Introduction

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

1. Standards: Airborne training initiates and sustains a high standard of proficiency through repetition and time-proven techniques. Valid results are obtained when the following training standards are employed:

• Strict discipline.
• High standards of proficiency on each training apparatus and during each phase of training.
• A vigorous physical conditioning program to ensure parachutists are capable of jumping with a minimum risk of injury.
• A strong sense of esprit de corps and camaraderie among parachutists.
• Emphasis on developing mental alertness, instantaneous execution of commands, self-confidence, and confidence in the equipment.

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

1. Actions inside the Dropship. To ensure that the maximum number of Stormtroopers can safely exit an aircraft, a means of controlling their actions inside the dropship just before exiting is necessary. The jumpmaster maintains control by issuing jump commands. Each command calls for specific action on the part of each parachutist.
2. Body control until opening shock. Due to aircraft speed and air turbulence around the rear of the aircraft, the parachutist must exit properly and maintain the correct body position after exiting. This action reduces spinning and tumbling in the air and allows for proper parachute deployment.
3. Control during descent. Parachute control is essential to avoid other parachutists in the air and to avoid hitting obstacles on the ground.
4. Parachute landing fall execution. The PLF is a landing technique that enables the parachutist to distribute the landing shock over his entire body to reduce the impact and the possibility of injury.
5. Parachute control on landing. The parachutist releases one canopy release assembly after landing. Winds on the drop zone may cause a parachutist to be injured from being dragged along the ground.
6. Physical training. Physical training is included in each day of ground training. Students who cannot progress in daily physical training are released from the course and returned to their unit.

Equipment

Assigned. Upon reporting to Fort Branaugh for Airborne Training, you will be assigned a basic jump kit containing the following:

1. HF1-C GravChute -The HF1-C GravChute is our second generation steerable canopy. Prior to it’s use, the Airborne Corps used HFT10-C’s with non-steerable canopies. The HF1-C’s replaced the HFT10-C’s through normal attrition as our mainstay GravChute and are now the standard issue. The main GravChute consists of five major components: the harness assembly, the riser assembly, the deployment bag and static line assembly, the pack tray assembly, and the canopy assembly. The HFT-10 troop chest reserve GravChute is used in conjunction with the main parachute. Both chutes have anti-gravity belts installed to aid in a maintained descent. Power output is optional and is controlled by the Jumper via the steering arms (control slider installed on the hand steering rig) so as to set the descent speed based on the tactical situation.

2. Harness Assembly - The harness assembly is made of a flexible framework of Type XIII nylon webbing. The components attached to it areas follows:

• Female fitting of the canopy release assembly with a safety clip, cable loop, and latch. Tensile strength of the assembly is 5,000 pounds.
• Canopy release pads permanently attached behind the canopy release assembly.
• Main lift web constructed of Type XIII nylon with a tensile strength of 6,500 pounds.
• Chest strap with an ejector snap with activating lever, ball detent, and opening gate with a tensile strength of 2,500 pounds.
• An ejector snap pad is attached behind the ejector snap.
• The quick-fit V-ring has a tensile strength of 2,500 pounds.
• A webbing retainer is used for stowing excess webbing.
• D-rings used for attaching the T-10 reserve and additional combat equipment, with a tensile strength of 5,000 pounds.
• Triangle links sewn into the main lift web of the harness (about 5 1/2 inches below the D-rings) for attaching equipment and lowering lines.
• Leg straps with an ejector snap with activating lever, ball detent, and opening gate with a tensile strength of 2,500 pounds. The parts of the leg straps (ejector snap pads, quick-fit V-rings, and webbing retainers) are identical to the chest strap.
• Saddle (Type XIII nylon) with two attached leg straps.
• Diagonal back straps with six sizing channels (S, 1,2,3,4, and L).
• Back strap adjusters with attached free-running ends of the horizontal back strap (rolled and sewn).

Adjustment. The harness assembly has five points of adjustment: the chest strap, two leg straps, and two free-running ends of the horizontal back strap.

3. Modified Helmets. Upon arriving at The Fort, your standard issue helmets will be replaced by a specially made version, designed for our Airborne needs. There are several major modifications:

• Retention Strap and Impact Pad. On the inside-back of the helmet, a foam impact pad has been added, coupled with a retention strap to hold the helmet to the wearer on a jump.
• Impact Liners. There are three added impact liners in the helmet to prevent damage to the wearer. Over the forehead, at the back of the head, and a lining wrapped around the inside-top of the helmet.
• Improved Optics. The optics package in the helmet is vastly improved over normal systems. Each eyepiece is designed to display data critical to the airborne trooper during each operation — wind speed and direction, velocity of the trooper, altitude, rate of descent, and a small display showing the positions of the other troopers in his Stick (Stick will be discussed later) via transponder returns in the helmets linked to one another.
• Comm. Units. Each unit has been redesigned to use single side band super-encrypted burst transmissions so as to enable communication and keep it as secure as possible.
• Breathing Apparatus. Designed to run off recycled air and an oxygen canister during those extremely high altitude insertions so as to prevent the jumper from passing out from a lack of air.

4. Ankle Brace (Optional). In the past, some troopers have requested ankle braces so as to give extra support on landing. The parachutist ankle brace stabilizes the jumper's ankle during PLFs and reduces the potential for ankle injury. The PAB, which is worn outside the combat boot, consists of sidewalls that extend vertically to encircle the ankle and the lower leg. The side and back portions are connected by a U-shaped support that fits over the boot heel. The support has a hook-pile strap system that attaches the brace to the leg and boot. The PAB is lined with a three-section aircell to cushion the lower leg. It is designed to allow the user to run short distances, though it is recommended that the user doff the brace upon landing.

5. Canopy -General Characteristics: Following are characteristics of both HFT10-C and HF1-C canopies:

• Shape and weight. Shape is parabolic; weight is between 28 and 31 pounds.
• Rates of descent. Depending on the jumper's total weight and relative air density, the average rates of descent for the different canopies are as follows: HF1-C, 14 to 18 feet per second; and HFT10-C, 19 to 23 feet per second.
• Diameter. Nominal diameter is 35 feet (measured 3 feet up from the skirt) and 24.5 feet at the skirt.
• Anti-inversion nets. The anti-inversion net is sewn 18 inches down on each suspension line and is made of 3 3/4-inch square mesh, knotless, braided nylon.
• Shelf and service life. Combined shelf life and service life is 16.5 years; service life is 12 years, and shelf life is 4.5 years.
• Repacking. Both canopies are repacked every 120 days.
• Use. Both canopies are suitable for airdropping personnel from any required height, as they use anti-gravity belts to aid in the descent.

Five Points of Performance

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

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

• The parachutist starts the 4000-count at ONE THOUSAND and snaps his feet and legs together, locking his knees and pointing his boot toes toward the ground. He lowers his head and places his chin firmly against his chest.
• At the same time, he rotates his elbows firmly into his sides (with the palms of his hands on the ends of the reserve parachute, fingers spread, and right hand over the rip cord grip), and he bends his body forward at the waist to look over the reserve and to see his boot toes while he continues to count, TWO THOUSAND, THREE THOUSAND, FOUR THOUSAND, at normal cadence. (He keeps his eyes open to react to situations around him.)

WARNING - IF AT THE END OF THE 4000-COUNT NO OPENING SHOCK IS FELT BY THE PARACHUTIST, HE MUST ACTIVATE THE RESERVE PARACHUTE AS FOR A TOTAL MALFUNCTION.

2. SECOND POINT OF PERFORMANCE: CHECK CANOPY AND GAIN CANOPY CONTROL When he finishes the 4000-count, the parachutist feels the parachute open, checks the canopy for malfunction/damage, and controls the parachute.

• HFT10-C. He grasps the risers (thumbs up), spreads the risers apart, and throws his head back to inspect the entire canopy.
• HF1-C. He throws his head back to inspect the entire canopy and at the same time grasps the control line toggles, with the elbows well back, for immediate canopy control.
• Twists. The main parachute may have twisted suspension lines, risers, or both. This condition may be caused by a single action or a combination of actions. The most common causes include the following:
  • The deployment bag spinning before the canopy deploys.
  • The canopy spinning when it comes out of the deployment bag and before it inflates.
  • The parachutist tumbling or spinning (caused by improper exit and body position) during his descent.
  • If the suspension lines are twisted and the parachutist cannot raise his head enough to check the canopy properly, he compares his rate of descent with that of nearby parachutists.

1. Rate of descent same as others around him. If his descent is the same as other jumpers around him, the parachutist untwists his suspension lines by reaching behind his neck, grasping each pair of risers (thumbs down, knuckles to the rear), and exerting an outward pull on each pair. He kicks his legs in a bicycle motion, continues to pull outward on the risers, and kicks until the twists are out of the suspension lines. When the twists are out of the lines, he checks the canopy and gains canopy control.
2. Partial malfunction and rate of descent too fast. If the parachutist's main canopy has a partial malfunction and his descent is too fast (when compared to nearby parachutists), he activates the reserve parachute using the down-and-away method.
3. No comparison can be made. When other parachutists are not close enough to compare rates of descent, he activates the reserve parachute using the down-and-away method.

3. THIRD POINT OF PERFORMANCE: KEEP A SHARP LOOKOUT DURING DESCENT The ability to hit a specific landing spot and to avoid other parachutists during descent is essential to successful airborne operations.

WARNING - DURING DESCENT, THE PARACHUTIST MUST WATCH TO AVOID COLLISIONS/ENTANGLEMENTS WITH OTHER PARACHUTISTS AND TO AVOID OBSTACLES ON THE DZ. JUMPERS STAY 25 FEET AWAY FROM OTHER JUMPERS.

• HFT10-C Parachute. The degree of maneuverability with a HFT10-C parachute is limited compared to the HF1-C. The jumper maneuvers the HFT10-C parachute using slips.

1. Use of slips. The parachutist performs slips to avoid other parachutists, to avoid obstacles on the ground, and to prepare to land.
2. Types Of slips. The two types of slips are the two-riser and the one-riser. For an effective slip of either type, the parachutist must ensure his hands are not placed through or behind the riser(s).
3. Execution. When slipping, the parachutist looks in the direction that the slip is being made, makes a sharp initial pull to effectively spill air from the canopy, and releases the riser(s) slowly to prevent spinning or oscillations.

• Two-riser slip. A two-riser slip is made by reaching up to the elbow-locked position and grasping a pair of risers in the direction of the desired movement and pulling them down to his chest.
• One-riser slip. A one-riser slip is made by pulling down three full arm lengths of the one riser nearest the desired direction of movement with a hand-over-hand motion.

HF1-C Parachute. Depending on the wind conditions and his skill, the parachutist can steer his parachute to a selected point of impact on the DZ to avoid other parachutists in the air, to avoid obstacles on the ground, or to use a preferred PLF. To control HF1-C movement, the parachutist must know the principles by which the canopy operates and the factors that govern its control. The movement of the canopy is controlled by the action of the wind, the position of the canopy orifice (opening) relative to wind direction, and the way in which the control lines are manipulated.

1. Opening away from wind. When the orifice is located directly opposite the wind, the thrust of the orifice will be acting against the wind. This reduces the effect of wind velocity on the canopy and will retard the lateral movement of the canopy in the direction of the wind. This technique is called holding.
2. Opening with the wind. When the orifice is located directly with the wind, the thrust of the orifice combines with the thrust of the wind to speed the movement of the canopy in the direction of the wind. This technique is called running.
3. Opening at an angle. When the orifice is at an angle to wind direction, then the force of the wind from one direction and the thrust of the orifice at the angle moves the canopy in a direction near to a right angle to the direction of orifice thrust. The direction of movement varies with wind velocity and the angle at which the orifice is pointed. This technique is called crabbing.
4. Canopy manipulation. Properly executed HF1-C maneuvers require correct canopy manipulation to combine the force of the wind and the thrust of the canopy orifice to move the parachute in a given direction. To maneuver the parachute to a certain point on the ground or to avoid ground obstacles, the parachutist may have to turn and hold into the wind, run with the wind, or crab to the left or right while running or holding.

• Turning. This is accomplished by pulling down on one control line toggle. The farther down the toggle is pulled, the faster the turn. Pulling the right toggle causes a right turn. Pulling the left toggle causes a left turn. Pulling both at the same time reduces forward speed but increases the rate of descent. This is called braking. To deliberately lose altitude quickly, the parachutist pulls down on both toggles. This maneuver should be stopped before he is less than 250 feet above the ground.
• Holding into the wind. Holding into the wind is done by rotating the HF1-C canopy until the orifice is on the downwind side. Thereafter, the parachutist manipulates the control line toggles to retain this position.
• Running with the wind. Running with the wind is accomplished when the parachutist rotates the canopy until the orifice is on the upwind side. Thereafter, control line toggles are manipulated as needed to retain the position.

WARNING - RUNNING WITH THE WIND JUST PRIOR TO LANDING CAN CAUSE INJURY AND MUST BE AVOIDED BELOW 125 FEET ABOVE THE GROUND. Crabbing. Maneuvering while holding into, or running with or at an angle to the wind, is performed by rotating the canopy to the left or right. As the canopy begins to move in the desired direction, the parachutist manipulates the control line toggles to maintain this direction. Maneuvering with a broken control line. If a right or left control line is broken, the canopy can still be maneuvered, though more slowly. The parachutist reaches high on the right or left rear riser, on the same side as the broken control line, and pulls down. Maneuvering with an inversion. If the canopy has inverted while opening, the parachutist reverses the maneuvering technique. To turn left, the parachutist pulls down on the right control line; to turn right, he pulls down on the left control line. Maneuvering with a tangled control line. If the control line becomes tangled in a suspension line, the parachutist uses the same procedure as with a broken control line. Collision and Entanglements. A collision is the physical impact or contact, however slight, of one parachutist or parachutist's equipment with that of another parachutist. An entanglement is the entwining or attachment of a parachutist or parachutist's equipment with that of another parachutist during descent, whether or not the entanglement lasts until the parachutists contact the ground.

1. Collisions. Parachutists must be alert in the air and warn each other of impending collisions. If a collision cannot be avoided by slipping or turning, the parachutist attempts to bounce off the other parachutist's suspension lines or canopy by spreading his arms and legs just before making contact.
2. Entanglements. If a parachutist becomes entangled with one or more suspension lines of another parachute, the parachutist does one of the following, depending on the type of parachute being used.
   HFT10-C. Release entanglements as follows:
   • The upper parachutist firmly grasps a portion of the lower parachute and moves hand under hand down the suspension lines of the lower parachute until each parachutist can grasp and hold the main lift web of the other's parachute, being careful not to grip the canopy release assemblies.
   • If neither parachutist has a fully inflated canopy, both parachutists push away from each other and activate their reserves using the pull-drop method.
   • When the balls of the feet strike the ground, both parachutists release their grips and make either right, left, or rear PLFs away from each other. No front PLFs will be made.
   • With the HFT10-C, both jumpers can ride one good canopy to the ground. If both canopies collapse, both jumpers must activate their reserves using the pull-drop method.
   HF1-C. Both jumpers remain where they are and activate their reserves for a partial malfunction.

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

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

• HFT10-C. He slips vigorously to maintain a lateral distance of at least 25 feet between the parachutes.
• HF1-C. He turns in the opposite direction to provide at least a 50-foot distance between the parachutes. (When facing another parachutist, both parachutists execute a right turn.)

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

4. FOURTH POINT OF PERFORMANCE: PREPARE TO LAND: A proper landing attitude is necessary to lessen the risk of injury to the parachutist when he hits the ground. The preliminary movements of the parachutist vary, depending on the type of parachute used. However, lowering his individual equipment is the same with either parachute. He lowers the equipment on a lowering line when he is between 200 to 100 feet above the ground.

• HFT10-C. When he is about 100 feet above the ground, the parachutist checks the direction of drift and pulls a two-riser slip into the wind. He holds the risers firmly against his chest and presses his elbows against his body. He keeps his head erect with his eyes on the horizon. He keeps his legs slightly bent and knees unlocked, and he keeps his feet and knees together with the balls of his feet pointed slightly toward the ground. He maintains moderate muscular tension in the legs, which absorb a significant portion of the landing impact, and he avoids becoming stiff or tense.
• HF1-C. When he is about 100 feet above the ground, the parachutist turns and holds into the wind. When nearing the ground, he holds the control line toggles at eye level. On impact, he holds the toggles, rotates his arms into his body, and executes a PLF.
• Obstacles. The parachutist slips or turns to avoid obstacles. If obstacles (trees, water, or high wires) cannot be avoided, the parachutist takes the following precautions.

1. Tree landings. Initial precautions taken depend on the type parachute worn.

• HFT10-C. The parachutist continues to execute a diagonal slip to avoid the trees. Once he sees he cannot avoid them, he immediately assumes a normal prepare-to-land attitude. Just before he makes contact with the trees, he brings his hands up in front of his head and elbows in front of his chest while he continues to grasp the risers. He keeps his equipment attached. If he has lowered his equipment before realizing a tree landing is imminent, he looks below prior to jettisoning his equipment and then jettisons the equipment. He continues to watch the ground and trees. He keeps his feet and knees together and prepares to make a good PLF should he pass through the trees.
• HF1-1C. The parachutist keeps his feet and knees together and toes pointed downward. He continues to control the canopy to avoid the trees if possible. He keeps his equipment attached and wears his ballistic helmet. If he has lowered his equipment before realizing a tree landing is imminent, he looks below prior to jettisoning his equipment and then jettisons the equipment. He continues to watch the ground and trees. Just before impact, he assumes a normal prepare-to-land attitude, but he rotates his arms inward and presses his elbows firmly down against the reserve.
  
  Upon impact with a tree, the jumper places his hands in front of his face. He must be prepared to execute a parachute landing fall. If he gets hung up in a tree, he takes the following action:
  • He reaches up high on both sets of risers and tugs on them three or four times to determine if he is securely hung. He prepares to do a good PLF in case he drops.
  • He tries to reach the tree trunk or a large limb to allow him to climb down to the ground.
  • If this does not work, he pulls the saddle down and over his buttocks and sits well in the saddle.
  • He locates the D-ring attaching straps on his combat equipment and looks to see if it is clear below. Then he pulls down and out on the D-ring attaching straps and lowers and jettisons his combat equipment.
  • He releases the chest strap by pulling outward on the ejector snap activating lever.
  • He activates the quick release in the waistband and frees it from the metal adjuster.
  • He unfastens the left connector snap of the reserve from the left D-ring and pushes the reserve behind his right arm.
  • He activates the reserve parachute by pulling the rip cord grip. He helps feed the canopy of the reserve out to ensure that all of the suspension lines are completely out of their retainers.
  • With one hand, he grasps the main lift web and holds it firmly. With the other hand, he grasps the activating lever of either the left or right leg strap and pulls outward, releasing the leg strap. He releases the other leg strap in the same manner.
  • He wraps his legs around the suspension lines of the reserve parachute. Then he carefully gets out of the harness, holding firmly onto the main lift web.
  • He climbs down the suspension lines and canopy, staying to the outside of the canopy.

Water landing. As soon as the parachutist realizes he is going to land in water, he does the following:

• He tries to slip, or steer, away from the water.
• He looks below to be sure the area is clear. Then he jettisons his helmet.
• He releases all equipment tie-downs.
• He looks below to be sure the area is clear. Then, he lowers any attached equipment.
• He activates the waistband quick release.
• He unhooks the left connector snap of the reserve parachute from the D-ring and rotates the reserve parachute to his right side.

When wearing the troop parachute harness and a water landing without a life preserver is imminent, the parachutist does the following:

• He pulls the saddle well under his buttocks.
• He releases the chest strap by pulling on the activating lever of the ejector snap.
• He makes all possible attempts to remove the pistol belt and all equipment attached to his body that may hinder movement in the water.
• He releases the leg straps ejector snaps when his feet touch the water.
• He prepares to make a PLF in case the water is shallow (2 feet or less in depth).

When wearing a troop parachute harness and jumping with an HFB-7 life preserver, the parachutist does the following:

• He activates the HFB-7 after checking canopy. If the HFB-7 fails to inflate, the parachutist inflates the HFB-7 manually by blowing air into the inflation valve hose. The parachutist activates one canopy release assembly after entering the water and signals "ALL OKAY" to the recovery boat.
• He pulls the safety clip out and away from his body (exposing the cable loops) and activates the canopy release assembly using one of the two methods used in the recovery from the drag as his feet touch the water.
• He does not remove the harness and equipment, since the HFB-7 will support up to 500 pounds.

• High tension wire landing. The parachutist does the following if unable to avoid high tension lines when landing:
  • He tries to slip away from the wires.
  • He keeps his feet and knees together and toes pointed downward.
  • He looks below and checks for fellow jumpers.
  • He jettisons his combat equipment.
  • He holds his hands high, inside the front set of risers with palms out and thumbs behind the risers, elbows back, with the fingers extended and joined.
  • He keeps his chin on his chest, his body straight, with an exaggerated bend to his knees.
  • He prepares to make a normal parachute landing fall.If he contacts the wires, he begins a rocking motion of his body by pushing forward on the front risers and kicking back with his legs; this may keep him from getting entangled in the wires. He prepares to execute a PLF should he pass through the wires. Note: If the jumper becomes entangled in the wires, he makes no attempt to climb down, but waits to be rescued by a recovery team.

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

• Side PLF. As the balls of his feet strike the ground, the parachutist begins several actions at the same time. As the fall continues, he does the following to complete a left-side PLF.

1. He lowers his chin firmly to his chest and tenses his neck. He brings his hands up in front of his head and elbows in front of his chest, continuing to grasp the risers (HFT10-C) or the toggles (HF1-C). Then he bends and twists his torso sharply to the right. This movement forces the body into an arc. The twisting motion of the hips pushes both knees to the left as the fall continues, and it exposes the second through the fifth points of contact (calf, thigh, buttock, side).
2. As the PLF is completed in the direction of drift, the parachutist maintains tension in his neck to prevent his head from striking the ground. The momentum caused by drift brings his feet around to the right and into the line of drift. After completing the PLF, he activates the canopy release assembly to keep from being dragged.
   The right-side PLF is similar to the left-side PLF, except the points of contact on the right side of the body are used.

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

1. The parachutist determines what PLF to make by checking the direction of drift. If the drift is directly to the rear, he selects the appropriate PLF.
2. For a left-rear PLF, he rotates from the waist down 45 degrees to his left, exposing the second and third points of contact to the line of drift. Upon contact, he continues to rotate his body and bend his upper torso away in the opposite direction, exposing the second, third, fourth, and fifth points of contact. When executing the right-rear PLF, he rotates to the right.

Jump Command Sequence

All commands are issued ONLY by the Jumpmaster!

1. GET READY (1st Command) - Get ready to go through the steps.
2. OUTBOARD PERSONNEL, STAND UP (2nd Command) - Those outboard of the aircraft stand.
3. INBOARD PERSONNEL, STAND UP (3rd Command) - Those inboard of the aircraft stand.
4. HOOK UP (4th Command) - Upon this command, each jumper uses the held load line he has in his hand and clips it to the durasteel line running the length of the aircraft.
5. CHECK STATIC LINES (5th Command) - Look for breaks, tears, or stresses in the lines.
6. CHECK EQUIPMENT (6th Command) - Check everything, make sure it’s secured.
7. SOUND OFF FOR EQUIPMENT CHECK (7th Command) - Tap the shoulder of the jumper ahead of you, and sound off one by one from the rear of the stick # in the Stick of 12, OKAY! *TAP*
8. STAND BY (8th Command) - Get ready to jump!
9. GO! - GO is the ninth jump command. The green light is the final time warning on USAF aircraft. It tells the JM that as far as the aircrew is concerned, conditions are safe and it is time to issue the ninth jump command, GO.

• Command

1. The JM gives the verbal command GO and may also tap the first parachutist out.
2. In this case, the command GO and a sharp tap on the thigh is the signal to exit. If this signal is used, it is explained during the JM's briefing.

Jumper Actions.

1. At the command GO, the first parachutist walks out the door and executes the first point of performance. Each succeeding parachutist moves to the door and exits the same way without command.
2. Movement into the door is a normal walking pace. Parachutists pass the static line to safety personnel, place the hands on the ends of the reserve parachute, and exit.
3. Exits are made at an angle toward the rear of the aircraft and are not vigorous.

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

Malfunctions

MAIN PARACHUTE MALFUNCTIONS AND EMPLOYMENT OF THE RESERVE PARACHUTE

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

1. PULL-DROP METHOD When a total malfunction occurs, or the parachute provides no lift, the jumper must activate his reserve using the pull-drop method. Also, at the end of the 4000-count, if the jumper feels no opening shock, he should immediately activate his reserve using the pull-drop method. The jumper:

• Keeps a tight body position.
• Keeps his feet and knees together.
• Grasps the left carrying handle of the reserve parachute with his left hand.
• Turns his head left or right.
• Pulls the rip cord grip with his right hand and drops it to the ground.

When descending with only the reserve parachute inflated, the parachutist controls directional movement by slipping. The proper landing attitude is obtained by reaching up and grasping as many suspension lines in the opposite direction of drift as possible and slipping (as in the prepare-to-land attitude with the HFT10 series parachute). Upon landing, the parachutist makes a quick recovery and collapses the canopy. In strong winds, if a quick recovery is impossible, the parachutist releases the reserve parachute by pulling the quick release on the waistband, removing the safety wire from the right connector snap, and detaching the connector snaps from the D-rings of the main lift web.

2. DOWN-AND-AWAY METHOD To activate the reserve parachute using the down-and-away method, the jumper:

• Returns to a tight modified body position with his feet and knees together.
• Places his hand on the middle of the reserve (over the rip cord protector flap). He exerts pressure on the reserve and grasps the rip cord grip with his right hand.

Note: Strong pressure must be maintained with the left hand to prevent the pilot chute and reserve canopy from springing out. Pulls the rip cord grip and drops it. With the right hand forming a knife edge, palm facing out, reaches between the pack tray and canopy, and grabs as much canopy and reserve parachute suspension lines as possible. Throws the reserve parachute down and to the right (or left) side at about a 45-degree angle. (If the jumper is spinning, the canopy is thrown in the direction of the spin.) (If the reserve does not inflate, the jumper must retrieve the canopy and continue to throw it down and away until it inflates.) Uses the thumbs to clear all remaining suspension lines from the pack tray.

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

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

• Causes of a Total Malfunction. The failure of the parachute to deploy can be caused by a severed static line, a broken snap hook, or a broken anchor line cable. The jumper's failure to hook up also results in the failure of the parachute to deploy. Malfunctions of these types are rare.
• Streamer. Although not defined as total malfunction, a deployed parachute with a "cigarette roll" or "streamer" provides little or no lift for the jumper. This malfunction must be treated as a total malfunction. This malfunction occurs when a portion of the skirt blows between two suspension lines and begins to roll with the opposite fabric. The heat generated by the friction of the fabric being rolled causes the nylon to fuze and blocks the air channel in the canopy. The jumper immediately activates his reserve using the pull-drop method.
• Towed Jumper. Although not classed as a parachute malfunction, a parachutist can be towed behind the aircraft by a misrouted static line or by a piece of equipment that has snagged the aircraft during the jumper's exit. During the 4000-count, the jumper feels an excessive opening shock and then feels himself being towed by the aircraft. The jumper remains in a tight body position, protecting his rip cord grip until he is either retrieved inside the aircraft or is cut free by the loadmaster on the pilot's order. If the jumper is being towed by the static line and is cut free, the main parachute will not deploy, and the jumper will have to activate his reserve using the pull-drop method. The jumper's actions are as follows:

1. Retrieving the jumper inside the aircraft. The jumper remains in a tight body position until he is completely inside the aircraft. A towed jumper must not use his hands to assist the retrieving personnel. The most important action of a towed jumper is to protect his rip cord grip.
2. Cutting the jumper away. Once the jumper is cut free of the aircraft, the main parachute may, or may not, deploy. If the jumper was towed by something other than the static line, the main parachute will deploy and inflate. There is no need to activate the reserve parachute. If the jumper was towed by the static line and is cut free, the jumper must immediately deploy his reserve using the pull-drop method.

4. PARTIAL MALFUNCTION The four types of partial malfunctions are complete inversion, semi-inversion, blown section or gore, and broken suspension lines. The jumper deploys his reserve using the down-and-away method.

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

1. It is difficult to detect if a complete inversion occurs during the initial deployment of the canopy. With an HFT10-C, the rear risers control the front of the canopy and the front risers control the rear of the canopy. With an HF1-C, the orifice and control toggles are to the parachutist's front and maneuvering techniques are reversed.
2. There may be no need for the parachutist to activate the reserve parachute unless the canopy was damaged during inversion. The parachute failed to function properly, but will support the parachutist. The inversion may increase the jumper's rate of descent. If the jumper's rate of descent is significantly greater than other jumpers, he deploys his reserve using the pull-drop method. If the jumper's rate of descent is slightly greater than other jumpers, he activates his reserve using the down-and-away method.

Semi-Inversion. This malfunction may occur if development of the secondary lobe stops before completely inverting. This malfunction may remain stable, become completely inverted, or revert to normal during descent. The total lifting capability of the canopy is decreased by the formation of a secondary lobe. The fabric can be burned by friction and weakened during descent. The parachutist must deploy his reserve using the down-and-away method with this malfunction. The HFT10-C and HF1-C parachutes have anti-inversion nets that eliminate this malfunction. Blown Section or Gore. This malfunction occurs when the strain placed on the canopy during inflation is great and a panel, section, or gore is ripped or tom out, resulting in a hole(s) in the canopy. The jumper compares his rate of descent with that of other jumpers. If the jumper is falling faster than other jumpers around him, he must deploy the reserve parachute using the down-and-away method. Large holes in the canopy should be treated like a blown section or gore. Broken Suspension Lines. This malfunction occurs when six or more suspension lines break; the parachutist must activate his reserve using the down-and-away method. If control lines on an HF1-C canopy break, the parachutist controls the canopy by pulling only one of the rear risers in the direction that he wishes to turn. He must use a rear riser.

Aircraft

AIRCRAFT USED IN AIRBORNE OPERATIONS

Name: Marauder Dropship
Type: Light Flier, Orbital Lander
Category: Light Dropship
Size: 20 Meters
Capacity: 1 Stick (12 jumpers) light infantry, or 2 AT-PTs
Crew: 1 Pilot, 1 Co-pilot, 2 Loadmasters/Jumpmasters, 4 Gunners
Weapons: 2 Laser Cannons (1 Forward Arc/1 Rear Arc), 2 Heavy Laser Cannons (1 Forward Arc/1 Rear Arc)
Speed: CLASSIFIED
Info: The Marauder dropship was designed as a small unit for slipping behind the lines and dropping small numbers of troops for highly specialized missions. Despite it’s size and rather light armament, it’s one of the most technologically advanced dropships in our armada. Loaded to the teeth with electronic warfare gear and coated with radar absorbent materials, it’s almost assured that if a Marauder is coming — you’ll never know it. This is a favorite of the Special Forces units.
 
Name: Warlord Dropship
Type: Orbital Lander
Category: Heavy Dropship
Size: 110 Meters
Capacity: 360 Troops, and up to 180 tons of cargo OR a platoon of 4 AT-AT’s.
Crew: Over 200
Weapons: Six double-turbolaser cannons
Speed: CLASSIFIED
Info: Manufactured by Telgorn, the 110-meter Warlord was a larger dropship than the Sonda Armament's AIC-4. It was the largest dropship in the Imperial fleet, and is used primarily for landing major forces in a region to establish a beachhead.

Name: Aegis-class Shuttle
Type: Orbital Lander
Category: Medium Dropship
Size: 29 Meters
Capacity: 40 Troopers and 3 Light Combat Vehicles
Crew: 2, plus 2 Gunners
Weapons: 2 Turret-mounted laser cannons, 2 front-mounted concussion missile launchers.
Speed: CLASSIFIED
Info: A series of combat shuttle manufactured during the Galactic Civil War by Telgorn Corporation. The 29-meter-long shuttle was highly demanded by military groups, as it could deliver troops into a warzone and pick them up while taking a pounding. A crew of two, plus two gunners, could operate the craft and deliver up to 40 troopers and three light combat vehicles into action. Two side airlocks could also be used as boarding ramps.

Name: AIC-4
Type: Orbital Lander
Category: Medium Dropship
Size: 40 Meters
Capacity: 44 Troops
Crew: 6
Weapons: 2 Laser cannons, 2 Heavy repeating blasters
Speed: CLASSIFIED
Info: The AIC-4 was Sonda Armament's Armored Interface Craft, designed to fit in the belly of a Star Destroyer and deployed with troops to the surface of a planet. Its armor plating allows it to drop into hostile territory.

Name: Beta-class Assault Shuttle
Type: Orbital Lander, Modular Assault Platform
Category: Special Forces
Size: 30 Meters
Capacity: 40 Troopers
Crew: 5, and 10 Gunners
Weapons: 4 laser cannons, tractor beam, concussion missile launcher
Speed: CLASSIFIED
Info: Designed and manufactured by Telgorn Corp, the Beta-class is the 30-meter-long precursor to the Gamma-class shuttle. These shuttles are sectional and modular, allowing them to be used in a variety of situations. The Beta-class was eventually abandoned as a troop transport - giving way to the Gamma-class shuttle, because of structural flaws generated by its modular design. These flaws tended to show up under the stress of a boarding action,and often required a complete refitting after just two years of service. Despite this, the Hammer’s Fist Special Forces have adopted this design — with some modifications, such as added Electronic Warfare gear and a more rugged airframe — as one of their personal dropships, due to it’s modular design which makes it perfect for the multiple roles Special Forces is often asked to play.

Name: Gamma-class Assault Shuttle
Type: Orbital Lander, Aerial Assault
Category: Medium Dropship
Size: 30 Meters
Capacity: 40 Troops
Crew: 5, and 10 Gunners
Weapons: 4 Taim & Bak KT6 Heavy Blaster Cannons, Nordoxicon Wavefront-active Tractor Beam projector, concussion missile launcher
Speed: CLASSIFIED
Info: Heavily armored fighters with a good deal of armament, these ships often required a droid to perform navigation. Manufactured by Telgorn Corporation for the Empire, these 30-meter ships were among the heaviest-shielded craft in the fleet. They were used to shuttle zero-G troops into battle, and were equally capable in an atmosphere, deep space, or hyperspace. Each Gamma-class shuttle boasted Telgorn Twin-tandem flight computers, Kel-Mar steady state power couplers, Fabritech UL.2 power modulator, Telgorn IA/4 Fusial Thrust reactors, and Novaldex deflector shield generators. This design is well loved by deep-strike Airborne and Special Forces units for it’s power, size, and capabilities.

Name: JV-7 Delta-class Escort Shuttle
Type: Orbital Lander, Assault Transport
Category: Medium Dropship
Size: 30 Meters
Capacity: 30 Troops
Crew: 2 Pilots, 4 Gunners
Weapons: 3 Taim & Bak KX5 Laser Cannons, 1 Taim & Bak H9 Dual Turbolaser Cannon
Speed: 75 MGLT
Info: The standard backbone transport of the Imperial forces.