tailor maneuvering points as required.

UNCLASSIFIED Airdrop LMP/NMP

10.2.3.1.3 Container Delivery System Consideration. In contingency operations, the

use of a centerline vertical restraint (CVR) is strongly recommended. The CVR
provides vertical restraint for the load. Without a CVR, vertical restraints are removed
from the CDS bundles during the pre-slowdown checklist. Any maneuvering without
vertical restraint could inadvertently cut the release gates, allowing the load to depart
early or wedge bundles so they are unable to exit. During CDS drops, reduced flap
settings place the aircraft significantly closer to stall speeds. Any banking further
reduces this margin. Consider NMP when the flaps are reset.
10.2.3.2 Airdrop NMP. In order to safely accomplish the airdrop a crew must decide upon
a stabilization point. Type of drop and the threat have the most impact on deciding NMP.
Threat reactions in the airland environment require a
high degree of airmanship and forethought to balance the maneuver with the energy available.
The airland environment also contains a two-part segment divided by a delay on the ground,
(i.e., arrival and departure). Crews should plan to spend as little time as possible in limited and
non-maneuvering status during the airland phase of the mission. See , Airland
LMP/NMP.
10.2.4.1 Airland LMP. Airland has two segments to consider when planning LMP - arrival
and departure. Energy management plays a greater role in airland than airdrop due to low
speeds and configurations coupled with a descent. Crews should consider configuring as
late as possible, based on experience and exterior factors (e.g., winds). As a technique,
post and review stall speeds prior to the LMP. While the SD and configuration hold more
 weight in determining the placement of the LMP; ALR, execution factors, and specific
threat systems should be analyzed to determine if they will place the LMP further from the
LZ.

FM SD/ 300 ft AGL 300 ft AGL Corner

Config 1 NM 167 KIAS Velocity

LMP NMP NMP LMP FMP

Note:
This is strictly an example. Planners need to evaluate the
specific missions and tailor maneuvering points as required.

UNCLASSIFIED Airland LMP/NMP

10.2.4.1.1 Approach LMP. Primarily determined by speed and configuration.

However, a crew can decide to place the LMP prior to the configuration point as
determined by exterior factors.
10.2.4.1.2 Departure LMP. The aircraft is in LMP after a safe airspeed and altitude can
be reached but before an airspeed and altitude that would allow full maneuvers. When
determining where to locate the LMP, consider airspeed, altitude, gross weight, stall
speeds, and climb profiles. The FMP normally begins at 300 ft AGL and maneuvering
airspeed (technique - 60 degree AOB power-off stall speed +10 knots or corner
velocity).
10.2.4.2 Airland NMP. The NMP is located prior to landing and continues through to a
safe altitude/energy state after take-off.
10.2.4.2.1 Approach NMP. Approach NMP placement is based primarily on execution
factors and risk priority and is coupled with the importance of landing on the first
attempt. Crews should clearly identify approach NMP and place high emphasis on the
following:
 • Stall speeds at various bank angles.
• Wing-tip ground clearance (e.g., wingtip is 33 ft lower at 30-degrees).
• Increased vertical velocity downward with throttles at idle.
10.2.4.2.2 Departure NMP. The sequence of departure maneuvering points is the
reverse of the approach: NMP, LMP, and FMP. The crew begins in the
non-maneuvering phase at refusal speed and will not maneuver the aircraft in response
to a threat. Crews may consider moving the NMP to brake release if there is a greater
risk to keeping the aircraft on the ground.
Complete understanding of all aspects of the C-130 aircraft defensive
systems is essential and crews should refer to the appropriate source documents for a detailed
understanding. See AFTTP 3-1.C-130, Chapter 2, “Aircraft Systems Capabilities and
Limitations,” for an overview of each defensive system. Additional information can be found at
http://www.amc.scott.af.smil.mil/hosted_orgs/dok/A39T/A39T.htm; http://ecsf.afsoc.smil.mil; or
in the documents listed in , Defensive Systems.

AN/AAR-47 AAR-47 Missile Warning System Handbook

MWS
AN/ALE-47 ALE-47 Countermeasure Dispensing System
CMDS Operator Handbook
AN/ALR-69 RWR ALR-69 Radar Warning Receiver Operator Handbook
AN/ALQ-24 AFTTP 3-1.C-130, Chapter 2, “Aircraft Systems Capabilities and
LAIRCM Limitations”
AN/AAQ-157 AFTTP 3-1.C-130, Chapter 2, “Aircraft Systems
IR Jammer Capabilities and Limitations”

Countermeasures are divided into categories based on specific

employment:
• Preemptive—Maneuvers and/or countermeasures used before a threat is employed against
the aircraft.
• Reactive—Maneuvers and/or countermeasures used to defeat an active threat that is
engaging the aircraft.
• Postemptive—Maneuvers and/or countermeasures used to defeat possible follow-on threats
after successfully defeating a threat.
• End Game—The final and most aggressive series of maneuvers and/or countermeasures
used in attempt to prevent imminent threat impact.
Environmental factors play a large role in maximizing
survivability. These factors include, but are not limited to, altitude selection, time of day, flight
conditions, solar and lunar angles, and terrain.
10-8 AFTTP 3-3.C-130E/H, 7 December 2011

10.5.1 Altitude. Aircrews should fly as high as the threat allows. Determining the optimum
altitude depends on aircraft performance, the capabilities of enemy threats, and mission
requirements.
10.5.2 Time of Day. Night operations degrade visual acquisition by enemy threats, but may
also force the aircrew to fly at higher altitudes. Daytime operations may allow flight at lower
altitudes but may allow easier visual acquisition. Similarly, bright moons usually make it
easier for crews to fly at night but also make it easier for the enemy to see the aircraft.
10.5.2.1 The proliferation of NVGs and new EO/IR technology, combined with more
sophisticated MANPADS, increases the probability of detection by enemy systems.
Similarly, muzzle flashes, tracers, missile launches, and engine plumes are all easier to
identify at night especially when aircrews operate with NVGs.
10.5.3 Flight Conditions. Flying in IMC severely reduces the probability of a successful
engagement from EO/IR guided threats, but radar threats can still be effective. Threats that
normally use a combination of visual plus radar guidance must rely more on the radar, possibly
giving crews more time to react.
10.5.4 Solar and Lunar Angles. The sun and moon both affect IR and visual threat system
acquisition. If the aircraft is flying in-between the sun and the threat, it will be difficult for
visual and IR acquisition. Additionally, the sun and moon both create shadows that can be
discerned by airborne threats easier than the aircraft itself.
10.5.5 Terrain. Terrain between the threat and the aircraft provides some of the best defense
available.
10.6 Aircraft Preparation. Before flight into potential threat environments, aircraft should be
thoroughly configured for combat operations. This can be a time-consuming process; therefore,
consideration should be given to completing this during preflight or earlier. As a rule of thumb,
allow at least 1 hour to complete thorough combat preparation. See Table 10.2, Aircraft
Preparations.
Table 10.2 Aircraft Preparations.
• Have the crew chief clean the windows, MWS sensors, and RVD (if applicable).
• Note the points on the windscreen, paratroop doors, and RVD (if applicable) that correspond
with specific clock positions in order to facilitate accurate threat calls.
• Helmets are usually worn in the combat zone but must be readily available in all cases.
Crew members must coordinate responsibilities in the event of an emergency requiring the use
of aircraft oxygen.
• Observers in the cockpit may consider wearing a harness. Weigh the need for mobility in the
airplane against the likelihood of severe maneuvers. Standing observers should also identify
handholds.
• Ensure all defensive systems required in the theater are properly set up and configured IAW
SPINS or other applicable guidance.
• Use aircraft and body armor for crew protection. Consider removing the pilot and copilot’s
oxygen bottles to avoid a possible explosion in the event of a hit by fragmentation or projectiles.
 Since no aircraft defensive system is perfect, aircrews must augment the
existing aircraft systems by visually scanning for threats. Each crew member should understand
the responsibilities and techniques for threat scanning. Additionally, lookout doctrine and
scanning techniques are valuable in enhancing SAR missions and clearing for terrain and traffic.
Assign specific, overlapping sectors of responsibility.
, Lookout Responsibilities, and , Lookout Responsibilities, depict
recommended C-130 lookout responsibilities by crew position. Since the hardest area to cover
is the rear (6 o’clock), consider using a RVD and clearing turns to scan this area. To widen the
overlap between observers in high threat areas, consider having the navigator scan from the
pilot’s window. This will allow the pilot and/or copilot to concentrate on terrain clearance
and/or mission tasks. Balance this with the need for the navigator to have ready access to the
navigator panel and defensive systems. If properly positioned, the navigator can clear aft of 9
o’clock before handing off an object or area of concern to the LMs for aft threat look-out. ACs
must ensure everyone understands their area of lookout responsibility. Calling out a threat
does not relieve crew members of their sector responsibility.

Pilot 9 to 12 o’clock Altitude/airspeed/heading/fly

Copilot 12 to 3 o’clock Monitor airspeed/altitude/heading, map read, and watch
terrain clearance/backup navigation
Engineer 10 to 2 o’clock as Monitor bank angle/airspeed/altitude/radar
primary duties altimeter/engine status
allow
Navigator 10 to 2 o’clock Navigate; in threat environment, clear the front quadrant(1)
Loadmaster 3 to 6 o’ clock and Scan, Complete applicable items in airdrop checklist(2)
6 to 9 o’clock
Additional 9 to 3 o’clock Scan
crew
members
Bubbleer 3 to 9 o’clock Look aft for threats (air and ground)

(1)
Consider placing the navigator in the pilot’s window to scan 9 to 12 o’clock during arrival,
departure, and in air-threat environments.
(2) LM should complete checklist items that will not change based on configuration or passenger
interference prior to combat entry (i.e., ADS ramp support arms—connected in pre-slowdown)

The physical characteristics of the C-130 will not

allow any one person to be responsible for scanning. Employing RVDs, clearing turns, and
using all crew members for visual detection are ways the C-130 enhances lookout capability.
Assigning and practicing specific scanning responsibilities for each crew member enhances
threat detection. Scanning and look-out responsibilities should be based upon threat systems’
capabilities, known adversary tactics, aircraft position (i.e., bank, altitude), and en route and
OA analysis.

12
ACM
11 1

10 Pilot Copilot 2
Navigator

9 3

8 Loadmaster Loadmaster 4

7 Bubbleer 5
6

UNCLASSIFIED Lookout Responsibilities

10.7.2.1 Scan. It is important to employ a specific scan technique for maximum

effectiveness. This becomes especially important when visibility is limited. Recommended
techniques include the following:
• Use a “stop-turn-stop-turn” motion. Continually moving the FOV degrades the
observer’s ability to see moving objects.
• Scan one 20-degree sector at a time and overlap the sectors of the scan while moving
in a “W” or “Z” pattern. Spend no more than three seconds in each 20-degree sector to
avoid developing blind spots.
It is normally difficult for C-130 crews to visually acquire, much
less identify, a particular threat. General characteristics may give clues to the threat. RWR
indications are particularly useful. Large radar SAMs fired close to the aircraft should be easy
to spot during the launch and boost/sustainer motor burn phase, but MANPADS have a much
smaller visual signature during launch. After sustainer burnout, all SAMs are difficult to see.
Limitations of on-board warning systems make visual acquisition a priority. The use of NVGs
greatly enhances the ability to see all types of threats; however, NVGs can be “washed out”
through the use of flares.
10.7.3.1 Any crew member locating a threat should continue monitoring that threat while
making the appropriate calls. Contacts that leave one member’s scanning sector must be
 positively handed off to another crew member. Crew members must acknowledge the
hand-off of threat responsibility and tracking. The threat should be monitored until it is no
longer a factor.
10.7.3.2 The crew member with visual contact should advise the pilot of maneuvering
effectiveness while keeping an eye out for additional threats as able. Other crew stations
should continue scanning their sectors. Limit interphone calls to terrain avoidance or other
threat calls. Multiple threats must be clearly differentiated; non-threats must not be
introduced to critical communications.
10.7.3.3 On-board systems are designed to detect threats immediately and provide good
cuing for visual observers. The first crew member who sees the indication should verbally
announce any required action and the threat location to the other crew members. When one
threat is detected, subsequent threats should be suspected as well.
10.7.3.4 When the PF is actively involved in threat reactions and terrain clearing, other
crew members should try and assist by assuming the pilot’s scanning responsibilities.
10.7.3.5 Crews must balance the time, length, and vigilance of scanners against certain
phases of flight. Long exposures in the combat area can enhance fatigue which degrades
lookout vigilance over the long term. Flying at high altitude over a cloud deck may allow
some relaxed measures, especially in a visual and IR ground threat scenario.
10.7.3.6 Scanners should make every effort to remain in their scanning positions until
other crew duties take precedence. All scanners will inform the pilot anytime they leave
their scanning position, and upon return. LMs are encouraged to complete applicable
checklists as quickly as possible and return to their scanning position, especially during
airdrop checklists, as this discipline becomes critical to aircraft survivability. During
airdrops, LMs should only leave the troop door scanning position for the minimum time
needed to safely complete the airdrop and use the furthest aft window available for
scanning when not in the troop door, as crew duties permits.
10.7.3.7 Shallow-banked clearing turns allow lookouts in the rear windows to see the
6 o’clock position. Shallow turns minimize wing flash and allow for rear lookout visibility.
Clearing turns should be accomplished often enough to counter the briefed threat (i.e.,
more often for air threats and less often for ground threats).
While applying many of the principles above, Chapter
9, “Formation,” further assigns lookout priorities within a formation dependent on particular
formation geometries. Formation members should be prepared to offer mutual support in the
form of threat reactions. Continue to offer support until the engagement is complete.
Formation members can be in a unique position to offer lookout clearance to other aircraft’s
vulnerable 6 o’clock positions. See AFTTP 3-1.C-130, Chapter 4, “Defensive Tactics,” for
recommended formation threat reaction maneuvers and threat calls.
LMs scanning in the paratroop door play a
vital role in defending the aircraft. Unfortunately, these doors were not originally designed to
have crew members standing for long periods of time or during critical phases of flight. When
flying into areas where threats exist, LMs must be secured to the greatest extent that their
duties allow. The deployed OG/CC should decide under which circumstances these procedures
 will be used. ACs must assess the threat situation and apply ORM principles to decide under
what specific conditions LMs need to be scanning during takeoffs and landings. If the threat
requires LMs to be in the scanning position for takeoff and landing, the LMs use the following
guidance.
NOTE: While combat situations may dictate accepting a higher level of risk, training does not.
LMs should not use these techniques during unilateral training.
10.7.5.1 LMs must wear helmets IAW the combat entry checklist.
10.7.5.2 The paratroop door armor should be in place when LMs are positioned in the
paratroop doors for takeoff and landing.
10.7.5.3 Paratroop doors must remain closed.
10.7.5.4 Cargo permitting, LMs should use the first available seat forward of each
paratroop door for positioning and de-positioning.
10.7.5.5 The restraint harnesses depicted in TO 13A1-1-1 are the primary means of LM
restraint. These harnesses are available through the supply system
(NSN 1680-01-314-3184) and attach to the restraint harness riser quick disconnect fittings.
• Adjust restraint riser quick disconnect fittings to allow access to the paratroop
windows.
• If the restraint harness riser quick disconnect fittings are not available, then use two
5,000-pound straps by routing the hook ends over the tubes located forward and aft of
each troop door.
• Clip the hook end of the strap into the quick releases on the restraint harness and
attach the ratchet end to a cargo handling system tiedown ring and adjust.
• Attach the restraint harness lifeline to a floor/cargo handling system tiedown ring.
• The LM needs to ensure that egress is not hampered.
At en route altitudes, use of the autopilot may enhance lookout
vigilance and reduce pilot fatigue. Weigh this technique against the need for immediate
maneuvering of the aircraft. Keeping hands on or near the controls reduces reaction time when
prompt maneuvering is required.
The ability to detect threats is greatly enhanced
when an RVD is installed, but only a limited number exist in the inventory. RVDs provide
much better visibility in the 6 o’clock position above the aircraft, but visibility below the
aircraft is still poor.
10.7.7.1 Pressurized RVDs are desirable. The pressurized RVD (Universal Technologies,
Inc. part number UCI1301993) is approved for pressurized flight at all altitudes.
Unpressurized RVDs offer the same visual enhancements, but can significantly limit the
mission capabilities (e.g., fatigue, oxygen use, and fuel flow). Planners and aircrew need to
weigh these limitations against enhanced threat acquisition with an unpressurized RVD. In
areas of high terrain, the unpressurized RVD may be an unacceptable option.
10.7.7.2 Place the RVD in the forward overhead escape hatch. RVD use may be impacted
by on-board users (i.e., US Army units often prefer to place a hatch-mount antenna in the
lead aircraft’s forward overhead escape hatch, close to command personnel). Placement of
the hatch-mount antenna in the center overhead escape hatch is a potential solution to this
conflict. However, with this configuration, the crew will lose its ability to depressurize via
the emergency depressurization T-handle.
10.7.7.3 Position the most qualified available person in the RVD. The RVD scanner
should face rearward, primarily clearing aft from 3 to 9 o’clock. To avoid confusion during
threat calls, mark the RVD with clock position, and the left and right side of the aircraft.
10.7.7.4 When using the crew bunk seat, the bubbleer is forced to sit sideways making it
difficult to scan the 3 o’clock position.
10.7.7.5 The following additional considerations are important for all RVD operations.
10.7.7.5.1 Crews must plan and brief stop-use ROE for the RVD during mission
planning.
10.7.7.5.2 Crew members/bubbleer must wear a helmet at all times while in the RVD.
10.7.7.5.3 Avoid the use of the RVD in areas of medium- or high-bird concentrations.
To the maximum extent possible, plan training missions to avoid areas that birds
congregate such as shorelines, marshes, large bodies of water, and migration routes.
Birds pose a potentially significant hazard to the RVD observer.
10.7.7.5.4 The RVD position should not be manned for takeoffs and landings.
10.7.7.5.5 Sitting with full weight on the folding portion of the upper crew bunk
during high G maneuvers should be avoided due to potential overstress or breakage of
the folding hinge, resulting in possible injury. Proper installation of the 5,000-pound
strap will help reduce this possibility.
10.7.7.6 Install pressurized RVDs prior to flight. Non-pressurized RVDs may be stowed
and installed in-flight if mission requirements dictate (high-low profile). Before
attempting in-flight installation, crew members must be familiar with hazards associated
with the potential rapid suction of the RVD into the hatch opening; the result being
personal injury or scratching and/or damaging of the Plexiglas. Wear gloves and keep
hands and fingers clear of edges at all times during in-flight installation.
10.7.7.6.1 Remove the appropriate overhead escape hatch.
10.7.7.6.2 Fully grasp both handles and ensure fingers do not extend past the handles.
Holding the RVD by both handles, carefully place the pin into the back of the hatch
mount.
10.7.7.6.3 Slowly ease the RVD upward. As the RVD extends outside the airframe, the
draft will rapidly and forcefully suck it all the way into the hatch opening.
10.7.7.6.4 Secure the latch to lock the RVD into place.
10.7.7.6.5 Secure the removed hatch.
10.7.7.6.6 Install the RVD bubble strap. The 5,000-pound tiedown strap should be
used to reinforce the folding hinge portion of the upper bunk. This will minimize
additional stresses on the hinge.
 10.7.7.6.6.1 Hook the hook end of a 5,000-pound strap onto the inside of the crew
bunk. This can be done by putting the hook on the eyelet located on the inside of
the crew bunk between the crew bunk mattress and the crew bunk frame.
10.7.7.6.6.2 Run the 5,000-pound strap from the crew bunk eyelet out and under
the crew bunk hinge up to the hook that is used to hook up to the flight deck
restraint harness and the escape rope.
10.7.7.6.6.3 Tighten up the ratchet on the 5,000-pound strap until the crew bunk
extension slightly rises. This will allow the crew bunk extension to support the
weight of the bubble scanner in flight.
10.7.7.7 The bubble seat gives the bubbleer the advantage of facing fully aft to more
thoroughly scan the 3 o’clock position.
10.7.7.8 With limited RVDs in a formation, place RVDs to protect the formation for
specific threats likely to be encountered. The last aircraft should have an RVD when A/A
threats are briefed.
10.7.7.9 Fly the appropriate formation geometry necessary for mutual support to optimize
the available RVDs.
10.7.7.10 The RVD scanner can aid in keeping other formation members in sight and clear
for the formation.
Multiple threats require prioritization of threat reactions based on lethality. If
the immediate threat reaction exposes the aircrew to subsequent threats, deal first with threats that
are of an immediate danger based on mode, location, and threat lethality. For example, reacting to
a radar SAM outside its kinetic range while flying within the lethal radius of a ZSU-23-4 in the
tracking mode is faulty threat prioritization. Hostile forces have demonstrated the use of ambush
tactics by using one threat system to force the aircrew to maneuver into another threat. In such an
environment, avoid, defeat, or deny the most lethal threat first.
Knowledge of aircraft energy and maneuvering is essential. The
EM diagrams in , “Performance and Energy Maneuverability,” details the normal
operating envelope. A good working knowledge of these charts—including airspeed extremes,
G-limits, turn radius and rates, and corner velocity—will help crews react effectively to threats.
During any type of defensive maneuver, the crew must be aware of aircraft
energy, wing tip, and ground clearance. When evasion requires maximum performance
maneuvers, loss of aircraft energy and reduced wing and ground clearance can occur. Crews must
not perform maneuvers which put the aircraft in greater jeopardy than the threat to which it is
reacting. Give due consideration to airspeed, aircraft weight, corner velocity, energy sustaining
turns, and energy depleting vectors. Turn only when necessary and then only for as long as
required. Minimize bank angles to reduce wing flashes, minimize RCS, and maximize defensive
systems. Use expendables as appropriate when maneuvering. When selecting defensive
maneuvers, consider the most difficult tracking solution for the existing threat, location of higher
threat areas, terrain masking, and range from threat. Maneuvering needs to be thought of in three
dimensions. Recommended defensive maneuvers and terminology are listed in AFTTP 3-1.C-130,
Chapter 4, “Defensive Tactics.”
 Survival depends on timely receipt of an attack warning. Threat calls must
be directive for imminent threats. Threat information needs to be prompt, concise, and accurate.
Before departure, all crew members must know and coordinate the proper terminology usage.
Improper calls may initiate ineffective maneuvers and adversely affect survivability. See AFTTP
3-1.C-130, Chapter 4, “Defensive Tactics,” for threat-specific call outs and expected reactions.
Radio discipline in the midst of an engagement is essential to survival. A properly formatted threat
call ensures proper countertactics are executed, the entire crew is aware of the immediate threat,
and proper coordination with the pilot is accomplished. The two basic types of threat calls are
directive and informative.
The initial communication used for an imminent threat must
be directive in nature and at a minimum, include the maneuver/action, direction, and aspect.
Then, as time permits, include amplifying remarks. Maneuver/action and threat direction are
critical to ensure timely and effective execution of the countertactic and proper action (i.e.,
flare dispense). Pass any amplifying remarks as soon as possible after the initial call is made to
inform the crew of the evolving situation. Generally, this call occurs on interphone and is
internal to an aircrew. As such, it is often referred to as the internal threat call. However,
formation members can and should use a directive threat call on an interplane frequency when
observing an engagement against another aircraft in the formation.
The communication should be descriptive in nature for
threats that are not immediately a factor. Information may include the type of threat, position,
distance if known, suggested maneuvers, and trend information. This call is commonly
referred to as an “off-board” call.
Following an engagement, the crew should perform
a battle damage assessment BDA) check. At a minimum, this should include a scan of each crew
member’s immediate area without leaving his/her crew position. Crews should report as follows:
“Crew, BDA checks, (state status) Pilot.” Each crew member then checks in with status “Copilot,”
“Navigator,” “Engineer,” “Left Loadmaster,” “Right Loadmaster.” Crew members should perform
a more thorough BDA check once the situation permits. Any crew member may initiate the BDA
check.
Effective communication is vital. Information must be accurate,
complete, understandable, and timely.
A great deal of battlespace SA can be gained from
monitoring C2 frequencies. All C2 communications must be clear, concise, and used only
when necessary, especially when many aircraft are using the same frequency. AWACS gathers
information from many sources (such as the EA-6B) to pass real-time air and ground threat
updates. AWACS should normally provide broadcast control (Picture Call) using digital
bullseye format (e.g., “DARKSTAR, BANDIT, BULLSEYE 230/45, 23,000, TRACKING
WEST”). Such calls indicate the need for immediate action IAW the instructions. In some
cases, C2 may indicate a safe direction by using terminology such as “GREEN SOUTH.”
Updates can be obtained by requesting a “PICTURE” or by asking for specific threat
information (e.g., “BOGEY DOPE”) when being pursued by a fighter.
 Denying a threat engagement is priority number one in a threat environment.
In addition to avoiding all known threats, attempt to degrade an acquisition opportunity to
unknown threats by using good preemptive tactics. If engaged by hostile forces, prompt and
decisive reactionary tactics are crucial to defeating the threats.
 This chapter provides basic lesson plans for a variety of C-130 proficiency
and employment exercises. The proficiency and employment exercises are not intended to be
entire missions, but modules within missions. Use these exercises to develop and refine a training
mission. Although not every exercise listed involves airdrop, everyone is related to employment.
Being proficient in each and every exercise is vital to understanding how the aircraft reacts to crew
input and to operating the onboard systems.
Although these proficiency exercises may seem pilot
specific, they generate crew member familiarity with aircraft handling characteristics in various
situations. All maneuvers should be executed IAW applicable regulations and technical orders.
Careful consideration should be given to , “Performance and Energy
Maneuverability.” The exercises listed below are discussed in the following paragraphs.
• Approach to Stall and Stall Recovery Exercise (Simulator Only).
• Unusual Attitude Recovery Exercise (Simulator Only).
• GCAS/Ground Proximity Warning System (GPWS) Recovery Exercise (Simulator Only).
• Wind Shear Recovery Exercise (Simulator Only).
• Threat Collision Avoidance System RA Exercise (Simulator Only).
See , Approach to Stall
and Stall Recovery Exercise (Simulator Only). Execute these maneuvers only in the simulator.
These exercises demonstrate aircraft performance in the slow flight regime. The C-130 does
not easily stall with power on, so perform these exercises with power at flight idle. A variety
of configurations and bank angles are recommended to build familiarity with different
approach to stall conditions. Indications of approach to stall include a “buffet,” that begins 4 to
15 percent above stall speed—depending on configuration—and increases to a moderate to
heavy buffet at the stall. Full stall is characterized by either a pitch down or a mild roll off to
the left or right. Recovery should be initiated both from onset of stall and from a full stall, and
is achieved by relaxing back pressure on the yoke (and potentially pushing forward, depending
on the configuration/weight), rolling wings level with coordinated aileron and rudder if
necessary, and adding symmetric power. The objective for all stall recoveries is to recover the
aircraft with minimal altitude loss without entering a secondary stall. See TO-1C-130(X)-1,
Chapter 6, for stall speeds, characteristics, and recovery procedures. Also, see AFI 11-2C-130,
Volume 3, C-130 Operations Procedures, for additional restrictions.
See , Unusual Attitude Recovery
Exercise (Simulator Only). Execute these maneuvers only in the simulator. These exercises
demonstrate recognition of potential unusual attitudes and recovery techniques. Visual cues
must be matched with instrument scan to determine the actual attitude of the aircraft and the
proper pitch, power, and roll combination to affect a recovery. It is possible to enter a stall on
any combination of reduced power and nose-up attitude. Recognition of cues in the previous
exercise is important to ensure the aircraft stall does not result from unusual attitude recovery
 technique. During maneuver entry, pilots will close their eyes to ensure recovery is based on
initial reaction rather than planned. See AFMAN 11-217V1, Instrument Flight Procedures, for
unusual attitude recovery techniques and procedures.

Cruise configuration:
Flaps up, gear up, zero bank.
Reduce power to flight idle
and slow aircraft to computed
stall speed, trimming to no less
than 1.2 times computed
power off stall speed.
Final turn configuration 1:
Flaps 50 percent, gear down,
30 degrees of bank.
Reduce power to flight idle
and slow aircraft to computed
stall speed, trimming to no less
than 1.2 times computed
power off stall speed.
Final turn configuration 2:
Flaps 100 percent, gear down,
30 degrees of bank.
Reduce power to flight idle
and slow aircraft to computed
stall speed, trimming to no less
than 1.2 times computed
power off stall speed.
• Note the nose-high attitude,
recognize and recover at the
initial buffet (approach to stall
recognition/recovery) or at full
stall (stall recovery).
• Note the increased turn rate
and decreased turn radius as
the aircraft slows.
• Note the increased pitch
required to maintain attitude.
• Recognize and recover at the
initial buffet (approach to stall
recognition/ recovery) or at
full stall (stall recovery).
• Note the increased turn rate
and decreased turn radius as
the aircraft slows.
• Note the increased pitch
required to maintain attitude.
Recognize and recover at the
initial buffet (approach to stall
recognition/ recovery) or at
full stall (stall recovery).
• Not maintaining level flight
while slowing to stall speed.
• Entering a secondary stall
during recovery.
• Excessive altitude loss
during recovery.
• Not maintaining level flight
while slowing to stall speed.
• Entering a secondary stall
during recovery.
• Excessive altitude loss
during recovery.
• Not using coordinated rudder
to roll wings level.
• Not maintaining level flight
while slowing to stall speed.
• Entering a secondary stall
during recovery.
• Excessive altitude loss
during recovery.
• Not using coordinated rudder
to roll wings level.

See , GCAS/GPWS Recovery Exercise (Simulator Only).

Execute these maneuvers only in the simulator. These exercises practice reactions to the
automated ground collision avoidance systems. Practicing these reactions will help ensure
crews take correct and timely actions when really needed. See TO-1C-130(X)-1.
See , Wind Shear Recovery Exercise
(Simulator Only). Execute these maneuvers only in the simulator. These exercises practice
recognition and reaction to wind shear situations. Practicing these reactions will help ensure
crews take correct and timely actions when really needed. See TO-1C-130(X)-1.
Nose-high: Recognize and confirm • Not confirming attitude with
• Power off attitude of aircraft and multiple instruments
• Power on effect recovery. (comparing ADI, airspeed
Nose-low: indicator, VVI, and altimeter).
• Power off • Adding/reducing power
• Power on improperly.
• Late in raising/lowering
nose.
• Entering stall.
• Exceeding maximum
airspeed.

Respond to various Reinforce timely and accurate • Slow reaction.

GCAS/GPWS ground reaction procedures. • Less than desired climb rates.
proximity warnings.

Recover from microburst wind Reinforce timely and accurate • Failure to recognize.
shear encountered at slow reaction procedures. • Failure to maximize power.
airspeeds near the ground • Lowers nose of the aircraft to
during terminal area gain airspeed.
operations
(take off, landing, and
airdrop).

See
, Threat Collision Avoidance System RA Exercise (Simulator Only). Execute these
maneuvers only in the simulator. These exercises practice reactions to the automated TCAS.
Practicing these reactions will ensure that crews make timely and correct inputs. See
TO 1C-130(X)-1.
Respond to various Reinforce timely and accurate • Slow reaction.
RAs. reaction procedures. • Less than desired climb/descent rates.

C-130 mission proficiency exercises are listed

below and discussed in the tables later in this chapter.
• , Maximum Performance Exercise.
• , Low-Level Awareness Training Exercises.
• , Defensive Maneuvers Exercise.
• , Airdrop Proficiency Exercises.
• , Night Vision Goggles Proficiency Exercise.
• , Tactical Arrivals, Landing, Takeoff, and Departure Exercise.
See , Maximum Performance
Exercise. These maneuvers develop an understanding of aircraft performance in various turns,
climbs, and descents. Keep in mind they are maximum performance maneuvers and should be
executed IAW procedures outlined in TO 1C-130(X)-1; AFI 11-2C-130, Volume 3, C-130
Operations Procedures; this manual, and AFTTP 3-1.C-130EH. Do not compromise safety by
entering or exiting these maneuvers outside of established parameters. While executing the
maneuvers, note the actual entry parameters and performance characteristics for discussion
during the debrief.
11.3.1.1 60/2 Steep Turns. Steep turns are a fundamental maneuver in the tactical
environment. Every C-130 crew member should be familiar with the visual picture of
60 degrees bank and the feel of maintaining 2 Gs through the turn. Practice them at
different airspeeds above sustained corner velocity to get a feel for aircraft handling, turn
rate, and radius.
11.3.1.2 Zoom Climb. This maneuver can be an extremely valuable tool in the low-level
environment—especially when operating in mountainous terrain—as a result of its ability
to rapidly convert excess airspeed into altitude. When executing this maneuver, enter at
220 KIAS minimum with maximum continuous power. Smoothly, but judiciously raise the
nose to establish approximately a 30-degree nose-high attitude. A common aid to help the
pilot determine this attitude is to place the toes on the horizon. As the airspeed decays
through 170 KIAS, roll the wings to 30 degrees of bank (45 degrees maximum) in either
direction to reduce the pitch without “pushing over” on the yoke. If this maneuver is
initiated between 220 and 250 KIAS, the aircraft should gain about 2,500 to 3,000 feet in
approximately 30 seconds, with a forward travel distance of roughly 1.5 to 2 NM. From
this point, if the climb must be continued, establish a pitch attitude to maintain the
appropriate climb airspeed. If discontinuing the climb, allow the nose to return to the
 horizon and the aircraft to accelerate to en route airspeed. See
Operations,” and AFTTP 3-1.C-130, Chapter 4, “Defensive Tactics,” for additional zoom
considerations.
Perform 60/2 turns through
a minimum of 180 degrees
of turn.
Enter turns at or above
sustained corner velocity.
Zoom climb. Perform IAW
AFTTP 3-1.C-130.
Ensure required airspace
above and in front of aircraft is
clear of aircraft and clouds.
Obstacle clearance climb.
Slow to obstacle clearance
speed, configured with flaps at
50 percent prior to beginning
the climb.
Climb at least 2,000 feet.
Penetration descent.
Begin descent at or above
10,000 feet AGL.
Level off at or above 1,000
feet AGL.
Rapid descent configured.
Perform IAW
TO 1C-130(X)-1-1.
Begin descent at or above
10,000 feet AGL, if possible.
Level off at or above 1,000
feet AGL
• Build confidence during
steep turns; build SA.
• Note the starting and ending
altitudes, maximum VVI,
distance traveled, and time
spent during the climb.
• Note the aircraft attitude
required to maintain airspeed, proper attitude to maintain
distance traveled, and the time obstacle clearance speed.
required to climb.
• Note the aircraft attitude,
VVI, distance traveled, and
time required to descend.
• Note the aircraft attitude,
VVI, distance traveled, and
time required to descend.
Compare to charted data in
performance manual.
, “En Route
• Losing/gaining altitude.
• Not maintaining 60 degrees
of bank with 2 Gs.
• Failure to establish the
proper attitude required to gain
maximum performance.
• Less than 1 G at the top.
• Allowing airspeed to decay
below 150 KIAS.
• Failure to establish the
• Failure to maintain charted
airspeeds.
• Failure to maintain
140 KIAS.
Plan and execute low-altitude
airland and airdrop missions,
both single-ship and
formation, in mountainous
terrain.
Execute parallel, 45-degree,
and perpendicular ridge
crossings. See Ridge Crossing
paragraph in , “En
Route Operations.”
Perform all AFTTP 3-1.C-130
defensive maneuvers while
operating in the low-level
environment.
• Develop the skills required
to maneuver single-ship and
formation through
mountainous terrain.
• Understand the principles of
ridge crossings and develop
the CRM required to execute
them.
• Develop an understanding of • Failure to properly use the
terrain masking and the SA
required to defend against a
threat when terrain is a factor.
• Poor wingmen consideration.
• Failure to consider turn
radius during valley flying.
• Failure to consider start
climb points.
• Failure to consider dish out
paths for thrust deficient
aircraft.
terrain.

11.3.1.3 Obstacle Clearance Climb. Climbing at posted obstacle climb speed gives the
best angle of climb. Because of the extreme nose-high attitude required to maintain
obstacle clearance speed, every crew member must be familiar with this type of climb.
11.3.1.4 Penetration Descent. Crews may use the penetration descent to exit the
medium-altitude structure into the low-level environment when operating in a combat
environment. This type of maneuver results in acceptably high descent rates while airspeed
remains above sustained corner velocity. This allows the aircrew to appropriately react to
possible threats while transiting between altitude structures.
11.3.1.5 Rapid Descent Configured. This type of descent results in a best angle of descent
profile and is useful when a steep approach is required into an airfield because of obstacles
or threats and.
See , Low-Level Awareness Training
Exercises. In certain circumstances and threat environments, terrain masking is the best
method of threat avoidance. For this reason, the ability to operate at low- and very
low-altitudes—both single-ship and information—is fundamental for C-130 aircrew members.
This training is best accomplished in mountainous terrain where terrain masking is optimized,
formation management becomes more challenging, and maneuvers such as ridge crossings can
be accomplished. Aircrews should attend the Advanced Airlift Tactics Training Center
(AATTC) at Rosecrans ANGB, Missouri, for full low-level awareness training, airdrop, threat
reactions, and assault/tactical work.
See , Defensive Maneuvers Exercise. Perform
these maneuvers IAW AFTTP 3-1.C-130, Chapter 4, “Defensive Tactics,” to completion.
Discuss the desired parameters for each maneuver flown and each crew member’s
responsibility for successful accomplishment during mission planning. Accomplish
 maneuvers at different gross weights to observe differences in handling characteristics.
Aircrews should practice these maneuvers during all phases of flight, during day and night,
with NVGs, and in formation. See local operating procedures and TO-1C-130(X)-1.
Given a threat call, perform
the appropriate en route
defensive maneuver.
Given a threat call, perform
the appropriate defensive
maneuver while in the
approach to landing phase of
flight.
Given a threat call, perform
the appropriate defensive
maneuver while in the takeoff
phase of flight.
Given a threat call, perform
the appropriate defensive
maneuver while in the airdrop
phase of flight.
Given a threat call, perform
the appropriate defensive
maneuver during an NVG
sortie.
Given a threat call, perform
the appropriate defensive
maneuver during formation
flight.
• Note the crew coordination • Not achieving maneuver to
required to maneuver properly. completion.
• Note the crew coordination • Not properly accomplishing
required to maneuver properly the maneuver.
while continuing to execute a • Not completing the
safe landing and the point at maneuver.
which landing becomes
assured.
• Note the crew coordination • Not properly accomplishing
required to maneuver properly the maneuver.
and at what point during • Not completing the
takeoff the aircraft has enough maneuver.
energy to perform various
maneuvers.
• Note the crew coordination • Not properly accomplishing
required to maneuver properly the maneuver.
while executing an airdrop. • Not completing the
• Also, note the maneuvering maneuver.
capabilities of the aircraft
while configured for airdrop.
• Note the ability of the NVGs • Not properly accomplishing
to help the crew maintain SA the maneuver.
while maneuvering • Not completing the
aggressively. maneuver.
• Note the coordination • Not properly accomplishing
required within the formation the maneuver.
to maintain SA. Develop a • Not completing the
strategy for formation maneuver.
defensive maneuvering.
Plan and execute the following
airdrop missions, single-ship and
formation, into a medium threat
environment:
• Very low altitude
• Low altitude
• Medium altitude
Plan and execute the
following airdrop missions,
single-ship and formation, into a
medium threat environment
in mountainous/rugged terrain:
• Low altitude
• Medium altitude
Avoid a minimum of one threat en • Appreciate the ability of the
route to the DZ during
single-ship and formation
airdrops.
Plan and execute CDS, HE, and
personnel airdrops in day;
VMC.
Plan and execute CDS, HE, and
personnel airdrops in night; VMC provided by the NVGs while
while using NVGs.
Plan and execute CDS, HE, and
personnel airdrops in IMC
conditions with the aid of
AWADS/SKE and/or GPS.
• Understand the differences in • Misunderstanding the planning
planning various missions. differences.
• Incorporate threat analysis and • Poor threat analysis.
user needs into mission planning. • Inability to determine which
• Understand the value of C4I threats are a factor and which are
assets for providing threat not.
information. • Not taking user requirements
into consideration.
• Failure to determine formation
considerations.
• Failure to properly plan and/or
use C4I assets.
• Understand challenges • Proper altitude determination
presented by airdropping in during planning.
rugged terrain including • Proper analysis of terrain on
high-density altitude, winds, run-in.
minimum SD distances, 3-engine • Time management during
performance, radar altimeter run-in (planning and executions)
indications, threat environment, with respect to aircraft
and ridge crossings on the run-in. configuration.
• Due to crew errors during
Operation ENDURING
FREEDOM, emphasis should
be placed on CDS/HVCDS.
• Flying into WEZ.
C-130 to operate in various
threat environments.
• Note the effects of wind, • Crew-caused no drop.
altitude, and forward throw on • Failure to identify no-drop
CARP placement. condition.
• Missing drop TOT or PI by
more than accepted tolerances.
• Note the increased acuity
—
executing nighttime airdrops.
• Note the capabilities of • Flight/element lead fails to
AWADS/SKE/GPS to accurately maintain desired ground track on
place the airdrop load. run-in.
• Note the crew coordination
required to properly utilize these
tools.
Turns: perform 30-degree,
45-degree, and 60-degree bank
turns through a minimum of
90 degrees heading change.
Overhead approach: perform an
overhead approach IAW
, “Airland
Operations.”
Downwind approach: perform a
high-speed downwind
approach IAW , executing approach procedures
“Airland Operations.”
Tactical arrivals: perform
tactical arrivals listed in
this volume, to safe
landings.
Other approaches: perform
ARA and other instrument
approaches, both IMC and
VMC to NVG
landings.
Assault/tactical takeoffs:
perform assault takeoffs and
landings on NVGs.
NVG formation: perform
NVG formation operations to
include low-level flight,
formation airdrops, and
formation landings.
Perform all AFTTP 3-1.C-130
defensive maneuvers to
completion during NVG
operations.
• Note visual cues required to
maintain desired altitude and
SA during NVG turns.
• Reinforce steep turn visual cues
while executing approach
procedures and accomplishing
required checklist items.
• Note visual cues at required
downwind spacing while
and accomplishing required
checklist items.
• Develop the skills and SA
required to properly execute
tactical arrivals and landings
with the aid of NVGs.
• Develop the skills and crew
coordination required to properly
execute IMC approaches while
transitioning to NVG use for
landing.
• Develop the skills and SA
required to properly execute
assault operations with the aid
of NVGs.
• Develop the skills and SA
required to properly execute
formation operations with the aid
of NVGs.
• Develop the skills and SA • Not accomplishing the
required to properly execute maneuver to completion.
defensive maneuvers with the aid
of NVGs.
• Inability to maintain altitude,
loss of SA.
• Inability to maintain altitude
during the break, loss of SA.
• Failure to take winds into
account.
• Over/undershooting final.
• Crew-caused go-around.
• Inability to maintain altitude
during the final turn.
• Failure to accomplish checklist.
• Failure to take winds into.
account.
• Over/undershooting final.
• Crew-caused go-around.
• Failure to accomplish checklist.
• Failure to take winds into
account.
• Over/undershooting final.
• Crew-caused go-around.
• Attempting to use the NVGs
while in IMC conditions.
• Incomplete or improper crew
coordination during approach
phase.
• Failure to brief loss of NVG
procedures for takeoff and
landing.
• Not compensating for slight
depth perception difference
between naked eye and NVG
flight.
Day/night
• Very-low arrivals
• Straight-in
• Beam
• Teardrop
• Low arrivals
• Straight-in
• Spiral
• Penetration descent
• Gear/50 percent flaps
• Gear/100 percent
flaps
Perform ARA approaches to
assault landings.
Perform assault landings to
both paved and unpaved
surfaces.
Perform assault takeoffs from
paved and unpaved surfaces.
Perform tactical departures to
include spiral up and
low-altitude departures.
exercises combine threat analysis and airdrop methods to develop combat airdrop planning
and execution proficiency. Aircrews may plan and execute airdrop ingress and egress in many
different ways. This includes single-ship to very large SKE or visual formations, very low to
Develop the skills, situational • Not correcting for winds.
awareness, and crew • Not stabilized for landing.
coordination required to
• Late identification of LZ.
properly execute visual
• Not properly accounting for
tactical arrivals.
threat during approach
planning.
•Poor CRM.
Develop the skills and crew
coordination necessary to
operate into austere locations
in IMC conditions without the
use of ground-based
NAVAIDS.
Develop the skills necessary to • Not landing in the zone.
land the aircraft at austere
locations to unprepared
surfaces.
Develop the skills and • Not understanding TOLD.
experience necessary to take • Rotating at the “GO” call
off from short, unprepared when refusal speed is less than
surfaces. takeoff speed.
Learn the significance of each • Allowing the airspeed to
type of departure and decay below sustained corner
comprehend the situations that velocity during the spiral
drive the preferred departure departure.
type. • Climbing too high during the
low-altitude departure.
See , Airdrop Proficiency Exercises. These
medium altitudes, and visual to AWADS (or other IMC) drops. Each method provides its own
unique strengths and weaknesses. The specific threat situation and user requirements will
drive the chosen techniques.
See , Night Vision Goggles Proficiency Exercise.
These exercises build confidence in the aircrew’s ability to effectively maneuver the aircraft
while wearing NVGs. See applicable local operating procedures and AFI 11-2C-130, Volume
3, C-130 Operations Procedures, for restrictions.
Se e ,
Tactical Arrivals, Landing, Takeoff, and Departure Exercise. See , “Airland
Operations,” and , “Combat Mission Guide,” for tactical arrival and departure
procedures.
Coastal penetrations or avoidance of a
specific threat during actual combat operations may require flying at altitudes lower than those
authorized during peacetime. In order to simulate this type of flying in peacetime use the
following guidelines.
11.3.7.1 Prebrief that MAC training will be conducted. Discuss the parameters that will
drive the MAC for that mission. See , “Mission Planning,” for MAC planning
considerations. Start the maneuver at an altitude higher than 300 feet AGL. Visual pilotage
is the primary height reference. Pressure and radar altimeters are secondary height
references. Limit the time spent at MAC to the duration needed to avoid the specific threat.
During peacetime, the following restrictions apply:
• A certified mission pilot must be in the left seat or a mission IP/evaluator pilot in
either seat.
• The pilot’s and navigator’s radar altimeters must be operational.
• Restricted to flat or rolling terrain.
• Minimum altitude: day VMC—300 feet AGL.
• No “BREAK” calls. “TURN” and “HARD TURN” calls may be made but the pilots
must be cautious of any descending vector that may develop, especially during a hard
turn.
• See , Wingtip Drop for Different Bank Angles. Use strong caution during
this maneuver. Bank angles are severely restricted below 200 feet AGL; therefore,
most turns require a climb prior to execution (for example, 60 degrees of bank places
the wingtip 51 feet below the bottom of the fuselage).
Degraded system training (DST) is used to prepare crews
to accomplish the mission simulating certain pieces of equipment inoperative (or intentionally
turned off for EMCON). On non-local routes, designate leg segments during the route brief.
See AFI 11-2C-130, Volume 3, C-130 Operations Procedures, for applicable training
restrictions. The following restrictions and procedures are designed to maximize training and
safety.
 11.3.8.1 Restrictions:
• Greater than 10-percent lunar illumination during night operations.
• Visibility must be 5-statue miles in mountainous terrain.
• The pilot’s and navigator’s radar altimeters must be operational and on.
• The APN-59/241 radar must be operational.
• Must have a mission instructor or evaluator in either the pilot or navigator position.
• When simulating the APN-59/241 radar inoperative, a mission instructor navigator
will act as a safety observer and will monitor the progress of the mission using NVGs
(at night) and navigation equipment. This restriction is not applicable during day
operations.
• The SCNS INS must be operational and on during DST. Integrated display control
units (IDCU) and flight director mode switches can be positioned to simulate the INS
inoperative.
11.3.8.2 Briefing Items. ACs will brief the following items:
• Equipment simulated inoperative.
• Aircrew coordination.
• Pilot and navigator duties.
• Disorientation and emergency procedures.
11.3.8.3 Suggested Items for DST:
• Turn down IDCU light intensity to simulate failure.
• Require flight director mode switch in other than SCNS setting.
• Turn flight mode off for degraded SCNS operation.
• Input erroneous winds at specific WPTs causing adjusted wind analysis.

GTR-18A (also known as Smokey Sam) training is highly effective at preparing

aircrew for visually acquiring and making the proper threat call for oncoming IR threats.
Electronic warfare RWR training prepares crews for identifying radar threats and then
provides the knowledge of what type of reaction is required. See
http://www.dote.osd.pentagon.smil.mil/ajtsh/ for a current list of threat simulators.
The virtual electronic combat
training system (VECTS) provides crews closed-loop simulations on a virtual electronic
combat range of air defense environments for in-flight combat training. When training is
conducted on ranges equipped with actual threat emitters, simulated threats can augment the
actual threat systems.
1. DOD Directive 2000.12, Combating Terrorism Program.
2. DOD Directive 2000.12-H, Protection of DOD Personnel and Activities Against Acts of
Terrorism and Political Turbulence.
3. DOD Regulation 4500.9-R, Part III, Defense Transportation Regulation (Mobility).
4. DOD Regulation 4515.13-R, Air Transportation Eligibility.

1. Joint Munitions Effectiveness Manual (JMEM) TH61A1-3-2, Weapons Characteristics.

2. Joint Munitions Effectiveness Manual (JMEM) TH61A13-9, Risk Estimates for Friendly
Troops.
3. Joint Munitions Effectiveness Manual (JMEM) 61S1-3-1, Fragmenting Munitions: Safe
Distances and Assessment of Risks to Friendly Troops.
4. Joint Publication 3-0.4, Joint Tactics, Techniques, and Procedures for Joint Suppression of
Enemy Air Defenses.
5. Joint Publication 3-07.2, Joint Tactics, Techniques, and Procedures for Antiterrorism.
6. Joint Publication 3-17, Joint Tactics, Techniques, and Procedures for Mobility Operations.
7. Joint Publication 3-50.2, Doctrine for Combat Search and Rescue.

1. AFI 10-704, Military Deception Program.

2. AFI 11-2AE, Volume 3, Aeromedical Evacuation Operations Procedures.
3. AFI 11-202, Volume 3, General Flight Rules.
4. AFI 11-231, Computed Air Release Point Procedures.
5. AFI 11-235, Forward Area Refueling Point (FARP) Operations.
6. AFI 13-217, Drop Zone and Landing Zone Procedures.
7. AFI 31-101, The Air Force Installation Security Program (FOUO).
8. AFI 10-245, The Air Force Antiterrorism/Force Protection (AT/FP) Program.
9. AFI 31-301, Air Base Defense.
10. AFI 41-301, Worldwide Aeromedical Evacuation System.
11. AFI 41-302, Aeromedical Evacuation Operations and Management, (Rescinded).
12. AFI 44-165, Administering Aeromedical Staging Facilities.
13. AFI 41-307, Aeromedical Evacuation Patient Considerations and Standards of Care.
14. AFI 10-2909, Aeromedical Evacuation Equipment Standards.
15. AFJP 32-8013, Volume II, Planning and Design of Roads, Airfields, and Heliports in the
Theater of Operations—Airfields and Heliports Design.
16. AFMAN 11-217V1, Instrument Flight Procedures.
17. AFMAN 11-226, United States Standard for Terminal Instrument Procedures (TERPS).
18. AFMAN 24-204(I), Preparing Hazardous Materials for Military Air Shipments.
19. AFJMAN 32-1014, Flexible Pavement Design for Airfields, (Rescinded).
20. AFTTP 3-1.General Planning, General Planning and Employment Considerations.
21. AFTTP 3-1.Threat Guide, Threat Reference Guide and Countertactics.
22. AFTTP 3-1.A-10, Tactical Employment—A-10.
23. AFTTP 3-1.C-130, Tactical Employment—C-130.
24. AFTTP 3-1.HC/MC-130, Tactical Employment—HC/MC-130.
25. AMCPAM 10-703, AMC Military Deception Awareness.
26. TO 1-1C-1, Basic Flight Crew—Air Refueling Manual.
27. TO 1C-5A-1, Flight Manual (USAF C-5A/C-5B Aircraft).
28. TO 1-1M-34, Aircrew Weapons Delivery Manual (Nonnuclear).

1. AAR-47 Missile Warning System Operator Handbook.

2. ALE-47 Counter Measures Dispensing System Operator Handbook.
3. AMC/DO Message 251256Z, AMC Guidance and Policy on the Use of Defensive Systems (DS)
in Threat Areas.
4. AMC/DOK Briefing, Defensive Systems: Countering the MANPADS Threat.
5. AMC Project 15-131-90, Project Snowstorm Test.
6. AMC Project 19-67-98, C-130 NVG Test.
7. AMC Test 11-72-99, C-141B High-Altitude TRIADS Force Development Evaluation Draft.
8. AMC Test 15-161-93, Overview of Transport Aircraft Infrared (IR) Band IV Testing.
9. AMC Test 20-48-97, C-130 Defensive Systems (DS) Tactics Development Evaluation Phase II,
Radio Frequency (RF) Phase Residuals.
10. AMC Test 34-3-96, Symptom Zeus Quick-Look Operational Utility Evaluation (OUE).
11. AMC, USAF Expeditionary Center, Transport Evasive Maneuvers, Phase I Tactics
Development and Evaluation.
12. AMCI 14-106, Threat Working Group.
13. AMCI 24-101V1, Military Airlift Transportation.

1. ACC Project 95-531RF, C-130 Tactical Employment Using Airlift Defensive Systems (ADS)
Tactics Development and Evaluation (TD&E).
2. ACC Project 95-535 CRF, Tactics Development and Evaluation of C/HC-130 Tactical
Employment Using Night Vision Goggles.

1. FM 3-04-301, Aeromedical Training for Flight Personnel.

2. FM 3-5/MCWP 3-37-3, NBC Decontamination.
3. FM 3-0/2-50, USA/USAF, Doctrine for Airborne and Tactical Airlift Operations.

1. ACSC Paper, From Paper to Practice: Making Strategic Brigade Airdrop a Credible Force
Employment Option.
2. AFIWC IO Report, APN-169(C), SKE Vulnerability.
3. Air Force Supersonic Flare Measurement Program, Volume I-MJU-106 Data.
4. Airlift Defensive System, C-141 Airdrop/Flare Interface FOT&E.
5. Air Mobility Warfare Center, C-130 Weapons Instructor Course MSN 2906, Mapping,
Charting, and Geodesy.
6. Air Warfare Center, HAVE QUICK Handbook.
7. C-141 Tri-Wall Aerial Distribution Systems (TRIADS) Loadmaster Guide.
8. Electronic Security Command, Electronic Fit of US Military Aircraft.
9. Emergency Procedures Flight Information Handbook.
10. FAA Handbook 7110.65M, Air Traffic Control.
11. Formation Rendezvous, Capt Bauer, Air Mobility Voices.
12. HQ 446 MAW (Associate AFRES), McChord AFB, Washington, Fighter Evasive Training:
Lessons Learned and Suggested Modifications for C-141B Aircraft.
13. JRTC Rotation 99-05, Trip Report.
14. JRTC Rotation 99-09, After Action Report.
15. JULLS #20251-88558 (00020), Airdrop Lessons Learned.
16. JULLS #20252-28516 (0062), Airdrop Lessons Learned.
17. JULLS #20551-21950 (02323), FTX CENTRAZBAT 97 After Action Report.
18. JULLS #70241-22097 (01005), Airdrop Lessons Learned.
19. JULLS #91137-44413 (00001), HQ AMC FTX Geronimo Strike 98 After Action Report.
20. Last Corporation Correspondence to HQ AMC/DOK, Aircraft Armor Protection.
21. Operation ALLIED FORCE Tactical Lessons Learned.
22. Passive Detection, Operational and Tactical Report For C-5 and C-141 Aircrew.
23. Point Paper: Defensive System (DS) Testing Impact on Tactics.
24. SBA Operations Update, LTC Stan Stewart, Fort Bragg, North Carolina.
25. SECDEF Policy Letter (MFR) dated 28 September 98.
26. Study by AMC/DOK, Lt Col Haren, AMC EC Road Map.
27. Tactics Development and Evaluation Final Report, Transport Evasive Maneuvers, Phase I.
28. VOLANT QUIET Final Report.
29. 436th Airlift Wing Threat Avoidance Arrival/Departure Maneuvers Training Handbook.
30. 437 AW, Pilot Directed Airdrop Guide.
31. 437 OSS/IN Intelink-S Homepage.
32. 56th Airlift Squadron Threat Avoidance Arrival/Departure (TAA/D), Training Program
Manual.
33. 547th Intel Squadron Briefing, A/A Threat Update.
34. 60th Air Mobility Wing Threat Avoidance Arrival/Departure (TAA/D), Training Program
Manual.
35. 62 OG/OGV After Action Report, Antarctic Airdrop.
36. 611 S Homepage.
37. 99 ABW Handbook 31-210, Nellis AFB Force Protection Handbook.

A/A...................................
AAA.................................
AAD.................................
AAM ................................
AATTC.............................
ABO .................................
AC ....................................
ACCA ..............................
ACDE...............................
ACM ................................
ACO .................................
ACP..................................
ADE .................................
ADF .................................
air-to-air
antiaircraft artillery
Automatic Activation Device
air-to-air missile
Advanced Airlift Tactics Training Center
air base opening
aircraft commander
aircrew contamination control area
aircrew chemical defense ensemble
air combat maneuvering/airspace control measures
airspace control order
airspace control plan
Airdrop Damage Estimation
automatic direction finder
ADHA ..............................
ADI ..................................
ADS .................................
AE ....................................
AECC...............................
AECM ..............................
AEG-WFF/CC .................
AELT................................
AFI ...................................
AFPAM ............................
AFSOC.............................
AFTO ...............................
AFTTP .............................
AFWA ..............................
AGL .................................
AGU.................................
AI .....................................
ALTRV.............................
AMC ................................
AMD ................................
AMLO..............................
AMT.................................
AO....................................
AOA.................................
AOC .................................
AOR .................................
APU .................................
ARA .................................
ASRR ...............................
AT.....................................
ATC ..................................
ATO..................................
ATOC ...............................
ATOCONF .......................
AWACS............................
AWADS............................
AWE.................................
BAM ................................
BDA .................................
BEST................................
BLOS ...............................
BOS..................................
BRAA ..............................
BSA..................................
C2.....................................
airdrop hazard area
attitude director indicator
aerial delivery system/aircraft defensive systems
aeromedical evacuation
aeromedical evacuation coordination center
aeromedical evacuation crew members
aerospace expeditionary group-wildland firefighting group
aeromedical evacuation liaison team
Air Force instruction
Air Force pamphlet
Air Force special operations command
Air Force technical order
Air Force tactics, techniques, and procedures
Air Force Weather Agency
above ground level
airborne guidance unit
air interceptor/asset integration
altitude reservation
Air Mobility Command/airborne mission commander
air mobility division
air mobility liaison officer
air movement table
area of operations
angle of attack
air and space operations center
area of responsibility
auxiliary power unit
airborne radar approach
airfield suitability and restrictions report
assessment team
air traffic control/air target chart
air tasking order
air terminal operations center
air tasking order/confirmation
airborne warning and control system
adverse weather aerial delivery system
aircraft, weapons and electronics
bird avoidance model
battle damage assessment
boundary, enemy, security forces, and topography
beyond line-of-sight
base operating support
bearing, range, altitude, and aspect
buffer stop assemblies
command and control
A1-6
C3.....................................
C4I ...................................
CAP..................................
CAPS ...............................
CARA ..............................
CARP ...............................
CAT ..................................
CB ....................................
CBRNE ............................
CDS..................................
CEA .................................
CEOI ................................
CEP ..................................
CEXP ...............................
CFPS ................................
CFR ..................................
CG ....................................
CGRS ...............................
CHUM .............................
CLmax ...............................
CMDS ..............................
CMF .................................
CMG ................................
COA .................................
COL .................................
COMSEC .........................
CONOPS..........................
CP.....................................
CRC .................................
CRE..................................
CRG..................................
CRM.................................
CRRC...............................
CRS ..................................
CSAR ...............................
CTII..................................
CVR .................................
CW ...................................
CWDE..............................
CWDS ..............................
CWT.................................
CXP..................................
DAP .................................
DEAD ..............................
DEPORD .........................
AFTTP 3-3.C-130E/H, 7 December 2011
command, control, and communications
command, control, communications, computers and intelligence
combat air patrol
combat airdrop planning software
combined altitude radar altimeter
computed air release point
consolidated airdrop tool
circuit breaker
chemical, biological, radiological, nuclear, and high yield explosive
container delivery system
circular error average
communications-electronic operating instructions
combat entry point/circular error probable
combat exit point
combat flight planning software
crash/fire/rescue
center of gravity/city graphic
common geographic reference system
chart updating manual
lift limit capability
countermeasure dispensing system
combat mission folder
combat mission guide
course of action
combat off-load
communications security
concept of operations
contact point/command post
control and reporting center
contingency response element
contingency response group
crew resource management
combat rubber raiding craft
control and relay set
combat search and rescue
Combat Track II
centerline vertical restraint
chemical warfare
chemical warfare defense ensemble
combat weapon delivery software
combat weather team
combat exit point
descent arrival point
destruction of enemy air defenses
deployment order
DH....................................
DIRMOBFOR..................
DOD.................................
DMPCC ...........................
DR ....................................
DST ..................................
DTD .................................
DTED...............................
DTM.................................
DVS .................................
DZ ....................................
DZCO...............................
DZSO ...............................
EA ....................................
EAS-WFF/CC ..................
ECHUM ...........................
ECM.................................
ECO .................................
EDP ..................................
EEI ...................................
EM ...................................
EMCON ...........................
EMP .................................
EO ....................................
EPA ..................................
EPJS .................................
ERO .................................
ESA ..................................
ET.....................................
ETA ..................................
ETI ...................................
ETL ..................................
EVC .................................
EW ...................................
FAA..................................
FAC ..................................
FAF ..................................
FAR ..................................
FAS ..................................
FCG..................................
FCI ...................................
FE.....................................
FEBA ...............................
decision height
director of mobility forces
Department of Defense
deputy MPC chief
dead reckoning
degraded system training
digital transfer devices
digital terrain elevation data
data transfer module
Doppler velocity sensor
drop zone
drop zone control officer
drop zone safety officer
electronic attack
expeditionary aerospace squadron-wildland firefighting
commander
electronic CHUM
electronic countermeasures
electronic combat officer
earliest descent point
essential elements of information
energy maneuverability
emissions control
electromagnetic pulse
electro-optical
evasive plan of action
extraction parachute jettison system
engine running on-load/off-load
emergency safe altitude
exit time
estimated time of arrival
estimated time to intercept
Engineering Technical Letter
evasion chart
electronic warfare
Federal Aviation Administration
forward air controller
final approach fix
Federal Aviation Regulation
Fly away security
foreign clearance guide
flight communication indicator
flight engineer
forward edge of the battle area
A1-8
FENCE.............................
FLIP .................................
FLOT ...............................
FM....................................
FOB..................................
FOD .................................
FOV .................................
fpm ...................................
FPM .................................
fps.....................................
FRAG...............................
FRUITE ...........................
FS .....................................
FSCL ................................
FTA ..................................
FTD ..................................
FTT ..................................
GARS...............................
GCA .................................
GCAS...............................
GCDE...............................
GCI...................................
GDOP...............................
GI&S ................................
GMRS ..............................
GPMRC ...........................
GPS ..................................
GRADS ............................
GPWS ..............................
GS ....................................
GTC .................................
HAHO ..............................
HALO ..............................
HARP...............................
HAT..................................
HDACZ............................
HDR .................................
HE ....................................
HF ....................................
HMCS ..............................
HOWDIE .........................
HQ....................................
HVCDS ............................
IAF ...................................
AFTTP 3-3.C-130E/H, 7 December 2011
formation/fuel, emitters, navigation, communications, and
electronic countermeasures
flight information publication
forward line of own troops
field manual
forward operating base
foreign object damage
field of view
feet per minute
flight performance module
feet per second
fragmentary order
flaps, ramp, upspeed, IAS (takeoff), trim, and escape route
flight station
fire support coordination line
fire traffic area
forward throw distance
forward travel time
global area reference system
ground control approach
ground collision avoidance system
ground chemical defense ensemble
ground control intercept
geometric dilution of precision
geospatial information and services
ground mark release system
Global Patient Movement Requirements Center
global positioning system
ground radar aerial delivery system
ground proximity warning system
ground speed
gas turbine compressor
high-altitude high-opening parachute technique
high-altitude low-opening parachute technique
high-altitude release point
height above touchdown
high-density air control zone
humanitarian daily rations
heavy equipment
high frequency
helmet mounted cueing system
height of terrain, other side, wind, direction of turn, IAS, escape
HAVE QUICK
high-velocity CDS
initial approach fix
IAS ...................................
ICAO................................
ICS ...................................
IDCU................................
I-CDS ...............................
IFF....................................
IFR ...................................
IGRADS...........................
ILS ...................................
IMC ..................................
IN .....................................
INFLTREP .......................
INS ...................................
IP ......................................
IPB ...................................
IR .....................................
ISA ...................................
ISB ...................................
ISOPREP .........................
ISR ...................................
ITU...................................
ITV...................................
IWP ..................................
JA/ATT.............................
JAAWIN ..........................
JAI....................................
JMB..................................
JOG ..................................
JPADS ..............................
JPADS-MP .......................
JPRC ................................
JTAC ................................
JTF ...................................
KCAS...............................
KIAS ................................
KTAS ...............................
LAIRCM ..........................
LAN .................................
LAR .................................
LCADS-HV .....................
LCADS-LV ......................
LCLA ...............................
LCP ..................................
LDP ..................................
LIMFAC...........................
indicated airspeed
International Civil Aviation Organization
internal communication system
integrated display control unit
improved CDS
identification, friend or foe
instrument flight rules
Interactive Grid Analysis and Display System
instrument landing system
instrument meteorological conditions
intelligence
in-flight report
inertial navigation system
initial point
intelligence preparation of the battlefield
infrared/instrument route
international standard atmospheric
intermediate staging base
isolated personnel report
intelligence, surveillance, and reconnaissance
in-transit unit
in-transit visibility
inadvertent weather penetration
joint airborne/air transportability training
Joint Air Force and Army Weather Information Network
joint airdrop inspection
joint mission brief
joint operations graphic
joint precision airdrop system
JPADS-mission planner
Joint Personnel Recovery Center
joint tactical air controller
joint task force
knots calibrated airspeed
knots indicated airspeed
knots true airspeed
large aircraft infrared countermeasure
local area network
launch acceptability region
low cost aerial delivery system—high velocity
low cost aerial delivery system—low velocity
low cost/low altitude
latest climb point
latest descent point
limiting factor
A1-10 AFTTP 3-3.C-130E/H, 7 December 2011

LKP .................................. last known position

LM ................................... loadmaster
LMP ................................. limited maneuvering points
LMR................................. land mobile radio
LOC ................................. lines of communication
LOS .................................. line-of-sight
LPU .................................. life preserver unit
LSGI................................. low-speed ground idle
LZ..................................... landing zone
M ...................................... mandatory
MAC ................................ minimum altitude capable
MAFFS ............................ Modular Airborne Fire Fighting System
MANPADS ...................... man-portable air defense system
MAP................................. missed approach point
MASF............................... mobile aeromedical staging facility
MC ................................... mission commander
MCAD ............................. mission computer airdrops
MCD ................................ medical crew director
MDA ................................ minimum descent altitude
MDS................................. mission design series
MDO ................................ military deception officer
MECOC ........................... Mobility Electronic Combat Officer Course
METT-T ........................... mission, enemy, terrain and weather, troops and support
available—time available
MHE................................. material handling equipment
MISREP ........................... mission report
MLO................................. MAFFS liaison officer
MMD ............................... moving map display
MMLS.............................. mobile microwave landing system
MOB ................................ main operating base
MOG ................................ maximum on ground
MOPP............................... mission-oriented protective posture
MPC ................................. mission planning cell
MPCC .............................. MPC chief
MPI .................................. multiple points of impact
MRE................................. meal, ready to eat
MRR................................. minimum risk routing
MSA................................. minimum safe altitude
MSE ................................. mission support element
MSI .................................. multi-spectral imagery
MSL ................................. mean sea level
MST ................................. mission support team
MWS ................................ missile warning system
NAVAIDS......................... navigational aids
NBC ................................. nuclear, biological, and chemical
NCA ................................. National Command Authority
NDB ................................. nondirectional beacon
NEO ................................. noncombatant evacuation operation
NGA................................. National Geospatial-Intelligence Agency
NIPRNET......................... non-secure internet protocol router network
NM ................................... nautical miles
NMP................................. non-maneuvering points
NOTAM ........................... notice to airmen
NVD................................. night vision device
NVG................................. night vision goggles
OA.................................... objective area
OAP ................................. offset aimpoint
OAT.................................. outside air temperature
OB .................................... order of battle
OCA ................................. offensive counterair
OEF .................................. Operation ENDURING FREEDOM
OFP .................................. operational flight program
OIF ................................... Operation IRAQI FREEDOM
ONC ................................. operations navigation chart
OPARS ............................. Optimum Path Aircraft Routing System
OPCON ............................ operational control
OPORD ............................ operations order
OPSEC ............................. operations security
ORM ................................ operational risk management
OSC.................................. on-scene commander
PA..................................... public address
PC..................................... personal computer
PF ..................................... pilot flying
PFPS................................. portable flight planning software
PI ...................................... point of impact
PIC ................................... pilot in command
PM.................................... pilot monitoring
PO .................................... pads operator
PPI.................................... plan position indicator
PR..................................... personnel recovery
Ps ...................................... specific excess power
PSYOP ............................. psychological operation
R....................................... reference
RA .................................... resolution advisory
RAM ................................ raised angle marker
RAMZ .............................. rigging alternate method zodiac
RAT .................................. route analysis tool
RCC ................................. rescue coordination center
RCR ................................. runway condition reading
RCS .................................. radar cross section
RFI ...................................
RMC.................................
ROE .................................
ROF..................................
ROZ .................................
RP.....................................
RPA ..................................
RPG..................................
RPO..................................
RSOP ...............................
RTIC.................................
RVD .................................
RWR.................................
SA ....................................
SAFIRE............................
SAM.................................
SAR..................................
SATB................................
SATCOM .........................
SCA..................................
SCNS ...............................
SD ....................................
SEAD ...............................
SECOMP .........................
SIGINT ............................
SIPRNET .........................
SITREP ............................
SKE ..................................
SLAP................................
SLAT ................................
SMOE ..............................
SOC..................................
SOCEP .............................
SOF ..................................
SPINS...............................
SR.....................................
SRP ..................................
STE ..................................
STT ..................................
TA ....................................
TACAN ............................
TACC ...............................
TACON ............................
TAD..................................
TAF ..................................
request for information
rescue mission commander
rules of engagement
rate of fall
restricted operating zone
route planning
remotely piloted aircraft
rocket-propelled grenade
route planning officer
readiness standard operating procedures
real time in the cockpit
rear vision device
radar warning receiver
situational awareness
surface-to-air fire
surface-to-air missile
search and rescue
standard airdrop training bundle
satellite communication
self-contained approach
self-contained navigation system
slowdown
suppression of enemy air defenses
secure en route communications package
signals intelligence
secure internet protocol router network
situation report
station keeping equipment
solar lunar almanac prediction
Solar Lunar Analysis Tool
standard means of evaluation
squadron operations center
special operations combat expendable platform
special operations forces
special instructions
slow route
start rendezvous point
secure telephone equipment
special tactics team
traffic advisory
tactical air navigation
tanker airlift control center
tactical control
tactical air directive
terminal aerodrome forecasts
TAS .................................. true airspeed
TAWS............................... target acquisition weather support
TCAS ............................... traffic alert and collision avoidance system
TD .................................... temperature datum
TDO ................................. tactical deception officer
TFC .................................. time of fall constant
TFM ................................. tactical formation maneuver
TFR .................................. temporary flight restriction
TGP .................................. targeting pod
TIT ................................... turbine inlet temperature
TKE.................................. track angle error
TLM ................................. topographic line map
TO .................................... technical order
TOA ................................. time of arrival
TOLD............................... takeoff and landing data
TOT.................................. time over target
TP..................................... turn point
TPC .................................. tactical pilotage chart
TPMRC ............................ theater patient movement requirements center
T/R ................................... transmit and receive
TRIADS ........................... tri-wall aerial delivery system
TTG.................................. time to go
TTI ................................... time to impact
TTP .................................. tactics, techniques, and procedures
TTT .................................. time to target
TWG ................................ threat working group
TWS ................................. track while scan
UHF ................................. ultra high frequency
USAF ............................... United States Air Force
USFS................................ United States Forest Service
UTC ................................. unit type code
UTM................................. universal transverse mercator
V....................................... visual
VD.................................... vertical distance
VECTS............................. virtual electronic combat training system
VFR.................................. visual flight rules
VH .................................... maximum recommended airspeed
VHF ................................. very high frequency
VIRS ................................ verbally initiated release system
VMC ................................ visual meteorological conditions
VOR ................................. VHF omnidirectional range
VOSIP .............................. Voice Over Secure Internet Protocol
VR .................................... visual route
VVI .................................. vertical velocity indicator
WEZ................................. weapon engagement zone
WGRS .............................. wireless gate release system
WICP ............................... wing initial communications package
WO................................... weapons officer
WOC ................................ wing operations center
WPT ................................. waypoint
X....................................... deviation
XTRK............................... crosstrack
ZAR ................................. zone availability report
Operations with joint forces may require close coordination and integration with
supported forces. Joint and combined concepts and terms must be understood to perform these
missions.
Training designed to gain proficiency in and to
exploit the flight envelope of the aircraft, consistent with operational and safety constraints.
A mode of control in which the controlling agency has communications but no
radar capability.
The commander of a JTF’s air components; the air operational
commander.
The air transit route (ATR) is a corridor of defined dimensions, which
facilitates the passage of aircraft to strategic locations by the most direct means.
Ingress, ordnance delivery, or egress restrictions, depending on situation (i.e.,
threats, weather, terrain, and ROE).
Aircrew is operating without C2.
A mode of control that passes target information by referencing a designated
location or series of locations.
Airspace of defined dimension and adjacent to or near borders which may have
special restrictions.
A passive form of electronic countermeasure used to deceive airborne- or ground-based
radar.
Description of position using the aircraft as a reference: the nose is 12 o’clock
and the tail is 6 o’clock.
A mode of control varying from providing vectors to providing complete
assistance including altitude, speed, and heading.
Relative velocity of one aircraft in relation to another.
A flight path which directs an aircraft towards a point where it will collide with
another aircraft.
Refers to either a specific phase of an A/A mission or the geographic
location of the fighter’s surveillance orbit during an A/A mission prior to committing against a
threat.
Multinational; between two or more forces or agencies of two or more allies.
AFTTP 3-3.C-130E/H, 7 December 2011 A1-15

comm jamming—Attempt to interrupt communications.

composite force—Formations of dissimilar aircraft working in concert to accomplish the same
mission.
composite force training—Scenarios employing multiple flights of aircraft, each under the
direction of its own flight leader. Requires a minimum of three different types of aircraft in three
different mission roles.
corner velocity—The minimum airspeed at which the maximum allowable aircraft G can be
generated.
dead reckoning—Navigation technique estimating position based on last known position,
heading, speed, and time.
defensive maneuvering—Maneuvers designed to negate the attack or ordnance of a threat.
direct delivery—The ability to pickup strategic cargo at continental US locations and deliver
directly to austere locations near the end user.
drop zone—DZ is a specified area used for the aerial delivery of airborne personnel, equipment,
or supplies through the use of airdrop.
electronic protection—Actions taken to protect personnel, facility, and equipment from any
effects of friendly or enemy employment of EW that degrades, neutralizes, or destroys friendly
combat capability.
electronic warfare support—Actions tasked by or under direct control of an operational
commander (OPCON) to search for, intercept, identify, and locate sources of intentional and
unintentional radiated electromagnetic energy for the purpose of immediate threat recognition.
element—A flight of two aircraft.
energy maneuverability diagram—A chart depicting an aircraft’s turn rate, radius, and excess
power for a specific set of conditions.
exfil—Removing forces or units.
fire support coordination line—The fire support coordination line (FSCL) is a line established
by the appropriate ground commander to ensure coordination of fire not under direct control but
which may affect current tactical operations. The FSCL is used to coordinate firing of air, ground,
or sea weapons systems using any type of ammunition against surface targets. The FSCL should
follow well-defined terrain features. The establishment of the FSCL must be coordinated with the
appropriate tactical air commander and other supporting elements. Supporting elements may
attack targets forward of the FSCL without prior coordination with the ground force commander,
provided the attack will not produce adverse surface effects on or to the rear of the line. Attack of
surface targets behind this line must be coordinated with the appropriate ground force commander.
forward edge of the battle area—The forward edge of the battle area (FEBA) is the foremost
limits of a series of areas in which ground combat units are deployed, excluding the areas in which
the covering of screening forces are operating; it is designated to coordinate fire support, the
position of forces, or the maneuver of units (JCS Publication 1).
 The forward line of own troops (FLOT) is a line which indicates
the most forward positions of friendly forces in any kind of military operation at a specific time
(JCS Publication 1). The FLOT may be at, beyond, and/or short of the FEBA in the nonlinear
battlefield (Army Field Manual 101-5-1).
A frequency-hopping, jam-resistant system for UHF radio.
The angular difference between the longitudinal axes of two aircraft.
HDACZ is airspace of defined dimensions, designed by the
airspace control authority, in which there is a concentrated employment of numerous and varied
weapons/airspace users.
Imminent threat warning (ITW) provides SA/warning of enemy
activity from a C2ISR to friendly assets. This does not imply commit or engage authority or the
ability to direct assets.
Inserting forces into an airfield or area.
Activities, operations, or organizations in which elements of more than one service of the
same nation participate.
A temporary corridor of defined dimensions which facilitates the
low-level passage of friendly aircraft through friendly air defense and controlled or restricted
airspace.
The best possible performance without exceeding aircraft limitations.
A position along a ridge or hill two-thirds the distance from the base to the
summit.
A specified route coordinated through the airspace controlling agencies
to provide minimum risk to friendly aircraft.
Multiple type aircraft operating in the same formation under the direction of the
same flight lead.
The coordinated efforts of two or more aircraft to provide combined firepower
and survivability.
Not in position.
Periodic check of aircraft systems performed by the aircrew (including fuel) for
safety of flight.
ROE contain the criteria and guidelines for weapons employment against
an enemy. ROE provide direction to the shooter governing what level of identification confidence
is required to shoot. ROE also include, but are not limited to, definitions of weapons control states
(hold, tight, and free) and self-defense criteria.
A procedure or flight profile used to drop an unwanted airdrop load in a controlled area
(DZ or pre-selected site).
Using sensors to search an area for threats.
Distance between an attacker and defender; can be lateral, longitudinal, or vertical.
 The level the warfighter is able to recognize, process, and react to both
external and internal factors in a dynamic environment to increase lethality, survivability, and
mission effectiveness.
A measure of an aircraft's ability to gain or lose energy in terms of
altitude, airspeed, or a combination thereof. Also called energy rate and expressed in fps or knots
per second.
Aircraft or elements maneuvering in relation to one another but in
different planes and/or altitudes.
A mode of control providing information in bearing, range, altitude, and aspect
(BRAA); bullseye; or geographic reference.
The time from release to impact.
The unit or agency which the Air Force is supporting.
Indicates an area of maximum exposure to enemy fire.
 The C-130 Combat Mission (CMG) is a quick-reference guide to
tactical operations. The CMG contains often used information to aid in mission planning, briefing
and execution. The guide is divided into four sections: briefing guides, aircrew aids, planning
checklists and planning aids. The CMG is not directive in nature but serves as the standard combat
guide for all C-130 units.
 A handheld GPS connected to a laptop computer running
moving map software can significantly enhance aircrew SA. Typically, the navigator operates
this mission-enhancement system, although the AC may authorize other crew members to use
the MMD to assist with SA. The MMD is designed as a SA/mission enhancement tool. It is not
a substitute for basic navigation. Do not use the handheld GPS to update navigation equipment
(SCNS/INS). When able, navigators should carry a USAF-approved laptop on all missions.
The current MMD system typically consists of the following standard
equipment setup:
• Laptop computer certified for in-flight use.
• PFPS and FalconView software.
• A GPS unit connected to the laptop.
• Inverter power unit connected to aircraft power.

A3.1.3.1 Standard Operation. Open the PFPS mission route file on the laptop computer.
Open the GPS tool and click the “connect” button. Once connected, the FalconView
software overlays the aircraft’s GPS position on a selected map, enabling a real-time
“God’s eye” view of the aircraft as it progresses. Then open the desired overlays and draw
files.
A3.1.3.2 Other Tools.
A3.1.3.2.1 Dynamic Range and Bearing Display. On the GPS toolbar, the GPS range
and bearing tool can be configured to display the radial and distance from a fixed
position to the aircraft. For example, setting up the GPS range and bearing tool from a
bullseye (coordinates) to “self” displays the aircraft’s dynamic bullseye position as it
moves.
A3.1.3.2.2 GPS Trail. The FalconView software stores all of the GPS information it
collects throughout the mission (altitude, groundspeed, track, and position) and saves it
for later retrieval. This allows aircrews to precisely reconstruct and debrief a mission
from chocks to chocks.
A3.1.3.2.3 More Information. See local PFPS contract support for more information.
Combat Track II (CTII) is AMC’s application for two-way, secure,
beyond line-of-sight (BLOS) messaging between multiple ground and airborne nodes. See the
Operator’s Combat Track II .
A3-2 AFTTP 3-3.C-130E/H, 7 December 2011

A3.2.1 Components. The CTII network consists of a master control and relay set (CRS)
station and multiple in-transit users (ITU) and/or ITU ground stations per satellite footprint
(i.e., CONUS, Atlantic, Pacific, and Indian Ocean). All ITUs with software edition 6.5 SR6
and later can communicate with each other across satellite footprints using a Tracker Network
Hub.
A3.2.1.1 Aircraft. In-flight ITUs consist of a laptop computer, computer-controlled UHF
radio, CTII transceiver, UHF SATCOM diplexer, and associated power/GPS/SATCOM
cabling.
A3.2.1.2 Ground Stations. Ground stations can access the CTII network via ITU ground
station, identical to an aircraft unit with man-portable UHF SATCOM and GPS antennas,
or SIPRNET workstation.
A3.2.2 Employment. CTII provides C2 in-transit visibility and secured data messaging
capability (aircraft to aircraft and aircraft to C2).
A3.2.2.1 Automatic position reporting allows in-transit visibility (ITV), increasing
situational awareness for both C2 agencies and aircrew.
A3.2.2.2 The system transmits via short data bursts providing for a low probability of
detection. It is able to send and receive short text messages (up to 140 characters
[including spaces]) and small files up to SECRET//NOFORN classification. Aircrews can
use the system to augment or replace C2 voice transmissions. Other potential uses include:
• Weather updates.
• Intelligence updates.
• SAFIRE reporting.
• Drop clearance.
• Battlespace awareness (when integrated into the broader tactical data link).
A3.3 Real Time in the Cockpit. Real time in the cockpit (RTIC) provides secure BLOS
communications to provide ITV to C2 and increase crew SA. RTIC is a future capability for
C-130’s.
 The structural limitations contained in TO-1C-130(X)-1 are intended
to prevent operation of the aircraft beyond the limit load and strength capabilities of the
aircraft. Aircrews should know the load limits to prevent overstressing the aircraft. The load
limits range from -1 to +3 Gs. These limits are predicated on maneuvering the aircraft
symmetrically in the vertical plane with a smooth, steady force applied on the elevator. The
limits also assume cargo weight and fuel weight distribution will fall within established
parameters. This is not always guaranteed when maneuvering in an operational situation, since
all three axes of motion and many different configurations may be utilized. Emphasize SA, as
specific loads placed on the aircraft could cause structural failure.
At any one time, three general stress moments are acting on the
aircraft: torsion, shear, and bending. See , Aerodynamic Forces.

+ Sz

Resulting Net
+ Mx
+M
+ Sx
(Mx)

(Mx)
Shear (Sz)

+ My

Torsion
+ Sy

UNCLASSIFIED Aerodynamic Forces

A4.1.2.1 Torsion. Exemplify torsion moment by wringing a towel. If the aircraft is

abruptly maneuvered about the roll axis, the wing initiates the movement and ultimately
the tail section moves. The empennage is the last portion to move since movement is
transmitted from the ailerons through the fuselage to the empennage. When aileron inputs
are performed in less than 0.3 seconds, torsion moments are the greatest.
 A4.1.2.2 Shear. Shear moment can be compared to an earthquake. During an earthquake,
one portion of the earth is uplifted and another is lowered. For an aircraft, a shear moment
can occur when an abrupt change about an axis is performed and quickly reversed. A
typical example of this maneuver is an aircraft beginning a rapid climb, abruptly stopping,
and initiating a rapid descent. Since the elevator initiates movement, the wings are the last
to react and are still moving upward in the vertical plane even though the empennage is
beginning a descent.
A4.1.2.3 Bending. An example of bending can be seen in a heavy tanker. Because of the
confined weight in the fuselage, the wings tend to bend upward in flight. As fuel burns off,
the load is distributed more evenly into the wings, which tends to straighten the wings. The
same occurs during high-G loads. In a 2-G maneuver, the fuselage doubles in weight and
singularly equals the total weight bearing capacity of the wings. When this occurs, the
wings bend upward, trying to maintain sufficient lift for the increased total load. The
highest bending moments occur when maximum accelerated loads are imposed within
0.3 seconds.
In coordinated turning flight, the load factor is proportional to the
bank angle and as TAS is increased, an increase in bank angle is required to maintain a given
turn radius. See , Bank Angle and Turn Radius. These relationships are applicable
to any aircraft. The C-130E/H is limited to 60-degree bank angles by TO-1C-130(X)-1. This
limitation is imposed primarily as a means of limiting load factors to 2 Gs during turn and roll
maneuvers.
A4.1.3.1 Stress Loads. Depending on the amount and the rate of flight control input, an
overstress condition can occur. Maximum inputs can be conducted without excessive
stress occurring; however, if the same inputs are conducted within 0.3 seconds, the loads
imposed upon the aircraft can exceed the design limits. At this point, the imposed limits
are close to the ultimate load limits. This condition (exceeding design limits) can occur
with any flight control input.
A4.1.3.1.1 Elevator. With abrupt elevator inputs, not only can an accelerated stall
occur, but the load limit can also be exceeded, possibly causing structural damage. See
, Pitching Maneuvers/Loading Envelopes (Horizontal Tail).
A4.1.3.1.2 Ailerons. At a given G loading while initiating a turn (unsymmetrical
maneuvers), the down aileron wing (rising wing) experiences additional G forces;
whereas the up aileron wing (descending wing) experiences lower G forces. As a
result, an unsymmetrical maneuver with 3 Gs will exceed the limit load on the down
aileron side (rising wing). See , Rolling Maneuvers/Loading Envelopes
(Wing Loading). This is why vertical load factors are less for unsymmetrical (roll)
maneuvers. , Additional Forces Due to Ailerons and Roll Motions,
illustrates wing forces in a steady roll, an accelerated roll, and a roll check/reversal.
A4.1.3.1.2.1 In a steady roll, aerodynamic loading as a result of aileron input is
somewhat countered by inertia loading due to roll velocity.
 4

3
Load Factor (Gs)

0
0 20 40 60 80
Bank Angle (deg)

Bank Angle (deg)

80 70
400

60
300
True Airspeed (kts)

50
40
200 30
20
10
100

0
0 1 2 3 4 5 6
Turn Radius — 1,000 ft

UNCLASSIFIED Bank Angle and Turn Radius

 Elevator Pitching Maneuver — Abrupt Inputs
Deflection 2
(T.E. Up) 1

3 Fwd C.G.

3 Aft C.G.

1 Fwd C.G.
Airplane Load 3
Factor (nz)
2 3 Aft C.G.

1
Time
0

Horizontal Tail
Limit
+ Shear + Abrupt Check
Ultimate

Torsion
Fwd C.G.
1
Aft C.G.

1 Applies to all three diagrams

3 1 Slowly applied elevator to produce 3.0 G
Abrupt Input 2 2 Same amount of elevator applied abruptly
(Entry)
3 Abruptly applied elevator with abrupt check

UNCLASSIFIED Pitching Maneuvers/Loading Envelopes (Horizontal Tail)

 Wheel
angle 3 1

1. Slowly applied input

2. Abrupt input—Checked
to neutral
3 3. Abrupt input—Reverse
Change in bank angle 2
checked
1

Ti me Down
aileron
side Up aileron
side
Upbending
3
2
1
3.0
Wing loads envelope
ad

1
ate lo

3
2 2
1 3
Ultim

load

2.0g
Limit

1
2
1.0g 3

Leading edge down Torsion Leading edge up

UNCLASSIFIED Rolling Maneuvers/Loading Envelopes (Wing Loading)

 Aerodynamic loading
due to aileron input
P

Inertial loading due to

Steady Roll roll velocity (P)*

Aerodynamic loading
due to aileron input *
P

Inertial loading due to

roll acceleration (P)*

Accelerated Roll

P
Inertial loading due to *
roll acceleration (P)* P

Aerodynamic Aileron input

loading due to:
Roll velocity (P)

Roll Check/Reversal

UNCLASSIFIED Additional Forces Due to Ailerons and Roll Motions

 A4.1.3.1.2.2 In an accelerated roll, the inertia loading as a result of roll
acceleration (including the arrows stemming from the engines) opposes
aerodynamic loading due to aileron input. Ultimately, the spanwise distribution of
these forces is significantly different; the outer wing is highly loaded without a
relieving inertia load.
A4.1.3.1.2.3 The roll check/reversal maneuver (as exemplified in ,
Additional Forces Due to Ailerons and Roll Motions, the aircraft was rolling to the
right when the aileron input is reversed to get the aircraft turning back to the left)
causes more stress on the aircraft than the steady roll or the accelerated roll. The
highest loads occur during the check phase of the roll where the aerodynamic
loading due to aileron input and roll velocity are additive and only imposed by
inertia loading due to roll acceleration.
NOTE: The roll check/reversal maneuver is exemplified in , Additional Forces Due
to Ailerons and Roll Motions. The aircraft was rolling to the right when the aileron input is
reversed to get the aircraft turning back to the left.
A4.1.3.2 Acceleration Limits. TO 1C-130[X]-1 allows for up to +3 Gs when specific
conditions are met. See TO 1C-130[X]-1, Section 5, Weight Limitations Charts. This
maximum limit is authorized when the aircraft maneuvers only in the pure (symmetrical)
vertical plane. When conducting defensive maneuvers, the pilot uses all three axes of
motion to turn the aircraft. While in a level turn, G forces can be divided into three
components: radial G (GR), cockpit G (GC), and gravitational G (Gg). Using the following
formula:

NOTE: While flying straight and level (no turn), Gc = 1 and Gg = 1 (always); therefore, GR = 0.
However, for a 3-G level turn:

NOTE: If maneuvering about all three axes and not in a level turn, the equation becomes more
complex:

NOTE: Radial G is used in turn rate and radius equations and is an important concept when
discussing maneuverability.
A4.1.3.3 Main Points.
A4.1.3.3.1 Structural design loads for the C-130 are the result of design criteria
loading conditions that are evaluated over the range of design loading parameters.
 A4.1.3.3.1.1 The design conditions include abrupt and steady symmetrical
maneuvers, accelerated and steady rolls, abrupt yawing maneuvers, sudden engine
failure, vertical and lateral gust inputs, high sink rate landings, and ground
operations.
A4.1.3.3.1.2 The design loading parameters include zero fuel weight, fuel weight
and distribution, CG position, airspeed, aircraft configuration (clean, flaps down,
airdrop system), distribution of cargo, and other variables within design limits of
the aircraft.
A4.1.3.3.2 There is enough elevator control power available to cause severe structural
damage if the aircrew fails to observe the appropriate maneuver load factor limitations.
A4.1.3.3.3 Abrupt elevator inputs may result in load factors overshooting and
exceeding design load limits on the empennage.
A4.1.3.3.4 Do not abruptly reverse the ailerons past neutral to check roll maneuvers.
A4.1.3.3.5 Rudder deflections are best applied slowly. However, abrupt rudder inputs
are permissible with flaps retracted if corrective rudder is not applied until after
equilibrium (steady state) sideslip is reached. Corrective rudder deflection should not
go beyond neutral.
A4.1.3.3.6 The airframe becomes less tolerant of exceeding structural operating
limitations depending on its operational history, accrued flight time, inspection, or
maintenance history.
Information on C-130 capabilities has historically addressed
only traditional roles and missions. Lift capacity, endurance, and range were the primary concerns.
However, today’s A/A combat arena demands maximum maneuvering flight performance from
the aircraft and crews. One way to better employ the C-130 in the ACM environment is through an
understanding of performance charts and EM concepts. An in-depth knowledge of an aircraft’s
capabilities not only increases tactical effectiveness but also enhances safety and survivability.
Developed in March 1966 by Major J. Body (USAF)
and Mr. T. Christie, EM was designed to provide a method of comparing dissimilar fighter aircraft.
Specifically, EM was used in an effort to explain what had been observed in Southeast Asia
between the F-4C and the MiG-21C. By comparing the EM characteristics, insight was gained and
a scientific basis for developing maneuvering tactics was provided. Since then, EM has become a
vital mission planning consideration for the fighter pilot preparing to engage in A/A combat.
Therefore, the principles that apply to fighter aircraft in ACM also apply to the C-130.
Aircraft maneuverability is the capacity to change the
direction and/or magnitude of the velocity vector. While this definition describes maneuverability
accurately, it provides little feel for how the pilot efficiently maneuvers the C-130. From
experience, it is known that energy is used every time the aircraft turns, descends, or climbs. If the
energy available is used faster than it is supplied, the aircraft must either slow down or descend. If
the engines are supplying energy faster than the aircraft uses it, the aircraft will accelerate or
climb. Because of the complexity of this relationship, it is impossible to reduce an aircraft’s
performance to a simple number. While there are many factors affecting the performance of any
aircraft, the three most important factors are wing loading, thrust-to-weight ratio, and power.
 Wing loading is determined by dividing the total weight of the
aircraft by the number of square feet of wing surface. If the aircraft has low wing loading
(i.e., a large-wing C-130), it can usually turn well at low airspeed. It will turn without losing
much energy but is usually not capable of high speeds because of drag. On the other hand, an
aircraft with high-wing loading (a small-wing fighter) is capable of very high speeds but turns
slowly and requires more energy to turn. Modern fighters (e.g., F-15/F-16/F-22 and MiG
27/MiG-29/Su-30) are usually designed with some type of compromise and in some cases,
have movable devices (i.e., slats and swing-wings) to optimize performance in certain flight
regimes.
Thrust-to-weight ratio is the amount of thrust produced by
the engines compared to the weight of the aircraft. This helps determine if the aircraft has a
power surplus or deficiency that will affect performance. Higher thrust-to-weight ratios allow
for faster acceleration and the ability to sustain higher G turns. Maneuvering with heavy cargo
weights (low thrust-to-weight ratio) can have a dramatic effect on aircraft performance.
The C-130 is unique in that approximately 46 percent of the wing
area is immersed in the propeller’s slipstream resulting in lift being affected by power settings.
This high-velocity airflow produces exceptional wing lift at high power settings and can
substantially decrease stall speeds as compared to power-off conditions. Use caution in
reducing power during aggressive maneuvering, as the resulting loss of lift may cause a stall
without a change in AOA. Conversely, if a stall is inadvertently approached, a rapid increase
in power may solve the problem.
The maneuver diagrams represent the aircraft’s ability to change
altitude, airspeed, and direction for a given set of flight conditions. The characteristics considered
are the maximum lift capability of the wing, aerodynamic drag, structural limits, engine thrust,
and total weight. Each diagram is applicable to only one altitude, configuration, weight, and
power setting. NOTE: Maneuver diagrams consider turning only in a horizontal plane. While
limited in scope, maneuvering diagrams are still very useful in determining maneuver
performance. See , Maneuver Diagram, for the following discussions on diagram
interpretations. It is important to understand that performance charts represent ideal parameters
and may not be duplicated by actual aircraft performance because of many factors (i.e., older less
powerful engines, abrupt flight control inputs, and excessive G loading).
For a given airspeed, lift is increased by increasing the AOA to
a maximum before stall, departure from controlled flight or an intolerable buffet occurs. Lift
limit capability (CLmax) is the maximum coefficient of lift which corresponds to the critical
AOA. It is represented on the maneuver diagram as the left boundary of the aircraft envelope.
In this region, the load factor capability is aerodynamically limited.
The available load factor is also limited by the structural (or
maximum G) capability of the aircraft. This structural limit is denoted as “max G” and
determines the upper limits of the aircraft envelope. Another structural limit, total dynamic air
pressure (Max Q), defines the right-hand boundary of the envelope. Max Q represents the
maximum allowable velocity.
 A Corner Velocity

TURN RATE-DEGREE/SECOND

Max G
Sustained Corner
Velocity
B

C Best Energy Rate at

Ps = 0 KCAS/SEC Max G

C Max
L
Max Q

Max Energy Gain

D

0 MACH NUMBER

UNCLASSIFIED Maneuver Diagram

These lines represent power and indicate whether airspeed will be

lost, maintained, or gained. Energy contours are denoted by specific excess power (Ps).
Positive values mean airspeed gain, negative values mean airspeed loss, and zero means
sustained airspeed. Energy contours are in knots calibrated airspeed (KCAS) per second.
The minimum velocity at which maximum G can be obtained is
defined as “corner velocity.” See point A of , Maneuver Diagram. At corner
velocity, the aircraft attains its highest instantaneous rate of turn and the smallest instantaneous
turn radius. This rate and radius at maximum G cannot be maintained since the aircraft is
operating in the region where Ps values are negative, meaning the aircraft will slow down
while performing the maneuver. When maneuvering at maximum G above this speed
(G-limited), turn rate decreases and turn radius increases. Likewise, when maneuvering below
this speed (stall-limited, cannot obtain maximum G), turn rate decreases and turn radius
increases.
Sustained corner velocity is the speed at which a
maximum sustained turn rate and minimum sustained turn radius can be achieved for a given
power setting. See point B of , Maneuver Diagram. It is a function of thrust since
it is where the most G can be maintained without an accompanying loss of speed and/or
altitude. It corresponds to the highest point on the Ps = 0 curve. The C-130’s sustained corner
velocity is found easily as it happens to occur at the intersection of the Ps = 0 line and the
CLmax line. During evasive maneuvering, it is important to know if a turn rate can be
sustained. At heavy gross weights and high altitudes, the aircraft may not be able to achieve
the G necessary for a break turn.
 If the Ps values are noted all along the maximum
load factor line, they will be highest at one point. See point C of , Maneuver
Diagram. This occurs at a higher airspeed/Mach number and lower turn rate than corner
velocity, but will produce the best energy rate for maneuvers at maximum G.
By noting the average airspeed/Mach
number where the apexes of the energy contours occur, the best maneuvering speed for a given
altitude may be determined. See point D of , Maneuver Diagram. Maintaining this
speed will provide approximately the best energy rate for that altitude regardless of G loading.
The format for the EM diagrams is that of turn rate/radius charts with Ps
contours.
• , C-130E (-7 Engines), 971 Degrees TIT, Sea Level.
• , C-130E (-7 Engines), 971 Degrees TIT, 5,000 Feet MSL.
• , C-130E (-7 Engines), 971 Degrees TIT, 10,000 Feet MSL.
• , C-130H (-15 Engines), 1,049 Degrees TIT, Sea Level.
• , C-130H (-15 Engines), 1,049 Degrees TIT, 5,000 Feet MSL.
• , C-130H (-15 Engines), 1,049 Degrees TIT, 10,000 Feet MSL.
There are several regions or points on the maneuver diagrams to
consider when planning engagements. The optimum maneuver for a given situation depends
on whether turn rate, energy gain, or energy loss (airspeed, altitude) is more advantageous.
This will depend on a comparison of the relative energy states of the attacker and defender.
If turning is critical and altitude/airspeed losses can be allowed,
maneuvering at corner velocity achieves the quickest, tightest turn. When gaining energy for
an engagement, having the advantage is important; make only the minimum necessary turns
and maintain at least maximum energy airspeed.
There are, of course, compromises between the two extremes of
maximum turn rate and maximum Ps. If the energy level of the aircraft is satisfactory (i.e., the
altitude and airspeed are both high enough), perform maneuvering where sustained turn rate is
the highest.
There is a spectrum of maneuverability between the absolute quickest turn
and the absolute maximum energy gain. One can be traded for the other, and the optimum
trades can be accomplished by flying the appropriate airspeed/Mach and G load corresponding
to the position on the diagram. Remember, the maneuver diagrams are good for only one
altitude, weight, and power setting. True optimum maneuverability and energy management
should consider variable altitude as well as airspeed/Mach number and load factor.
 C-130E
ENERGY CONTOURS ARE IN KCAS/SEC

CONFIGURATION:
EXTERNAL TANKS STANDARD DAY
TIT OF 971 DEG C ALT = SEA LEVEL
WT = 130,000 LBS

MACH NUMBER
0 0.2 0.4 0.6 0.8 1.0 1.2 1.4
32.00

2,000 FT
TURN RADIUS - 1,000 FT
24.00
TURN RATE (DEG/SEC)

4,000 FT
16.00

A
C
B G
LI
M
T

IT 8,000 FT
IMI

=
3.0
TL
8.00

SPEED LIMIT

D
LIF

16.000 FT

32,000 FT
0.00

0 200 400 600 800 1000

KCAS

UNCLASSIFIED C-130E (-7 Engines), 971 Degrees TIT, Sea Level

 C-130E
ENERGY CONTOURS ARE IN KCAS/SEC

CONFIGURATION:
EXTERNAL TANKS STANDARD DAY
TIT OF 971 DEG C ALT = 5,000 FT
WT = 130,000 LBS

MACH NUMBER
0 0.2 0.4 0.6 0.8 1.0 1.2 1.4 1.6
32.00

2,000 FT
24.00

TURN RADIUS - 1,000 FT

TURN RATE (DEG/SEC)

4,000 FT
16.00

G
LI
M
T

IT
IMI

= 8,000 FT
3.0
T L
8.00

SPEED LIMIT
LIF

16.000 FT

32,000 FT
0.00

0 200 400 600 800 1000

KCAS

UNCLASSIFIED C-130E (-7 Engines), 971 Degrees TIT, 5,000 Feet MSL
 C-130E
ENERGY CONTOURS ARE IN KCAS/SEC

CONFIGURATION:
EXTERNAL TANKS STANDARD DAY
TIT OF 971 DEG C ALT = 10,000 FT
WT = 130,000 LBS

MACH NUMBER
0 0.2 0.4 0.6 0.8 1.0 1.2 1.4 1.6
32.00

2,000 FT

TURN RADIUS - 1,000 FT

24.00
TURN RATE (DEG/SEC)

4,000 FT
16.00

G
LI
IT

M
IM

IT
= 8,000 FT
TL

3.0
LIF
8.00

SPEED LIMIT

16.000 FT

32,000 FT
0.00

0 200 400 600 800 1000

KCAS

UNCLASSIFIED C-130E (-7 Engines), 971 Degrees TIT, 10,000 Feet MSL
 C-130H
ENERGY CONTOURS ARE IN KCAS/SEC

CONFIGURATION:
EXTERNAL TANKS STANDARD DAY
TIT OF 1049 DEG C ALT = SEA LEVEL
WT = 130,000 LBS

MACH NUMBER
0 0.2 0.4 0.6 0.8 1.0 1.2 1.4
32.00

2,000 FT
24.00

TURN RADIUS - 1,000 FT

TURN RATE (DEG/SEC)

4,000 FT
16.00

G
IMI

LI
M
TL

IT
= 8,000 FT
LIF

3.0
8.00

SPEED LIMIT

16.000 FT

32,000 FT
0.00

0 200 400 600 800 1000

KCAS

UNCLASSIFIED C-130H (-15 Engines), 1,049 Degrees TIT, Sea Level

 C-130H
ENERGY CONTOURS ARE IN KCAS/SEC

CONFIGURATION:
EXTERNAL TANKS STANDARD DAY
TIT OF 1049 DEG C ALT = 5,000 FT
WT = 130,000 LBS

MACH NUMBER
0 0.2 0.4 0.6 0.8 1.0 1.2 1.4 1.6
32.00

2,000 FT

TURN RADIUS - 1,000 FT

24.00
TURN RATE (DEG/SEC)

4,000 FT
16.00

T
IMI

G
LI
M
TL

IT
= 8,000 FT
LIF

3.0
8.00

SPEED LIMIT

16.000 FT

32,000 FT
0.00

0 200 400 600 800 1000

KCAS

UNCLASSIFIED C-130H (-15 Engines), 1,049 Degrees TIT, 5,000 Feet MSL
 C-130H
ENERGY CONTOURS ARE IN KCAS/SEC

CONFIGURATION:
EXTERNAL TANKS STANDARD DAY
TIT OF 1049 DEG C ALT = 10,000 FT
WT = 130,000 LBS

MACH NUMBER
0 0.2 0.4 0.6 0.8 1.0 1.2 1.4 1.6
32.00

2,000 FT

TURN RADIUS - 1,000 FT

24.00
TURN RATE (DEG/SEC)

4,000 FT
16.00

G
IMI

LI
M
IT
TL

= 8,000 FT
3.0
LIF
8.00

SPEED LIMIT

16.000 FT

32,000 FT
0.00

0 200 400 600 800 1000

KCAS

UNCLASSIFIED C-130H (-15 Engines), 1,049 Degrees TIT, 10,000 Feet MSL
 A functional knowledge of EM can create a tactical
advantage. Carrying adequate energy into an engagement is desirable and having excessive energy
may degrade turn performance. When discussing EM, a question often surfaces: Is corner velocity
the airspeed we should plan to fly? A single answer does not cover every possible situation. Turn
radius performance during navigation (10- to 30-degree bank to minimize wing flash to the fighter
or to a ground-based radar) may dictate speeds below corner velocity to remain hidden. Other
areas of the route may require higher airspeeds to limit exposure (i.e., an open valley). During
mission planning, when deciding which parts of the route require higher or lower airspeeds, keep
in mind the time required to transition from one speed to another, the terrain, performance factors,
and the projected tactical situation. The list can include all the situations where a speed other than
corner velocity may be best. Although C-130 performance is limited, understanding and
exploiting the performance capabilities will enhance mission accomplishment and survivability.
Although not addressed in these figures, a 90,000-pound C-130 has
a corner velocity of approximately 170 KIAS; a 140,000-pound C-130 has a corner velocity of
approximately 205 KIAS. As previously mentioned, there are several reasons to fly at other
speeds, but keep in mind the corner velocity if the aircraft maneuvers against a threat. A keen
knowledge of performance capabilities is vitally important when planning and flying missions
in a combat environment.
In order to achieve maximum performance from the
C-130, the aircrew must understand the aircraft’s performance capabilities and be trained in
maximum performance aircraft handling. Training and proficiency will allow the pilot to
recognize the approach of performance limits. Failure to give adequate respect to the aircraft’s
performance and structural limitations can easily result in mission failure. Maximum
performance capabilities are most effective when combined with SA, timely implementation
of planned maneuvers, and positive aircraft control.
Flying at speeds well above corner velocity makes the
aircraft feel like it is handling better; even at high G loading, the wing is well within the
normal operating AOA. An additional 40 knots will increase the comfort factor in terms of
aircraft response and stall margin, but at the expense of a 20-percent loss in turn rate and more
than 40 percent increase in turn radius. That additional performance could be the difference
between a successful defense and a deadly mission termination. When performing aggressive
break maneuvers at higher airspeeds, use caution as the available G may exceed aircraft design
limits.
Selection of the appropriate airspeed for the specific situation
is only one of the many important factors in the overall tactical picture. Pilot awareness of
current energy level, energy available, stall speed, turn performance, and aircraft limitations is
extremely critical to operations in low-level, mountainous terrain, or high-threat
environments. Other considerations, including effective terrain masking to avoid detection and
effective lookout to detect an attack, may have more affect on mission success and survival
than the selection of an en route airspeed. Crews need to be able to integrate aircraft
performance in a variety of tactical situations since employment methods, weights, and tactics
can vary from mission to mission.
 Tactical maneuverability is related to total energy and how well that energy is
managed. For best maneuverability, the pilot must know when and how to maneuver to a higher or
lower energy level and how to best conserve internal fuel when locked in an A/A encounter.
Studying EM diagrams for likely threat aircraft prior to each mission provides the aircrew an
advantage if engaged.
 Chemical, biological, radiological, and nuclear (CBRN) warfare poses
substantial, but not insurmountable, barriers to air operations. The availability of sophisticated,
highly mobile delivery systems for these weapons of mass destruction is well documented. While
only the National Command Authority (NCA) can authorize use of CBRN munitions, the threat of
a terrorist group or rogue state using nuclear materials or biological and chemical weapons has
increased dramatically. Operations in this environment make it necessary for crews to fly each
mission in chemical protective garments as a survival precaution.
A nuclear detonation creates an intense fireball; the result of the immense
and sudden release of energy. A nuclear detonation causes a blast wave, release of nuclear and
thermal radiation, and an intense burst of electromagnetic energy. Initially, the weapons effects are
primarily LOS and will be of reduced intensity as distance from the blast increases. If a nuclear
detonation is observed, immediately turn the aircraft away from the fireball, use terrain features to
mask, and maintain a flight path away from the blast until the shock wave passes. Distance from
the blast will determine the time duration. See , Daytime Visual Effects of Nuclear
Detonation; , Nighttime Visual Effects of Nuclear Detonation; and ,
Categories of Danger to Aircraft and Aviators, for additional information.

Eyes focused on point Yes. Recovery in

NA Severe
of detonation approximately 2 minutes
Burst in field of vision,
Yes. Recovery in
but not focused on NA Probable
less than 2 minutes
point of burst
Personnel shielded or
Not very likely NA Possible
looking away

Blast and shock account for most of the material damage and a
considerable number of initial casualties. The damage mechanisms of air blasts result from
overpressure and dynamic pressure. The effect will cause radical inputs to pressure-sensing
instruments (airspeed, altitude, and VVI). The shock wave is the most significant nuclear
threat while at low levels. Because a pressurized aircraft is more resistant to overpressure, the
aircraft should be pressurized to the lowest cabin altitude. The aircraft may experience
moderate to severe turbulence as the shock wave passes, followed by a rapid loss of several
hundred feet in altitude as the air density drops.
Eyes focused Yes. Recovery gradual Yes Very severe
on point of in 10 minutes or less, Recovery gradual in
detonation depends on visual task 15 to 35 minutes
to be performed and
level of illumination
Burst in field Yes. Recovery in Yes Probable
of vision, but approximately Recovery in
not focused 5 minutes or less for 15 to 35 minutes
on point most situations,
of burst depends on visual task
to be performed and
level of illumination
Personnel Possible from Yes Possible
shielded or reflection. Recovery in Recovery in no less
looking away 2 to 3 minutes for most than 15 minutes
situations, depends on
visual task to be
performed and level of
illumination

Blast • Approximately 50 percent of the energy of the explosion.

Thermal
Residual radiation (fallout)
Initial radiation
Electromagnetic pulse (EMP)
• Causes kinetic damage to aircraft and aircrew.
• Approximately 35 percent of the energy of the explosion.
• Causes thermal damage to aircraft and aircrew (e.g., burns,
eye injury).
• Approximately 10 percent of the energy of the explosion.
• Causes objects to become radioactive; ionizing radiation
causes cancer and leukemia.
• Approximately 5 percent of the energy of the explosion.
• Causes physiological damage by acute irradiation of
tissues; lasts for approximately 1 minute after detonation.
• Approximately 1 percent of the energy of the explosion
• Causes thermal damage in micro circuitry.
 Thermal effects result from IR, visible, and ultraviolet radiation
produced by the nuclear explosion.
A5.2.2.1 Thermal Burns. Thermal burns are directly produced as flash burns or indirectly
produced by fires that are caused by the detonation. Exposed skin areas may be burned by
intense heat or burns may result from combustible materials in the aircraft catching fire.
The fire-resistant characteristics of the Nomex flight suit, gloves, and leather boots will
help protect crew members from thermal burns.
A5.2.2.2 Flash Blindness. Flash blindness is a temporary impairment of vision caused by
the saturation of the light-sensitive elements in the retina of the eye. Normally, flash
blindness will be brief and recovery complete. Flash blindness may be produced by
scattered light and does not necessarily require eyes to be focused on the fireball. At night,
flash blindness will be more severe and recovery slower. Flash blindness is considered a
hazard to crews because of the potential of an aircraft crash if the pilots are temporarily
blinded.
A5.2.2.3 Retinal Burns. A retinal burn is a permanent eye injury occurring when the
retinal tissue is heated excessively by the focused image of the fireball on the retina. A
retinal burn is painless and normally will not be noticed by the individual concerned if it is
off the central axis of vision. However, very small burned areas may be noticeable if they
are centrally located. Generally, personnel will be able to compensate for a small retinal
burn by learning to scan around the burned area.
A5.2.2.4 Eye Protection. Safe distances from a nuclear detonation are based on the size of
the weapon, direction of the explosion, and sky conditions. A 1-megaton weapon can
cause temporary flash blindness as far as 55 NM away. Some high-altitude weapons can
cause temporary flash blindness as far away as 225 NM. Eye protection is possible if
protective wear is provided by either gold goggles or eye patches. NVGs can provide some
protection; however, they will immediately become inoperable. The dark helmet visor,
while filtering out 85 percent of the visible light, does not provide adequate flash blindness
protection. Lessen the effect of the initial flash by quickly closing the eyes and turning the
head away from the light source. If the aircrew has suffered flash blindness, they should
work around the effect by using peripheral vision and scanning around the burned areas of
the retina. To cope with flash effect, crews may have to swap out crew positions if the
pilots become disabled.
Initial nuclear radiation is defined as the radiation emitted
within the first minute of detonation. The primary casualties result from exposure to neutrons
and gamma rays. Initial radiation effects are applicable for relatively low-yield explosions (50
kiloton or less) because they will extend beyond the radius of lethal blast and thermal effects.
All nuclear radiation emitted after the first
minute is called residual radiation. Dirt and debris from the ground are sucked into the fireball
and carried by the wind. Fallout starts at ground zero and spreads downwind. The total spread
of the fallout is based on the weapon’s size, construction, burst option, and high-altitude
winds. Disaster preparedness personnel will compute the spread of fallout as part of their
post-attack duties and must be involved in mission planning when operations in a post-attack
environment are considered. While flying, crews will be exposed to residual radiation for only
 short periods; therefore, the radioactive hazard is small. Fallout debris can damage engine
components. To minimize the effects of airborne fallout debris, limit exposure, and follow
procedures listed in the TO 1C-130(X)-1 for desert operations.
Electromagnetic pulse is an intense flux of electromagnetic
energy moving out from the nuclear burst at approximately the speed of light. As this flux
spreads out, it induces current flow in all conductive materials in its path. Excessive current is
generated in antennas, long wire and cables, metal objects, radios, and electronic equipment.
Due to the electromagnetic nature of the flux, it travels farther than the blast, it affects objects
shielded from thermal radiation, and it is difficult to predict the extent to which the area is
affected. Effects vary from complete burnout (from arc-over) to temporary or permanent
circuit disturbances caused by reverse or excessive current flow. The most susceptible systems
are those using integrated circuits and transistors (e.g., computers, transmitters, receivers,
intercom systems, SATCOM systems, and electronic countermeasures [ECM] pods). The
aircrew does not have the capacity to defend against EMP. To cope with EMP effects, aircrews
must depend on basic flying skills (i.e., needle, ball, airspeed, timing using spring-driven
clocks, and magnetic heading). The effects of EMP will vary depending upon the altitude and
location of the detonation.
A5.2.5.1 Near Surface Blast. Effects are generally localized in the area of the blast and
consist of damage done to electronic equipment. This damage can be classified as
temporary (e.g., tripping of CBs or alteration of memory banks) or permanent (e.g.,
burning out of components or reversal of a component’s polarity).
A5.2.5.2 Exo-Atmospheric Blast. Effects outside the Earth’s atmosphere are experienced
farther away but are of relatively shorter duration (a matter of hours) than the near surface
bursts. The effects travel LOS, potentially affecting entire continents (aircraft equipment
affected includes SATCOM and HF).
Biological weapons are unique in that they are living organisms or are
the toxic by-products from living organisms. There may be no immediate casualty rate following
initial exposure to biological weapons and their coverage can be thousands of square miles. The
physical spread of biological warfare agents is largely affected by the wind at the point of release.
Biological agents include bacteria, viruses, fungi, and rickettsia. They have different
characteristics, cause different diseases, and require different methods of treatment. Germs can
enter the body in three ways: through the skin, respiratory tract, or the digestive tract. Biological
weapons have little tactical value and are generally used as a terror weapon. See ,
Characteristics of Biological Agents; , Signs of Possible Biological Attack; and
, Effects of Biological Agents, for additional information.
Biological agents may be delivered by spray, particle generators,
or bomblets. Some agents use infectious vectors including ticks, fleas, and mosquitoes to
spread diseases like the plague, malaria, and typhoid fever. Vectors rely heavily on favorable
weather in order to survive. Report all sickness immediately; this permits early treatment of
the disease, enables trained personnel to identify the biological agent, and helps to prevent the
spread of the disease from person to person.
AFTTP 3-3.C-130E/H, 7 December 2011 A5-5

Table A5.4 Characteristics of Biological Agents.

• Are characterized by a low agent requirement—a little goes a long way
• Cover a larger area
• Are weather dependent
• Have delayed effects
• Easily penetrate fortifications and buildings
• Do not destroy material
• Are hard to detect
• Usually decay over time
• Are easy to manufacture
• May have graduated severity

Table A5.5 Signs of Possible Biological Attack.

• Low-flying aircraft appear to produce a mist or spray
• A munition delivered by enemy aircraft that has no apparent explosive impact
• Unusual bomblets are found
• Numerous unexplained ill personnel are observed.
• Unusual swarm of insects are observed—such as mosquitoes—suddenly appearing after
aircraft have dropped containers that do not have an immediate effect
• Numerous sick or dying animals become apparent

A5.3.2 Mycotoxins. Mycotoxins are non-living substances produced naturally by fungus

(found in improperly stored grains) and can be synthetically produced. The best known
military mycotoxin is T2, commonly referred to as “yellow rain.” Mycotoxins have been used
in Yemen, Cambodia, Laos, and Afghanistan. They are normally delivered as droplets by
aircraft. Symptoms include the rapid onset of vomiting, hemorrhaging from the body
openings, and severe itching and tingling of exposed skin. Death may occur in a matter of
minutes. T2 is very stable and will stay viable for a very long time. Protective measures
include wearing a chemical defense ensemble and decontamination of affected areas. T2 has
only been used against unprotected opponents but may be used against any military target.
A5.3.3 Operational Considerations. Because biological weapons can affect such wide
areas, once they have been employed in a theater, assume they will eventually contaminate
each operating location. Strict enforcement of basic hygiene in garrison and especially under
field conditions is necessary. Create and maintain a clean living area to prevent the spread of
bacteria. Regularly wash clothes and bedding. Regular exercise and eating balanced meals
build and maintain the body’s natural defenses to disease. Thoroughly wash all fruits and
vegetables before eating, and ensure all food (especially meat) is thoroughly cooked. Drink
only from approved water sources. Prompt treatment of any sickness or injury will reduce the
total effect of biological weapons. Quarantine procedures can limit the spread of diseases. A
thorough inspection of cargo and the extensive use of insecticides will also limit the spread of
biological diseases.
Rickettsia prowazekii 6 to 15 days Headache, fever, general pains, skin rash Lice
Rickettsia mooseri 6 to 14 days Headache, fever, general pains, skin rash Rat fleas
Rickettsia tsutsugamushi 7 to 10 days Headache, fever, general pains, skin rash Rodent mites
Rickettsia Rickettsii (Rocky Mountain Spotted Fever) 3 to 10 days Fever, general pains, skin rash Ticks
Coxiella burnetii (Nine-Mile Fever) 14 to 26 days Headache, fever, weakness, sweating Ticks
Bacillus anthracis (Anthrax) 1 to 7 days Carbuncles, swelling Animal products
Shigella Dysenteriae 1 to 7 days Fever, abdominal pain, diarrhea Infected food or drink, flies
Brucella Group (brucellosis or undulant fever) 6 to 60 days Irregular fever, pain in joints and muscles Infected food stuffs, untreated
dairy products
Vibrio cholerae (Cholera) 1 to 5 days Nausea, vomiting, diarrhea Infected food, water, flies
Corynebacterium diptheriae (Diphtheria) 2 to 5 days Slight sore throat and fever Droplet infection
Francisella tularensis (rabbit fever; deerfly fever) 1 to 10 days Chills, fever, prostration Infected animals, ticks, water

bubonic plague 4 to 7 days High fever, extreme weakness, death Rodent fleas and ticks
Pneumonic plague 1 to 7 days High fever, extreme weakness, death Droplet inhalation
Septicemic plague 1 to 7 days High fever, extreme weakness, death Wounds/skin abrasions
Sylvatic plague 1 to 7 days High fever, extreme weakness, death Rodent fleas
Pseudomonas mallei (Glanders) 3 to 5 days Lesions of skin, mucous membranes, Infected horses, mules
viscera
Pseudomonas pseudomallei (Whitmore’s Disease) A few days High fever, weakness, vomiting, death rodents
Salmonella typhosa (typhoid fever) 3 to 38 days Fever, enlargement of the spleen, spots Contaminated water,
shellfish, human carrier
Salmonella penterica (paratyphoid fever) 1 to 10 days As for typhoid fever, but milder Contaminated foods, liquids
Salmonella typhimurium (salmonella food poisoning) 1 to 2 days Headache, chills, abdominal pains Rodents, human carriers
Mycobacterium tuberculosis (tuberculosis, TB) + 1 month Coughing, fever, fatigue, weight loss Human carriers

Equine encephalomyelitis viruses 1 to 3 weeks Fever, drowsiness, sometimes death Blood-sucking insects
Psittacosis (parrot fever) 6 to 15 days Pulmonary infection, headache, backache, Avian carriers, infected birds
constipation
Encephalitis 2 to 15 days headache, drowsiness, convulsions Mosquitoes
Influenza 1 to 7 days Catarrh inflammation, fever, aches, pains Infected persons
Variola (Smallpox) 7 to 21 days Severe fever, blisters Infected persons
Yellow fever 3 to 6 days Fever, aches, jaundice, severe Mosquitoes
gastrointestinal symptoms
Dengue fever 3 to 15 days Fever, intense headache, skin rash Mosquitoes
Hepatitis A 15 to 40 days Fever, nausea, headache, jaundice Nasal/intestinal discharges of
infected persons
Hepatitis B 40 to 150 Fever, nausea, headache, jaundice Blood, serum, or plasma from
days infected persons

Coccidioides Immitis 10 to 21 days Disabling respiratory infection, then Contaminated dust, soil
abscesses vegetation
Histoplasma Capsulatum 5 to 18 days Lesions on the skin or mucus membranes Contaminated dust
Nocardia asteroids Unknown Pneumonia, tumors, headaches, death Contaminated soil

Botulinus toxin 12 to 72 Vomiting, constipation, sweating, death Contaminated food

hours
Staphylococcus toxin 30 minutes Violent vomiting, stomach cramps, Contaminated food, human
to 4 hours diarrhea carriers
 Proliferation of chemical capabilities throughout the world has increased
the likelihood for chemical warfare (CW) in mid- and low-intensity conflicts. Combat forces have
an urgent need to be prepared for CW. Preparation should include the development and acquisition
of chemical defense equipment, training in its use, and development of doctrine and tactics for
operation in a CW environment. Chemical contamination can render aircraft, support vehicles,
and equipment unsafe or unusable. It may be possible to avoid chemical contamination if effective
contamination avoidance measures are practiced. Expedient means of decontamination can save
valuable time and effort and rapidly return mission-essential equipment to operation.
Bombs, land mines, mortars, rockets, missiles, grenades, and
chemical-filled cluster bomblets can deliver chemical agents. Chemical agents can also be
dispensed through aircraft equipped with sprayers. Their presence may not be noticed until
people begin reacting to their harmful effects. The primary military purpose of chemical
agents is to insert time delays in the enemy’s operations.
Chemical agents are manufactured as aerosols, liquids, gels, and solids.
Aerosols are usually invisible and extremely toxic. Some are odorless and colorless while
others have distinctive aromas. Persistence of chemical agents are tailored to their intended
use. They may remain toxic from a few seconds to several months. Liquids and gels vary in
texture and appearance. They are toxic to the touch and may emit deadly vapors.
Chemical agents enter the body through respiration, skin
contamination, or through body openings (e.g., eyes, nose, cuts, and abrasions). The effects
may last minutes or days depending on the agent type, method of delivery, and weather
conditions.
There are four major groups of chemical agents: nerve, blister, blood,
and choking agents. See , Chemical Warfare Agents Reference List, and
, Characteristics and Defense Against Types of Chemical Agents.
A5.4.4.1 Nerve Agents.
A5.4.4.1.1 Military Significance. Nerve agents are the most lethal and fastest acting of
the standard CW agents. These agents affect the nervous system and are highly toxic
whether inhaled, ingested, or absorbed through the skin. Persistency ranges from hours
to many days.
A5.4.4.1.2 Symptoms of Exposure. Nerve agent exposure is difficult to distinguish.
Symptoms include runny nose, tightness of the chest, difficulty breathing, excessive
sweating, drooling, nausea, vomiting, diarrhea, and convulsions. Nerve agents can also
cause muscular twitching, dimness of vision, and pinpointing of the pupils.
A5.4.4.1.3 Onset of Symptoms. Inhalation produces symptoms within 1 to 2 minutes.
The victim may be incapacitated within 5 to 10 minutes. Death may occur after several
hours or days. Ingestion may cause the same symptoms; however, incapacitation may
take longer. Nerve agents are retained by the body for an extended period; thus,
intermittent, cumulative exposure to low amounts can lead to the same ultimate effect
as a single exposure to a higher amount. Protection. The full protective aircrew
chemical defense ensemble (ACDE) is effective against nerve agents. When properly
 worn, the various chemical protective masks prevent inhalation of nerve agents. All
layers of the outer garment must be protected against saturation of liquids, chemical
agents, water, or petroleum.

Phosgene CG Gas Casualty Choking No New mown hay

Disphosgene DP Liquid Casualty Choking No New mown hay
Tabun GA Liquid Casualty Nerve Yes Faintly fruity
Sarin GB Liquid Casualty Nerve No Faintly fruity
Soman GD Liquid Casualty Nerve Yes Fruity camphor
V-Agent VX Liquid Casualty Nerve Very Odorless
Liquid/
Hydrogen Cyanide AC Casualty Blood No Peach pits
gas
Cyanogen Chloride CK Gas Casualty Blood No Peach pits
Mustard H Liquid Casualty Blister Yes Garlic
Nitrogen Mustard HN Liquid Casualty Blister Yes Fishy musty
Distilled Mustard HD Liquid Casualty Blister Yes Garlic
Faintly
Lewisite L Liquid Casualty Blister Yes
geranium
Sharp,
Phosgene Oxime CX Solid Casualty Blister Yes
penetrating
Apple
CN Solid Harassing Tear No
Chloroacetophenone blossoms
CNC Liquid Harassing Tear No Chloroform
In Chloroform
Chlorobenzalmalon CS Solid Harassing Tear No Pepper
Onitrile
Adamsite DM Solid Harassing Vomiting No Odorless
Benzilate Incapacita
BZ Gas Hallucinogen No Odorless
Compound ting

A5.4.4.1.4 Antidotes and Prophylaxis. Antidotes are effective in combating effects of

nerve agent exposure. These antidotes may be effective if given to a victim having
advanced symptoms and as long as the victim is made to continue breathing. People
who use the antidotes must be seen by medical personnel and may not be combat-ready
for several days.
Normal dissemination Aerosol liquid droplet Liquid droplet Aerosol/vapor/gas Aerosol/vapor/gas
Detection method Automatic chemical agent alarm Chemical agent detector paper to detect liquid Automatic chemical Automatic chemical
and chemical agent detector kits agent alarm and agent alarm and
to detect vapors and aerosols; chemical agent detector chemical agent detector
chemical agent detector paper to kits to detect vapors and kits to detect vapors and
detect liquid aerosols aerosols
Human symptoms Difficult breathing, drooling, Mustard, nitrogen mustard—no early Headache, dizziness, Coughing, choking,
nausea, vomiting, convulsions, symptoms; lewisite, mustard lewisite—searing confusion, labored nausea, headache
and sometimes dim vision of eyes and stinging of skin; phosgene breath, bulging eyes,
oxime—irritation of eyes and nose convulsions
Effects on man Incapacitates; kills if Blisters skin, is destructive to respiratory tract, Incapacitates; kills if Damages and floods
contaminated skin is not can cause temporary blindness high concentration is lungs
decontaminated rapidly inhaled
Normal dissemination Aerosol Liquid droplet Liquid droplet Vapor/gas Vapor/gas
First aid Give nerve agent antidote Decontaminate Artificial respiration For severe symptoms,
injection; artificial respiration may be necessary avoid movement and
may be necessary keep warm
Individual None needed Flush eyes with Flush eyes with water; decontaminate skin with None None
decontamination water; M258 kit or soap and water
decontaminate
skin using M258
kit
Protection Protective mask and clothing Protective mask
Symbols/name GA/tabum VX thickened HD/mustard HN/nitrogen mustard HL/mustard AC/hydrogen cyanide CG/phosgene
GB/sarin G-agent lewisite CX/phosgene oxime L/lewisite CK/cyanogen chloride
GD/soman
Field characteristics Colorless HD/HN—pale yellow droplets Colorless Colorless
Mustard—dark droplets
HL/lewisite—dark oily droplets;
CX/phosgene—colorless droplets
A5.4.4.2 Blister Agents.
A5.4.4.2.1 Military Significance. Blister agents are dispensed as vapors or liquids and
may be encountered as solids. These agents primarily affect the eyes, respiratory tract,
and the skin.
A5.4.4.2.2 Symptoms of Exposure. Placed on the skin, a drop the size of a pin head
can produce a blister one inch in diameter. This action is accentuated by moisture;
hence, a more severe danger is present during periods of sweating. The groin and
armpits, which tend to be sweaty, are especially susceptible to blister agents. Blister
agents that come in contact with the eyes lead to redness, watering of the eyes, blurring
of vision, sensitivity to light and frequently, blindness. Inhalation causes serious
damage due to burns and blisters to the mouth, nose, throat, and lungs. Incapacitation
may last for days or weeks; therefore, aircrews will probably be unable to fly for
indefinite periods. After hospitalization, complications from blister agent exposure can
arise and may be fatal.
A5.4.4.2.3 Onset of Symptoms. Blister agents are quickly absorbed through the skin.
However, it usually takes several minutes (up to 5 minutes and as long as several
hours) for the symptoms to appear. They act most rapidly in liquid form but are also
effective in vapor form.
A5.4.4.2.4 Protection. The full ACDE is effective against blister agents. Exposed
areas must be cleaned thoroughly immediately after exposure. Blister agents are easily
transferred from contaminated surfaces; thus, take great care to avoid contact with any
contamination.
A5.4.4.3 Blood Agents.
A5.4.4.3.1 Military Significance. Blood agents are usually dispensed as vapor or
aerosol and inhaled. Under most field conditions, they may briefly persist on target
(up to 10 minutes).
A5.4.4.3.2 Symptoms of Exposure. Exposure to a single breath of blood agent causes
giddiness, headaches, confusion, and nausea. As the dose increases, breathing becomes
more difficult. The victim will have deep, uncontrollable breathing and cramps, then
loss of consciousness. Death is certain if the victim receives no medical aid.
A5.4.4.3.3 Protection. Blood agents are breathing hazards. The full ACDE is most
effective because the mask provides the breathing protection needed.
A5.4.4.3.4 Additional Threats. Blood agents will damage mask filters. All personnel
must change mask filters at the earliest possible opportunity after a blood agent attack.
Exception: Filters installed in aircrew CWU-80/P filter packs will be removed and
replaced by life support personnel (AFSC 1T1X1).
A5.4.4.4 Choking Agents.
A5.4.4.4.1 Military Significance. These agents are disseminated as vapors and, when
inhaled, affect the respiratory system by damaging the lungs. Persistence is very brief,
and they dissipate rapidly (within minutes) under most field conditions.
AFTTP 3-3.C-130E/H, 7 December 2011 A5-11

A5.4.4.4.2 Symptoms of Exposure. Choking agents cause coughing, choking,

tightness of the chest, nausea, headache, and watering of the eyes. Choking agents can
make breathing difficult or impossible and be lethal with death normally caused from
the lungs filling up with fluids.
A5.4.4.4.3 Onset of Symptoms. Exposure to choking agents has an immediate effect.
Victims experience slightly delayed effects, such as painful cough, breathing
discomfort, and fatigue.
A5.4.4.4.4 Protection. The protective mask is extremely essential to protect against
exposure for both the aircrew and ground crew. The entire protective ACDE should be
used as directed.
A5.4.5 Chemical Warfare Risk Assessment. To help planners assess the CW risk, manual
aids or “pocket guides” have been developed. The pocket guide consists of four components to
lead the user through the assessment of a single mission phase. The four components of the
pocket guide will fit into any pocket of a tactical uniform. The manual aids have been
structured in the form of slide rules and whiz wheels, permitting the user to make the
necessary manipulations and calculations for agent hazard time, casualty risk, and degradation
risk. The slide rules and whiz wheels are designed as a backup for use when the planner does
not have access to the computerized CW risk assessment methodology and for approximations
in the field. These manual aids will yield similar results as the computerized program but are
less accurate. Unit copies may be obtained by requesting the computerized CW risk
assessment through: Commander, US Army Dugway Proving Ground, ATTN:
STEDP-SD-TA, Dugway, Utah 84022-5000.
A5.4.6 Factors Influencing the Chemical Warfare Agent Hazard.
A5.4.6.1 General. The major instances in which a crew may be exposed to chemicals are
through inhalation, absorption through the skin, eyes, and ingestion. Contaminated drink
and food are considered harmful, but immediate concerns must be contamination
avoidance to the maximum extent, limit exposure of the skin and eyes, as well as avoid
breathing the contaminates. Factors affecting persistence are weather, agent physical
characteristics, method of dissemination, droplet size, and the terrain.
A5.4.6.1.1 Weather. Weather factors include temperature, wind, humidity,
precipitation, and atmospheric stability. For example, high winds and heavy rains
reduce the contamination hazard. Conversely, lack of wind, overcast skies, and
moderate temperatures favor persistence.
A5.4.6.1.2 Agent Dissemination. Agents are disseminated as vapors, aerosols, or
liquids. Solids seem unlikely, but agents may become solids at lower temperatures.
A5.4.6.1.3 Agent Droplet Size. Persistence factor is determined by droplet size.
Agents may be mixed with other chemicals (“thickeners”) and form large drops,
making removal more difficult.
A5.4.6.1.4 Surface and Terrain. CW agent clouds tend to follow the terrain, flowing
over the countryside and down valleys. Chemicals persist in hollows, depressions, and
other low areas. Rough terrain retards cloud movement. Flat countryside allows a
 uniform, unbroken cloud movement. Vegetated areas are more easily contaminated
than barren terrain. Liquid agents soak into porous surfaces, making evaporation much
slower than for non-porous surfaces.
Aircrews will use contamination avoidance procedures to
minimize exposure time on the ground and prevent or restrict contamination of the aircraft,
aircrew members, passengers, and cargo. As readiness conditions dictate, C2 will advise units
of the requirement to issue aircrew chemical defense ensembles (ACDE) and associated CW
defense equipment at home station. After notification of a CW threat, ACs are responsible for
ensuring their aircrews properly don their ACDE before landing in a known chemical
environment. Aircrews required to operate in a contaminated area will use the following
guidance:
A5.4.7.1 Medical personnel will administer all pretreatment medications for chemical
exposure. Aircrews will hand carry CW antidotes at all times. Do not leave these on the
aircraft.
A5.4.7.2 Donning of ACDE is required before descent into a contaminated area. The
contaminated environment is 5,000 feet AGL and below unless otherwise directed.
Aircrews will don the ACDE using the buddy system. AC will direct passengers to
complete donning the chemical warfare defense ensemble (CWDE) prior to entering the
contaminated environment. Prior to descent, the AC will brief the aircrew on operations in
the contaminated area. As a minimum, the briefing will include reduced flight deck access,
oxygen requirements, air conditioning systems requirements, and ground operations.
A5.4.7.3 Wearing the ACDE (includes the aircrew eye respirator protection [AERP]
above-the-shoulder system and CWU-66P integrated aircrew chemical coverall [IACC])
will constrain normal aircraft operations. Procedures and equipment have been tested
under restricted conditions, and “business as usual” will not be possible. Individual
situations will dictate what can and cannot be done. To properly adapt, aircrews must
understand hazards involved and the limitations of their chemical defense equipment.
CAUTION: Pressurizing the aircraft will help keep liquid contaminants out of the aircraft but
will not necessarily prevent vapor contaminants from entering the aircraft. The use of AUX VENT
is not recommended when operating in or through a contaminated environment.
A5.4.7.4 All aircrew personnel will use 100 percent oxygen. Plan appropriate oxygen
reservoir levels to meet higher consumption needs.
A5.4.7.5 Plan aircraft ground operations for minimum time. Minimize movement and
flight deck access to prevent the mechanical transfer of liquid contaminants. Any
maintenance requirements will be limited to quick service stops or safety of flight items.
Any aircraft items (e.g., chocks, safety pins, or engine covers) contaminated during ground
operations will be left at the contamination location or placed in a clean plastic bag and
sealed to restrict aircraft contamination. LMs will load cargo to the aft most area in the
cargo compartment (CG limitations permitting). This confines contaminants and facilitates
a vapor purge rearward (flight deck escape hatch will not be removed).
 A5.4.7.6 An aircrew directed to deplane will don the protective cape and boot covers over
ACDE prior to departing the aircraft. Each aircrew member will carry an extra cape and
boot covers under the disposable cape being worn. Use them when reboarding the aircraft.
A5.4.7.7 Minimize exposure by not deplaning until transportation is ready for immediate
boarding.
A5.4.7.8 During departure, after leaving the contaminated area, use smoke and fume
elimination procedures to vapor purge the aircraft (flight deck escape hatch will not be
removed). This may require an intermediate level-off at a safe altitude (10,000 to 13,000
feet MSL) to permit depressurization during the vapor purge. ACs will follow the fuel plan
accordingly. Allow vapor purge to continue for 2 hours or until an approved chemical
vapor detector indicates a safe environment.
NOTE: Do not consider the aircraft decontaminated regardless of chemical vapor detector
indications. Only personnel trained in aircraft decontamination can make this determination.
Assume everything not within a fully enclosed area at
the time of the chemical attack is contaminated. If there is any doubt, assume the worst case.
Accomplish preflights on the buddy system when possible. One person should preflight the
exterior while the other does the interior. This will help limit the amount of chemical
contamination tracked into the aircraft’s interior and reduce the buildup of individual heat
stress. Keep the aircraft sealed until the last possible minute. Load cargo, passengers, and crew
at the same time. Use large plastic bags to cover personnel and cargo prior to entering the
aircraft. Cover the cargo with additional layers of plastic. The top layer of plastic should be
over the nets, permitting removal of this layer and any chemical contamination prior to
loading. It may be impossible to decontaminate the aircraft successfully once it has flown
through areas of concentrated chemical contamination. Flying the aircraft in an
uncontaminated area will help to decontaminate the exterior of the aircraft through aeration.
Access to large quantities of uncontaminated water permits decontamination of the aircraft’s
exterior by spraying the aircraft’s skin with hot soapy water and scrubbing it with
medium-stiff, long-handled brushes. These measures will lessen the degree of surface
contamination. To achieve total decontamination, special chemicals in the hands of trained
personnel are required. Remember to treat the wastewater from this procedure as contaminated
and move the aircraft as soon as possible. If the interior has been contaminated, some limited
field decontamination may be possible by blowing compressed air on sensitive electronic
equipment, washing all surfaces repeatedly with warm soapy water, and removing and
replacing fabric seat covering, curtains, safety harnesses and restraints, and floor coverings.
Remember, everything used to clean the interior is now contaminated and must be treated as
such.
Report the applicable information promptly and accurately
to the wing operations center (WOC). Lastly, debrief the IN section to expedite the flow of
information to follow-on aircrews.

A5.4.10.1 All mission planning must include a briefing from disaster preparedness
personnel.
A5.4.10.2 Determine the location of chemical weapons employment along the route of
flight. Treat these areas the same as any SAM or AAA threat ring; overfly only if no other
choice is available. Additionally, attempt to avoid flying downwind of NBC contaminated
areas.
A5.4.10.3 Minimize the time and number of personnel in chemical environments.
A5.4.10.4 Heat stress and dehydration are serious hazards. Control perspiration, slow the
work pace, take frequent breaks, share the workload, and employ the buddy system.
A5.4.10.5 The filter assembly creates some breathing resistance which could lead to
hyperventilation. This can be reduced by using the emergency position on the oxygen
regulator and monitoring one’s rate and depth of breathing. Be careful not to deplete the
oxygen system.
A5.4.10.6 Gloves restrict movement and reduce one’s ability to feel switches. Visual
confirmation of switch selection is very important.
A5.4.10.7 Communications are limited with the mask on. Pre-coordinated visual signals
will help, particularly in the cargo compartment during ground operations.
A5.4.10.8 Peripheral vision is degraded 15 to 20 percent depending on the type of
chemical mask worn.
A5.4.10.9 Aircrews in the ACDE will be unable to detect flammable or toxic fumes in the
aircraft.
A5.4.10.10 The filter will not protect against ammonia fumes and carbon monoxide gas.
Although carbon monoxide is odorless, symptoms are similar to those for hypoxia.
Aircrew members should be aware of their individual hypoxia symptoms and treat
appropriately.
A5.4.10.11 Do not use the filter assembly without an oxygen source in an oxygen
deficient environment.
A5.4.10.12 Plan for Extra Fuel. A 2-hour unpressurized purge of vapor in the aircraft is
required to clear the aircraft, this may require additional fuel. Use smoke and fume
elimination procedures (keep the flight deck escape hatch closed) depending on the
contaminant, but even this may not clear the aircraft.
A5.4.10.13 During on-loading or off-loading, pay particular attention to the following
issues:
A5.4.10.13.1 If an attack occurs while on-loading/off-loading, seek shelter away from
the aircraft.
A5.4.10.13.2 Use an overcape and overboots to get on or off the aircraft.
A5.4.10.13.3 Avoid contact with petroleum products as they may negate the chemical
protective capability of the suit.
A5.4.10.13.4 Be safe but quick. ERO is the best option.
A5.4.10.13.5 Consider the risk of using air conditioning. It may bring in ground
vapors but it can reduce heat, stress, and dehydration.
 A5.4.10.13.6 Prevent liquid contamination of the interior of the aircraft, especially the
flight deck. Fasten a plastic curtain between the cargo area and the cockpit with tape or
Velcro to limit contamination transfer. This will also limit vapors from entering the
cockpit.
A5.4.10.13.7 Use M-9 paper primarily to detect liquid contaminants. Affix M-9 paper
to the landing gear of the aircraft so ground personnel can check for contaminants
before servicing the aircraft. Other recommended areas for mounting this paper
include the outside of the windscreen, seat frames, floor panels, or other areas where
agents are likely to collect. When the paper is placed on the exterior of the windscreen,
spots can be seen from inside the cockpit during the day.
Consolidated techniques and procedures for aircrews operating in a
chemical environment are located in , Aircrew Procedures in a Chemical Threat Area.
Performance of duties while wearing the ACDE can be extremely
physically and mentally demanding. Special preparation and crew coordination are required to
operate under chemical conditions. The information presented here will enable the aircrew to
successfully operate in a chemical environment by recognizing limits and exploiting the
capabilities of the chemical defensive equipment.
Ground operations can represent the highest threat
to aircrew safety. Protection from exposure to liquid chemical agents and enemy attacks is
paramount. Aircrews should be advised to limit activities to essential duties only and separate
ground duties from air duties. The ground ensemble is designed for quick donning and heavier
levels of concentrations that can be more evident during ground operations. The aircrew
ensemble is designed for light concentration levels that could be found during flying
operations and transiting to and from the aircraft. Also, ACDE requires care during donning
using “buddy dressing” procedures and life support expertise during aircrew contamination
control area (ACCA) processing.
Due to thermal stress and the degraded performance
associated with wearing of the ACDE, it is highly desirable to minimize the time and number
of personnel exposed to chemical agents. Crew members must be familiar with the limitations
of the ACDE and properly plan their duties. ACDE is designed to protect against vapor agents
only. The mask and hood assembly cannot be donned quickly when an attack occurs.
1. Recommended items for each aircraft, some of which are available in the protective clothing
kit:
a. 5 rolls of tape
b. 2 plastic sheets
c. 2 large clear bags
d. 10 pounds of absorbent granules
e. 1 broom
2. Aircraft Commander’s crew briefing:
a. All briefing requirements should be met prior to arriving at the aircraft.
b. Remind crew to avoid the use of petroleum-based personal products (i.e., skin creams,
insect repellent).
c. Minimize flight deck access, oxygen requirements, air conditioning systems requirements,
and ground operations when operating in a chemical threat area.
3. Cockpit preparation:
a. Pre-position M-8/M-9 tape and decontamination kits.
b. Tape and seal windows/hatches/doors.
c. Prepare plastic sheets to seal off cockpit from cargo compartment.
Consider the outside air temperature (OAT); high OATs could cause equipment racks to
overheat if completely sealed.
4. Aircrew preparation; ACDE
a. Carry CW antidote injectors in upper left pocket at all times (never leave them on the
aircraft).
b. M-8/M-9 tape, extra plastic boots, and overcapes must be available for egress.
(1) Don the protective overcape and boot covers over the ACDE prior to departing the
aircraft.
(2) Each aircrew member will carry an extra overcape and boot covers under the
disposable overcape being worn; these will be used when reboarding the aircraft.
c. Donning of the ACDE is required before descent into a contaminated area; the
contaminated environment is 5,000 feet AGL and below unless otherwise directed.
d. Aircrews will don the ACDE using the buddy system.
5. Ground operations:
a. Crew entrance door/FS 245 sealed after cockpit crew is aboard.
b. Ground egress exits: troop door primary; cargo ramp is secondary.
c. ERO is the preferred method of on-load/off-load (if possible).
d. Realize that using the GTC/APU to start engines will contaminate the bleed air system
(lower air temperature).
e. Depressurize and close all pressurization valves (after engine start).
(1) Set cabin altitude to 10,000 feet.
(2) Select manual pressurization.
(3) Close all bleed air valves.
(4) Hold manual pressure control switch to increase position for 90 seconds after control
of pressurization has been acquired.
 (5) Pull the following CBs:
(a) Cabin press and AUX VENT CB: essential DC (copilot lower panel).
(b) Air press and flow shut off valves: cargo compartment and flight deck main DC
(copilots lower).
(6) Select off position on air conditioning master switch.
(7) Cockpit hatch remains closed and sealed.
(8) Air conditioner—recommended off (in contaminated area).
6. Takeoff and climb:
a. Turn upwind and away from the contaminated area.
b. Expedite climb.
c. Check passengers for physiological problems.
7. Cruise:
a. Purge aircraft for 2 hours if possible; use smoke and fume elimination procedures (keep
the flight deck escape hatch closed).
(1) Intermediate level-off at a safe altitude (10,000 to 13,000 feet MSL) may be required.
(2) Do not consider the aircraft decontaminated after this procedure.; only personnel
trained in aircraft decontamination can make this determination.
b. Avoid rain and moisture.
c. Check M-8/M-9 tape periodically.
d. All aircrew will use 100 percent oxygen for the entire flight.
8. In-flight report to C2 at the decontamination location (use secure communications for
OPSEC, if able):
a. Call sign/tail number/home base (ALZ number).
b. Alpha status is “Alpha 4.”
c. Estimated time of arrival (ETA)/fuel remaining.
d. Number of crew/passengers.
e. Number of ambulatory/litter patients.
f. In chemical gear? How long?
g. Symptoms or indications present—crew/passengers.
h. Request:
(1) Runway, winds, taxi route, and “follow me” truck to decontamination area.
(2) Decontamination team.
(3) Decontamination team to enter aircraft under the direction of the aircrew.
9. Landing/ground operations at decontamination station:
a. Do not reverse, if able.
b. Direct decontamination to ramp and door or crew entrance door.
c. Confusion is very likely; be patient while decontamination team checks aircraft.
d. Keep passengers calm and under control.

Heat stress and dehydration are serious

hazards while wearing the ACDE. Crew members need to control perspiration rates and limit
activities to essential duties only. The need to consciously slow the work pace while
performing physical labor, share workloads, and monitor each other’s physiological condition
is essential. One of the inherent design characteristics of the filter assembly is moderate
breathing resistance. Normally, this is not noticeable except during high flow rates. For
example, during physical exertion, users should be aware of the possibility of
hyperventilation. During flying operations, resistance can be reduced by using the
EMERGENCY position on the oxygen regulator. The Valsalva maneuver cannot be performed
while wearing the MBU-13/P mask. Alternate means such as yawning or chewing can be used.
If these are unsuccessful, attempt to clear ears by holding the oxygen regulator in the TEST
MASK position and forcefully exhale or yell against the regulator pressure. The new AERP
mask and hood assembly, which incorporates a blower system, presents less-than-moderate
breathing resistance. However, in the event of a blower system failure, aircrews will
experience an increase in breathing resistance.
Wearing three pairs of gloves restricts dexterity; therefore, visual
confirmation of switch selection and positioning become very important.
Normal communications are limited while wearing the
chemical defense mask. Communications can be enhanced by using the mini-amplifier and
speaker with the ACDE and some of the newer ground masks may be issued with a built-in
amplifier. Otherwise, visual signals, the aircraft’s PA system, and the aircraft’s interphone
system can be used to compensate.
Aircrews need to be mentally prepared to face the dangers of chemical
weapons. Plans should be developed to limit aircrew exposure during enemy attacks and liquid
agent contamination while engaged in non-flying activities. Flight planning must be thorough
and ACs should emphasize chemical defensive operations during mission planning, hazards
and countermeasures, plans for on-load and off-load in the event of a ground attack, and plans
for the return leg in the event of a contaminated aircraft. Alternate scenario plans should also
be considered in the event conditions change.
Extra fuel may have to be carried to compensate for altitude
restrictions as the result of chemical agent exposure. If purging procedures are used, the
aircraft will be unpressurized and, although the aircrew can use the aircraft oxygen systems,
passengers wearing the ground chemical defense ensemble (GCDE) cannot. This restricts the
aircraft cruise altitude and increases fuel requirements.
Aircrews
will be issued sized ACDE and GCDE at home station. Aircrews will ensure the ACDE and
GCDE are available at all times while in a CBTA. During deployments, at least one ACDE and
one GCDE will be issued to each crew member as directed by the unit commander, TACC, or
the applicable C2 agency. Life support technicians will prepare and issue mobility ACDE “D”
bags for crew members. AFI 11-301, Volume 1, Aircrew Life Support [ALS] Program,
Chapters 5 and 7. Mobility processing personnel will issue GCDE “C” bags. Crew members
will confirm the mobility bag contents and correct sizes. The local AMC C2 (or applicable C2
agency) will direct aircrews to undergo medical pretreatment for chemical exposure.
 Aircrews should monitor C2 channels to ensure they
receive the latest information concerning the destination’s alarm condition. Diversion of AMC
aircraft to alternate “clean” locations may be required, unless operational necessity dictates
otherwise.
See , Alert Signals.
Aircrew will don ACDE based on the alarm and MOPP
condition. Use the “buddy dressing” procedures and see AMC Form 230, Aircrew Chemical
Defense Ensemble Size Card, or AMCVA 50-2, ACDE donning checklist (conventional and
AERP), to ensure proper wear. When wearing the ACDE, Atropine and 2-PAM Chloride auto
injectors will be kept in the upper left flight suit pocket. This standardized location will allow
personnel to locate the medication should an individual be overcome by nerve agent
poisoning. M-9 paper on the flight suit will facilitate detection of liquid chemical agents and
ACCA processing. M-9 paper should be placed on the flight suit whenever entering a CBTA
with a declared alarm condition of “yellow” or higher. When inbound to CBTA, prior to
descent, the AC will ensure crew and passengers don appropriate protective equipment
according to arrival destination’s mission-oriented protective posture (MOPP) level and brief
aircrew operations in the CBTA. As a minimum, this briefing will include:
• Flight deck isolation.
• Oxygen requirements.
• Air conditioning system requirements.
• CW clothing requirements.
• Ground operations and MOPP levels.
• Ground operations.
• Off and on considerations.
A5.7.3.1 Contamination Exercise. Extreme care must be exercised to prevent
contamination of aircraft interiors during ground operations—particularly to the flight
deck area. Reduce the number of personnel entering the aircraft. Contaminated engine
covers, safety pins, and chocks will not be placed in the aircraft unless sealed in clean
plastic bags. Unloaded cargo will be protected prior to and while being transported to the
aircraft. Protective covers will be removed just prior to placing the cargo on the aircraft. It
is the user’s responsibility to determine and decontaminate equipment in his or her charge.
Crew members entering the aircraft will remove plastic overboots and overcape portions
of the aircrew ACDE and ensure flight and mobility bags are free of contaminates and
placed in clean plastic bags. Aircrew exiting aircraft into a chemical contaminated
environment will don plastic overboots and overcape prior to leaving the aircraft.
A5.7.3.2 Physiological Factors. ACs must be very sensitive to the problems resulting
from physical exertion while wearing ACDE. The AC should consider factors such as
ground time, temperature, and remaining mission requirements when determining on-load
and off-load requirements. Individuals involved should be closely monitored for adverse
physiological effects.
“ALL Attack is not Verbal; removal of Equipment is issued, Equipment is issued
CLEAR” probable warning signs and prepared for flying, and readily available
flags and kept readily
available
“ALARM Attack is Verbal; posting of If en route to fly or Appropriate
YELLOW” probable yellow warning during flying components should
signs and flags operations, all be worn based on
components will be current MOPP
worn IAW current condition and
MOPP condition and commensurate with
remaining equipment ground duties
will be immediately
available
“ALARM Attack is Verbal; posting of ACDE will be worn GCDE should be
RED” imminent or in red warning signs for flying duties IAW worn commensurate
progress and flags; current MOPP with ground duties
1-minute warbling condition and current MOPP
tone from sirens; condition
succession of long
blasts (3 seconds
on—1-second off)
from warning
devices
“ALARM Contamination Verbal; posting of ACDE will be worn GCDE should be
BLACK” is suspected or black warning for flying duties IAW worn commensurate
present signs and flags; current MOPP with ground duties
broken warbling condition and current MOPP
tone from sirens; condition
succession of
short blasts
(1-second
on—1-second off)
from warning
devices

A5.7.3.3 Communications. Conducting on-loading and off-loading operations while

wearing the complete ACDE complicates communications capability. Use the
mini-amplifier or speaker, aircraft PA systems, or aircraft interphone system. Augment
with a flashlight and hand signals as required.
 A5.7.3.4 Passengers and Patients. A path should be decontaminated between the aircraft
and the ground transportation vehicle to reduce interior decontamination when loading and
unloading passengers and patients.
If an attack (condition red) occurs
during on-loading and off-loading operations or transport to and from aircraft, take immediate
cover away from the aircraft or vehicle. Follow “buddy dressing” procedures to ensure proper
donning of ACDE prior to flight.
NOTE: Aircrews should don the ground crew protective chemical mask and protective helmet
consistent with circumstances and duties. Aircrews may be expected to forward information
concerning medical aid, damage estimates, and unexploded ordnance. Appropriate information
may be sent via aircraft radios to the controlling agencies.
Operational necessity may require the aircrew to rest or fly in
a contaminated CBTA. If the mission is not being staged by another aircrew or preflight crews
are not available, the aircrew will normally preflight, load, and secure the aircraft prior to
entering crew rest. The departing aircrew will perform necessary crew preparations and
preflight briefings then report to the ACCA for processing with assistance from life support
personnel who will assist aircrews donning ACDE prior to reassuming flying duties.
If possible, aircrew transport should be provided in a covered vehicle. Aircrews should avoid
preflighting aircraft prior to departure to prevent contamination to themselves and the aircraft.
As aircrews proceed to fly, they will require assistance from ground support personnel in
removing aircrew protective overcape and overboots prior to entering the aircraft.

Wi t h a c t u a l o r s u s p e c t e d v a p o r
contamination, the aircraft must be purged for 2 hours using smoke and fume elimination
procedures to eliminate the vapor hazard. To ensure no liquid contamination exists, a close
inspection of aircrew, passengers, flight deck, passenger compartment, and cargo
compartment will be conducted using M-8 and M-9 detection paper. Currently, vapors may be
detected using the M-256 kit. Aircrews and passengers may remove respective ensemble
components if vapors have been purged and liquid agents are not detected on the flight deck or
in the passenger compartment. If liquid contamination is present, the aircrew must take every
precaution to prevent spreading them throughout the aircraft—especially on the flight deck.
The best course is to identify actual or suspected contamination and physically avoid those
areas for the remainder of the flight. Aircrews should attempt to maintain a total separation
between the cargo compartment and the flight deck if the cargo area has liquid contamination.
The environmental curtain should be fully installed and the cargo compartment kept as cool as
possible (liquid agents are less volatile at lower temperatures). Personnel who have been
contaminated with liquid agents will remain in their respective ensemble until processed
through the applicable contamination control area.
Pass chemical contamination information
through C2 channels when inbound. This information will be used to determine if a diversion
flight is required. Report the physical condition of any crew or passengers who are showing
chemical agent symptoms and whether they are wearing chemical defense ensembles.
 Strategic aircraft returning from
CBTA bases will be decontaminated at an island base or CONUS off-load station. Advise the
recovery base command post of suspected or actual chemical contamination. Decontamination
will be done by the most expedient method. Aircrews will proceed to the ACCA for
processing. Ground personnel will report to the ground contamination control area for
processing. All personnel will remove protective clothing according to established procedures
located in respective contamination control area.
NOTE: An ACCA is required to ensure minimum exposure to contaminates, because of the
technical characteristics of life support, flying equipment, and mission-essential aircrew
resources. GCCAs are generally used to process ground crew personnel and typically are subject
to potentially higher concentration levels. The ACCA is equipped and manned by trained life
support personnel to process aircrews and decontaminate their equipment.
Work timetables need to be adjusted to minimize
thermal stress caused by wearing the ACDE. Aircrews must weigh all factors when
performing in-flight and ground duties. The following are degradation factors for wearing a
full ground chemical ensemble and may also be used to represent the task time multipliers for
the ACDE. To estimate how much time it takes to perform a task or operation: (1) take the task
time multiplier for the appropriate work rate and ambient air temperature, and (2) multiply it
by the time it normally takes to perform the task. For example, given a heavy work rate and an
air temperature of 70 degrees Fahrenheit, the crew member should expect a normal 1-hour task
to take 2.1 hours while wearing ACDE. See , Working Rate versus Temperature in
ACDE.

Light 1.2 1.4 1.5

Moderate 1.3 1.4 3.0
Heavy 1.7 2.1 5.0
 See AFI 11-2C-130 V3 for Aeromedical Evacuation procedures.
Aeromedical evacuation is defined as intertheater and intratheater patient
movement by fixed-wing aircraft under supervision of qualified medical aircrew members to
an appropriate medical care facility. The AE system must be able to support the entire
spectrum of operations from peacetime to major theater war. AE forces can be tailored to meet
operational requirements.
AMC has been designated as the lead command for
worldwide AE. As such, AMC manages and operates intertheater and AE subsystems,
provides AE elements and planning assistance to the theater of operation, and supports
intermediate theaters. Aircraft used for AE will be managed through the designated theater
aeromedical evacuation coordination center (AECC) for intratheater missions and the TACC
medical cell for intertheater AE missions. The TACC or AOC will act on validated patient
movement requirements identified by either the Global Patient Movement Requirements
Center (GPMRC) or the theater patient movement requirements center (TPMRC). TPMRC
normally serves as the centralized agency for initially identifying evacuee requirements to the
next level of medical care. The AECC/TPMRC/GPMRC will coordinate patient movement
requirements with the TACC. Described in the following paragraphs are some elements that
C-130 crews are likely to encounter on an AE mission.
A6.1.2.1 Aeromedical Evacuation Coordination Center. The AECC provides operational
and communications network control for theater AE elements, manages the medical
aspects of AE mission operations, and is the center where overall planning, coordination,
and direction of theater AE operations are accomplished. It serves as the liaison team in the
AMD for deployed medical units in the theater. The AECC should be collocated with the
AOC. The Director of Aeromedical Forces, usually an O-6 medical officer, heads the
AECC.
A6.1.2.2 Aeromedical Evacuation Liaison Team. An aeromedical evacuation liaison team
(AELT) is a 2-person unit type code (UTC), providing a direct communications link and
immediate coordination between the user and the AECC/TPMRC/GPMRC. Normally,
AELTs are only used during contingency operations.
A6.1.2.3 Mobile Aeromedical Staging Facility. A mobile aeromedical staging facility
(MASF) is a 13-person, mobile, tented, temporary staging facility providing supportive
casualty care and administration. The primary function of a MASF is to stabilize patients
for air transportation. A MASF is not intended to hold casualties for extended periods or
overnight; therefore, it has no beds.
A6.1.2.4 Aeromedical Evacuation Crew Members. AE crews normally consist of five
personnel: two flight nurses and three aeromedical technicians. The crew may be tailored
as patient care requirements dictate. Additional crew members, including AE-trained flight
surgeons, are often assigned to missions with more than 50 casualties. Aeromedical
evacuation crew members (AECM) ensure the aircraft is properly configured, AECM
 control and monitor patient on- and off-loading and provide in-flight medical care aboard
the AE aircraft. While on a mission, the AE crew is a self-contained unit under the
supervision of a flight nurse that is designated as the medical crew director (MCD).
A6.1.2.5 Aeromedical Evacuation System. The primary Air Force aircraft available to
support theater AE is the C-130. In addition, the C-130 is primarily responsible for
movement of patients from and within the combat zone. Theater evacuation policy drives
scheduling of aircraft and AE teams. The theater commander, upon advice from the theater
surgeon, establishes the theater evacuation policy.
A6.1.2.6 Communications. The AE system uses a combination of HF, UHF, VHF, or
SATCOM communication resources owned by the AE system elements. These
communication nets are secure-capable and “closed” nets, meaning the nets are reserved
for AE elements. During deployed operations, AE elements coordinate through the AMD
to obtain airlift airflow information.
A6.1.2.7 Operations. While on a mission, the AE crew is under OPCON of the AECC and
is responsible for casualty care in coordination with the clinical authority, mission
management, and the AC. The assigned MCD is responsible for the medical aspects of the
mission; the AC is responsible for the operational aspects of the mission. The MCD is also
responsible for all AE crew medical supplies and equipment. A thorough premission
briefing between AE and aircraft crews is mandatory for efficient operations. See
, “Combat Mission Guide,” for more detailed briefing information. Discuss
all aspects of the mission, including command responsibility and emergency actions.
The process of patient categorization may determine how
quickly a patient will be evacuated within the patient movement system. A physician will
determine a patient’s category. The categories of precedence are urgent, priority, and routine.
A6.1.3.1 Urgent Precedence. Urgent precedence is when the patient requires emergency
evacuation to save life, limb, or eyesight, or to prevent serious complications of existing
injuries or other medical conditions. The patient will be delivered as soon as possible.
Psychiatric or terminal cases with a very short life expectancy are therefore not considered
urgent.
A6.1.3.2 Priority Precedence. Priority precedence is when the patient requires prompt
medical care not available locally. This precedence is used when the medical condition
could deteriorate and the patient cannot wait for routine evacuation. The patient will be
picked up within 24 hours and delivered with the least possible delay.
A6.1.3.3 Routine Precedence. Routine precedence applies to all other patients. The
patient will be moved on regularly scheduled flights.
Aircraft should be configured IAW TO 1C-130A-9
guidelines. See , C-130 Aeromedical Evaluation Configuration.
AE-1 30 46 2 1.5
AE-2 72 6 2 2.0
AE-3 20 44 2 1.5
AE-4 50 30 2 2.0
AE-5 10 31(1) 1 1.0

(1) This consists of 24 palletized seats plus 7 sidewall seats.

See AFI 11-2C-130 Vol 3 Addenda B for

MAFFs procedures.
Only designated aircrews may be tasked to accomplish a modular airborne
fire fighting system (MAFFS) mission.
The MAFFS consists of palletized tanks with a pressurized dispensing
module that can be loaded on any C-130 (not including the C-130J-30) equipped with the
463L dual rail cargo handling system. MAFFS II consists of a palletized pressurized tank
system and dispensing nozzle which can be loaded on any C-130 aircraft including C-130J-30
modified with a special electrical connection panel. MAFFS is used as a generic term which
includes all operations relating to the deployment, employment, and redeployment of the
MAFFS and MAFFS II system in support of wild fires for the purposes of aerial delivery of
liquid (retardant, water, or other approved liquid) from a suitably equipped C-130 aircraft.
When activated, MAFFS equipped aircraft will be employed in support of the US Forest
Service (USFS) or a respective state agency responsible for firefighting (i.e., CalFIRE) to
control forest and/or wildland fires.
The 757 AS out of Youngstown is the only DOD
fixed-wing platform for this mission. The spray aircraft have the capability to dispense chemicals
to kill bugs, vegetation, disperse oil spills, or neutralize agents used in chemical attacks.
Operations are normally conducted at low altitude with winds less than 15 knots.

MAF C-130 aircraft are not normally tasked in CSAR or personnel recovery
(PR) missions, however, the unique characteristics of the C-130 (i.e., long-range, multiple
crew members, and many radios) make it highly suitable for civil search and rescue. In some
circumstances, crews may be tasked as an on-scene commander (OSC).
The OSC initiates rescue efforts in the OA until dedicated rescue forces
arrive. Initially, the OSC may be any aircraft in the vicinity including the wingman of a
downed aircraft. The OSC’s initial actions are to attempt to establish communication, locate
and authenticate the survivor, and pass essential elements of information to the AMC. If the
 C-130 is the first on the scene, initiate and complete the initial on-scene commander checklist.
See , Initial On-Scene Commander’s Checklist. The OSC role will be transferred to
the rescue mission commander (RMC) or lead recovery vehicle upon arrival. Be sure to
accomplish the OSC changeover brief prior to relinquishing OSC duties. See ,
On-Scene Commander’s Changeover Brief. After transferring OSC duties to the RMC, the
original OSC may remain on station in a supporting role. For specific OSC duties, see
, “Combat Mission Guide.”

1. Establish visual contact with distressed aircraft.

2. Position to observe ejection and keep chute in sight.
3. Note the position of ejection/bailout and winds at altitude.
4. Note threat locations and establish a safe hold.
5. Attempt contact with downed crew (objective).
6. Report bailout to C2 (AWACS/control and reporting center [CRC]) (if near forward edge of
the battle area [FEBA], ensure this information is relayed to nearest ground
forces)—recommend launch of alert CSAR forces. Use secure means!
7. Fix position by all available navigation aids and visual references.
8. Move tankers forward to closest track.
9. Establish a high combat air patrol (CAP) for radio relay and suppression, threat permitting.
10. Conduct all communications with the isolated personnel.
11. Determine a Bingo fuel to nearest suitable recovery base and conserve fuel.
12. Plan on air refueling and/or recovery at nearest suitable recovery base.
13. Take video/pictures of area, if possible.
14. Do not needlessly sacrifice yourself and/or the flight.
15. Prepare to hand-off to the RMC. See , On-Scene Commander’s Changeover
Brief.

1. Objective info/rescue forces pickup briefing items (i.e., objective coordinates, secure, and
minimum).
2. Threats to the OSC as well as threat assessments for recovery vehicles, if possible.
3. Targets destroyed/remaining.
4. CSAR task force assets.
5. Introduce new OSC/RMC to objective (if voice is used).
6. Information already passed to AMC.
7. Spider route/reconnaissance accomplished.
8. Return time.

The OSC is in control of SAR/PR efforts at the rescue

terminal area and is normally designated by the AMC, Joint Personnel Recovery Center
(JPRC), or higher when the tactical situation warrants. Mission, threat, and endurance
permitting, the first aircraft observing or contacting a downed crew member will assume OSC
until relieved by the controlling agency. Historically, rescues have been more successful
immediately after a shoot down before the enemy can organize to oppose rescue forces.
Normally, rescue forces are postured on ground or airborne alert to cover this type of response.
For specific OSC duties, see , “Combat Mission Guide.” For more information
and guidance, also see the following publications:
• Joint Publication 3-50.2, Doctrine for Combat Search and Rescue.
• AFTTP 3-1.General Planning, Chapter 9, “Combat Search and Rescue Planning and
Execution.”
• AFTTP 3-1.HC/MC-130, Chapter 10, “Personnel Recovery/Combat Search and
Rescue.”
• Emergency Procedures Flight Information Handbook.
Prior to dispatch on a search mission, the entire crew will
receive formal briefings. EXCEPTION: When the urgency of the situation compels the crew
to scramble, the duty controller will brief the AC while the rest of the crew completes
necessary aircraft inspections.
A6.4.4.1 Procedures Brief. The AC will brief and discuss with the crew the procedures
and crew duties for the mission. The discussion will include the following:
• Objective of the search.
• Planning the search.
• Position reporting.
• Preparation of personnel and equipment for airborne delivery.
• Preparation of flares and smoke signals (if applicable).
• Sighting procedures.
• Feasibility of using NVGs.
A6.4.4.2 Pre-Search and Rescue Checklist. Prior to beginning any low-level search,
complete the Pre-search and Rescue checklist located in , “Combat Mission
Guide.”
The crew will evaluate the situation for search coverage
required, appropriate method of search, type of search pattern required, altitude, airspeed, and
track spacing.
A6.4.5.1 Considerations. Consider many factors when determining appropriate search
procedures for a specific mission. Several factors are as follows:
• Weather conditions.
• Terrain characteristics if over land.
• Sea conditions if over water.
• Time of search (i.e., daylight or darkness).
• Survivor’s signaling aids.
 • Objective size, shape, color contrast with surroundings, and amount of freeboard.
• Status of objective (i.e., overdue, lost, crashed, or ditched).
• Estimated location of objective. When accurate position information is not available,
the objective will most likely be found along the intended track from the last known
position (LKP) to the intended destination and within a reasonable distance on either
side of this track.
• Endurance of search aircraft.
A6.4.5.2 Methods of Search. The three basic methods of aerial search are visual, radar,
and electronic.
A6.4.5.2.1 Visual search is the primary method for day or night missions. Crews will
use procedures outlined in this section for the most effective results.
A6.4.5.2.2 Radar search is the primary method of search when visibility prevents an
effective visual search and the objective will provide a recognizable radar target.
A6.4.5.2.3 Use an electronic search when searching for survivors or aircraft with
transceivers and radio beacons. Electronic search consists of monitoring distressed or
preplanned beacon frequencies and searching for IFF transponder signals. Crew
members will monitor applicable distress frequencies at all times while on search
missions, except when making required transmissions.
A6.4.5.3 Intensity of Coverage. Determine the intensity of search coverage by the size of
the area to be searched, number of aircraft available for search, and probability of finding
the objective. Provide search coverage as follows.
A6.4.5.3.1 Use preliminary search coverage during the initial phases of a mission and
during all night or electronic searches. This type coverage permits rapid and
reasonably thorough coverage of the primary area. Fly route, parallel, or creeping line
search patterns at higher altitudes, faster airspeeds, and greater track spacing.
A6.4.5.3.2 Use concentrated search coverage during the maximum effort phase of a
mission, or when attempting to locate a sighting or objective whose location is fairly
well known. This type of coverage ensures an area is thoroughly searched. Fly
expanding square, parallel, creeping line, or sector search patterns at lower altitudes,
slower airspeeds, and with smaller track spacing.
A6.4.5.4 Search Altitude. Select an optimum search altitude based upon the object of
search, weather in the search area, electronic or visual location aids used, and any other
known factor which would affect the search altitude. Generally, the lower the search
altitude, the better the chance of seeing an object provided the altitude is not so low that the
aircraft speed becomes detrimental. During preliminary searches, the altitude will be
higher to detect possible signals at greater distances. Use the altitudes recommended in
, Recommended Search Altitude, unless other factors preclude their use.
A6.4.5.5 Selection of Search Area and Search Pattern. The crew will select the search area
and employ search patterns most likely to succeed in locating the objective. Location and
size of the search area and the employment of search patterns is dependent upon the most
probable position of the incident or survivors, taking into account previously mentioned
 factors. Determine the most probable position of a distress incident by a fix, position report
at the time of an incident, or DR estimated from the LKP. Consider the movement of the
object (parachute drift and raft drift) when establishing the search pattern.

500 feet and below Survivor without raft or dye marker

500 feet to 1,000 feet
1,000 feet to 2,500 feet
1,000 feet to 3,000 feet
2,000 feet to 3,000 feet
2,000 feet
Survivor in raft without dye marker or signaling device
Survivor has dye marker
Survivor has signaling device or radar reflector
Expecting to find wreckage during initial phase of the
mission
During night, over water

1,000 feet Survivors of an aircraft incident over level terrain with

little foliage
500 feet Survivors of an aircraft incident over level terrain with
heavy foliage
500 feet to 1,000 feet Survivors of an incident in mountainous terrain
2,000 feet Expecting to find wreckage
2,000 feet Over land at night

8,000 feet or higher Survivors with beacons

A6.4.5.5.1 Select an Appropriate Search Pattern. Several examples of search patterns

are depicted in this publication, each with appropriate uses. In certain situations, these
patterns may not suffice. Refer to the National Search and Rescue (SAR) Manual,
Volume I and Volume II, for additional patterns.
A6.4.5.5.2 Track Spacing. Carefully establish track spacing; it should never be greater
than twice the visual detection range. By decreasing track spacing, the probability of
detection is increased at the expense of time required to search a given area. The limit
to which track spacing can be reduced is proportional to the limits of accuracy of
navigation by search units. Optimum track spacing permits maximum expectation of
target detection consistent with economic employment of search units. Generally, track
spacing is greater during preliminary search than during concentrated search. Use
, Uncorrected Visual Sweep Width—Altitude 300 to 750 Feet and
 , Uncorrected Visual Sweep Width—Altitude 1,000 to 2,000 Feet, as a basis to
establish track spacing. Individuals in life jackets are almost impossible to detect
unless equipped with signaling devices—use a detection range of 0.5 NM under these
circumstances. See , Visual Sweep Width Estimates for Daylight Detection
Aids; , Visual Sweep Width Estimates for Night Time Detection Aids;
, Sweep Width for Visual Search in Nautical Miles; , Whitecap
Correction Factors; , Cloud Cover Factors; and , Expected
Detection Range for Visual Aids (30 Miles Visibility).
A6.4.5.5.2.1 A rule of thumb for determining track spacing is as follows:

Rescue missions often involve commitment based upon

calculated risks. Give full consideration to all safety factors. Timely reaction to all search
missions is essential to the safety of personnel or equipment. Do not jeopardize safety by
inadequate preparation or short cuts to expedite takeoff or arrival at search areas. For search
missions, use the pre-search checklist contained in , “Combat Mission Guide.”
As discussed below, aircrews will comply with all other applicable directives which govern
their duties.
A6.4.6.1 Predeparture Flight Planning. Accomplish complete predeparture flight planning
except for scramble missions. On scramble missions, complete essential flight planning
prior to and shortly after takeoff.
A6.4.6.2 In-Flight Procedures. Use in-flight procedures IAW the appropriate theater of
operation flight regulations. Search aircraft may be operated below minimum altitudes and
visibilities under the provisions of AFI 11-202, Volume 3, General Flight Rules.
• Aircraft will maintain vertical and horizontal separation in the search area. This is
critical when several aircraft are searching within close proximity.
• Transmit operation normal (position) reports as required by the controlling agency.
• Use appropriate rescue call signs.
A6.4.6.3 Search Mission Guidelines. The following general instructions apply to all
search missions.
A6.4.6.3.1 Mission Purpose. Brief crew members who did not attend the operations
briefing on the purpose of the mission.
A6.4.6.3.2 Search Objective. Scanners who are not crew members will receive a
briefing on the search objective.
A6.4.6.3.3 Preparation for Search. The AC will supervise and coordinate activities of
crew members during preparation for search as follows:
• Plan the search.
• Discuss scanning procedures with all crew members.
• Discuss the procedures for making search pattern turns with the crew.
• Discuss the radio communication procedures.
Searching for: 1 3 5 10 15 20 30 1 3 5 10 15 20 30 1 3 5 10 15 20 30
Person in 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.0 0.1 0.1 0.1 0.1 0.1 0.1 0.0 0.1 0.1 0.1 0.1 0.1 0.1
water(1)
Raft, 1-person 0.3 0.7 0.9 1.2 1.3 1.3 1.3 0.3 0.7 0.9 1.2 1.4 1.4 1.4 0.3 0.7 0.9 1.2 1.4 1.4 1.4
Raft, 4-person 0.4 0.9 1.3 1.7 2.0 2.2 2.2 0.4 1.0 1.3 1.8 2.0 2.2 2.2 0.4 1.0 1.3 1.8 2.1 2.2 2.2
Raft, 6-person 0.4 1.1 1.5 2.1 2.5 2.7 2.7 0.4 1.1 1.5 2.2 2.5 2.8 2.8 0.4 1.1 1.6 2.2 2.6 2.8 2.8
Raft, 8-person 0.4 1.2 1.6 2.3 2.6 2.9 2.9 0.4 1.2 1.6 2.3 2.7 2.9 2.9 0.4 1.2 1.7 2.3 2.7 3.0 3.0
Raft, 10-person 0.4 1.2 1.7 2.4 2.9 3.2 3.2 0.4 1.2 1.7 2.5 2.9 3.2 3.2 0.4 1.3 1.8 2.5 3.0 3.3 3.3
Raft, 15-person 0.5 1.3 1.9 2.7 3.2 3.5 4.0 0.5 1.3 1.9 2.7 3.3 3.6 4.0 0.4 1.4 1.9 2.8 3.3 3.7 4.1
Raft, 20-person 0.5 1.4 2.1 3.1 3.7 4.2 4.8 0.5 1.5 2.1 3.2 3.8 4.2 4.8 0.5 1.5 2.2 3.2 3.8 4.3 4.9
Raft, 25-person 0.5 1.5 2.2 3.4 4.1 4.6 5.2 0.5 1.6 2.3 3.4 4.1 4.6 5.3 0.5 136 2.3 3.5 4.2 4.7 5.4
Power boat, 0.4 0.8 1.1 1.4 1.6 1.7 1.7 0.4 0.9 1.2 1.5 1.7 1.8 1.8 0.4 0.9 1.2 1.6 1.8 1.9 1.9
15 feet
Power boat, 0.5 1.6 2.4 3.5 4.3 4.8 4.8 0.5 1.7 2.4 3.6 4.3 4.8 4.8 0.5 1.7 2.4 3.6 4.4 4.9 4.9
15 to 25 feet
Power boat, 0.6 2.1 3.3 5.3 6.6 7.6 9.1 0.6 2.1 3.3 5.3 6.7 7.7 9.1 0.6 2.1 3.3 5.3 6.7 7.7 9.2
25 to 40 feet
Power boat, 0.6 2.6 4.5 8.1 10.9 13.1 16.4 0.6 2.7 4.5 8.1 10.9 13.1 16.5 0.6 2.7 4.5 8.2 10.9 13.1 16.5
40 to 65 feet
Power boat, 0.6 2.8 5.0 9.7 13.5 16.6 3.6 0.6 2.8 5.0 9.8 13.5 16.7 3.7 0.6 2.8 5.0 9.8 13.5 16.7 3.7
65 to 90 feet
Sail boat, 0.5 1.5 2.2 3.2 3.8 4.3 4.3 0.5 1.6 2.2 3.2 3.8 4.3 4.3 0.5 1.6 2.3 3.3 3.8 4.4 4.4
15 feet
Sail boat, 0.6 1.8 2.6 4.0 4.9 5.6 5.6 0.6 1.8 2.7 4.1 5.0 5.6 5.6 0.5 1.8 2.7 4.1 5.0 5.7 5.7
20 feet
Sail boat, 0.6 2.0 3.1 4.8 6.0 6.9 6.9 0.6 2.0 3.1 4.9 6.1 7.0 7.0 0.6 2.1 3.1 5.0 6.2 7.0 7.0
25 feet
Sail boat, 0.6 2.3 3.6 5.9 7.5 8.8 10.6 0.6 2.3 3.6 5.9 7.6 8.8 10.8 0.6 2.3 3.6 6.0 7.6 8.9 10.7
30 feet
Sail boat, 0.6 2.6 4.3 7.5 10.0 11.9 14.8 0.6 2.6 4.3 7.6 40.0 44.9 14.8 0.6 2.6 4.3 7.6 10.0 11.9 14.9
40 feet
Sail boat, 0.6 2.7 4.6 8.4 11.3 13.6 17.3 0.6 2.7 4.6 8.4 11.3 13.7 17.3 0.6 2.7 4.6 8.5 11.4 13.7 17.4
50 feet
Sail boat, 0.6 2.8 4.9 9.3 12.7 15.5 17.0 0.6 2.8 4.9 9.3 12.7 15.6 17.0 0.6 2.8 4.9 9.3 12.7 15.6 17.0
65 to 75 feet
Sail boat, 0.6 2.8 5.1 9.9 13.7 16.9 22.1 0.6 2.8 5.1 9.9 13.7 17.0 22.1 0.6 2.8 5.1 9.9 13.8 17.0 22.2
75 to 90 feet
Ship, 0.6 2.9 5.4 11.1 15.9 17.0 26.9 0.6 2.9 5.4 11.1 15.9 17.1 26.9 0.6 2.9 5.4 11.1 15.9 17.1 27.0
90 to 150 feet
Ship, 0.6 3.0 5.7 12.5 18.8 24.7 34.8 0.6 3.0 5.7 12.5 18.9 24.7 34.8 0.6 3.0 5.7 12.5 18.9 24.7 34.9
150 to 300 feet
Ship, greater 0.7 3.0 5.8 13.2 17.6 27.9 41.4 0.7 3.0 5.8 13.2 17.6 27.9 41.4 0.7 3.0 5.8 13.2 17.6 27.9 41.4
than 300 feet

(1)
For search altitudes up to 500 feet only, the values given for sweep width for a person in the water may be increased by a factor of four if it is known that the person
is wearing a personal flotation device.
Searching for: 1.0 3.0 5.0 10.0 15.0 20.0 30.0 1.0 3.0 5.0 10.0 15.0 20.0 30.0 1.0 3.0 5.0 10.0 15.0 20.0 30.0

Person in water(1) 0.0 0.1 0.1 0.1 0.1 0.1 0.1 0.0 0.0 0.0 0.0 0.0 0.1 0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.1

Raft, 1-person 0.3 0.7 0.9 1.2 1.4 1.4 1.4 0.2 0.7 0.9 1.3 1.4 1.4 1.4 0.1 0.6 0.9 1.2 1.4 1.4 1.4

Raft, 4-person 0.3 1.9 1.3 1.8 2.1 2.3 2.3 0.3 1.0 1.3 1.9 2.1 2.3 2.3 0.2 0.9 1.3 1.9 2.2 2.3 2.3

Raft, 6-person 0.4 1.1 1.6 2.2 2.6 2.8 2.8 0.3 1.1 1.6 2.3 2.6 2.9 2.9 0.2 1.1 1.6 2.3 2.7 2.9 2.9

Raft, 8-person 0.4 1.2 1.7 2.4 2.8 3.0 3.0 0.3 1.2 1.7 2.4 2.8 3.1 3.1 0.2 1.2 1.7 2.5 2.9 3.2 3.2

Raft, 10-person 0.4 1.3 1.8 2.6 3.0 3.3 3.3 0.3 1.3 1.8 2.6 3.1 3.4 3.4 0.2 1.2 1.8 2.7 3.1 3.5 3.5

Raft, 15-person 0.4 1.4 2.0 2.8 3.4 3.7 432 0.3 1.4 2.0 2.9 3.4 3.8 4.3 0.2 1.4 2.0 3.0 3.5 3.8 4.4

Raft, 20-person 0.4 1.5 2.2 3.2 3.8 4.3 4.9 0.4 1.5 2.2 3.3 4.0 4.4 5.1 0.3 1.5 2.2 3.4 4.0 4.5 5.1

Raft, 25-person 0.4 1.6 2.3 3.5 4.2 4.7 5.4 0.4 1.6 2.4 3.6 4.3 4.8 5.6 0.3 1.6 2.4 3.6 4.4 4.9 5.7

Power boat, 0.4 1.0 1.3 1.7 1.8 2.0 2.0 0.3 1.0 1.3 1.7 2.0 2.1 2.1 0.2 1.0 1.3 1.8 2.0 2.2 2.2
<15 feet

Power boat, 0.5 1.7 2.5 3.7 4.4 5.0 5.0 0.4 1.7 2.5 3.7 4.5 5.1 5.1 0.3 1.7 2.5 3.8 4.6 5.1 5.1
15 to 25 feet

Power boat, 0.5 2.2 3.4 5.4 6.8 7.8 9.3 0.5 2.2 3.4 5.5 6.8 7.9 9.4 0.3 2.2 3.4 5.5 6.9 8.0 9.5
25 to 40 feet

Power boat, 0.6 2.7 4.5 8.2 10.9 13.1 16.6 0.5 2.6 4.5 8.2 11.0 13.2 16.6 0.4 2.6 4.5 8.3 11.0 13.3 16.7
40 to 65 feet

Power boat, 0.6 2.8 5.1 9.8 13.6 16.7 3.7 0.5 2.8 5.1 9.8 13.6 16.7 3.8 0.4 2.8 5.0 9.8 13.6 16.8 3.8
65 to 90 feet

Sail boat, 0.5 1.6 2.3 3.3 4.0 4.4 4.4 0.4 1.6 2.3 3.4 4.1 4.5 4.5 0.3 1.6 2.3 3.5 4.1 4.6 4.6
15 feet

Sail boat, 0.5 1.8 2.4 4.2 5.1 5.7 5.7 0.4 1.8 2.8 4.2 5.2 5.8 5.8 0.3 1.8 2.8 4.3 5.2 5.9 5.9
20 feet

Sail boat, 0.5 2.1 3.2 5.0 6.2 7.1 7.1 0.5 2.1 3.2 5.1 6.3 7.2 7.2 0.3 2.1 3.3 5.2 6.4 7.3 7.3
25 feet

Sail boat, 0.6 2.3 3.6 6.0 7.6 8.9 10.7 0.5 2.3 3.7 6.1 7.7 9.0 10.8 0.3 2.3 3.7 6.1 7.8 9.1 10.9
30 feet

Sail boat, 0.6 2.6 4.3 7.6 10.9 12.0 14.9 0.5 2.6 4.3 7.6 10.1 12.0 14.9 0.4 2.5 4.3 7.7 10.1 12.1 15.0
40 feet

Sail boat, 0.6 2.7 4.6 8.5 11.4 13.7 17.4 0.5 2.7 4.6 8.5 11.4 13.8 17.5 0.4 2.7 4.6 8.6 11.5 13.8 17.5
50 feet

Sail boat, 0.6 2.8 4.9 9.3 12.8 15.6 17.1 0.5 2.8 4.9 9.4 12.8 15.7 17.2 0.4 2.7 4.9 9.4 12.9 15.7 17.2
65 to 75 feet

Sail boat, 0.6 2.8 5.1 9.9 13.8 17.0 22.2 0.5 2.8 5.1 10.0 13.8 17.1 22.3 0.4 2.8 5.1 10.0 13.8 17.1 22.3
75 to 90 feet

Ship, 0.6 2.9 5.4 11.1 15.9 17.1 27.0 0.5 2.9 5.4 11.1 16.0 17.1 27.0 0.4 2.9 5.4 11.1 16.0 17.1 27.1
90 to 150 feet

Ship, 0.6 3.0 5.7 12.5 18.9 24.7 34.9 0.5 3.0 5.7 12.5 18.9 24.7 34.9 0.4 2.9 5.7 12.5 18.9 24.7 34.9
150 to 300 feet

Ship, greater 0.6 3.0 5.8 13.2 17.6 27.9 41.4 0.5 3.0 5.8 13.2 17.7 27.9 41.4 0.5 3.0 5.8 13.2 17.7 27.9 41.5
than 300 feet

(1)
For search altitudes up to 500 feet only, the values given for sweep width for a person in the water may be increased by a factor of four if it is known that the person
is wearing a personal flotation device.
Red/orange balloon 0.5 Air or surface
Orange flight suit 0.5 Air
Red hand flare (500 candle power) 0.5 Air or surface
Day/night flare 0.5 Air or surface
Red pen gun flare 0.75 Air or surface
Red orange flag (3 feet x 3 feet) 1.0 Air or surface
Red reflective paulin 2.0 Air or surface
Tracer bullets 2.0 Air or surface
Green dye marker(1) 2.0 Air
Red meteor (star) or parachute flare
4.0 Air or surface
(10,000 candle power)
Sun signal mirror 5.0 Air or surface
White parachute 5.0 Air or surface
Orange smoke(2) 6.0 Air or surface

(1)
Greatly reduced in heavy seas.
(2)
Applies in winds less than 6 knots only; degrades to less than 2 NM in winds greater than
10 knots.

A6.4.6.3.4 Prosecution of Search. The AC will coordinate crew member activities

during prosecution of the search by using the following methods:
• Brief from SAR guide prior to commencing any low-level search.
• Alert scanners to begin scanning when approaching search area.
• Direct crew members to don life preserver units (LPU) prior to descending below
2,000 feet over water.
• Ensure all equipment and personnel are ready for action in the event of a
sighting.
• Prepare flares, sea dyes, and smoke signals for deployment, if applicable.
• Ensure sufficient fuel remains for return to home station.
A6.4.6.3.5 Search Pattern Turns. When flying search patterns, turns must be accurate
and uniform as possible. Using the following procedures will assist in making precise
turns.
Strobe (2,000 candle-power peak) 0.5 Air or surface
Cyalume personnel marker light 1.0 Air or surface
Electric flashing SOS lantern or hand
3.0 Air or surface
flashlight(1)
Strobe life jacket light 3.5 Air or surface
Tracer bullets 4.0 Air or surface
Red hand flare (500 candle power) 6.0 Air or surface
Red Very signals 8.0 Air or surface
Aircraft marine markers 8.0 Air or surface
Red pen gun flare 8.0 Air or surface
Red meteor (star) or parachute flare 10.0 or limit of
Air or surface
(10,000 candle power) search visibility

(1) These
estimates were derived from test data collected only on surface searches.

1 0.5 0.5 0.5 — 0.5 0.5 0.5 — — 0.5 0.5 0.5 — —

3 1.0 1.2 1.2 1.0 2.5 2.4 2.3 1.8 0.4 3.5 3.0 2.7 1.8 0.4
5 1.4 1.6 1.6 2.7 2.7 2.7 2.7 3.2 3.3 4.2 4.2 4.2 4.2 3.3
10 1.8 1.8 2.1 3.6 3.9 4.0 4.2 4.5 5.8 6.5 6.2 6.2 6.2 6.5
15 1.9 1.9 2.6 3.6 5.2 5.3 5.5 6.7 7.0 8.5 8.5 8.4 8.4 8.3
20 2.0 2.1 2.8 3.6 5.3 5.6 6.2 6.8 7.1 8.6 8.8 9.0 9.1 8.9
30 2.2 2.3 2.9 3.6 5.5 6.2 7.0 7.0 7.1 8.7 9.5 10.4 10.1 9.7
Rafts 0.8 1.0 0.9 0.7 0.5 0.2 0.1
Small boats 0.9 1.0 1.1 1.0 0.9 0.7 0.2
Dye marker 0.9 1.0 1.0 0.9 0.6 0.4 0.2
Smoke 0.8 1.0 0.8 0.6 0.4 0.2 0.1

Cloud cover factor 1.1 1.1 1.1 1.0 1.0 1.0 1.0 0.9 0.9 0.8 0.7

Dye marker 4 miles (reduced to nil in heavy seas) Float light 20 miles
Mirror 8 miles Verilight 24 miles
Orange
12 miles (greatly reduced in high winds) Verilight 24 miles
smoke
White smoke 16 miles (greatly reduced in high winds) — —

A6.4.6.3.5.1 The aircraft will be flown on autopilot, when possible.

A6.4.6.3.5.2 Prior to starting the pattern, the PM will brief the crew on the
direction, rate of turn, and the turn command procedure that will be used.
A6.4.6.3.5.3 During pattern execution, all turns should be standard rate (3 degrees
per second) unless track spacing (cross legs) is less in distance than the diameter of
a standard rate turn at a given speed. In this situation, turns may be continued to
180 degrees and bank angle adjusted as required to remain within the pattern.
A6.4.6.3.5.3.1 To correct basic search pattern time based upon straight line
values, the distance gained in turns must be translated into usable time
compensation factors (e.g., a standard rate, 90-degree turn required only 30
seconds to complete but accomplished the equivalent of 38 seconds of straight
line travel). Therefore, the time compensation factor for a standard rate
90-degree turn is 38 seconds minus 30 seconds, or 8 seconds.
A6.4.6.3.5.3.2 In addition to compensating for time gained in a standard rate
90-degree turn, the PF must also know when to start turning. All turns are
started prior to the end of each leg at a distance equal to the radius of the turn
being used. This places the aircraft directly on the next leg when the turn is
finished. The time required to travel this distance (radius) in a straight line is 19
seconds. Therefore, the turn must be started 19 seconds prior to the end of the
leg.
 A6.4.6.3.5.3.3 On any search pattern employing a succession of 90-degree
standard rate turns separated by cross legs, the following procedure may be
used for computing time to begin each turn:
A6.4.6.3.5.3.3.1 Compute time required to fly the entire first leg using GS
for that leg.
A6.4.6.3.5.3.3.2 Subtract 19 seconds from the computed leg time.
A6.4.6.3.5.3.3.3 Add the time difference to the start-search time. Resultant
will be time to begin first 90-degree turn.
A6.4.6.3.5.3.3.4 Compute time required to fly the entire second leg using
GS for that leg.
A6.4.6.3.5.3.3.5 Subtract 8 seconds from this computed time.
A6.4.6.3.5.3.3.6 Add this next time difference to the time that first turn
was initiated. The result will be the time to begin the second 90-degree turn.
A6.4.6.3.5.3.3.7 To compute ensuing turn times, continue to subtract 8
seconds from successive full leg time (corner to corner) and add the result
to the previous turn time.
A6.4.6.3.6 Deviations. Report all deviations from assigned search procedures to the
OSC or MC.
A6.4.6.3.7 Sightings and Findings. Thoroughly investigate sightings and report
findings immediately. Initiate recovery action or assistance when the survivors are
located and inform appropriate agencies of the progress.
A6.4.6.3.8 Navigator. The navigator should do the following:
• Maintain an accurate record of area searched.
• Direct the aircraft to ensure proper coverage of the search area.
• Continually cross-check headings, drift, time, airspeed, and altitude to maintain
the best possible search coverage.
• Ensure terrain and obstacle clearance.
• Record sighting information and plot position on chart, if able.
• Monitor equipment during radar and electronic searches.
• Debrief controlling agency with an accurate depiction of areas searched.
• Track and assign search areas for other aircraft, if available.
A6.4.6.3.9 Radio Communications. As directed by the AC, maintain radio
communications with other search aircraft and the controlling agency.
A6.4.6.3.10 Loadmaster. The LM will assume supervision of scanners and schedule
rotation and rest periods, as required.
A6.4.6.3.11 Scanning Duties. All crew members will assist with the scanning duties
when possible.
 A6.4.6.3.12 Search Procedures. Upon completion of search with negative results,
consider searching the area again. Normally, position subsequent search legs between,
or 45 degrees to, the previous search legs; this procedure, in effect, results in smaller
track spacing.
A6.4.6.4 Search Area. While in the search area, perform the following tasks.
A6.4.6.4.1 Descend to search altitude and check winds.
A6.4.6.4.2 Slow the airspeed during search patterns (refer to the aircraft performance
manual) to visually cover the area thoroughly.
A6.4.6.4.3 Notify ATC of arrival on scene and estimated endurance.
A6.4.6.4.4 Vector other aircraft to the scene.
A6.4.6.4.5 Use radar (some life rafts carry reflectors).
A6.4.6.4.6 Assume OSC until relieved by another duly-appointed SAR aircraft. As
other aircraft arrive, do the following:
• Establish contact on channels other than guard.
• Obtain aircraft type identification, endurance, and rescue capability.
• Assign altimeter setting, frequencies, search areas, patterns, and altitude
separation.
A6.4.6.4.7 If leaving the search area because of lack of fuel, assign another aircraft as
OSC.
A6.4.6.5 Winds. Determine an accurate wind prior to and throughout the search. To
determine wind direction and velocity by plotting, apply the following steps:
A6.4.6.5.1 Crest lines of waves on the surface of the water are perpendicular to the
direction of the wind. Ripples and bow waves break away from the wind (downwind).
The foam of whitecaps formed by breaking waves always appear to slide into the wind
(upwind).
A6.4.6.5.2 There may be streaks in the water parallel to the wind direction. These
streaks are called wind lanes.
A6.4.6.5.3 Turn aircraft so its longitudinal axis is aligned with the direction of
movement of ripples, whitecaps, waves, or wind streaks.
A6.4.6.5.4 Read compass to determine magnetic direction of wind or its reciprocal
(convert to true values, if necessary).
A6.4.6.5.5 Determine the direction in which ripples, waves, or whitecaps are moving
to obtain actual direction of wind.
A6.4.6.5.6 Determine wind velocity by observing the surface and using ,
Wind and Sea Prediction Chart, when applicable.
 Calm 0 0 Like a mirror
1 to 3 0.5 1 Ripples with the appearance of scales
Small wavelets, crests have glassy
4 to 6 1 2
appearance
Large wavelets, crests begin to break;
7 to 10 2 3
scattered whitecaps
Small waves, becoming longer; fairly
11 to 16 5 4
frequent whitecaps
Moderate waves, taking pronounced long
17 to 21 10 5
form; many whitecaps
Large waves begin to form; white foam
22 to 27 15 6
crests more extensive; some spray
Sea heaps, white foam from breaking waves
28 to 33 20 7
blown in streaks along direction of waves
Moderately high waves of greater length;
34 to 40 25 8 crests break into spindrift; foam blown in
well-marked streaks in direction of wind
High waves, dense streaks of foam; sea
41 to 47 30 9
begins to roll; spray affects visibility
Very high waves with overhanging crests;
foam in great patches blown in dense white
48 to 55 35 10
streaks. Whole surface of sea takes on a
white appearance; visibility affected

A6.4.6.5.7 When flying search patterns, turns and pattern-types must be flown as
accurate and uniform as possible to optimize search area coverage and execution
techniques. Utilize the CNI-MU MISSION/SAR to program the aircraft patterns and
fly the aircraft coupled on autopilot.
A6.4.6.6 Search Pattern Description and Execution.
A6.4.6.6.1 Route Search. Employ the route search when the only available lead is a
LKP or DR position and the intended track of the search objective. This usually is the
first search employed. Assume the objective is on or adjacent to its intended track and
that the search objective will be easily discernible or possesses electronic detection
aids.
A6.4.6.6.1.1 Execution. Route search consists of one search leg along a given
track. Normally, start the search leg at a point nearest the search aircraft’s departure
 and search along the route of flight between the LKP and the intended destination.
If the LKP is a position report, search between the LKP and the report where the
next report was due. Extend the track approximately 25 NM to allow for
navigational error on the part of the missing aircraft.
A6.4.6.6.2 Parallel Search. See Parallel Search Pattern in a Large
Rectangular Area and Parallel Search Pattern Along Object’s Route of
Flight. Use a parallel search to cover large rectangular areas where the objective is
expected to be between two points and possibly off track due to navigation error.
Employ this simultaneously with or immediately after completion of a route search.
Also, use a parallel search during concentrated searches since navigational accuracy is
increased when long search legs are used.

S= Track spacing

UNCLASSIFIED Parallel Search Pattern in a Large Rectangular Area

A6.4.6.6.2.1 Execution. This pattern is a series of parallel legs (tracks) advancing

from one side of an area to the other. The longer search legs will parallel the
objective’s intended track or the long side of a rectangular search area. The short
legs (cross legs) of a parallel search will be equal to track spacing.
A6.4.6.6.3 Creeping Line Search. See , Creeping Line Search Along
Object’s Route of Flight. When several aircraft are available, use a creeping line
version of the parallel search in conjunction with or immediately after a route search.
A6-18 AFTTP 3-3.C-130E/H, 7 December 2011

Figure A6.2 Parallel Search Pattern Along Object’s Route of Flight.

S First search aircraft

LKP Object’s route Required position report

S

S Second search aircraft

S= Track spacing

UNCLASSIFIED Parallel Search Pattern Along Object’s Route of Flight

Figure A6.3 Creeping Line Search Along Object’s Route of Flight.

S S S

Object’s

Intended Track
LKP Destination

S = Track spacing

S S

UNCLASSIFIED Creeping Line Search Along Object’s Route of Flight

 A6.4.6.6.3.1 Execution. The creeping line search is a series of parallel tracks
advancing along a given track. The longer legs are perpendicular to the given track
and are sufficient in length to allow for navigational error or drift of the search
objective. The cross legs of a creeping line search will be equal to track spacing.
Use the creeping line search pattern to cover an area on both sides of the search
objective’s intended track during and after route searches. Begin the pattern at one
end of the intended track or at an assigned point along the track.
A6.4.6.6.4 Creeping Line Search Pattern Used in Lieu of Square Search. See
Creeping Line Search Pattern Used in Lieu of Square Search. In addition,
substitute the creeping line search for an expanding square search during concentrated
coverage when time is not an urgent factor. It is more accurate and provides the same
coverage as a square pattern.

S S

Center point

S = Track spacing

S S

UNCLASSIFIED Creeping Line Search Pattern Used in Lieu of Square Search

A6.4.6.6.4.1 Execution. During concentrated search coverage, begin at the nearest

corner and use the creeping line search to cover an assigned rectangular pattern.
A6.4.6.6.5 Expanding Square Search. See , Expanding Square Search.
The expanding square search is a series of search legs which expand outward forming
a square pattern. The first and second legs are equal in length to track spacing and each
two succeeding legs are increased in length by a distance equal to track spacing. Legs
are flown at right angles and all turns are made to the right.
A6.4.6.6.5.1 Execution. Use the expanding square search for concentrated search
of a small area where a sighting or search objective has been reported. Begin the
 search at the center point of the area of highest probability. Normally, this pattern
will not cover an area over 20 NM square. To minimize navigational error, plan for
upwind/downwind and crosswind legs. Use cardinal headings if the wind is
negligible or time does not permit adequate planning.

3S

S
4S 2S 3S
S = Track spacing = 2D
MPP D = Visual detection range

2S

4S

UNCLASSIFIED Expanding Square Search

A6.4.6.6.6 Sector Search. See , Sector Search. The sector search is a

series of legs which originates from a datum point. The resulting close-track spacing
increases probability of detection near the datum point (center) and larger track
spacing at the extremities. Each long leg is equal to the diameter of the area where the
objective is most likely to be found and the cross legs are equal to computed track
spacing.
A6.4.6.6.6.1 Execution. Use the sector search when the position of distress is
known within close limits and the search area is not extensive. It provides greater
navigational accuracy, increased scanning opportunity, and is more flexible than
the expanding square. Begin at the datum point. The navigator will mark the
beginning position to facilitate precise search legs. Those aircraft with suitable
smoke marker release systems should also drop a smoke over the datum point to
aid in precise search legs and should drop additional markers as required
throughout the pattern. When planning the search, align the first leg with the search
objective’s direction of movement, drift, or with the most expeditious heading and
make all turns to the right. Determine the heading of the succeeding leg using the
 information shown in , Sector Search Pattern Computation. Each
successive leg is determined by adding 90 degrees plus the angle change (0) to the
previous leg.

S = Track spacing

Datum
point

Inbound
track
S

UNCLASSIFIED Sector Search

A6.4.6.6.7 Contour Search. See Contour Search of a Mountain Peak and

Contour Search of a Mountain Side Use the contour search to search
mountainous or hilly terrain.
A6.4.6.6.7.1 Execution. Fly search legs around a peak or back and forth along the
side of the mountain depending upon the size and accessibility of the search area.
As one contour circuit or leg is completed, normally decrease the altitude 500 feet
and commence a new leg. Make turns away from the mountain during descent at
the end of each leg when searching the side of the mountain.
A6.4.6.6.7.1.1 Use the largest possible terrain contour chart (JOG or TPC)
available. Mark the areas that were thoroughly searched for debriefing with the
controlling agency.
A6.4.6.6.7.1.2 Start searching above the highest peak or ridge. Use extreme
care during the search. Do not search when terrain conditions, high winds,
turbulence, visibility, or weather conditions create a hazard to safe flight.
A6.4.6.6.7.1.3 The PF will devote full attention to evaluating forward terrain
for clearance and hazards to flight.
 5 6/21/1.6 12/23/0.8 18/25/0.6 25/27/0.5

10 3/20/5.4 6/21/3.0 9/22/2.0 12/23/1.6 18/25/1.2 25/27/0.8

15 2/20/12.0 4/20/6.2 6/21/4.6 8/22/3.6 12/23/2.6 15/24/2.0 20/26/1.6

20 1.5/19/21 3/20/11.2 4.5/21/7.6 6/21/5.8 9/22/4.2 12/23/3.4 15/24/2.8 24/27/1.8

25 2.5/20/16.2 3.5/20/11.0 5/21/8.6 7.5/21/6.0 9.5/22/5.0 12/23/4.0 18/25/2.8

30 3/20/16.6 4/20/11.8 6/21/8.8 8/22/6.8 10/22/5.8 15/24/4.0

40 3/20/22.0 4.5/21/15.2 6/21/11.8 7.5/21/9.8 11/23/7.4

0—degrees to add to 90 degrees

T—first turn correction (deduct 11 seconds for successive turns)

Mountain peak

UNCLASSIFIED Contour Search of a Mountain Peak

 Side of mountain

UNCLASSIFIED Contour Search of a Mountain Side

A6.4.6.6.7.1.4 All crew members will be especially watchful for power lines
and cables.
A6.4.6.6.7.1.5 Evaluate the area for turbulence and downdrafts before
descending to search altitude and flying close to a mountainside; severe
downdrafts may occur (e.g., 2,000 fpm and greater). Do not fly where winds
exceed 25 knots.
A6.4.6.6.7.1.6 Search from top to bottom, never from bottom to top. Search
500 feet above and away from the terrain at all times, never closer.
A6.4.6.6.7.1.7 Use extreme caution when searching in canyons and valleys.
Ensure adequate clearance before entering the area. Always maintain an “out.”
Plan ahead of the aircraft and know which way to turn in an emergency.
A6.4.6.6.7.1.8 Ensure all loose equipment is securely fastened or tied down
during mountain searches. Crew members will be strapped in if duties permit.
When a sighting is made, the appropriate crew member will
notify the rest of the crew over interphone and indicate the position of the sighting by using the
clock system (e.g., “PILOT, RIGHT SCANNER, TARGET SIGHTED AT 4 O’CLOCK, 500
YARDS”).
A6.4.7.1 Mark. The PM will mark the present position on the CNI-MU.
A6.4.7.2 Maneuver. Maneuver the aircraft to keep the target in sight.
 A6.4.7.3 Report. Report the sighting to the rescue center, OSC, air or ground station, or
operating agency, as appropriate. This report should include the following information:
• Position.
• Number of survivors.
• Condition of survivors.
• Type of emergency equipment used or needed by survivors.
• Action already taken or assistance needed.
• Condition of weather and sea.
• Fuel remaining in hours.
When two planes are available, one should climb to an altitude that
ensures radar detection by other craft or land bases, and the other should remain low, keeping
the target in sight. Both aircraft should remain on station until relieved by other aircraft, rescue
or recovery has been affected, or forced to return to base because of low fuel. In the latter
event, mark the position with the best means available before departing the search area.
A6.4.8.1 Drop Emergency Equipment. Drop available emergency equipment and/or
personnel, if required. If survivors are in life jackets, make attempts as soon as possible to
furnish life rafts or other survival equipment and signaling devices.
A6.4.8.2 Give Directions to the Scene. Direct potential rescue or recovery vessels and
other aircraft to the scene by using radio or visual signals.
Precise scanning is one of the most important aspects of a
search. During a search, all crew members will make a cursory examination of the area. For
maximum effectiveness, however, assign personnel primary duties as scanners. If available,
assign personnel other than the basic crew to these duties. Thoroughly brief scanners on
techniques prior to beginning a search.
Notify ATC, the appropriate SAR agency on-scene SAR
aircraft, and RCC.
A6.4.10.1 Sole Search Aircraft. If other search aircraft have not arrived, reconfirm
position and advise survivors when further assistance will arrive, if known.
Fixing, intercepting, and escorting a lost aircraft is an
extremely difficult problem. Establish communications with the lost aircraft in order to initiate
orientation procedures. Use all possible aids to locate the approximate position of the lost
aircraft. In many cases, radar or direction finding stations will establish a bearing from the
station to the lost aircraft and indicate the general direction to fly to accomplish an intercept.
A6.4.11.1 Contact. Attempt contact with the lost aircraft as soon as possible. Climb to the
highest practical altitude to increase communications range.
A6.4.11.2 Orbit Position. If the lost aircraft is in contact with an air or ground station
within reasonable range from the base, the rescue aircraft should orbit at altitude over the
appropriate station until some clue is received that indicates the general direction or
position of the lost aircraft.
A6.4.11.3 No Contact. If all communication attempts prove unsuccessful, it is advisable
to proceed in the most logical direction toward the lost aircraft.
A6.4.11.4 Maintain Radio Contact. Instruct the distressed aircraft to maintain radio
contact at all costs and orbit at its present position to keep within communications range,
maintaining the highest practical altitude to improve communications.
A6.4.11.5 Fuel Status. Ascertain amount of fuel remaining and the number of personnel
aboard.
A6.4.11.6 Assistance. Maintain communications with air or ground stations capable of
providing bearings, fixes, or other assistance.
A6.4.11.7 Aids. Use every possible intercept method and electronic aid to ensure a
successful mission.
A6.4.11.7.1 Electronic Aid. Employ the electronic aid that can provide the quickest
and most reliable bearing or fix on the lost aircraft.
A6.4.11.7.2 Bearing/Fix. Obtain a reliable bearing or fix and instruct the lost aircraft
to leave orbit and head toward the rescue aircraft or the nearest suitable landing area.
A6.4.11.7.3 No Bearing/Fix. If in voice contact with the lost aircraft and unable to
establish a bearing or fix, determine its approximate position from any surface objects,
landmarks, or peculiar cloud formation. Landing lights and pyrotechnic flares improve
detection capabilities at night.
A6.4.11.8 Lost Aircraft Fixing Procedures. See Lost Aircraft Fixing
Procedures. If the situation demands the lost airplane to land as soon as possible,
determine its position and vector it to the nearest airfield as follows.
A6.4.11.8.1 Orbit Request. Request the lost aircraft to orbit (360-degree turns) at its
present position. Take HF, VHF, or UHF radio bearing from the distressed aircraft and
plot it.
A6.4.11.8.2 Second Bearing. Fly perpendicular to the bearing obtained for 5 minutes.
Take and plot a second bearing. Expect the lost aircraft to drift considerably if there are
high winds in the orbit area.
A6.4.11.8.3 Compute Distance to Lost Aircraft. The point where the two bearings
cross is the approximate position of the lost aircraft. Compute the distance to the lost
aircraft by: (TAS x minutes flown)/bearing change.
A6.4.11.8.4 Reverse Computation. The fixing procedure will work in reverse (i.e., the
rescue aircraft may orbit and take bearings on the lost aircraft while it flies a constant
heading). Use this reverse procedure only as a last resort.
A6.4.11.8.5 Vector. Prior to vectoring a distressed aircraft in any direction, it is
imperative to obtain a reasonably accurate position and ensure that the lost aircraft’s
altitude clears all terrain by a safe margin. Then relay the bearing, distance, and ETA to
the closest airfield. Use an appropriate intercept course and monitor the progress of the
lost aircraft.
 B

Base of nearest
g
safe landing arin Track
be distance
D nd
co flown
Se

First bearing
C A

Distressed aircraft
orbit

UNCLASSIFIED Lost Aircraft Fixing Procedures

Establish direct communications

with the distressed aircraft as soon as possible. Accomplish this on the distressed aircraft’s HF
en route frequency, emergency VHF or UHF frequency, or any other frequency used by the
distressed aircraft to alert air or ground facilities. The primary method of communications will
be VHF or UHF when positive contact is made. See , Communications
Frequencies.
A6.4.12.1 Communication Procedures. Communications procedures should instill
confidence in the distressed crew so the crew will know that professional assistance is at
hand. To achieve this goal, the crew will employ the following methods.
A6.4.12.1.1 Action Items. Coordinate immediate action items first and then
supplemental items as the mission progresses. Communications may be lost or the
distressed crew may be forced to bail out, crash land, or ditch.
A6.4.12.1.2 Brevity. Avoid long transmissions and provide pertinent data at periodic
intervals to assure the distressed crew that contact is being maintained.
A6.4.12.1.3 Clarity. Make all messages clear and concise.
A6.4.12.1.4 Relays. If direct communications are delayed or fail completely, relay
pertinent data and instructions through any air or ground station in contact with both
aircraft.
ADF 500 kHz UHF 282.8 MHz
HF 8364 kHz VHF 123.1 MHz
UHF 243.0 MHz (guard) HF 3023.5 kHz
VHF 121.5 MHz (guard) HF 2182 kHz (maritime distress)

Both ADFs 500 kHz (for objects ATC frequency

with 500 kHz beacons) HF 2023.5 kHz (SAR on-scene)
Liaison primary HF VOR 121.5 MHz
HF 8364 or 2182 kHz VHF 121.5 MHz
Ship to 2182 kHz UHF 282.8 MHz and guard for
plane interplane
VOR 121.5 MHz
VHF 121.5 MHz VHF-FM 156.8 MHz
(153.8 for mountain areas)
UHF GCI and guard
VHF-FM 156.8 MHz — —
(153.8 for mountain areas) — —

* These are suggested radio setups. Actual frequencies used will be determined by the search
objective, crew, and availability of radio equipment.

A6.4.12.1.5 Blind Transmission. If all efforts to contact the distressed aircraft fail,
transmit pertinent information and instructions in the blind. Assume the distressed
aircraft is receiving but unable to acknowledge.
A6.4.12.2 Intercept Procedures. Use the following frequencies and procedures during an
intercept.
A6.4.12.2.1 Primary Frequency. The primary frequency is the HF, VHF, or UHF en
route frequency used by the distressed aircraft to alert air or ground stations and to
request intercept.
A6.4.12.2.2 Secondary Frequency. Designate a secondary HF frequency shortly after
initial contact. Instruct the distressed aircraft to change to this frequency if contact on
the primary frequency is lost for a 10-minute period. When VHF or UHF contact is
 established, designate a secondary frequency. Prior to changing VHF or UHF
frequencies, instruct the distressed aircraft to return to primary if contact cannot be
established within 30 seconds.
A6.4.12.3 Initial Communications Procedures.
A6.4.12.3.1 Initial Contact. Attempt initial contact with distressed aircraft before
takeoff or as soon as practical on HF, VHF, or UHF. If initial contact is on HF,
designate a VHF or UHF frequency to monitor. If initial contact is on VHF or UHF,
instruct distressed aircraft to monitor en route HF frequency.
A6.4.12.3.2 Identify. Identify yourself and advise that you are en route to intercept.
A6.4.12.3.3 Designate Frequencies. Instruct the distressed crew to use the present
frequency as primary and not to break contact. Designate a secondary frequency.
A6.4.12.3.4 Emergency. Instruct the distressed crew to transmit “emergency” on the
IFF.
A6.4.12.3.5 Obtain Distressed Aircraft Information. Obtain and evaluate the latest
position, time, magnetic heading, IAS, GS, altitude, fuel remaining, personnel on
board, and flight conditions of the distressed aircraft.
A6.4.12.3.6 Verify Emergency. Verify the nature of emergency and intentions of the
distressed aircraft.
A6.4.12.3.7 Signal Homing. If required, instruct the distressed aircraft to home on the
signal transmitted by the rescue aircraft.
A6.4.12.3.8 Supplemental Data. Transmit supplemental data as appropriate to the
situation such as altimeter setting, weather, estimated time to intercept (ETI), and
MSA. See , Inland Probability of Detection—Single Search (Open Flat
Terrain), , Inland Probability of Detection—Single Search (Moderate Tree
Cover/Hilly), and , Inland Probability of Detection—Single Search
(Heavy Tree Cover/Very Hilly.
See the following publications for more
information and guidance:
• Joint Publication 3-50.2, Doctrine for Combat Search and Rescue.
• AFTTP 3-1.General Planning, Chapter 9, “Combat Search and Rescue Planning and
Execution.”
• AFTTP 3-1.HC/MC-130, Chapter 9, “Personnel Recovery.”
• Emergency Procedures Flight Information Handbook.
• , “Combat Mission Guide.”
500 0.5 35 60 75 75
1.0 20 35 50 50
1.5 15 25 35 40
2.0 10 20 30 30
700 0.5 40 60 75 80
1.0 20 35 50 55
1.5 15 25 40 40
2.0 10 20 30 35
1,000 0.5 40 65 80 85
1.0 25 40 55 60
1.5 15 30 40 45
2.0 15 20 30 35

20 35 50 50 20
10 20 30 30 10
500
5 15 20 20 5
5 10 15 15 5
20 35 50 55 20
10 20 30 35 10
700
10 15 20 25 10
0 10 15 20 0
25 40 55 60 25
15 20 30 35 15
1,000
10 15 20 25 10
5 10 15 20 5
 10 20 30 30 10
5 10 15 15 5
500
5 5 10 10 5
5 5 10 10 5
10 20 30 35 10
5 10 15 20 5
700
5 5 10 15 5
5 5 10 10 5
15 20 30 35 15
5 10 15 20 5
1,000
5 10 10 15 5
5 5 10 10 5
 A MPC is responsible for the planning and execution of airlift missions. Its
purpose is to process the ATO into streamlined mission planning information for C-130 crews
during operations in a combat or exercise environment. Because of the complexity and long
duration of C-130 sorties, coupled with time-constraining ATO cycles and crew rest requirements,
it is necessary that the MPC develop an effective framework for crew mission preparation. This
chapter outlines the objectives, personnel requirements, duties and processes in which the MPC
derives airlift information for combat crews. For additional information on MPC operations, see
, “Mission Preparation;” AFTTP 3-1.General Planning, and AMCI 11-207, AMC
Weapons and Tactics Program.
The overall focus of the MPC is to provide airlift crews with a thoroughly planned,
tactically sound mission that can be successfully accomplished. MPC planners must work in a
prioritized order to develop the mission by gathering information on the OA, threats and support
assets.
The main functions of an MPC are to break out and analyze the ATO, determine
the unit’s ability to meet ATO taskings, publish directives to implement battlestaff decisions, and
generate mission materials for the crews. The plan must be thoroughly communicated to higher
echelons and succinctly briefed to the aircrews executing the mission.
The complexity of the C-130 planning process and coordination
needed to integrate the airlift package requires highly trained and experienced individuals. These
individuals must possess this expertise and knowledge before an exercise or combat operation
begins. Therefore, to meet these requirements, MPC chiefs should be graduates of the USAF
Weapons School. Preferably, the other MPC planners should also be graduates of the USAF
Weapons School; if WOs are not available, preference should be given to team members who are
graduates of other specialized schools, such as CATS-MECOC or AATTC, that emphasize tactical
employment of the aircraft and integration of force packages.
The MPC itself is a forward deployable element of the home station
weapons and tactics section. Home station roles and responsibilities may differ slightly from
deployed operations; however, core capabilities and mission planning skills reside in both. By
considering the MPC a weapons system, it becomes much simpler to standardize, exercise and
employ operationally. Ideally, the personnel filling these standing roles at home station will move
forward with the MPC during exercises or contingencies, thereby creating inherent continuity and
built-in expertise. This existing structure fits in nicely with the composite force mission planning
structure, offering a “plug-and-play” capability. See , Mission Planning Cell
Transferability. The MPC is normally organized into two to three shifts with duplicate teams for
24-hour operations. Manning limitations may require dual tasking of some positions. In order to
fully understand the function of the MPC, it is necessary to understand all positions within the
MPC to include individual duties, product requirements and requisite experience. See
, in this chapter that describes the generic roles and responsibilities of each MPC planner. See
, Composite Force Mission Planning Cell.
 Squadron Weapons and Tactics Section
Chief of Weapons
and Tactics
NCOIC of Weapons
Intelligence (IN)
and Tactics
Deputy Chief of
Weapons and Tactics

Electronic Warfare Combat Training Weapons Employment Mission Support

Element Element Element Element

Supporting Supporting Route Planning Supporting

Functions Functions (RP) Functions

Asset Integration Objective Area

Planning (AI) Planning (OA)
Command, Control
Administrative
Communications Planning
Planning (ADMIN)
(C3)

Composite Force Mission Planning Cell

Air Mission
Commander
AMC

Mission Planning
Cell Chief
(MPCC)
Intelligence Planning
(IN)

Deputy Mission Planning Deputy Mission Planning Deputy Mission Planning

Cell Chief Cell Chief Cell Chief
(DMPCC) (Other MDS Cell) (DMPCC) (DMPCC) (Other MDS Cell)

Route Planning
(RP)

Asset Integration Objective Area

Planning (AI) Planning (OA)

Command, Control
Administrative
Communications Planning
Planning (ADMIN)
(C3)

UNCLASSIFIED Mission Planning Cell Transferability

 Air Mission Commander
AMC

Mission Planning Cell Chief

(MPCC)
Intelligence Planning
(IN)

Deputy Mission Planning Cell Chief Deputy Mission Planning Cell Chief Deputy Mission Planning Cell Chief
(DMPCC) (Other MDS Cell)* (DMPCC) (DMPCC) (Other MDS Cell)*

Route Planning
(RP)

Asset Integration Planning Objective Area Planning

(AI) (OA)

Command, Control, Communication Administrative Planning

Planning (C3) (ADMIN)

* Other MDS planning cells as required. C-130

MPC can operate autonomously if no other aircraft
types are involved in the operation.

UNCLASSIFIED Composite Force Mission Planning Cell

 The MPC chief (MPCC) is the officer in command of
the MPC. The MPCC is responsible for ensuring that planning is thorough, accurate, and
timely. The MPCC is appointed by the commander as the wing or group’s link to the tactical
level of war. The MPCC has authority for coordinating actions required to plan and execute
airlift taskings. The MPCC should be a WO and the most highly qualified individual available
regardless of seniority; however, leadership ability is critical to the MPCC’s success and
should be a consideration during the appointment. See , Mission Planning Cell
Chief Planning Checklist. The MPCC is responsible for the following:
• Establishing a vision for the MPC based upon assigned taskings.
• Possessing a working knowledge of joint and Air Force doctrine, delivery methods,
defensive system capabilities, the mission planning process, and associated planning
systems.
• Maintaining liaison with higher echelons of command and the AOC.
• Providing adequate resources for MPC planners to successfully execute their duties.
• Providing critical analysis of the developing plan.
• Closely coordinating with the designated AMC and key aircrews within the formation
(i.e., formation lead, flight leads, and tail end Charlie).
• Possessing a working knowledge of all MPC equipment and mission planning software.
• Establishing a battle rhythm and time lines for the MPC.
• Scheduling and management of MPC planners.
• Serving as the military deception officer (MDO) (must be a qualified MDO).
• Supervising shifts during sustained operations.
• Briefing preparation and delivery.
The deputy MPC chief (DMPCC) assists the
MPCC with the operation of the MPC and ensures compliance with the vision for the overall
mission planning process. This individual serves as the foreman of the MPC, ensuring time
lines are met, products are well-integrated and executable, and mission planning remains
well-guided and focused. The DMPCC steps up to run the MPC while the MPCC is occupied
with liaison/coordination responsibilities. The DMPCC should be a WO or highly qualified
instructor with vast MPC experience. The DMPCC is responsible for the following:
• Possessing a working knowledge of joint and Air Force doctrine, delivery methods,
defensive system capabilities, the mission planning process and associated planning
systems.
• Providing critical analysis of the developing plan.
• Possessing a working knowledge of all MPC equipment and mission planning software.
• Complying with the established MPC battle rhythm and time lines.
• Directly supervising MPC operations.
• Supervising shifts during sustained operations.
 • ATO breakout
• Review SPINS
• Mission objectives
• Threat analysis
• Mission feasibility
• Acceptable level of risk
• Participating forces and units
• Deconfliction and integrations
• Military deception planning
• Go/no-go criteria
• Theater indoctrination briefing for
crews
• Contingency Planning
• User coordination
• Inter-unit coordination
• Commander and operations officer
coordination
• Air mission commander coordination
• Maintenance coordination
• AOC coordination
• Motherhood
• Establish MPC battle rhythm
• MPC shift scheduling
• Monitor stores of planning resources
• Capture lessons learned

• Conduct initial brainstorming

session
• Conduct murder board
• Conduct progress checks
• Aircrew briefings/debriefings
• Joint mission briefing (JMB)
• MPC changeover briefing

* For additional information on mission planning, see AFTTP 3-1.General Planning, and
AFTTP 3-1.C-130, Chapter 3, “Mission Planning Considerations.”

It is imperative that IN personnel be thoroughly integrated

into the MPC. The IN representative is responsible for ensuring the planning team is informed
of all pertinent intelligence data regarding en route and OA threats in a timely manner. A
working knowledge of CFPS and FalconView is required. See , Intelligence
Planning Checklist. IN is responsible for the following:
• Providing complete, updated threat assessments and OB information to the MPC.
• Imagery.
• Requests for information (RFI).
• Essential elements of information.
• Briefing aircrews on potential threats and SAFIRE activity.
• Assisting with OA analysis.
 • Ensuring aircrews are fully aware of PR SPINS and transferring ISOPREP and EPA
information to the AOC.
• Foreign disclosure matters.
• Postmission debriefings with aircrews and subsequent MISREP administration.

• EPA and ISOPREP review

• Name • Evasion kit
• Category (DZ, LZ) • PR SPINS
• Location (coordinates) • Threat assessment
• Terrain analysis
• Description • Aircrew feedback
• Collect evasion kits
• Departure base • MISREP
• Ingress • Feedback to MPCC
• OA
• Egress
• Recovery base

• Detection capabilities
• Alternate airfields
• Allied countries and third party
reactions
• Target country reaction
• Cover
• Friendly air and ground activity
• Rescue, evasion, and escape
• OB
• National military structure
• Human factors
• EPA

*For additional information on intelligence planning, see AFTTP 3-1.C-130, Chapter 3,

“Mission Planning Considerations.”
 The route planning officer (RPO) will operate the primary mission
planning computer which serves as the fusion center for all mission planning considerations.
As the primary PFPS operator, this planner must maintain time line awareness, as this position
lends itself to channelized attention. Fill this position with a navigator or highly qualified
instructor who is proficient with PFPS. The RPO is responsible for the following:
• Possessing detailed knowledge of all MPC equipment and mission planning software.
• Setting up and maintaining local area network (LAN) and MPC hardware.
• Route development and rehearsal.
• Chart production.
• Fuel planning.
• Flight logs.
• CARP calculations.
• Load planning coordination.
Objective area planning will coordinate with RP to
determine ingress and egress points and will perform a detailed study of the OA to include
threats, run-in analysis, DZ/LZ markings and terrain analysis. For airland missions, OA will
develop arrival, departure and ground operations plans. A pilot or navigator should fill this
position. OA will coordinate with asset integration (AI) for escort, SEAD, DEAD and
electronic attack (EA) requests. OA is responsible for the following:
• Possessing a detailed knowledge of mission planning software.
• User coordination.
• OA routing development.
• Providing detailed OA analysis and associated aircrew products.
• Arrival, departure and ground operations planning for airland missions.
• Stick diagram development.
• Providing solar/lunar illumination data.
Asset integration is responsible for coordinating any
outside support the C-130 package requires to accomplish its assigned mission. AI will
interface with RP, OA, and command, control, and communications (C3) planning. AI must be
familiar with capabilities and limitations of all elements of the mission package (escort,
SEAD, DEAD, intelligence, surveillance and reconnaissance [ISR]). Because of the
specialized nature of this position, a WO or highly qualified instructor is recommended. AI is
responsible for the following:
• Threat analysis and countertactics.
• Escort planning and coordination.
• SEAD/DEAD, ISR planning, and coordination.
• Airspace and ATC coordination.
• Electronic combat officer (ECO) duties.
 • Execution checklist development.
• ATO/ACO compliance.
• SPINS compliance.
Command, control, and
communications is responsible for ensuring the ATO, ACO, and SPINS, including crypto and
communication procedures are understood. C3 will perform a majority of the formation
planning which makes this position the best suited for mission data card (formerly AF Form
280) development. This individual must be knowledgeable of aircraft C3 systems; specifically,
HQ and secure voice components. A pilot or navigator should fill this position. C3 is
responsible for the following:
• Mission data card development (formerly AF Form 280).
• Formation planning.
• Communications planning and communications card development.
• Possessing a detailed knowledge of aircraft communications systems (e.g., HQ, secure
voice).
• Diplomatic clearance coordination.
• ATO/ACO compliance.
• SPINS compliance.
Although the admin position is not a very glamorous role,
this individual is responsible for collecting, organizing, and distributing all the products the
aircrew will need to execute the mission. This individual must be extremely efficient and
highly organized to succeed at this critical node of the mission planning process. Admin must
develop a system for the collection, reproduction, and assembly of mission products for the
CMFs. A pilot or navigator should fill this position. Admin is responsible for the following:
• Collecting and reproducing mission products.
• Establishing an organized system for assembling CMFs in time for distribution.
• CMF assembly, distribution, and end-of-mission collection.
• Military flight plan completion and filing.
• Acquiring weather information and NOTAMs for inclusion in CMFs.
Additional planners for the MPC may be incorporated to
reduce the length of shifts or be added to existing shifts to lighten the workload of individual
MPC planners. Should these additional planners be added to existing shifts, clearly identify
specific roles and responsibilities to maintain the efficiency and effectiveness of the MPC. In
addition, enlisted planners capable of providing the necessary information for aircrews to
safely operate in a tactical environment are highly desired (e.g., joint airdrop inspection,
TOLD computations).
A7.6.9.1 Tactical Deception Officer. Airlift movements typically signal the beginning of
an operation or the probable movement of other forces. Tactical deception (TD) operations
attempt to mask the movement or objectives of friendly forces, either multiply or hide the
size of the deploying force, and protect them during ingress and egress. The tactical
 deception officer (TDO) should coordinate with the military deception officer in the AOC.
Reference AFI 10-794, Military Deception Program; AMCPAM 10-703, AMC Tactical
Deception Awareness; and Joint Publication 3-58; Joint Doctrine for Military Deception,
for specific TD guidance.
A7.6.9.2 Blue Force Coordination. Blue air assets will prove useful in almost all tactical
situations. It is important to understand what role the asset will play in the mission. The
MC will need to establish responsibilities, specific roles, communications, and points of
contact with all players. If possible, planners should meet face-to face with the key players.
A7.6.9.3 Geographically Separated MPCs. When the aircrew users, and planners are
geographically separated, secure communication is imperative. SIPRNET, secure
telephone equipment (STE), Voice Over Secure Internet Protocol (VOSIP), and secure
video teleconference (VTC) allows planners to coordinate, analyze, and brief without
jeopardizing OPSEC.
, Mission Planning Cell
Equipment and Materials, specifies a list of equipment and materials which allows MPC planners
to build an initial materials list during pre-deployment planning. Modify this list to meet unit
requirements.
This is a synopsis of the MPC’s work routine
during combat or exercise operations. It details initial setup duties and the daily planning cycle
from the ATO breakout to the crew debrief. An MPC time line and MPC checklists are
incorporated as a guide for MPC operations during an ATO cycle.
Establish the planning area upon arrival at the forward deployed
location. The members of the MPC should consider the points listed below.
A7.8.1.1 Security. Work with airfield and deployed security police and IN to establish a
secure working environment. IN should bring safes for classified material. A safe is
needed for COMSEC, classified manuals and ATOs unless the area is cleared (and
protected) for open storage.
A7.8.1.2 Power Supply. Ensure the area is served by 110V, 60 Hz power. If the area is not,
then most of the equipment will not be operational. (Some laptop computers come with
convertible power supplies, check this in advance.) Contact wing initial communications
package (WICP) personnel or civil engineering to obtain appropriate power converters and
adapters. Consider the minimum number of power outlets for MPC-only equipment.
A7.8.1.3 Connectivity. Ensure there are sufficient telephones and STEs available and
activate the lines. Normal communications require multiple telephone lines. Two more
lines are needed for simultaneous use of secure telephone equipment (STE) telephones and
a secure fax. Cellular phones and pagers are useful if service is locally contracted. In
addition, work with the communications squadron to secure adequate non-secure internet
protocol router network (NIPRNET) and SIPRNET lines to support the MPC. Ideally, the
MPC should be wired to accommodate NIPRNET and SIPRNET lines for each
workstation.
• Black and white copier • Microsoft Office
• Black and white printer (duplexing) • PFPS
• Color copier • CAPS, OPARS
• Color plotter (to print large charts) • SLAT
• Color Printer (duplexing) • Printer drivers
• Combat mission folders
• Electrical power converters/adapter • Aircraft TOs and publications
plugs • Airman’s Manual
• Fax machines (unclassified and • Classified ADS handbooks
classified) • Electronic and hard copy tactics manuals
• Field desk (See AMCI 11-207)
• Folding tables and chairs • FCG
• Iridium phones • FLIP/Jeppesen charts
• Overhead projector
• Portable generator • Acetate
• Power strips/extension cords • Computer, dead reckoning
• Safe • Electronic storage media
• Shredder (classified) • Document protectors
• STE, plus keys • Flashlights and batteries
• Surge suppressors/uninterrupted power • Folders
supply • Glue sticks
• Whiteboards • Highlighters
• Hole punchers
• BSAs and CVRs • Labels
• COMSEC/crypto equipment • Notepads
• Data transfer modules (DTM) and DTM • Paper (8.5 x 11, 11 x 17)
cutters
• Paper cutter
• Rear vision devices
• Pens, pencils, wet and dry markers
• Plotters (nav, tactical, universal transverse
• “Mother” suite mercator [UTM])
• Laptop computers (unclassified and • Printer/copier toner cartridges (spare)
classified)
• Rulers
• Router
• Scissors
• LAN cables
• Staplers and staples
• External hard drives
• Tape
• Secure capable modem • Trash bags
• Critical spare parts (keyboards, mice, • Whiteout
etc.)
A7.8.1.4 Work Space. The planning area must be set up before operations can begin. Set
up computers in an area with access to the telephone lines for PC-to-PC transfers and near
appropriate power. The work and planning table must be large enough to comfortably fit
all members of the MPC and supporting equipment. All areas of the room must have a
view of dry-erase boards and clocks. Several independent areas and tables for copying,
CMF preparation, communications, and administration are needed. Use dry-erase boards
to list ATO breakout information, C-130 planning cycle time line for the ATO, important
telephone numbers, and CMF production status. There must be sufficient tables, chairs,
and garbage cans. Consider classified waste and a shredder or burn bags. Use shelf space
and filing cabinets to keep operations efficient.
A7.8.1.5 Architecture. The physical set up of the MPC should mirror the organizational
construction discussed previously in the Organization paragraph and as shown in
, Composite Force Mission Planning Cell. All MPC planners should have individual
workstations and significant consideration should be given to the orientation of each
position. Experience has proven that MPC communication and SA is enhanced when
workstations are oriented in a circular fashion, such as around a large table. In this manner,
planners are able to communicate face to face and remain attuned to other aspects of the
MPC. Positions requiring close coordination (e.g., RPO/OA or RPO/AI) should sit across
or next to each other in the MPC. See , Mission Planning Cell Architecture. To
ensure continuous mission-planning capability regardless of base LAN status, network
workstations to each other with the primary mission planning computer acting as a server.
In addition, working off of a common drive, specifically an external hard drive will
provide common access to all MPC planners and assist with product management.
A7.8.1.6 Radios. Contact theater contingency communications shop to establish correct
encryption codes. Work with WICP to ensure secure radios and data links are set up and
working properly. Ensure enough land mobile radios (LMR) are available for immediate
communication capability with the commander, operations, MPC chief, AI, and MX.
A7.8.1.7 Communications. Upon arrival, contact home station and provide secure fax and
voice phone numbers. Inform the deployed CP of the MPC location and communications
numbers. Also provide to the CP, air terminal operations center (ATOC), security forces,
and whomever is responsible for transmitting the ATO (if SIPRNET cannot be provided),
the same information. Post all of these numbers where viewable by the entire MPC.
Establish SIPRNET connections and secure e-mail addresses. Find out where the
communications center is located and ensure an access roster for message pick up is
established. Ensure the communications center has the phone number and a priority list for
late night and off-duty call-ins. Coordinate with the deployed communication squadron’s
officer-in-charge for all communications requirements. Ensure pre-deployment directions
have been carried out.
 Mission Planning Cell Organization Mission Planning Cell Architecture
RP Planning Computers/Server/
Printers NIPR & SIPR
Route Planning Terminals/DTM/Cutter/Router/
(RP) External HDs/Secure Modem/Etc.

=
Asset Integration Planning Objective Area Planning AI Planning Computers OA Planning

Local Area Network

(AI) (OA) NIPR/SIPR Terminals NIPR/SIPR Terminals

Command, Control, Communication Administrative Planning C3 Planning Computers ADMIN Planning Computers
Planning (C3) (ADMIN) NIPR/SIPR Terminals NIPR/SIPR Terminals

Additional Planning Computers Additional Planning Computers

NIPR/SIPR Terminals NIPR/SIPR Computers

NIPR SIPR
Printer Printer

B/W Color
Copier Copier

Color Plotter

UNCLASSIFIED Mission Planning Cell Architecture

 A7.8.1.8 AMD Interface. It is imperative for the MPCC to establish contact with the
appropriate AMD personnel upon arrival in theater, if not before. While not a doctrinally
approved element of the AMD, there is typically a tactics element staffed by WOs and
planners. These individuals will be working operational-level issues and are the MPC’s
liaison within the AOC for C-130 matters. These individuals have a direct working
relationship with the director of mobility forces (DIRMOBFOR) and exist to standardize
and integrate airlift operations across the theater. Other elements within the AMD to
contact are the airlift control team (plans) and the air mobility control team (execution).
For a better understanding of the theater airlift system, see Joint Publication 3-17, JTTP for
Theater Airlift Operations; AFDD 2-6, Air Mobility Operations; AFDD 2-6.1, Airlift
Operations; AFDD 2-6.3, Air Mobility Support; and AFTTP 3-1.General Planning.
A7.8.1.9 Squadron Operations Center Interface. It is also important to establish and
maintain good communication with key members of the squadron operations center
(SOC). This is a very critical node in the MPC aircrew relationship. The MPC must
coordinate closely with squadron schedulers, operations officers, and duty crews to ensure
aircrews are properly scheduled, alerted, and briefed. The MPC must also coordinate with
SOC leadership on aircraft generation and local policies to ensure the process from aircrew
show to departure goes smoothly. Additionally, the MPC must work closely with the SOC
to establish specific roles and responsibilities with respect to non-CMF paperwork.
A7.8.1.10 Maintenance and ATOC. Work with MX and ATOC to determine aircraft
turnaround, load capabilities, and time lines. ATOC can provide the MPCC with
inventories of cargo, MHE and the status of load teams. The MPCC will notify ATOC of
briefing times, coordinate required aircraft loads and determine airfield-limiting factors
(LIMFAC) on cargo storage/passenger handling, sortie generation and surge capability.
A7.8.1.11 Local Air Traffic Control Coordination. Work with local ATC to establish
departure routing, coordinate frequencies, hand-off procedures and altitude reservations
(ALTRV) (if applicable).
A7.8.1.12 Bugout Plan. Most theaters will require development of an evacuation plan in
case of terrorist or enemy attack. The MPCC keeps the MPC prepared to bugout at any
time. See , Bugout Plan.
Each theater of operations will have a
specific cycle and battle rhythm called an ATO planning cycle, which usually lasts 24 hours.
MPC planning must adjust its schedule to follow this cycle.
A7.8.2.1 ATO Breakout. When the ATO arrives, the first requirement is to breakout the
C-130 missions in order to determine what tasks will need to be assigned. ATOs are simply
too large to decode all at once. Find the required package information accurately and
efficiently. Electronic sorters such as PFPS TaskView can assist this process immensely. If
an ATO breakout sheet is used, expedite with the Microsoft Word “find” command. The
format for the breakout should be determined beforehand. Update it continuously as an
electronic copy and print or copy with the correct version numbers.
A7.8.2.2 MPC Initial Actions. During ATO breakout, each MPC planner should be
rapidly looking for the information required for assigned tasks. However, OA will need to
 know the location of the objective area first, in order to begin thorough analysis.
Otherwise, the MPC may waste a great deal of time planning a route that does not follow
the required axis of ingress. IN assists OA at this point, obtaining imagery and threat data.
With this information (ATO OA and threat locations), OA can make an initial
determination of the OA ingress and egress. This leads to establishment of an IP and an
escape point. The RPO should examine the ATO/ACO for established or designated routes
to the OA.

• Designate an alternate MPC location in case of terrorist/enemy attack.

• Preplan a transportation mode to get to alternate location.
• Know the alternate location’s phone numbers.
• Ensure alternate location is secure and equipped with adequate power, connectivity,
workspace, and administrative supplies.
• If MPC must execute the bugout plan, follow a preplanned flow.
• When developing the bugout plan, consider execution under specific alarm conditions and
mission-oriented protective posture (MOPP) levels.
• Predesignate required classified and unclassified materials and equipment and initiate the
transportation plan.
• Pre-position phone and contact list.
• Secure classified materials left behind and have STE keys for new location.
• After relocating, notify local operations center, AOC, weather, maintenance, and squadrons.

A7.8.2.3 Initial Game Plan. The RPO will construct the ingress routing to the IP and the
egress routing from the escape point back to base. However, the RPO initially works with
the MPCC to get a general idea of the desired flow. Once all primary package ATO
information is broken out, the MPCC should hold a “first look” brainstorming session to
determine the package’s general options and the feasibility of each. This should not be
confused with the information in the Murder Board paragraph. All members of the MPC
should attend this initial brainstorming session. The RPO can then begin planning a first
cut at the routing; the MPCC and DMPCCs can narrow the package options to be
considered further. After the initial game plan session, the MPC begins to lay out the
specifics of individual planning responsibilities. The MPCC should assign specific tasks
with respect to the roles and responsibilities outlined in , keeping in mind
that creating overlapping duties where critical phases of the mission merge helps to
facilitate integrated and comprehensive planning. The MPCC should specify the tasks and
level of planning detail to be completed by the murder board and the mission brief.
A7.8.2.4 Murder Board. The murder board is held at a preestablished time. This meeting
gives all members present the opportunity to “what if” the plan and identify critical
LIMFACs and shortfalls. It is not intended as a progress check where planners simply brief
work status. It is intended as a forum for members to critically analyze all aspects of the
plan to ensure it is integrated and executable. An effective means of conducting the murder
board is to analyze the mission chronologically, to identify gaps where critical phases of
the mission merge. However, the chosen format will depend on the operational situation
and how much mission information is available at the time. During sustained operations
when existing plans are simply updated on a day-to-day basis, a murder board may not be
required. Of course, this will depend upon the complexity and predictability of tasked
missions.
A7.8.2.5 Progress Checks. The MPCC/DMPCC should hold a brief progress check with
the MPC to pass information and determine the status of the plan. The MPCC/DMPCC
should then confirm the time and task completion requirements for the second progress
check. It should come about 1.5 hours later and last 10 to 15 minutes. When gathering the
MPC and asset representatives is difficult, meetings of the whole group should be
minimized and the MPCC/DMPCC should work one-on-one to coordinate requirements.
Depending on the missions assigned, the exact progress check time and task completion
requirements will vary.
A7.8.2.6 Completion of the Planning Cycle. The second progress check ends
approximately 6+00 after ATO publication. After this final progress check, only 1+00 of
planning time remains until the plan needs to be complete (1+00 prior to aircrew show).
During the final hour, as the MPC is checking the CMF for completeness, the MPCC
should be finalizing the mission brief. A 4+00 crew show allows 0+30 for aircrew
sign-in/equipment issue, 1+00 for the mission brief, 0+30 for crew study, and a 2+00 step
time that allows for preflight, transportation, meals, and so on. The total time given for
planning from ATO drop to the mission brief is 8+30 hours. The MPC must modify the
planning time line when the time from ATO drop to the mission brief is longer or shorter
than 12 hours. Crew duty day will weigh heavily on the actual time line, so adjust the
planning schedule accordingly. See , Sample Mission Planning Cell Time Line.
A7.8.2.7 AOC Information. As the plan develops, the MPCC has the responsibility of
informing the AMD on mission routing, OA location, C-130 package marshaling locations
and altitudes, C-130 package time slices in the AOR, ground and airborne time lines,
SPINS, and any important changes about the C-130 airlift mission for the executing ATO.
The AMD needs this information to build the C-130 execution picture. This aids in
coordinating package changes or providing additional support assets. Fax or e-mail all
information depicted on the chart and send applicable slides of the mission brief as
required. As C-130 mission tasking increases, the AMD may require this information for
high visibility missions only.
A7.8.2.8 MPC Changeover Brief. Changeover is an integral part of MPC planning.
Sometimes, the planning cycle is too long or at irregular times of the day, requiring two to
three MPC teams to accomplish planning duties. Therefore, MPC teams must accomplish
an informal changeover brief in which the current MPC team relays the planning status
and mission essentials to the incoming team. Another technique to ensure an effective
changeover is to overlap the shifts by an hour or more. If the MPC is afforded enough
experienced planners to have multiple shift supervisors, the MPCC can work a shift that
overlaps the primary shifts, thus providing good oversight and continuity. The MPC must
ensure the changeover is thorough, nothing about the mission plan is left uncovered, and at
a minimum, include the following information:
 • Review of the latest battlestaff or murder board directives.
• Intel update.
• Review the status of planning and assign responsibilities.
• Review MPC status; personnel and equipment.
• SITREP information.
• Personnel and equipment replacements.
• Battlestaff reporting, next meeting and slides.

Receive/breakout ATO 0000Z

Plot OAs 0030Z
Threat analysis 0030Z
Initial game plan (MPCC gives direction) 0100Z
Murder board 0230Z
Progress Check 1 0400Z
Progress Check 2 0530Z
Final planning 0600Z
Chart finalization and production 0600Z
Mission folder compilation 0700Z
Aircrew show time 0800Z
Mission briefing 0830Z
Crew study 0930Z
Aircrew step 1000Z
Takeoff 1200Z
:
* Due to the length of C-130 sorties, the planning will often occur outside of the normal ATO
cycle. A good rapport between the MPCC and the airlift planner at AMD must be maintained.

Personnel management becomes a significant concern during

sustained operations. While long hours and hard work are the norm, the MPC will rapidly
become ineffective if planners are working extended hours day after day with no time to
reconstitute. Developing an effective battle rhythm will help to create an environment of
efficiency for the MPC; however, the MPCC must create a shift schedule that effectively
accomplishes the mission and meets the physical needs of MPC planners. Each shift should
have an individual who fills the role of the DMPCC described in the Deputy Mission Planning
Cell Chief paragraph earlier in this chapter. Ideally, these shifts could be covered by the
DMPCC and another experienced individual, thereby allowing the MPCC to fulfill his primary
role as the leader of the MPC. See the Mission Planning Cell Chief paragraph earlier in this
chapter. When additional planners are not available to help operate the MPC, the MPCC may
have to serve as a shift supervisor in addition to the primary MPCC duties.
These checklists outline the generic responsibilities of
the MPC during the planning cycle. Edit these checklists for length and content according to
mission type.
A7.8.4.1 Mission Planning Cell Chief Planning Checklist. See , Mission
Planning Cell Chief Planning Checklist. Before the ATO arrives, assign responsibilities
and deadlines to complete the airlift and production planning.
A7.8.4.2 Intelligence Planning Checklist. See , Intelligence Planning
Checklist. The objective is to ensure MPC is adequately informed of the enemy OB and
threat information, both en route and close to the OA. Effective planning is dependent
upon accurate, timely intelligence.
A7.8.4.3 Route Planning Officer Checklist. The objective is to construct routes IAW
SPINS and the ATO/ACO and to produce charts, flight logs and airdrop information.
A7.8.4.4 Objective Area Planning Checklist. The objective is to ensure selected tactics are
both appropriate for the threat and compatible with OA requirements and delivery type.
A7.8.4.5 Asset Integration Planning Checklist. The objective is to establish minimum
support requirements for escort, SEAD, DEAD and ISR, then find assets and coordinate to
fulfill those requirements at the appropriate level.
A7.8.4.6 Command, Control, Communications Planning Checklist. The objective is to
develop the mission data card (formerly AF Form 280), a communications plan and
communications card.
A7.8.4.7 Administrative Planning Checklist. The objective is to develop a system for
product management and ensure crews receive all required information to successfully
execute missions.

The CMF is a collection of materials to aid the aircrew in

mission study, cargo/passenger delivery, package integration, and in-flight navigation. CMF
materials are developed during the MPC production phase. Items that enhance mission
success, drop accuracy and survivability will be provided. The MPC must always update the
ATO, package identifiers for each new mission and number the editions (versions) of the
individual products within the folder. In addition, the MPC must clearly mark classification
(except unclassified) of all mission paperwork (top and bottom, front and back).
See the Combat Mission Folder table in
, Mission Preparation for a list of CMF contents. This generic CMF contents list
contains the product name and the number of copies needed of each. Develop a CMF table of
contents that can serve as an inventory sheet for the aircrews to ensure all products listed are
received. This inventory sheet should list the quantities and version numbers of each product
and be laid out in a logical manner that makes inventory of the CMF a simple and efficient
process for the aircrews. Some products require copies to all crew positions and some are
unique to the crew specialty. Each CMF should contain at least three folders (one pouch for
each crew position) for product storage. Produce one CMF for each crew flying and one
master copy that the MPC can use during and after mission execution for any contingencies
that may arise. Always have additional copies of the CMF contents on hand in case the crews
need an extra copy or the CMFs are discovered to be incomplete.
The MPC deals with a large volume of information at any
given time. Products either will often be updated as a result of errors on existing documents,
scheduled changes, or compromised information. The MPC must develop an effective system
of ensuring aircrews have the most up-to-date products to execute missions. Always ensure
products and electronic files are marked with a version number and that the established
product tracking system is continuously updated. Draft products should be annotated as such
until going final. Also, to avoid being mixed with current information, promptly dispose of
obsolete products.
The mission briefing is the main venue for the MPC to communicate
crucial information about the combat mission to the crews. As with the focus of the planning
cycle, the mission brief must focus on the OA first and work back to emphasize the main
objective of putting the cargo/passengers in the OA. , “Combat Mission Guide,”
contains a generic briefing guide. Being succinct and thorough are keys in delivering an
effective briefing to the aircrews.
This attachment is not used.
 Although the C-130E/H and C-130J share the same mission, there are differences
in methods of execution, crew composition, and flight performance. The C-130J utilizes a
fully-integrated digital flight deck to enhance the SA of the crew. The C-130J flight-deck crew
consists of two members; the C-130E/H flight deck consists of four members. Additionally, the
C-130J has an advanced propulsion system allowing it to operate with heavier payloads. The
C-130J “short” airframe is the same length as the C-130E/H. The C-130J-30 “stretch” airframe is
15 feet longer than the legacy airframes with two additional pallet positions. Mission planners
should consider the differences, as well as the user requirements when determining whether to
integrate the two airframes in separate formations or interfly in the same formation.

A9.2.1.1 Mission Planning. Planners should consider the philosophic differences between
C-130E/H and C-130J planning. The C-130E/H MPC produces paper products for the
crew to utilize as a primary means of navigation or verification in flight. The C-130J MPC
uses preflight planning to create digital products to download to the aircraft computer for
primary navigation use in flight. Therefore, mission planning products for one MDS do not
cover the other MDS’s pre-flight planning needs. Consider designating the MC from one
MDS and the DMC from the other to ensure useful planning products for all aircrews.
A9.2.1.2 Automation Philosophy. The C-130J uses technological tools and the integrated
flight director to decrease the pilot workload. Many of these tools only work with other
C-130J aircraft. A specific example of this principle is SKE execution. The SKE 2000
system allows for C-130J crews to couple autopilots to maintain position in formation with
other C-130J aircraft. In addition, the lead aircraft automatically passes most required
preps based on aircraft location on the route. Because the C-130E/H does not receive the
auto-sent preps, the C-130J crew must manually send preps during an interfly, increasing
heads-down time and aircrew workload.
A9.2.1.3 Performance/Capability Differences. The C-130J AE2100D3 engines are
approximately 25 percent more powerful than the C-130H T56-A-15 engines. This results
in an increased max cruise speed, ceiling, and range for the C-130J.
Integration is working together toward a mutual objective. An
example of C-130E/H/J integration is two formations, one for each MDS that deliver
complimentary cargo to the same location with minimal time lapse between. Planners need to
understand that integration maximizes the capabilities of all MDSs involved while achieving the
same objective. Interfly, on the other hand, requires some sacrifice in both aircraft capabilities and
crew CRM. Consideration should be given to the increased performance capability in the C-130J
and the non-standard procedures involved with interflying when making the decision to integrate
or interfly. To integrate, C-130E/H and C-130J crews need not extensively modify each other’s
respective flight planning/execution procedures. The MC should brief the DMC on the user
requirements, airspace, TOT/TOA deconfliction and proposed route-of-flight. The MC and DMC
oversee planning for each other’s respective MDS and periodically meet to discuss deconfliction
(as required).
For the purpose of this discussion, an “interfly” is a formation with
more than one MDS. The key factors during C-130J and C-130E/H interfly are compression,
expansion, deceleration, acceleration, track-based versus heading-based SKE systems and
different communications systems. Consider the capabilities of each type of aircraft in the
formation (e.g., C-130J, C-130H3, C-130E, or AWADS). The primary factors in visual interflights
are performance differences during departure, slowdown and escape. IMC formation
considerations also include differences in SKE command requirements, SKE drift offset charts,
and DZ entry calculations.
Interfly procedures are based on the two-ship element for both visual and
CAPS/SKE procedures. The interfly options are listed below in order of preference:
• C-130J as formation lead with C-130J deputy and element leaders.
• C-130J as formation lead with C-130E/H (AWADS) as deputy and element leaders.
• C-130E/H (AWADS) as formation lead with each element containing a C-130J or
C-130E/H (AWADS) as element lead.
• C-130E/H (AWADS) as formation lead with each element containing the same MDS
aircraft (all C-130J elements or all C-130E/H elements).
• If elements must be intermixed with C-130J and C-130E/H, the C-130J or C-130E/H
(AWADS) should lead the element.
• Interfly with any mix of C-130J and C-130E/H.
Consider the following when planning an interfly:
• The C-130J is awaiting a capability release for SKE in IMC.
• A C-130J should be the SKE master.
• Limiting the SKE formation size to 10 aircraft.
• Not planning a procedure turn approach.
The paragraphs in this section are not all-inclusive. Designated MCs
are responsible for ensuring overall interfly flight planning is adequately covered in the
formation briefing.
A9.4.3.1 Drop Altitude. C-130J drop altitude is typically the calculated MSL drop
altitude rounded up to the nearest 100 feet. If the preflight drop altitude is close to a
100-foot altitude (e.g., 893 feet/905 feet), two preflight drop altitudes should be calculated
since actual drop altitude may fall on either side of the rounded up altitude (900 or 1000
feet in this example). These CARPs should be calculated using this rounded-up altitude to
allow better automation usage on the C-130J.
 A9.4.3.2 DZ Entry Point. The C-130E/H normally performs a “parallel descent,”
meaning each aircraft descends at the same time. However, the legacy C-130 is capable of
a “waterfall descent,” where each element descends at the same point in space. Give
careful consideration to the DZ entry point to ensure adequate terrain clearance for all
aircraft.
Send all FCIs on the CAPS COMMAND pages 1 and 2 for the
legacy formation members to check the system operation in each aircraft. Pause for
approximately 3 seconds between command to allow the SKE “sweep” to “catch” each
command. Experience shows the SKE systems between the C-130J and C-130E/H
communicate best if the C-130J is the master.
Lead positions on the downwind side of the runway for
normal formation takeoff. When a C-130J departs behind a C-130E/H, use a 25-second
minimum takeoff interval to prevent compression on takeoff. For safety purposes, the above
assumes all aircraft use their standard takeoff power setting for the formation takeoff.
A9.4.5.1 Assembly altitude should be as low as possible. Formation lead normally
maintains 180 KIAS until assembly altitude. After positive identification of all preceding
aircraft, wingmen (including element leaders) may climb at speeds up to 190 KIAS to
climb to en-route spacing. After reaching assembly altitude, wingmen (including element
leaders) may accelerate up to 210 KIAS to complete the rejoin. Element leaders do not
need to signal and/or call speed changes until the formation is assembled.
NOTE: There is an approximate 5- to 10-knot (average 8) airspeed difference between aircraft
with the standard pitot-static system (C-130E and C-130H) and the Rosemount system (C-130J
and C-130H3). Non-Rosemount aircraft will actually be flying faster than Rosemount aircraft at
the same IAS. For interfly, airspeed differences between aircraft will be briefed by the MC during
the formation briefing. Differences in IAS from the SD through escape—especially with
heavyweight aircraft (increased stall speeds)—present the greatest hazard and require proper crew
awareness during this phase of flight.

A9.4.6.1 Visual En Route Acceleration/Deceleration. Formation leaders should set the

power settings IAW the “en route airspeed change (without autothrottles)” section of
, Interfly Airspeed and Climb/Descent Rates. Due to a difference in SD rates
between the C-130E/H and the C-130J, compression may occur.
A9.4.6.2 Visual En Route Geometry. The standard visual formation geometry utilizes
two-ship elements. IAW AFTTP 3-3.C-130E/H, in two-ship elements the number two
position is 2,000 to 6,000 feet from lead.
A9.4.6.3 Visual Run-In, Slowdown, Drop and Escape.
A9.4.6.3.1 Slowdown Power Settings. The C-130J decelerates at a slower rate than
the C-130E/H if both aircraft select flight idle power. Therefore, do not use
autothrottles for SD; use the prebriefed SD settings (600 HP for the J-model and 2,000
in-pounds for the E/H-model as a baseline). At 180 knots, all aircraft lower the flaps to
50 percent and slow to 140 KIAS.
NOTE: If overrunning, individual aircraft may extend flaps on speed to aid maintaining
formation position. CDS flap positioning will be IAW the formation briefing (either directly to
CDS flap setting or 50 percent, followed by repositioning flaps once at drop altitude).

Climb 180 KIAS, 1,500 fpm 170 KIAS, 1,200 fpm 160 KIAS, 1,000 fpm
Assembly 180 KIAS 170 KIAS 160 KIAS
Cruise (as briefed) 210 KIAS 210 KIAS 190 KIAS
En route altitude En route airspeed or as briefed,
change 1,000 fpm or as briefed
En route airspeed • J-model acceleration: 3,000 HP • Accel: as briefed
change (without • J-model deceleration: 600 HP • Decel: J-model: 600
autothrottles) • E/H-model acceleration: 14,000 in-lbs HP; E/H-model:
• E/H-model deceleration: 3,000 in-lbs 3,000 in-lbs
Slowdown J-model: 600 HP
(without autothrottles) E/H model: 2,000 in-lbs
Descending SD 140 KIAS, 1,000 fpm As briefed As briefed
DZ escape 140 KIAS, 1,000 fpm As briefed As briefed

A9.4.6.3.2 Distance Required to Slowdown. The no-wind distance required to SD

from 210 KIAS to 140 KIAS is approximately 5.2 NM. This distance should be
adjusted by 0.4 NM for each 10 knots of headwind or tailwind (normal C-130E/H SD
adjustment is 0.25 NM for each 10 knots of headwind).
A9.4.6.3.3 Standard Visual Escape. The standard visual escape maneuver is the
combat escape. At individual aircraft red light, each aircraft accelerates to 200 knots
(or as briefed) as aircraft configuration permits, climbs or descends to escape altitude
and turns to escape heading.
NOTE: The C-130E/H ramp and doors are rated at 150 knots. C-130J crews following a
C-130E/H should be aware of the time required for a C-130E/H to properly configure for escape.
A9.4.6.4 Visual Formation Recoveries. Fly the overhead and downwind recoveries IAW
this manual with the following exceptions. The MC may dictate that all formation aircraft
close to 2,000 feet behind the preceding aircraft for the recovery. At 2,000-foot intervals,
all formation aircraft will stack slightly on downwind to avoid wake turbulence. For the
overhead, wingmen break 5 seconds after the preceding aircraft to get the proper interval
on downwind. All wingmen should turn to base approximately 13 seconds behind the
preceding aircraft to achieve the desired landing interval. This allows proper spacing on
final for the C-130J and C-130E/H. Fly 135 KIAS or approach speed, whichever is higher,
in the base turn (normal C-130E/H base airspeed is 140 KIAS) unless otherwise directed
by lead. On quarter-mile final, each aircraft begins the transition to threshold speed for
landing. Due to the added length of the C-130J-30, the tail skid is closer to the ground
during 50 percent flap landings. This, coupled with increased wake turbulence during
formation landings, suggests 100 percent flap landings for all aircraft in the formation.

A9.4.7.1 CRM. For C-130J formation lead, crew workload is distributed best if the PF
flies the aircraft on autopilot and also sends the SKE FCI preps during the route. The PM
works time control, radios, and checklists. However, based on the nature of the mission,
C-130J aircrews may elect to distribute duties differently as the mission requires.
A9.4.7.2 C-130J CNI-MU Preparation.
A9.4.7.2.1 On the CNI-MU ROUTE 1 page, C-130J lead/element lead should select
20 degrees of bank so the MC draws the route using 20 degrees of bank.
A9.4.7.2.2 Also on the ROUTE 1 page, the crew should select radius of turn for the
flight plan, allowing the crew to get an accurate time to go (TTG) to each TP. The TTG
countdown display helps C-130J leads send 30-second turn preps at the proper time.
A9.4.7.3 Use of Flight Command Indicator. For C-130E/H/J interfly, C-130J aircraft will
fly the heading-based solution in CAPS by selecting HEADING (instead of TRACK) on
the CAPS page. This will enable C-130J aircraft to fly the same heading-based system as
the C-130E/H. Signal all maneuvers after assembly using CAPS commands. ,
Standard FCI Commands, for C-130E/H/J Interfly, depicts required preps for interfly.
A9.4.7.3.1 FCI Preps. All FCI preps should include a 30-second prep (except for the
descent prep to drop altitude), a 5-second prep, then the “E” for each command.
A9.4.7.3.2 C-130J AUTO/MAN Command Sequence. As formation lead, the C-130J
can fly the entire route in AUTO command sequence.
A9.4.7.3.3 Turn Commands Using AUTO.
A9.4.7.3.3.1 At 30-seconds to go to each turn, the PF sends the 30-second FCI
prep with the new heading. This new heading (course) can be attained from the
LEGS page. After sending the 30-second FCI prep, the AUTO command sequence
will automatically send the 5-second and execute preps for the turns.
A9.4.7.3.3.2 The C-130J will automatically load the wingman’s turn computer
immediately after the 30-second turn prep is sent. Automatic preps for TAS,
present heading, and new heading will be sent immediately after the 30-second turn
prep is sent. C-130J Element leads should not send additional FCI preps prior to
completion of the 30-second turn prep, as this will interrupt loading of the
computer turn feature in the C-130E/H SKE system.
A9.4.7.3.3.3 For altitude changes, send only the 30-second prep.
A9.4.7.3.3.4 For the run-in, the crew must send the 30-second FCI for SD.
A9.4.7.3.3.4.1 A countdown to SD can be seen in the HUD and on the HDD if
the transition point (TP) is placed at the same distance as SD.
Left Turn E

Right Turn E

Climb E

Descend E

Acceleration + + E
Deceleration – – E
Slowdown SD – E

Descent to Drop Altitude — E

Airdrop (1-minute) E

Escape — + E
Approach Separation #999-999 – E

A9.4.7.3.3.4.2 Once the 30-second SD prep is sent, the 5-second and execute
preps are sent automatically.
A9.4.7.3.3.4.3 Inside DZ entry, the C-130J lead must also send a 5-second
down prep and execute prep for descent to drop altitude (30-second prep is not
required for the descent to drop altitude).
A9.4.7.3.3.4.3.1 This prep, which is not normally sent for C-130J aircraft,
must be sent if the formation is planning a parallel descent to drop altitude
once inside DZ entry.
A9.4.7.3.3.4.3.2 When sending this prep, the command sequence should
remain in AUTO. The PF can override the AUTO sequence by manually
pushing the prep.
A9.4.7.3.3.4.4 After descent to drop altitude, the remaining drop preps will be
sent automatically.
A9.4.7.3.3.4.5 The 30-second “+” prep for the escape must be sent manually.
The 5-second and execute preps will be sent automatically.
 A9.4.7.3.4 Command Relay On/Off for C-130J Element Lead.
A9.4.7.3.4.1 Command relay may be set to the ON position until on drop altitude
and airspeed.
A9.4.7.3.4.2 When FCI preps are sent from formation lead to second element lead,
the C-130J second element lead SKE computer will automatically adjust timing, as
well as delay the turn preps being sent to the second element wingman until second
element lead begins the turn.
A9.4.7.3.4.3 Once on drop altitude and airspeed, element leaders must select
COMMAND RELAY OFF, per the run-in checklist. This will ensure that the
wingmen in each element drop off of their element leader’s green light time.
A9.4.7.4 SKE En Route Acceleration/Deceleration. Formation leaders should set the
power settings IAW the “En route airspeed change (without autothrottles)” section of
, Interfly Airspeed and Climb/Descent Rates. C-130E/H aircraft will set 932
TIT/970 TIT for takeoff power respectively. For en route airspeed changes, C-130E/H
aircraft will set 3,000 in pounds of torque for decelerations and SD and 14,000 in pounds
of torque for accelerations.
A9.4.7.5 SKE En Route Spacing. All CAPS/SKE formations are flown with standard
two-ship elements with the following exception. The wingman in each element maintains
4,000 feet ITRK (A-PATH) from their element, with 500 feet XTRK (XPATH) to the right
of lead.
A9.4.7.5.1 Engaging CAPS as a C-130J Wingman. As a C-130J second element
leader, it is not recommended to connect CAPS to the autopilot. C-130J second
element lead position is most stable when flying autopilot in heading mode with
autothrottles engaged. This allows a stable platform for the C-130E/H to follow.
A9.4.7.6 SKE Run-In, Slowdown, Drop and Escape.
A9.4.7.6.1 Once established on the run-in, element wingmen maintain position IAW
, C-130E/H/J Interfly SKE Drift Offset. C-130J element leaders maintain
8,000 ITRK (A-PATH) from their leader but fly course guidance to their independent
CARP solution (CARP centerline).
A9.4.7.6.2 Slowdown Power Settings. Formation leaders should set the power settings
IAW the “en route airspeed change (without autothrottles)” section of ,
Interfly Airspeed and Climb/Descent Rates.
A9.4.7.6.3 Distance Required to Slowdown. Slowdown points account for 0.4 NM per
10 knots of headwind at 600 HP.
A9.4.7.6.4 Drop Execution. C-130E/H aircraft (non-AWADS) will use timing based
off lead for their release.
 0 0 300R 0 0 300R
1 100L 300L 1 100R 300R
2 300L 300L 2 300R 300R
3 400L 200L 3 400R 200R
4 600L 300L 4 600R 300R
5 700L 300L 5 700R 300R
6 800L 400L 6 800R 400R
7 1,000L 500L 7 1,000R 500R
8 1,100L 600L 8 1,100R 600R
9 1,300L 600L 9 1,300R 600R
10 1,400L 700L 10 1,400R 700R
11 1,600L 800L 11 1,600R 800R
12 1,700L 900L 12 1,700R 900R
13 1,800L 900L 13 1,800R 900R
14 2,000L 1,000L 14 2,000R 1,000R
15 2,100L 1,100L 15 2,100R 1,100R
16 2,300L 1,100L 16 2,300R 1,100R
17 2,400L 1,200L 17 2,400R 1,200R
18 2,600L 1,300L 18 2,600R 1,300R
19 2,800L 1,400L 19 2,800R 1,400R
20 2,900L 1,500L 20 2,900R 1,500R

* All offsets calculated for element leader 8,000 feet in track for the drop and wingmen at
4,000 feet in track.
** Offset values are rounded to the nearest 100 feet.
*** For wingmen, the offset is calculated as follows:
• Drift 0 degrees = use 300 right.
• Drift 1 to 3 degrees = keep wingman out of wake turbulence.
• Drift 4 degrees or greater = wingman in trail.
 A9.4.7.6.5 Escape. For multi-element formations, each element performs the escape
maneuver independently. Element leaders with CAPS/SKE timing-only wingmen will
signal the escape with a climb sequence. Element leaders maintain drop heading,
altitude, and airspeed for 1-minute (or as briefed) after “RED LIGHT,” before
commencing the escape maneuver. Element lead signals 30 seconds and 5 seconds
prior to escape with a “+” prep and initiates escape with an execute command.
A9.4.7.6.6 SKE Emergency Salvo. In IMC, C-130E/H (non-AWADS) wingmen will
advise formation lead that a salvo is required. If the malfunctioning aircraft is an
element wingman being led by a C-130J or AWADS element lead, formation lead may
direct that element to proceed to the salvo as an individual element. If the
malfunctioning aircraft is a C-130E/H (non-AWADS) element leader, the entire
formation should proceed to the salvo area.
A9.4.7.7 SKE Formation Recoveries. The primary method of recovering a formation in
IMC is a straight-in approach and landing. C-130J aircraft should not fly a procedure turn
approach in a mixed formation. The standard interfly formation approach assumes all
aircraft transition to a 100 percent flap approach prior to the FAF.
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AFTTP 3-3.C-130EH

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