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BY ORDER OF THE AIR FORCE INSTRUCTION 11-231

SECRETARY OF THE AIR FORCE 31 AUGUST 2005
Flying Operations
COMPUTED AIR RELEASE POINT

PROCEDURES
COMPLIANCE WITH THIS PUBLICATION IS MANDATORY
NOTICE: This publication is available digitally on the AFDPO WWW site at:
http://www.e-publishing.af.mil.
OPR: HQ AMC/DOV (Captain Greg Schwab) Certified by: HQ USAF/XOO

(Maj Gen Charles R. Henderson)
Supersedes AFI 11-231, 7 July 2004 Pages: 178
Distribution: F
This instruction implements AFPD 11-2, Flight Rules and Procedures, by prescribing standard methods
and terminology for employment of the Computed Air Release Point (CARP) system. This system gov-
erns aircrew involved computing air release point data during employment phases of aerial delivery oper-
ations.
SUMMARY OF REVISIONS
This revision incorporates Interim Change IC 2005-1. This change incorporates Table 8.7. Part 1; Table
8.7. Part 2; Table 8.7. Part 4; Table 8.7. Part 5; Table 8.7. Part 6; and Table 8.8. Part 2 that were inadvert-
ently omitted when IC 2004-1 was released and incorporated. A bar ( | ) indicates a revision from the pre-
vious edition.
Chapter 1— INTRODUCTION 8
1.1. General ....................................................................................................................... 8
1.2. Applicability. ............................................................................................................. 8
1.3. Administration. .......................................................................................................... 8
1.4. Recommended Changes. ............................................................................................ 8
1.5. Deviations. ................................................................................................................. 8
1.6. Individual Circular Error Record.................................................................................. 8
1.7. Successful Airdrop Criteria: ...................................................................................... 9
Chapter 2— COMPUTED AIR RELEASE POINT (CARP) SYSTEM 10

2.1. General. ...................................................................................................................... 10

2 AFI11-231 31 AUGUST 2005
2.2. Responsibility. ........................................................................................................... 10

2.3. Methods of Airdrop. ................................................................................................. 10
2.4. Types of Airdrop. ...................................................................................................... 10
2.5. Governing Factors: .................................................................................................... 11
2.6. Parachute Characteristics: .......................................................................................... 11
2.7. Drop Winds. ............................................................................................................... 11
2.8. Drop Zones. ............................................................................................................... 12
Figure 2.1. CARP Diagram. ......................................................................................................... 13
Chapter 3— COMPUTED AIR RELEASE POINT SOLUTIONS 14

3.1. General. ...................................................................................................................... 14
3.2. Basic Computed Air Release Point (CARP) Solutions ............................................... 14
Figure 3.1. Sample CARP Solution. ............................................................................................ 17
3.3. Plotting Instructions. .................................................................................................. 18
Figure 3.2. Personnel and Heavy Equipment Plotting Diagram. ................................................. 18
Chapter 4— ALTERNATIVE COMPUTED AIR RELEASE POINT SOLUTIONS 19

4.1. General. ...................................................................................................................... 19
4.2. AF Form 4013 Modified CARP Solution. ................................................................. 19
Figure 4.1. AF Form 4013. ........................................................................................................... 20
4.3. AF Form 4014, Grid Overlay Plotter, Solution. ........................................................ 20
4.4. Inflight use of AF Form 4018 (Reverse). .................................................................. 21
4.5. Wind Circle Solution. ................................................................................................ 21
Figure 4.2. Wind Circle Sample. .................................................................................................. 24
4.6. Grid Overlay Solution. ............................................................................................... 25
Figure 4.3. AF Form 4014, GRID Overlay Plotter. ..................................................................... 26
Figure 4.4. GRID Overlay Sample. .............................................................................................. 27
4.7. Modified Grid Overlay Solution. ............................................................................... 28
Figure 4.5. Modified GRID Overlay Sample. .............................................................................. 30
4.8. Timing Graph Solution. ............................................................................................. 31
4.9. Other Timing Graphs. ................................................................................................ 32
Figure 4.6. Timing Graph Sample. ............................................................................................... 33
Figure 4.7. Personnel Timing Graph Sample. .............................................................................. 34

AFI11-231 31 AUGUST 2005 3
4.10. Sight AngleTechniques. ............................................................................................. 34

Figure 4.8. Sight Angle Timing Graph CARP Sample. ............................................................... 36
Figure 4.9. Aircraft Sight Angle Timing Graph Diagram. ........................................................... 37
Figure 4.10. Sight Angle Timing Graph Sample Part 1. ............................................................... 38
Figure 4.11. Sight Angle Timing Graph Sample Part 2. ................................................................ 39
Figure 4.12. Sight Angle Timing Graph Sample Part 3. ................................................................ 40
4.11. Inflight Forms Completion. ....................................................................................... 41
4.12. Post Flight Forms Completion. .................................................................................. 41
Chapter 5— HIGH ALTITUDE RELEASE POINT SOLUTIONS 42

5.1. General ....................................................................................................................... 42
5.2. Responsibilities: ......................................................................................................... 42
5.3. Equipment: ................................................................................................................. 42
5.4. Basic Assumptions. .................................................................................................... 43
5.5. Altitudes: .................................................................................................................... 43
5.6. Wind Determination: ................................................................................................. 44
5.7. Completion of the AF Form 4015, High Altitude Release Point Computations: ...... 44
Figure 5.1. AF Form 4015. ........................................................................................................... 49
5.8. Personnel HARP Computations. ................................................................................ 50
5.9. HARP Computation Using the Formula D=KAV: .................................................... 50
5.10. Plotting Instructions: .................................................................................................. 51
5.11. Completion of the AF Form 4017, Modified HARP Solution. ................................. 51
Figure 5.2. HARP Diagram. ......................................................................................................... 54
Figure 5.3. AF Form 4017 Sample. ............................................................................................. 55
5.12. Modified High Altitude High Opening (HAHO) General. ........................................ 56
Figure 5.4. HAHO Drive Distance Example. ............................................................................... 58
5.13. Modified High Altitude Low Opening (HALO) General. ......................................... 62
5.14. Modified High Altitude CDS, General. ..................................................................... 64
Figure 5.5. High Altitude CDS (Single and Two Stage) Examples. ........................................... 67
Chapter 6— SPECIAL PROCEDURES 70

6.1. Ground Radar Aerial Delivery System (GRADS) ..................................................... 70

4 AFI11-231 31 AUGUST 2005
Figure 6.1. GRADS Graph Sample. ............................................................................................. 71

6.2. Radar Beacon Delivery Procedures, General. ........................................................... 71
Figure 6.2. Slant Range Correction Values. ................................................................................. 74
6.3. BLU-82B/C-130 Weapon System Delivery Procedures, .......................................... 75
6.4. C-130 Sight Angle Airdrop Technique. ..................................................................... 75
Figure 6.3. Sight Angle Triangle. ................................................................................................. 77
Figure 6.4. Depression Angle Chart. ............................................................................................ 78
Figure 6.5. Placement of Scaling Markers. .................................................................................. 80
6.5. Forward Looking Infrared (FLIR) Airdrop Techniques (MC-130). .......................... 80
Figure 6.6. FLIR Airdrop (Depression Method). ......................................................................... 82
Figure 6.7. FLIR Airdrop (Azimuth Method). ............................................................................. 83
Figure 6.8. FLIR Airdrop (Timing Method). ............................................................................... 84
6.6. HC-130 Rescue Airdrop Procedures. ......................................................................... 84
Figure 6.9. Rescue Airdrop Data. ................................................................................................. 85
Figure 6.10. Fixed Target Pattern. .................................................................................................. 87
Figure 6.11. Crosswind Pattern. ..................................................................................................... 88
Figure 6.12. Moving Target Pattern. .............................................................................................. 89
6.7. Tri-wall Aerial Distribution System (TRIADS). ....................................................... 89
Chapter 7— LEAFLET RELEASE COMPUTATIONS 91

7.1. General. ...................................................................................................................... 91
7.2. Mission Planning. ...................................................................................................... 91
Figure 7.1. Sequence of Events in a Leaflet release. .................................................................... 92
Figure 7.2. Multiple Bundle Release. ........................................................................................... 93
Figure 7.3. Determination of Major Axis and Target Length. ..................................................... 93
7.3. Low Altitude Release Procedures (Method 1). .......................................................... 94
Figure 7.4. Wind Averaging Example. ........................................................................................ 94
Figure 7.5. Low Altitude Leaflet Computation Sample (AF Form 4011). .................................. 98
Figure 7.6. Reverse Side of (AF Form 4011). .............................................................................. 99
7.4. Low Altitude Release Procedures (Method 2): .......................................................... 100
Figure 7.7. Leaflet Drift Chart - 3000 Feet. ................................................................................. 101

AFI11-231 31 AUGUST 2005 5

Figure 7.12. Leaflet Drift Chart - 500 Feet. ................................................................................... 106
7.5. High Altitude Release Procedures. ............................................................................ 106
Figure 7.13. High Altitude Leaflet Computation Sample. ............................................................. 108
Figure 7.14. Reverse Side of AF Form 4016 (Reverse). ................................................................ 109
Figure 7.15. Drift Vector Plot. ....................................................................................................... 111
Figure 7.16. Using Multiple Passes to Expand Major Axis. .......................................................... 111
7.6. Accuracy Limitations. ................................................................................................ 111
Chapter 8— C-141/C-5 AERIAL DELIVERY DATA 113

8.1. C-141/C-5 Airdrop Airspeeds ........................................................................... 113
Table 8.1. Airdrop Airspeeds. ..................................................................................................... 113
8.2. C-141/C-5 Airdrop Wind Limitations. ............................................................. 113
Table 8.2. Airdrop Wind Limitations. ....................................................................................... 113
8.3. C-141/C-5 Airdrop Altitudes: ........................................................................... 113
Table 8.3. Airdrop Altitudes. ..................................................................................................... 114
8.4. C-141/C-5 Aerial Delivery Ballistics General. ................................................. 115
Table 8.4. SATB Ballistic Data. ................................................................................................. 116
Table 8.5. Free Fall Ballistic Data. ............................................................................................. 116
Table 8.6. part 1, Personnel Ballistic Data. ................................................................................. 117
Table 8.7. Part 1, CDS Ballistic Data. ....................................................................................... 119
Table 8.8. Part 1, Heavy Equipment Ballistic Data. .................................................................. 125
Chapter 9— C-130 AERIAL DELIVERY DATA 128

9.1. C-130 Aerial Delivery Airspeeds. ............................................................................. 128
Table 9.1. C-130 Aerial Delivery Airspeeds. ............................................................................ 128
9.2. C-130 Aerial Delivery Altitudes. ............................................................................... 128
Table 9.2. C-130 Aerial Delivery Altitudes. .............................................................................. 129
9.3. Aerial Delivery Wind Limitations. ............................................................................ 130

6 AFI11-231 31 AUGUST 2005
Table 9.3. Surface Wind Limits for Equipment Airdrops. ......................................................... 131
Table 9.4. Surface Wind Limits for Personnel Airdrops. ........................................................... 131
9.4. Aerial Delivery Parachute Ballistics. ......................................................................... 131
Table 9.5. C-130 G-11A Heavy Equipment Ballistic Data. ....................................................... 132
Table 9.6. Part 1, C-130 Exit Times for Heavy Equipment. ....................................................... 133
Table 9.7. C-130 G-11B Heavy Equipment Ballistic Data. ....................................................... 134
Table 9.8. C-130 G-11C Heavy Equipment Ballistic Data. ....................................................... 135
Table 9.9. C-130 G-12D Heavy Equipment Ballistic Data. ...................................................... 135
Table 9.10. C-130 G-12E Heavy Equipment Ballistic Data. ....................................................... 136
Table 9.11. C-130 G-12D CDS Ballistic Data. ............................................................................. 136
Table 9.12. C-130 G-12E CDS Ballistic Data. ............................................................................. 137
Table 9.13. C-130 G-13 Ballistic Data. ........................................................................................ 138
Table 9.14. C-130 G-14 Ballistic Data. ........................................................................................ 139
Table 9.15. C-130 High Velocity CDS Ballistic Data. ................................................................. 140
Table 9.16. Part 1, C-130 22’ and 26’ Ring Slot Ballistic Data. .................................................. 141
Table 9.17. C-130 G-12E HAARS Ballistic Data. ...................................................................... 142
Table 9.18. C-130 G-14 HAARS Ballistic Data.. ......................................................................... 143
Table 9.19. CDS/CRS and CDS Tow Plate Exit Times. .............................................................. 143
Table 9.20. C-130 Personnel Ballistic Data. ................................................................................. 144
Table 9.21. C-130 Personnel HALO Ballistic Data. ..................................................................... 145
Table 9.22. C-130 SATB and Door Bundle Ballistic Data. .......................................................... 145
Table 9.23. C-130 HSLLADS/CRS and Recovery Kit Ballistic Data. ......................................... 146
Table 9.24. C-130 BLU-82 Ballistic Data. ................................................................................... 146
Table 9.25. BLU-82 Ballistic Wind Table. ................................................................................... 147
Table 9.26. Free Fall Ballistic Data. ............................................................................................. 148
Chapter 10— GENERAL GUIDANCE FOR USE OF USA AND USAF AIRDROP
PARACHUTES 149
10.1. General. ....................................................................................................................... 149
10.2. Personnel. ................................................................................................................... 149
Table 10.1. Personnel (USA) Parachutes. ..................................................................................... 149

AFI11-231 31 AUGUST 2005 7
Table 10.2. Personnel (USAF) Parachutes. .................................................................................. 150

10.3. Equipment. ................................................................................................................. 150
Table 10.3. Equipment Parachutes. ............................................................................................... 150
Table 10.4. Equipment Parachutes. ............................................................................................... 151
10.4. Forms Prescribed: ...................................................................................................... 151
Attachment 1— GLOSSARY OF REFERENCES AND SUPPORTING INFORMATION 153
Attachment 2— INTERIM CHANGE (IC) 2004-1 TO AFI 11-231,

COMPUTED AIR RELEASE POINT PROCEDURES 159
Attachment 3— INTERIM CHANGE 2005-1 TO AFI 11-231,

COMPUTED AIR RELEASE POINT PROCEDURES 170

10 AFI11-231 31 AUGUST 2005
Chapter 2
COMPUTED AIR RELEASE POINT (CARP) SYSTEM
2.1. General. The CARP solution is based on average parachute ballistics and fundamental dead reckon-
ing principles. These principles, laid out in this instruction, minimize errors while providing ease of pre-
flight and inflight mission planning.
2.2. Responsibility. The aircrew member who initiates the airdrop sequence computes the release point
solution for all airdrops. The actual computation of the computed release point may be accomplished for
a formation by a designated qualified aircrew member. However, each individual aircrew is responsible
for its accuracy. The pilot flying the aircraft assumes responsibility for maintaining drift offset and
required track during run-in. The navigator (or pilot not flying the aircraft when a navigator is not part of
the crew) controls the time to airdrop sequence initiation, “Green Light.” This crewmember also controls
the end of usable drop zone time “Red Light” and updates the required drift offset for the pilot to fly. Air-
crew members must have a thorough understanding of this system. Complete cooperation and teamwork
between these crew positions is essential for best results. Exception: HC-130 unique airdrops maybe ini-
tiated IAW mission specific procedures.
2.3. Methods of Airdrop.

2.3.1. Personnel and Door Bundle. This type of airdrop load either exits, is pushed, or is skidded from
the paratroop door or aircraft ramp and door.
2.3.2. Gravity. The aircraft maintains a “nose-high” attitude (if required) and inflight release of load
restraint allows the load to roll out of the aircraft. A rigging system may be used to initiate and accel-
erate load movement.
2.3.3. Extraction. An extraction parachute pulls the load from the cargo compartment.
2.4. Types of Airdrop.

2.4.1. Free-Fall. Delivery of non-fragile items without the use of parachutes. Loads require special
preparation to prevent damage from impact.
2.4.2. High Velocity (Hi-V). Delivery of certain supply items rigged in containers with an energy dis-
sipater attached to the underside and supported by a ring-slot parachute. The ring-slot parachute stabi-
lizes the load and retards the rate of fall to the point of acceptable landing shock. This system may
include equipment loads dropped using reefed parachutes.
2.4.3. Low Velocity. Delivery of personnel and various items of supply and equipment by use of
cargo parachutes. Loads are prepared for airdrop by packing items in airdrop containers or by rigging
them on platforms.

AFI11-231 31 AUGUST 2005 11
2.5. Governing Factors:

2.5.1. The CARP is based on the first load to exit the aircraft (Exception: When door bundles precede
personnel, compute separate CARPs for the personnel and for the bundle. Release the bundle on the
personnel CARP after ensuring that the bundle will impact on the surveyed DZ).
2.5.2. The actual ground pattern of sequentially airdropped loads depends on the following:
2.5.2.1. Time lapse between “Green Light” and time of exit of last item.
2.5.2.2. Aircraft stability from release to “Red Light.”
2.5.2.3. Uniformity of loads and/or parachutes within an element.
2.5.2.4. Glide angle of individual parachutes.
2.5.2.5. Ability of jumper to see desired landing point and steer to it.
2.5.2.6. Aircraft track from “Green Light” to “Red Light”
2.5.2.7. Aircraft altitude and speed.
2.5.2.8. Weather (primarily winds).
2.5.3. Accurate airdrop requires timely drop zone or drop zone target acquisition to assure proper
alignment. The alignment or cross track drift offset, based on the most current winds, must be main-
tained during the final approach to the release point and throughout the drop period.
2.6. Parachute Characteristics:

2.6.1. Parachute Ballistics. Each parachute has its own peculiarities. The ballistics given in this
instruction are acceptable averages.
2.6.2. Gliding Angle. Some parachutes (e.g., T-10) glide randomly in direction. Others (e.g., MT-1)
are designed to glide in one direction. Unless the direction and speed of the glide are known, this fac-
tor cannot be accounted for in the CARP.
2.7. Drop Winds. Use a composite of altitude and surface winds (if known) to determine drift effect. The
most accurate drop wind is one obtained at drop altitude and airspeed shortly before the drop. When inter-
polating a mean effective wind (vectorial average from all sources), take care to consider direction as well
as velocity, and consider weather or other phenomena that may cause wind shear between drop altitude
and the surface. Remember, the higher the drop altitude, the greater the drift effect per knot of wind. Note:
When averaging winds to arrive at a ballistic wind, use a vectorial wind average. Using a mathematical
average will introduce errors into the CARP solution. Wind sources include, but are not limited to the fol-
lowing:
2.7.1. Forecast winds.
NOTE: Weather facilities report winds in true bearing.
2.7.2. Inflight visual indications of wind (smoke, dust, etc.).
2.7.3. Electronic and navigation systems (Doppler, SCNS, INS, GPS, LIDAR, etc.).

12 AFI11-231 31 AUGUST 2005
2.7.4. Ground party (CCT, STT, and DZC) furnished magnetic winds. Normally, the ground party
reports winds as a Mean Effective Wind (MEW). The MEW is a theoretical wind, referenced in con-
stant speed and direction, extending from the DZ surface to drop altitude. When verified with inflight
data, aircrews should consider the MEW a very desirable source.

AFI11-231 31 AUGUST 2005 13
Figure 2.1. CARP Diagram.

14 AFI11-231 31 AUGUST 2005
Chapter 3
COMPUTED AIR RELEASE POINT SOLUTIONS
3.1. General. The primary solution for computing the air release point is the basic computer solution
where all requirements are solved using the MB-4 or MAJCOM approved computer software.
3.2. Basic Computed Air Release Point (CARP) Solutions. The AF Form
4018, Computed Air Release Point Computation, or MAJCOM approved software generate products,
will be used to solve and record data. Figure 3.1. provides sample CARP solutions for CDS, Heavy
Equipment and Personnel. The basic steps for the AF Form 4018 are as follows:
3.2.1. Item 1. Drop altitude: Selected AGL drop altitude (absolute altitude) in feet.
3.2.2. Item 2. Terrain Elevation: Elevation, in feet, of the highest point on the surveyed DZ.
3.2.3. Item 3. True Altitude: Computed mean sea level (MSL) drop altitude, in feet (item 1 plus item
2). True altitude is the altitude to be flown when the altimeter setting is derived by in-flight altimeter
calibration.
3.2.4. Item 4. Pressure Altitude Variation (PAV): The pressure difference, in feet, between mean sea
level and the standard datum plane. PAV is computed by taking the difference between the forecast DZ
altimeter setting and the standard day pressure (29.92 in Hg) and multiplying by 10. PAV is positive if
the forecast altimeter setting is less than 29.92 and negative if the forecast altimeter setting is greater
than 29.92 (formula A).
3.2.5. Item 5. Pressure Altitude: Drop altitude, in feet above the standard datum plane (item 3 plus
item 4). Used to compute true airspeed and corrected drop altitude.
3.2.6. Item 6. Corrected Drop Altitude: Drop altitude corrected for air density by using formula B and
the ALTITUDE CALCULATIONS window on the MB-4 computer.
True Alt Temp = Drop Altitude
Pressure Altitude (Corrected Drop Altitude)
3.2.7. Item 7. Terrain Elevation: Same as item 2.
3.2.8. Item 8. Indicated Altitude: The altitude to be flown with the DZ altimeter setting set in the
barometric scale of the aircraft altimeter.
3.2.9. Item 9. True Altitude Temperature: Temperature in degrees Celsius. Used to compute item 6
and item 11.
3.2.10. Item 10. IAS/CAS/EAS: Indicated airspeed (IAS) for the drop as specified by the appropriate
directives. Calibrated airspeed (CAS) equals IAS corrected for pitot static error, aircraft attitude, and
instrument error. Equivalent airspeed (EAS) equals CAS corrected for compressibility. Log CAS/EAS
only when different from IAS.
3.2.11. Item 11. True Airspeed: True airspeed (TAS) is computed on the MB-4 using the DENSITY
ALTITUDE COMPUTATIONS window and the formula:

AFI11-231 31 AUGUST 2005 15
Temperature = (TAS)
Pressure Altitude EAS
3.2.12. Item 12. Rate of Fall (RF): Extracted from the parachute ballistic data. This velocity is
expressed in feet per second.
3.2.13. Item 13. Adjusted Rate of Fall: RF corrected for air density. Compute on the MB-4 computer
using the DENSITY ALTITUDE COMPUTATIONS window and formula C.
Average Temperature = (Adjusted Rate of Fall)
Average Pressure Alt. Rate of Fall
NOTE: Average Pressure Altitude is calculated by taking item 5 minus one-half of item 1.
3.2.14. Item 14. Altitude Above Point of Impact: The difference in feet between the PI and the highest
point on the DZ (terrain elevation) measured in feet AGL (formula D).
3.2.15. Item 15. Vertical Distance: Extracted from the parachute ballistic data.
3.2.16. Item 16. Stabilization Altitude: Item 14 minus item 15.
3.2.17. Item 17. Time of Fall: The elapsed time, in seconds, it takes for the load to fall from stabiliza-
tion altitude to the PI. Compute using formula E.
Adjusted Rate of Fall = 1.0
Stabilization Altitude (Time of Fall)
3.2.18. Item 18. Time of Fall Constant: Extracted from the parachute ballistic data.
3.2.19. Item 19. Total time of Fall: Item 17 plus item 18.
3.2.20. Item 20. Ballistic Wind: The expected wind, interpolated from all available sources, which
will affect the load on its way the ground.
NOTE: CCT/STT furnished surface and mean effective winds are reported as magnetic, while onboard
computers may provide winds in magnetic, true or grid reference.
3.2.21. Item 21. Drift Effect: Distance in yards computed using formula F.
Total Time of Fall = (Drift Effect)
1.78 Wind Speed
NOTE: The 1.78 constant is used to convert knots to yards per second. 1.94 constant is used to convert
knots to meters per second. Item 21 may be divided to include space for drift effect based the increment
used in constructing the wind circle (see paragraph 4.5.).
3.2.22. Item 22. Drop Altitude Wind: Expected wind at drop altitude. Used to compute drift and
groundspeed.
3.2.23. Item 23. DZ Course: DZ centerline course referenced in magnetic, true, or grid obtained from
the DZ survey or Assault Zone Availability Report (AZAR).
3.2.24. Item 24. Drift Correction: Expected run-in heading correction necessary to parallel DZ
course.
3.2.25. Item 25. DZ Heading: Item 23 corrected by item 24.

16 AFI11-231 31 AUGUST 2005
3.2.26. Item 26. Groundspeed: Expected aircraft speed relative to the ground. Aircraft TAS corrected
for forecast wind.
3.2.27. Item 27. Exit Time: Extracted from the parachute ballistic data.
3.2.28. Item 28. Deceleration Quotient: Extracted from the parachute ballistic data.
3.2.29. Item 29. Forward Travel Time: Item 27 plus item 28 or extracted from the parachute ballistic
data.
3.2.30. Item 30. Forward Travel Distance: Item 29 converted to distance using formula G.
Ground Speed = (Forward Travel Distance)
1.78 Forward Travel Time
3.2.31. Item 31. Stop Watch Distance: Ground distance in yards along track from a timing point to the
CARP.
3.2.32. Item 32. Stop Watch Time: Item 31 converted to time, in seconds, using formula H.
Groundspeed = Distance
1.78 (Time)
3.2.33. Item 33. Usable Drop Zone Length: The distance in yards from the PI to the end of the DZ,
minus the safety zone distance (if required) use formula I.
3.2.34. Item 34. Usable Drop Zone Time: Item 33 converted to time, in seconds, using formula H.
NOTES:
Never less than 3 seconds.
The planned interval between each parachutist’s exit is one second, therefore, this value equates to the
number (in addition to the first person out) of paratroopers who can safely be dropped in a single stick.
This is equal to the total number of jumpers divided by the number of troop doors in use.
Groundspeed = Distance
1.78 (Time)
3.2.35. Item 35. Sight Angle: Extracted from AF Form 4018 (Reverse), Drop Zone Timing and Sight
Angle Graph or derived from clinometer measurements.

AFI11-231 31 AUGUST 2005 17
Figure 3.1. Sample CARP Solution.

18 AFI11-231 31 AUGUST 2005
3.3. Plotting Instructions. Using any drop zone mosaic, plot the drift effect upwind from the PI. Plot the
forward travel distance back-track from the end of the drift effect vector, parallel to the run-in course. The
end of this plot is the CARP. The reverse may also be used. Plot the forward travel distance back along DZ
run-in axis. Then plot the drift effect vector from the end of forward travel distance vector. The end of this
combined vector is the CARP (Figure 3.2.). Chapter 4 details other means of plotting CARPs.
Figure 3.2. Personnel and Heavy Equipment Plotting Diagram.

AFI11-231 31 AUGUST 2005 19
Chapter 4
ALTERNATIVE COMPUTED AIR RELEASE POINT SOLUTIONS
4.1. General. With the development of new equipment and procedures, additional methods of CARP
solutions have been designed. Four modified CARP solutions and aids are the wind circle, Doppler Grid
and Circle Overlay, and AF Form 4014. Alternate methods of updating CARP inflight, including tech-
niques for wind analysis and T-CARP constant-angle timing, are included in this chapter. These solutions
incorporate special techniques and tabulated data as aids to expedite the solution of the final CARP when
close-in to the DZ.
4.1.1. All personnel involved in airdrop must realize aerial delivery using a CARP system is not an
exact science. The system permits revisions close to the DZ and takes into considerations winds at
various levels through which the parachute and load pass. When the aircrew member has a graphic
presentation of the wind vectors and understands the characteristics of the parachutes used, they are
better able to estimate the best release point.
4.1.2. Aircrew should be alert for changes in surface and altitude winds in the vicinity of the DZ.
Often it is possible to spot a wind shear by observing a column of smoke. Information on winds at the
different levels may not always be available. If not, the aircrew member still can use the best known
drop altitude and surface winds.
4.1.3. Last minute CARP changes may preclude detailed study of the CARP track by the pilot. The
aircrew member should be prepared to give directions and assist the pilot flying the aircraft in estab-
lishing the desired cross track drift offset.
4.2. AF Form 4013 Modified CARP Solution. Use the AF Form 4013, Modified CARP Solution, or
MAJCOM approved software for modified CARP solutions. The AF Form 4013 is based on a forward
travel computation and the formula D=KAV, where D is the drift effect in yards/meters, K is an average
constant value for the type load being airdropped, A is the drop altitude in feet AGL divided by 1000, and
V is the ballistic wind velocity in knots. The AF Form 4013 is designed primarily to provide all the data
required for an airdrop mission computer (SCNS, INS, GPS, etc.). Figure 4.1., provides an example of a
filled-in AF Form 4013:
4.2.1. Items 1 through 8. Complete in accordance with paragraph 3.2.1.through paragraph 3.2.8.
4.2.2. Item 9. Type load/weight: Enter C, H, P, or T for type and number of chutes being used.
4.2.3. Item 10. Usable Drop Zone Length/Time: Usable length in yards/meters and seconds. Convert
length to time using formula C.
NOTE: Never less than 3 seconds
4.2.4. Item 11. PI Elevation: MSL elevation, in feet, of the PI. Extracted from the DZ survey or
Assault Zone Availability Report (AZAR).
4.2.5. Item 12. Turn Delay: SCNS only. Number of seconds the computer will use to compute the
delay between the trailing edge (TE) and the escape point (EP).
4.2.6. Item 13. DZ course: DZ centerline course referenced to true, magnetic, or grid and obtained
from the DZ survey or AZAR.

20 AFI11-231 31 AUGUST 2005
4.2.7. Item 14. Rate of Fall: Extracted from the parachute ballistic data.
4.2.8. Item 15. Vertical distance: Extracted from the parachute ballistics data.
4.2.9. Item 16. Time of Fall Constant: Extracted from the parachute ballistics data.
4.2.10. Item 17. Exit Time: Extracted from the parachute ballistics data.
4.2.11. Item 18. Deceleration Quotient: Extracted from the parachute ballistics data.
4.2.12. Item 19. Forward Travel Time: Item 17 plus Item 18 or extracted from the parachute ballistics
data.
4.2.13. Item 20. Forward Travel Distance: Item 29 converted to distance using formula G (AF Form
4018).
4.2.14. Item 21. Altimeter Setting: Expected DZ altimeter setting.
4.2.15. Item 22. True Altitude Temperature: Expected temperature in degrees Celsius at drop altitude.
4.2.16. Item 23. Preflight average drop wind direction and velocity. Used to compute drift effect.
4.2.17. Item 24. Drift Effect: Distance in yards/meters computed using formula F (AF Form 4018).
4.2.18. Item 25. Blank space for local use. May be used for green light timing, sight angle value, wind
circle values, or any other information considered important by the individual aircrew member.
Figure 4.1. AF Form 4013.
4.3. AF Form 4014, Grid Overlay Plotter, Solution.

AFI11-231 31 AUGUST 2005 21
4.3.1. Description. AF Form 4014 is a clear plastic overlay depicting both grid plotter and generic
wind circle cut-outs. The generic wind circle contains two rings scaled to match both the timing graph
and the sight angle tables on AF Form 4018 (Reverse). The outer ring is marked with azimuth lines at
30 degrees intervals. At the center of the inner circle is a dot used to position the wind circle correctly
on AF Form 4018 (Reverse).
4.3.2. Use of the grid plotter is prescribed later in this instruction. To use the wind circles, clip out
along the dotted line. The loose wind circles can now be overlaid on the AF Form 4018 (Reverse).
Using either side of the AF Form 4018, measure FTD back from the depicted PI. Place the dot in the
center of the wind circles on this point. Turn the wind circles so the surveyed DZ course (on the cir-
cles) is overlaid along the DZ axis (depicted on the AF Form 4018). Magnetic or true course can be
used depending on whether the aircrew member is using magnetic or true winds to plot the CARP Plot
the drift effect along the wind azimuth. This is your CARP. Converting the CARP to an elapsed time
or a sight angle is discussed in paragraph 4.4.
NOTES:
The wind circles are calibrated to multiples of 400 yards on the timing graph and multiples of 200
yards on the sight angle graph. Use caution when interpolating drift effect.
Use formula H (AF Form 4018, CARP Computation). The wind circle size can be converted to a wind
speed for ease of inflight plotting.
4.4. Inflight use of AF Form 4018 (Reverse). AF Form 4018 (Reverse) allows for inflight CARP deter-
mination. This form depicts a generic drop zone mosaic modified with the addition of a timing graph. The
from is designed to be used with the wind circle cut-out from AF Form 4014.
4.4.1. Timing Graph.
4.4.1.1. Plot the PI location on the depicted DZ axis so the bottom of the DZ grid equates to the
selected timing point (distance from bottom of grid to block letter equals distance from selected
timing point to surveyed PI).
4.4.1.2. Plot the CARP in accordance with para. 4.3.
4.4.1.3. Along a line perpendicular to the DZ axis, move the CARP to the column on the right
equating to the aircraft groundspeed.
4.4.1.4. Proceed diagonally along the timing lines to obtain the stopwatch timing. Interpolate
between whole seconds. Result is the elapsed time from the selected timing point to the release
point.
NOTE: If the AF Form 4014 overlay is not available, plot the drift effect from the PI location and deter-
mine a raw time in accordance with 4.4.1.3. and 4.4.1.4. above. Subtract forward travel time from raw
time to obtain stopwatch time.
4.5. Wind Circle Solution. The wind circle solution is designed to permit the aircrew member to evalu-
ate wind conditions very close to the DZ and at levels other than drop altitude. All work in constructing
the wind circle is done on the ground. The drift effect for three or more wind velocities (usually 10, 20 and
30 knots) is drawn on the DZ depiction centered on the point of impact, or on the FTD plot. Wind circles
may also be constructed using any convenient distance increment (usually 200 yards). A true or magnetic

22 AFI11-231 31 AUGUST 2005
north arrow is drawn through the center of the circle with azimuth lines, normally at 30 degree incre-
ments, around the circle to facilitate speedy plotting of wind directions. In-flight, the aircrew member
determines winds, plots them on the wind circle, and applies FTD (if required) to provide an instanta-
neous CARP. It is possible to completely re-evaluate the CARP inside the one-minute advisory.
4.5.1. Preflight
4.5.1.1. Select a properly scaled DZ chart, photograph or drawing. The wind circle may be drawn
on clear acetate or similar material for reproduction. These reproductions may be attached to DZ
photos for in-flight use.
4.5.1.2. Complete the AF Form 4018. TTF is needed to construct the wind circle, except when
constant wind circle spacing is used.
4.5.1.3. Determine the drift effect for a 10 knot wind using the formula:
TTF = (Drift Effect)
1.78 10
4.5.1.4. Draw circles on the DZ depiction representing the drift effect for selected wind velocities
up to 40 knots. Wind circles should be centered on the PI. It may be centered on the FTD plot, but
an error is induced along the run-in axis for any in-flight change from the original preflight value
of groundspeed used to make the plot. Even though small errors (2.8 yards each second of FTT for
each 5 knots change in preflight CARP groundspeed) are induced by positioning the wind circles
on the FTD plot, such errors may be acceptable in relation to possible plotting and computation
errors made possible by attempting to do so inflight.
4.5.1.5. Draw azimuth lines from the PI or FTD plot outward to the outer circle each 30 degrees
or selected increment. Label each with the appropriate value. Magnetic values are desirable since
DZCT winds are passed as magnetic values.
4.5.1.6. Label the DZ depiction or acetate overlay with the constants used to construct the wind
circles; i.e., type parachute, load weight, TTF, or size of constant wind circles used. The aircrew
member should always recompute the CARP before each mission to verify the wind values.
4.5.1.7. Plot the preflight drift effect from the PI or FTD plot.
4.5.1.8. Measure the distance from the end of the drift effect plot or the CARP to the timing line
and convert to time using the preflight groundspeed. If the wind circle is centered on the FTD plot,
the result is the timing point time. If the wind circle is centered on the PI, subtract the FTT from
this time. The result is the timing point time.
4.5.2. In-Flight Wind Determination.
4.5.2.1. The wind circle allows aircrew members to average and plot a number of different winds
with relative ease and speed. These include surface, intermediate, mean-effective, drop altitude,
forecast, and estimated winds. The aircrew member is encouraged to obtain and plot several winds
from different sources in order to get the best picture possible of actual wind conditions. The deci-
sion on which wind or combination of winds to use is up to the individual. Aircrew members must
insure they compute drop altitude drift and groundspeed for line up and timing. During combat
conditions, drift effect is normally plotted based on an average of surface wind indications and
navigation computer readouts.

AFI11-231 31 AUGUST 2005 23
4.5.3. Sample Problem:

4.5.3.1. Figure 4.2. was constructed using the following information from an AF Form 4018
computation:
4.5.3.1.1. Parachute - T-10.
4.5.3.1.2. Weight - 250 lbs
51.6 = (289)
1.78 10
4.5.3.1.3. TTF - 51.6 secs
4.5.3.1.4. FTT - 3.2 secs
4.5.3.1.5. Ballistic wind - 200o/20 knots
4.5.3.1.6. Groundspeed - 110 knots
4.5.3.2. The drift effect for a 10 knot wind equals 289 yards.

24 AFI11-231 31 AUGUST 2005
Figure 4.2. Wind Circle Sample.

AFI11-231 31 AUGUST 2005 25
4.6. Grid Overlay Solution. The grid overlay solution is a mathematically derived, visual presentation
for rapid computation of a CARP in-flight. Its use is preceded by completing the CARP computations, AF
Form 4018. Small deviations from preflight values computed are acceptable. Wind information (GS and
drift), obtained at and below drop altitude, can be used to compute the in-flight CARP. After the final
slowdown and arrival at drop altitude, the CARP can be reconfirmed or adjusted for winds over the DZ.
The basic idea of the solution is to provide the aircrew member an instantaneous CARP for any combina-
tion of head/tail winds and drift effect.
4.6.1. Preflight:
4.6.1.1. Complete the AF Form 4018. TTF, FTT, and aircraft TAS are needed to construct the
overlay.
4.6.1.2. Determine the cross track drift effect offset, in yards, for two degrees of drift using the
"AC" constant, see Figure 4.3. for the values, and the formula:
Chord("AC") = (2o Offset Distance)
1.78 TTF
(1.94 for meters)
4.6.1.3. Determine the head/tail wind effect distance, in yards, for 5 knots of wind using the for-
mula:
5 = (Head/Tail Wind Distance)
1.78 TTF + FTT
NOTE: FTT is added to compensate for changes in the forward travel vector caused by changes in
groundspeed.
4.6.1.4. Select a properly scaled DZ depiction to be used for the airdrop. Insure that all plots use
the corresponding scale. Grid overlays may be drawn on clear acetate or similar material for repro-
duction. These reproductions may be attached to DZ photos for in-flight use.
4.6.1.5. Plot the FTD based on drop TAS using the formula:
TAS = (FTD)
1.78 FTT
4.6.1.6. Starting with the FTD plot, mark the desired number of 5 knot head/tail wind distance
fore and aft of this plot on the run-in axis. A maximum wind circle may be drawn to determine the
size desired; however, five in each direction normally are drawn. Graduations (see (A), Figure
4.4. ) are provided to measure the distance between plots and leading edge of the grid overlay plot-
ter as a guide for drawing the groundspeed lines.
NOTE: Drift angle is accurate only at drop airspeed. The 5kt groundspeed increments represent differ-
ences from "CARPed" true airspeed. When off true airspeed a reasonably accurate correction can be made
by applying planned and actual true airspeed differences to the actual groundspeed.
4.6.1.7. On a line perpendicular to the run-in axis and running through one of the head/tail wind
plots, mark the desired number, normally five, of the 2o offset distances on each side of the axis.
The graduations/lines, (see (B), Figure 4.4.) are provided for measuring and drawing the lines.

26 AFI11-231 31 AUGUST 2005
Figure 4.3. AF Form 4014, GRID Overlay Plotter.
TTF=51.6
FTT=3.2
TAS=130

AFI11-231 31 AUGUST 2005 27
Figure 4.4. GRID Overlay Sample.
4.6.1.8. Complete the grid overlay, as shown in Figure 4.4., using the grid overlay plotter.
NOTE: The grid overlay may be drawn using dividers to mark all plots (see (C), Figure 4.4.), and the
standard air navigation plotter to draw in the lines. Groundspeed lines are 5o from the perpendicular to the
run-in axis (see (D), Figure 4.4.).
4.6.1.9. The line through the FTD plot is a zero head/tail wind effect line and will be labeled with
the computed drop TAS (for any CARP on this line, GS = TAS) or with "0" head/tail wind effect.
Succeeding lines will be labeled with the appropriate groundspeed, in 5 knot increments, or with
the appropriate head/tail wind effect (i.e., -5, -10, +5, +10, etc.).
NOTE: Labeling head/tail wind effect lines with groundspeed increments normally is the most desirable.
It eliminates conversion of Doppler readouts into TAS - GS differences, thereby making last second
changes to the timing problem simple by having to monitor only a single instrument.
4.6.1.10. Label each parallel drift offset line with the appropriate offset value. Care must be taken
to label with the correct +/- drift correction (left drift to the right of the DZ and vice versa).
4.6.1.11. Label the grid overlay with the constants used in its construction; Type parachute, load
weight, TTF, FTT, and TAS.
4.6.1.12. Insure the preflight drift effect is plotted from a FTD plot using preflight groundspeed.

28 AFI11-231 31 AUGUST 2005
4.6.2. Sample Problem. Information used in drawing the grid overlay shown in Figure 4.4.
4.6.2.1. Constants:
4.6.2.1.1. Parachute - T-10.
4.6.2.1.2. Load Weight - 250 lbs.
4.6.2.1.3. TTF - 51.6 secs.
4.6.2.1.4. FTT - 3.2 secs.
4.6.2.1.5. TAS - 130 knots.
4.6.2.2. Cross Track Drift Offset - 132 yards.
4.54 = (132)
1.78 51.6
4.6.2.3. Head/Tail Wind Distance - 154 yards.
5 = (154)
1.78 54.8
4.6.2.4. Forward Travel Distance - 234 yards.
130 = (234)
1.78 3.2
4.6.3. In-flight Use:
4.6.3.1. The aircrew member will determine from all available sources the effective wind acting
upon the parachutist/load from drop altitude to ground level. It will be necessary to convert this
mean wind to drift and groundspeed values. The intersection of these two values is the CARP.
4.6.3.2. The aircrew member should be aware that final wind drift values (as read from the grid
overlay) will not necessarily represent the drift value used to determine the heading to fly at
release. Also, the direct groundspeed readouts of navigation computer systems may not corre-
spond to the values which affect the object dropped.
4.6.3.3. One disadvantage of the grid overlay, when used alone, is the time required to convert the
wind selected into drift and groundspeed values; however, it does interface with the close-in solu-
tion of the CARP using direct navigation computer system readouts, especially in solving the tim-
ing problem.
4.6.3.4. Once the CARP is plotted, measure the distance from the timing line to the CARP and
convert it to time (using formula H on the AF Form 4018) to determine timing point time.
4.7. Modified Grid Overlay Solution. The modified grid overlay combines the grid overlay with the
wind circle method. It allows the aircrew member to take into account the navigation system supplied
drift and groundspeed, as well as other wind information such as DZCT MEW, surface winds, etc., and
project them on the DZ depiction. A rapid determination of the CARP can be made from this graphic pre-
sentation, well within the one-minute advisor.
4.7.1. Preflight:
4.7.1.1. Select a properly scaled DZ chart, photo or drawing.

AFI11-231 31 AUGUST 2005 29
4.7.1.2. Compute a CARP using preflight wind information and the standard computer solution.
4.7.1.3. Construct the grid overlay IAW paragraph 4.6.
4.7.1.4. Draw the wind circle IAW paragraph 4.5. The wind circle is centered on the FTD plot
used for the grid overlay.
NOTE: An option is to make the wind circle an ellipse. Based on the groundspeed increments at 6 and 12
o'clock and the wind circles at 3 and 9 o'clock. This method is the most accurate for drops with high for-
ward travel times
4.7.1.5. Plot the preflight ballistic wind using preflight FTD.
4.7.1.6. Convert the distance from the CARP to the timing point to time using preflight ground-
speed. Enter this distance and time in the AF Form 4018, Items 33 and 34.
4.7.1.7. The CARP may be plotted using one of three methods:
4.7.1.7.1. Plot the drift effect from the FTD plot computed using preflight (110 knots) ground-
speed (see (A), Figure 4.5.).
4.7.1.7.2. Plot the ballistic wind azimuth (200o) and velocity (20 knots) on the wind circle
(see (B), Figure 4.5.).
4.7.1.7.3. Plot ballistic wind drift (- 6o) and the groundspeed (114 knots) values using the grid
overlay (see (C), Figure 4.5.).

30 AFI11-231 31 AUGUST 2005
Figure 4.5. Modified GRID Overlay Sample.
NOTE: As indicated, these plots will not necessarily fall at the same point. The only time a common
CARP occurs is when a direct 25 knot head or tail wind is used.
4.7.1.8. To reduce the clutter of the numerous lines drawn on the DZ depiction, it may be desir-
able to omit the circles or to plot the Grid and circles in different colors. A quick method to plot
wind direction and velocity is available by using the dividers to arc the distance/velocity measured
on the run-in axis (the interval between grid overlay groundspeed lines equals five knots of veloc-
ity) to the appropriate azimuth line. Omitting alternating grid overlay line will also reduce clutter,
yet provide a usable solution to the wind plotting problem.
4.7.1.9. See Figure 4.5. for a completed solution. Use the same data as paragraph 4.6.2.
4.7.2. In-flight:
4.7.2.1. Plot navigation system drift and groundspeed, surface winds, MEW, and any other avail-
able wind information. Evaluate the winds to determine the CARP you plan to use.

AFI11-231 31 AUGUST 2005 31
4.7.2.2. Compute timing point distance using the current or projected groundspeed.
4.8. Timing Graph Solution. The timing graph combines the wind circle and grid overlay methods with
a groundspeed-time graph. This provides the aircrew member a form upon which a PI-Timing point con-
figuration for any DZ may be constructed. The in-flight CARP can be plotted to allow the aircrew mem-
ber to extract a final timing point time quickly. The groundspeed-time graph (Figure 4.6., right hand side
of figure) may be duplicated to use in conjunction with a DZ chart/photo, provided it is constructed using
the same scale. This form may be best used for use with timing panels or lights. This does not restrict its
use when timing from any prominent surface feature.
4.8.1. Preflight:
4.8.1.1. Plot the point of impact the required number of yards away from the timing line. The line
may be an extension of timing light/panels or a selected geographical timing point.
4.8.1.2. Complete wind circle, grid overlay or modified grid IAW paragraphs 4.5.,4.6. or 4.7.
4.8.1.3. Predominate DZ features may be annotated to aid line-up.
4.8.2. In-flight:
4.8.2.1. Timing point time may be obtained by plotting the drift effect from the point of impact,
proceeding horizontally to groundspeed, then diagonally to timing point time. Subtract the for-
ward travel time to obtain actual timing point time. The procedure is recommended since it mini-
mizes the forward travel distance error induced by the difference in preflight and actual
groundspeed.
4.8.2.2. Plot the CARP based on FTD and drift effect, proceeding horizontally to groundspeed,
then diagonally to timing point time in seconds.
NOTE: A negative number indicates a CARP prior to the timing line.
4.8.2.3. The timing graph may be used to compute UDZL.
4.8.3.1. Given:
4.8.3.1.1. FTT - 3.2 secs
4.8.3.1.2. TAS - 130 knots
4.8.3.1.3. GS - 110 knots
4.8.3.1.4. W/V - 200o/20 kts
4.8.3.1.5. Drift Effect - 580 yards
4.8.4. The CARP is plotted from the forward travel distance plot and drift effect from the point of
impact. The offset is the same for both methods, 370 yards left and 16.9 seconds is the resultant timing
point timing. If the FTD is not plotted, a time of 20.1 seconds would be extracted from the chart.
When the FTT of 3.2 seconds is subtracted, the resulting solution is the same 16.9 seconds as in the
first method. The wind circle, grid overlay or modified grid from the point of impact or FTD plot was
not shown to avoid confusion.

32 AFI11-231 31 AUGUST 2005
4.9. Other Timing Graphs. Timing graphs may be constructed to be used in conjunction with other
types of drops using a specific parachute. FTT is the governing factor. Figure 4.6. is an example for per-
sonnel (T-10 parachute) which incorporates FTT to provide the aircrew member a final timing point time
readout once drift effect is plotted.
4.9.1. Construction.
4.9.1.1. Refer to Figure 4.6.. A FTT of 3.2 seconds was used to determine the points in construct-
ing the one second timing line. Use the formula:
GS (90 and 190) = (Distance)
1.78 4.2(3.2 + 1 sec)
4.9.1.2. Plot and join these distances (212 and 448 yards) on the graph. Repeat procedures for
each additional second; i.e., 5.2, 6.2, etc., or find the yardage for a one second interval using the
following formula, then plot succeeding lines:
(Distance)
GS(90 and 190) = [51 and 107 yds]
1.78 1
4.9.1.3. Plot distances as applicable to complete the GS/Time graph. Use the same procedure and
applicable FTT when constructing a graph for other type parachutes.
4.9.2. Preflight. Complete graph using the desired modified CARP solution. Insure the following
rules are followed:
4.9.2.1. Wind Circle - Must be centered on the PI.
4.9.2.2. Grid Overlay - The preflight TAS line is plotted through the PI. Use the following for-
mula instead of the formula in paragraph 4.4.1.3.; i.e., do not add FTT to TTF in that formula:
5 = (5 Knot Head/Tail Wind Distance)
1.78 TTF
4.9.3. In-flight. The same data as in paragraph 4.8.3., above was used in this example. Plot drift effect,
proceed vertically to the GS (at release) line, then diagonally to the final timing point time. This graph
may be used to convert distance, timing point to the drift effect plot, from a separate DZ depiction pro-
vided the same rules as in paragraph 4.9.2., above, are followed on the depiction. Distance may also
be converted to time, using this graph, when used in conjunction with a grid overlay drawn on the DZ
depiction. To do so, measure the distance from the CARP to the timing point, extract timing point time
from the graph and add FTT.

AFI11-231 31 AUGUST 2005 33
Figure 4.6. Timing Graph Sample.

34 AFI11-231 31 AUGUST 2005
Figure 4.7. Personnel Timing Graph Sample.
4.10. Sight AngleTechniques. Another variation of timing graphs is shown in this example problem:
4.10.1. Complete AF Form 4018 per Chapter 3 given the following:
4.10.1.1. Drop altitude - 650 feet AGL
4.10.1.2. Highest terrain elevation on DZ - 1443 feet MSL

AFI11-231 31 AUGUST 2005 35
4.10.1.3. True altitude - 2093 feet MSL

4.10.1.4. PI elevation - 1443 feet MSL
4.10.1.5. Load - SATB-H
4.10.1.6. Wind - 358/08
4.10.1.7. Groundspeed - 162 Knots
4.10.1.8. FTT - 1.9 Seconds
4.10.1.9. Usable DZ length - 1200 yards
4.10.1.10. Determine altitude above the PI using AF Form 4018 block 14.
4.10.1.11. Determine aircraft deck angle from appropriate weapon system technical order or air-
craft instruction. For this example, assume two degrees.
4.10.1.12. Determine timing point. For this example, assume the PI is the timing point.
4.10.1.13. Use the formula - Sighting Distance = D = (TAN @) x (A/3)
D = Distance measured directly below the flight deck at the moment the designated target
intersects an internal reference point.
@ = Angle of inclination from flight deck to designated target
A = Absolute altitude in feet AGL above the designated target
NOTE: Angle @, is measure using a clinometer or is specified through established techniques for each
aircraft (i.e., the technique for the C-141B is to use an angle of 75.5 degrees when the deck angle is zero
degrees and the top of the aircrew member’s head is against the center overhead panel and is sighting over
the Flight Command Repeater (FCR) box).
4.10.1.14. Given a C-141B with a two degree deck angle and using the formula in paragraph
4.10.4, we solve for the following: D = (TAN (75.5 +2)) x (650/3) = 977 yards.

36 AFI11-231 31 AUGUST 2005
Figure 4.8. Sight Angle Timing Graph CARP Sample.

AFI11-231 31 AUGUST 2005 37
Figure 4.9. Aircraft Sight Angle Timing Graph Diagram.
4.10.2. Plotting instructions for timing graph:

4.10.2.1. The bottom line of the grid represents the timing reference point.
4.10.2.2. Plot the sighting distance (D from paragraph 4.10.1.4.) along the DZ axis from the bot-
tom of the graph in Figure 4.10. towards to the top of the graph.
4.10.2.3. Draw wind circles (based on TTF and formula F on the AF Form 4018 in 10, 20, 30 and
40 increments) from the point determined by paragraph 4.10.2.2. (Figure 4.11.)
4.10.2.4. Plot the CARP based on the preflight winds (Figure 4.12.)
4.10.2.5. Measure from the CARP to the right until it intersects with the preflight groundspeed.
From this intersection, parallel the timing lines up and over to determine the graph time. For this
example the time equals 9.0 seconds.
4.10.2.6. Enter this value in the graph time block at the bottom of the form.
4.10.2.7. Extract the FTT from the AF Form 4018, block 29, and enter it in the FTT block at the
bottom the form.
4.10.2.8. Subtract the FTT from the graph time to obtain a stop watch time.
4.10.2.9. Extract the Usable DZ Time from the AF Form 4018, block 34, and enter it in the appro-
priate block at the bottom of this form.
4.10.2.10. Add the Stop Watch Time to the Usable DZ time to obtain a running Red Light Time
measured from your timing point.
4.10.3. Modifications to this technique includes the following:
4.10.3.1. Delete the Usable DZ Time entry from the bottom of the chart and restart the timing for
the designated red light time.
4.10.3.2. Plot not only the wind but also the FTD on the wind circle.
NOTE: When using this option, remember not to subtract the FTT. The graph time automatically equals
the stop watch time.

38 AFI11-231 31 AUGUST 2005
Figure 4.10. Sight Angle Timing Graph Sample Part 1.

AFI11-231 31 AUGUST 2005 39

40 AFI11-231 31 AUGUST 2005

AFI11-231 31 AUGUST 2005 41
4.11. Inflight Forms Completion. The actual inflight data block is the same for both the AF Form 4013
and the AF Form 4018.
4.11.1. RCRD Data. Record the reported surface and mean effective winds, and the actual altitude
winds at the time of the drop. Indicate the source of the winds if other than CCT/STS.
4.11.2. Drop Data. Should contain the data actually used to compute the updated CARP inflight.
4.11.2.1. Ballistic Wind: Wind used to compute the drift effect. Indicate whether measured (M) or
interpolated (I).
4.11.2.2. Ground Speed: ground speed used to compute the FTD and usable DZ time inflight.
Indicate whether computed by the aircrew member (C), displayed by INS, GPS, Doppler (D), or
obtained from formation lead in a SKE formation (S).
4.11.2.3. Drift: Drift angle used to compute SKE offset. Indicate whether computed by the air-
crew member (C), displayed by INS, GPS, Doppler (D), or obtained from formation lead in a SKE
formation (S).
4.11.2.4. Green Light Time: Actual elapsed time, in seconds, from the timing point to the release
point for a visual drop, or from lead’s EXECUTE to the wingman’s release point for a SKE drop.
Use this block to indicate release method (A for AWADS, S for SKE, V for Visual) as well.
4.11.2.5. Red Light Time: Actual elapse time, in seconds, from release point to “red light” call.
4.12. Post Flight Forms Completion.

4.12.1. TOT: Record actual time over target (TOT) (for formation lead).
4.12.2. Formation Position: Record element and position within that element. Also indicate whether
it was a SKE (S) or visual (V) formation. SS indicates single ship.
4.12.3. Raw Circular Error: Reported drop score. Enter “Sat” or “Unsat” for mass tac drops. For mul-
tiple passes, only the first score is recorded.
4.12.4. Corrected Circular Error: Raw circular error corrected in accordance with AF Form 4012, Air-
drop Circular Error Computation. This is the score entered in the aircrew member’s individual circular
error record.
4.12.5. Turn in the AF Form 4013, 4015, 4017, and 4018 to the unit tactics office at the completion of
the mission. The adjusted drop scores will be entered into the aircrew member circular error record.

42 AFI11-231 31 AUGUST 2005
Chapter 5
HIGH ALTITUDE RELEASE POINT SOLUTIONS
5.1. General . The high altitude release point (HARP) solution is a basic CARP solution with the addi-
tion of a third (high-velocity, free fall) vector. High altitude-low opening (HALO) drops are primarily per-
sonnel drops, although CDS may be dropped using a timer or barometrically actuated second-stage
parachute release. The reverse side of the AF Form 4018, CARP Computation, or MAJCOM approved
software product, will be used to solve and record HARP data.
5.2. Responsibilities:
5.2.1. Compute a HARP for every high altitude airdrop. For multiple passes, recompute the HARP
whenever drop altitude, actuation altitude, or significant wind changes occur.
5.2.2. An experienced parachutist can maneuver approximately 500 feet horizontally for each 1000
feet of free fall. In the event a parachutist cannot maneuver after exiting the aircraft (due to loss of
visual ground references, injury, unconsciousness, or uncontrollable attitudes), or in the case of equip-
ment delivery, an accurate HARP will ensure the load arrives in the vicinity of the intended point of
impact. Additional modified HARP procedures are included in this chapter.
5.2.3. Due to the altitudes involved in this type of airdrops, visual methods of directing the aircraft to
the HARP are normally less accurate than other electronic methods. These methods include INS/
SCNS, GPS, GRADS, radar and radar beacon. All of these systems still require use of HARP compu-
tations, but they generally lead to better results. If the objective area or surrounding area is obscured,
the airdrops when the ground is obscured there may be no way to steer toward the computed release
point. Operational procedures and directives may require use of these systems for high altitude deliv-
eries.
5.3. Equipment:
5.3.1. HALO personnel. Personnel parachutes normally used are the MC1, the MC3 Para-Com-
mander, the MT1X, and the MT1S Ram-Air. The standard United States Army free fall parachute
assembly (Type AP 28S-3) consists of a main pack and canopy, reserve pack and canopy, and harness.
An F-1B automatic ripcord release is incorporated into the assembly to automatically open the para-
chute during preplanned jumping. This release allows automatic actuation down to an altitude of
4,500 feet. When lower actuation is desired, a modified F-1B, designated the FF-1, can be used. The
FF-1 release can be set for altitudes down to 3,000 feet. The barometric device activates an adjustable
0-13 second timer which automatically pulls the ripcord. The FF-2 release is used with the MC3 para-
chute. Any of these automatic systems can be used; however, manual ripcord actuation is normal pro-
cedure.
5.3.2. HALO CDS:
5.3.2.1. Stabilized. Containers are rigged with a small stabilization parachute which, when
inflated, is used to achieve a high velocity rate of fall, 200+ feet per second, to a selected altitude

AFI11-231 31 AUGUST 2005 43
where a barometric sensing device actuates a timing device and cutter to deploy a larger cargo
parachute.
5.3.2.2. Reefed or Confined Ballistic System (CBS). Containers are rigged with a 22 or 28 foot
ring slot, G-12D or similar type cargo parachute which is reefed down to a specific diameter and
equipped with one or more dereefing devices. The load descends with the chute in a reefed condi-
tion at approximately 130 feet per second until a predetermined burn time has expired and actua-
tion of the cutter system occurs. This system cuts the reefing lines, allowing the chute to inflate
fully and slow the load descent to approximately 70 feet per second for the 22 or 28 foot ring slot
and 26 feet per second for the 12 foot ring slot.
5.3.3. High Velocity CDS. These loads are rigged with a ring slot parachute and descend at approxi-
mately 65-100 feet per second. Loads normally consist of indestructible type supplies which can with-
stand the high velocity impact. Normally, staging devices are not utilized.
5.3.4. High Altitude Airdrop Resupply System (HAARS). The HAARS delivers containers from an
aircraft flying at altitudes up to 25,000 feet. The containers can be dropped singly or in multiples to
two. Up to 16 containers can be dropped from the C-130 aircraft and up to 40 from the C-141 . When
the container leaves the aircraft, a modified 68 inch pilot chute opens and keeps the load upright while
it falls at a terminal velocity of 250 feet per second. when the right altitude is reached, the sensor cuts
a sheer web. This allows a cargo parachute to open and the load to land at an acceptable rate of speed.
5.4. Basic Assumptions. The deployment altitude obtained from the jumpmaster is considered to be the
altitude where full parachute deployment occurs and a constant rate of descent is established. Actuation
altitude (for manual ripcord pull) is normally considered to be 500 feet above the deployment altitude.
The aircrew member should confirm which altitude, deployment or actuation, corresponds to the altitude
figure received. When the FF-1, FB-1, or similar device is used for HALO CDS, actuation altitude is the
altitude at which the ripcord/cutter starts deployment of the second stage parachute.
5.5. Altitudes:
5.5.1. Pressure altitude or indicated true altitude is used as the aircraft drop altitude reference. The
drop altitude and actuation altitude must be converted to absolute altitudes for HARP computations.
Indicated altitude is the altitude to be flown with an externally supplied (surface) DZ altimeter setting.
Pressure altitude is the altitude to be flown with an altimeter setting of 29.92.
5.5.2. The HALO parachutist can use any of three altimeter types to determine desired parachute
actuation/deployment altitude:
5.5.2.1. An adjustable pressure altimeter with a Kollsman window. This enables parachutists to
manually activate their own parachute, based on indicated true altitude or indicated pressure alti-
tude.
5.5.2.2. An adjustable pressure altimeter without Kollsman window. The parachutist will usually
adjust this type of altimeter so that it displays altitudes with respect to point of impact elevation.
This enables parachutist to normally activate their own parachute, based on indicated altitude
above ground level. This is the most common method used by US Army personnel.
5.5.2.3. A non-adjustable pressure altimeter (29.92 in Hg/1013.2 Mb). This enables parachutists
to manually activate their own parachute, based on indicated pressure altitude.

44 AFI11-231 31 AUGUST 2005
5.6. Wind Determination:

5.6.1. There are two winds used in HARP computations:
5.6.1.1. Ballistic Wind. The vectorial average of the winds from drop altitude to actuation altitude
or ground level when single stage drops are made.
5.6.1.2. Deployed Wind. The vectorial average of the winds from actuation altitude to the ground.
5.6.2. Normally, the weather forecaster is not trained to calculate the vectorial average of winds;
therefore, the aircrew member should request winds at the required altitudes and compute the average.
Ballistic winds are computed using winds for every 2,000 feet from drop altitude down; deployed
winds are computed using winds for ever 1,000 feet or less from actuation altitude down to the sur-
face.
5.7. Completion of the AF Form 4015, High Altitude Release Point Computations:
5.7.1. Item 1. Drop Indicated True Altitude - Altitude, in feet above mean sea level, to be flown with
the DZ altimeter setting in the barometric scale of the pressure altimeter.
5.7.2. Item 2. Pressure Altitude Variation - Pressure difference, in feet, between mean sea level and
the standard datum plane, The pressure altitude variation (PAV) is computed using the DZ altimeter
setting. If the DZ altimeter setting is greater than 29.92, the PAV is subtracted from the indicated true
altitude to obtain pressure altitude. The PAV is added when the altimeter setting is less than 29.92
(compute using formula A).
5.7.3. Item 3. Drop Pressure Altitude - Drop altitude, in feet above the standard datum plane. The alti-
tude to be flown with 29.92 set in the pressure altimeter. Item 1 plus item 2.
5.7.4. Item 4. “D” Value - The difference, in feet, between the true altitude of the aircraft and the pres-
sure altitude of the aircraft. The “D” is obtained from the weather forecaster or can be measured en
route by radar altitude plus terrain elevation minus pressure altitude.
5.7.5. Item 5. Drop True Altitude - Altitude, in feet above mean sea level. Item 3 plus item 4. To ver-
ify forecast “D: values or if a “D” value cannot be obtained, drop true altitude may be approximated
by using the ALTITUDE COMPUTATIONS window of the MB-4 computer and the formula:
Drop Altitude Temp = (Drop True Altitude)
Drop Pressure Alt Indicated True Altitude
5.7.6. Item 6. Point of Impact Elevation - MSL elevation, in feet, of the PI.
5.7.7. Item 7. Drop Altitude - Absolute altitude, in feet, above the PI (Item 5 minus item 6)
5.7.8. Item 8. Drop Altitude Temperature - Temperature, in degrees Celsius, at the drop altitude.
5.7.9. Item 9. Point of Impact Elevation - For computing PI pressure altitude. Same as item 6.
5.7.10. Item 10. Pressure Altitude Variation - same as item 2.
5.7.11. Item 11. Point of Impact Pressure Altitude - Item 9 plus item 10.
5.7.12. Item 12. Point of Impact Temperature - Temperature, in degrees Celsius, at the PI.
NOTE: Items 13 through 32 need not be accomplished for single stage airdrops.

AFI11-231 31 AUGUST 2005 45
5.7.13. Item 13. Actuation Indicated Altitude - Uncorrected absolute altitude, in feet, above the PI.
Start the computations here when a barometric altimeter is used which is set to read zero (0) feet at the
intended landing location.
5.7.14. Item 14. Point of Impact Elevation - same as item 6.
5.7.15. Item 15. Actuation Indicated True Altitude - Uncorrected actuation altitude, in feet above
mean sea level. Item 13 plus item 14. Start computations here when an altimeter with the local altim-
eter setting is used for a parachute actuation.
5.7.16. Item 16. Pressure Altitude Variation - Same as item 2.
5.7.17. Item 17. Actuation Altitude Temperature - Temperature in degrees Celsius at actuation alti-
tude.
5.7.18. Item 18. Actuation Pressure Altitude - Actuation altitude, in feet above the standard datum
plane. Item 15 plus item 16. Start computations here when the standard atmosphere setting of 29.92 in
Hg or 1013 Mb is set in the altimeter used for parachute actuation. Compute actuation indicated true
altitude (item 15) before going on.
5.7.19. Item 19. Actuation True Altitude - Altitude in feet, above ground level where actuation
occurs. compute on the DR computer using the ALTITUDE COMPUTATIONS window and the for-
mula:
Act Alt Temp (item 17) = (Act True Alt)
Act Press Alt (item 18) Act Ind Alt (item 13)
5.7.20. Item 20. Point of Impact Elevation - Same as item 6.
5.7.21. Item 21. Actuation Altitude - Corrected actuation altitude, in feet above mean sea level. Item
19 minus item 20.
5.7.22. Item 22. Deceleration Distance - Vertical distance, in feet, the parachutist/load falls from stag-
ing system actuation until full deployment of the recovery parachute(s). Obtain from parachute ballis-
tic data.
NOTE: The FF-1, FB-1, and similar timers can be set to utilize a 0-13 second delay upon reaching the
actuation altitude. It is necessary to convert the selected delay to altitude lost during the delay period. Add
this distance to the deceleration distance extracted from the ballistic data. Use the formula:
High Velocity Adj Rate of Fall = 1.0
(Delay Distance) Delay Time
5.7.23. Item 23. Deployment Altitude - Item 21 minus item 22.
5.7.24. Item 24. Deployed Midpressure Altitude - Average altitude used to compute the deployed
adjusted rate of fall. This altitude is the actuation pressure altitude (item 18) minus deceleration dis-
tance (item 22) plus the PI pressure altitude (item 11) divided by two.
5.7.25. Item 25. Deployed Temperature - Temperature, in degrees Celsius, used to compute deployed
adjusted rate of fall. Compute by averaging surface temperature and deployment altitude temperature.
5.7.26. Item 26. Deployed Rate of Fall - Sea level, standard day rate of fall, in feet per second.
Obtained from the parachute ballistic data.

46 AFI11-231 31 AUGUST 2005
5.7.27. Item 27. Deployed Adjusted Rate of Fall - Deployed rate of fall, in feet per second, corrected
for air density. Compute on the MB-4 computer using the Density Altitude Computations window and
the formula:
Deployed Temp (item 25) = (Deployed adjusted rate of fall)
Deployed Mid-Pressure Altitude (item 24) Deployed Rate of Fall (item 26)
5.7.28. Item 28. Deployed Time of Fall - Elapsed time, in seconds, from deployment altitude until the
parachutist/load reaches ground level. Compute using the formula:
Deployed Adjusted Rate of Fall (item 27) = 1
Deployment Altitude (item 23) (Deployed Time of Fall)
5.7.29. Item 29. Deceleration Time - Elapsed time, in seconds, form actuation of the staging system
to deployment of the recovery parachute(s). Obtain form the parachute ballistic data. When using a
time delay with the FF-1, FB-1 or similar device, add the number of seconds delay.
5.7.30. Item 30. Total Time of Fall - Total elapsed time, in seconds, from actuation of the staging sys-
tem to ground impact. Item 28 plus item 29.
5.7.31. Item 31. Deployed Wind see paragraph 5.6.1.2.
5.7.32. Item 32. Deployed Drift Effect - Total drift, in yards, incurred by the parachutist/load during
the descent from actuation altitude to the ground.
Total Time of Fall (item 30) (Deployed Drift Effect)
1.78 (1.94 to convert meters) = Deployed Wind Speed (item 31)
5.7.33. Item 33. Drop Altitude - Same as item 7.
5.7.34. Item 34. Vertical Distance - Distance, in feet, the load/parachutist descends after exiting the
aircraft until reaching a stabilized condition. Obtain from the parachute ballistic data.
5.7.35. Item 35. Stabilization Altitude - Item 33 minus item 34.
5.7.36. Item 36. Actuation Altitude - Use actuation altitude (item 21) for two-stage airdrop. Use zero
(0) when dropping high velocity loads or loads not using second stage recovery parachutes.
5.7.37. Item 37. High Velocity Fall Distance - Distance, in feet, the parachutist/load descends form
stabilization to actuation of the second stage recovery system or until reaching ground level. Item 35
minus time 36.
5.7.38. Item 38. High Velocity Mid-Pressure Altitude (HVMPA) - The average pressure altitude used
to compute the adjusted rate of fall. Compute using the following formula:
HVMPA = Item 3-Item 34 + Item 18 (Item 11 for single stage) - all divided by 2
5.7.39. Item 39. High Velocity Temperature - Temperature, in degrees Celsius, used to compute
adjusted rate of fall. Compute by averaging drop altitude and actuation/surface altitude temperatures.
5.7.40. Item 40. High Velocity Rate of Fall - Sea level standard day rate of fall, in feet per second,
obtained from the parachute ballistic data.
5.7.41. Item 41. High Velocity Adjusted Rate of Fall - High velocity rate of fall, in feet per second,
corrected for air density. Compute on the MB-4 computer using the DENSITY ALTITUDE COMPU-
TATION window and the formula:

AFI11-231 31 AUGUST 2005 47
High Velocity Temperature (item 39) = (High Velocity Adj Rate of Fall)
HVMPA (item 38) High Velocity Rate of Fall (item 40)
5.7.42. Item 42. High Velocity Time of Fall - Elapsed time, in seconds, form stabilization altitude
until actuation altitude or ground impact. Compute using the formula:
High Velocity Adj Rate of Fall (item 41) = 1.0
High Velocity Fall Distance (item 37) (High Velocity Time of Fall)
5.7.43. Item 43. Time of Fall Constant - A false time constant in seconds used to determine drift effect
during the time the parachutist/load falls after exiting the aircraft until reaching the stabilization alti-
tude. Obtain from the parachute ballistic data.
5.7.44. Item 44. High Velocity Total Time of Fall - Time (used to determine drift effect, Item 42 plus
item 43), in seconds, from parachutist/load exiting the aircraft until reaching actuation altitude or
ground level.
5.7.45. Item 45. Ballistic wind - see 5.6.1.1.
5.7.46. Item 46. High Velocity Drift Effect - Total drift in yards incurred by the parachutist/load while
descending from drop altitude to actuation altitude or ground level. compute using the formula:
High Velocity Total Time of Fall (item 44) = (High Velocity Drift Effect)
1.78 (1.94 to convert meters) Ballistic Wind Speed (item 45)
5.7.47. Item 47. Indicated/Calibrated/Equivalent Airspeed - Drop IAS as specified in operational reg-
ulations; the IAS corrected for pitot-static error, aircraft altitude and instrument error. CAS is IAS cor-
rected for compressibility. EAS is determined from aircraft performance data.
5.7.48. Item 48. True Airspeed - Airspeed determined on the MB-4 computer knowing EAS, drop
pressure altitude, and drop altitude temperature.
5.7.49. Item 49. Drop Altitude Wind - Forecast or inflight wind which dictates/affects the heading of
the aircraft at release, forward travel distance, and the timing problem (may substitute true winds).
5.7.50. Item 50. Course - Run-in course. Obtain from planning sheet or DZ.
5.7.51. Item 51. Drift Correction - Calculated using drop altitude wind, TAS, and course.
5.7.52. Item 52. Heading - Heading to be flown at time of load release.
5.7.53. Item 53. Goundspeed - Preflight or actual groundspeed calculated.
5.7.54. Item 54. Exit Time - Elapsed time, in seconds, from “green light” until the parachutist/load
exits the aircraft. Obtain from the parachute ballistic data.
5.7.55. Item 55. Deceleration Quotient - A time, in seconds, added to exit time to determine the for-
ward travel time. Obtain from the parachute ballistic data.
5.7.56. Item 56. Forward Travel Time - Item 54 plus item 55.
5.7.57. Item 57. Forward Travel Distance - Ground distance in yards along track the parachutist/load
travels after “green light “ until reaching a determined percentage of terminal vertical or horizontal
velocity. Compute using the formula:
Groundspeed (item 53) = (Forward Travel Distance)
1.78 (1.94 to convert to meters) Forward Travel Time (item 56)

48 AFI11-231 31 AUGUST 2005
5.7.58. Item 58. Stop Watch Distance - Ground distance in yards measured on the DZ depiction from
a ground reference point, or from an electronic aid, down track to the HARP.
5.7.59. Item 59. Stop Watch Time - Time, in seconds, that will elapse as the aircraft traverses the stop
watch distance. Compute using the formula:
Groundspeed (item 53) = Stop Watch Distance (item 58)
1.78 (1.94 to convert form meters) (Stop Watch Time)
5.7.60. Item 60. Usable Drop Zone Length - distance in yards from the PI to the end of the DZ. Dur-
ing CDS multiple container airdrops, 50 yards will be subtracted for each additional lateral row of
containers.
5.7.61. Item 61. Usable Drop Zone Time - Usable DZ length convert to time, in seconds, minus a
one-second safety factor. Compute using the formula:
Groundspeed (item 53) = Usable DZ length (item 60
1.78 (1.94 to convert form meters) (Usable DZ Time)
5.7.62. Item 62. Red Light Time - Elapsed time from the timing point after which airdrops cannot be
initiated safely. Item 59 plus item 61.

AFI11-231 31 AUGUST 2005 49
Figure 5.1. AF Form 4015.

50 AFI11-231 31 AUGUST 2005
5.8. Personnel HARP Computations. To compute a personnel HARP, only the following blocks of the
AF For 4015 need be filled in 13-15, 24-28, 31-33, 36-41, 43-57, 60-61.
5.9. HARP Computation Using the Formula D=KAV:

5.9.1. The formula D=KAV is an accurate approximation of drift effect where:
D = drift effect in meters
K = ballistic wind constant (free fall= 3
deployed = 25)
A = altitude in thousands of feet
V = average wind velocity
The D=KAV method can be used to compute personnel HALO release points when MC-1, MC-3 or
similar type, parachutes are used. When this computation method is used, the following documenta-
tion is required on the AF Form 4015.
Indicated Drop Altitude item 1 or 3

(true or pressure)
Drop Altitude (AGL) item 7
Actuation Altitude (AGL) item 21
Deployed Wind item 31
Deployed Wind Effect item 32
Ballistic Wind item 45
High Velocity Drift Effect item 46
Normal CARP Data item 47-62
5.9.2. The HARP computation is divided into three components:

5.9.2.1. Deployed Drift Effect (DDE) is determined by computing the average wind velocity and
direction from activation altitude to the ground and using the following formula:
DDE = 25 x Altitude in thousands of feet x average wind velocity
Example:
4000 ft winds 190/15

3000 ft winds 220/14
2000 ft winds 205/11
1000 ft winds 220/ 9
TOTALS 835/49

AFI11-231 31 AUGUST 2005 51
Average wind direction 835/4 = 209

Average wind velocity 211/4 = 12 kts
DDE = 25 x 4 x 12 = 1200 meters
5.9.2.2. High Velocity Drift Effect (HVDE) is determined by computing the average wind veloc-
ity and direction from exit to opening altitude and using the following formula:
HVDE = 3 x Altitude in thousands of feet x average wind velocity
Example:
20,000 ft winds 160/85
18,000 ft winds 160/75
16,000 ft winds 165/75
14,000 ft winds 165/65
12,000 ft winds 155/50
10,000 ft winds 150/45
8,000 ft winds 185/20
6,000 ft winds 190/20
4,000 ft winds 190/15
TOTALS 1520/450
Average wind direction 1520/9 = 169
Average wind velocity 173/9 = 50 kts
HVDE = 3 x 16 x 50 = 2400 meters
5.9.2.3. Forward Travel Distance - compute using blocks 47 through 57 on AF Form 4015.
5.10. Plotting Instructions:

5.10.1. Select a properly scaled chart (1:50,000 or 1:24,000 scale is recommended).
5.10.2. Plot the Deployed Drift Effect (DDE) upwind from the PI. This is the deployed drift effect
plot.
5.10.3. Plot the High Velocity Drift Effect (HVDE) upwind from the deployed drift effect plot. This
is the HVDE plot.
5.10.4. Plot the FTD from the HVDE plot down track the reciprocal run in course. This is the HARP.
5.10.5. Modified HARP solutions and plots are included in this instruction.
5.11. Completion of the AF Form 4017, Modified HARP Solution.

5.11.1. Items 1 through 4 are the same as items 1 through 4 above in paragraph 5.7.
5.11.2. Item 5. Drop True Altitude - The altitude, in feet, above mean sea level. The altitude to be
flown when the altimeter setting is derived by in-flight altimeter calibration. Item 3 plus Item 4. To
verify forecast "D" value, or when one cannot be obtained, drop true altitude may be approximated by
using the ALTITUDE COMPUTATIONS window of the DR computer and the formula:

52 AFI11-231 31 AUGUST 2005
Drop Altitude Temp = (Drop True Altitude)

Drop Pressure Alt Drop Ind True Altitude
5.11.3. Item 6. Point of Impact Elevation - The elevation, in feet, of the PI.
5.11.4. Item 7. Drop Absolute Altitude - The absolute altitude, in feet, above the PI (AGL). (Item 5
minus Item 6).
5.11.5. Item 8. Safety Factor (HAHO)/Actuation Altitude(HALO) - For HAHO operations, enter
desired team safety factor, in feet, (opening delay + approach); for HALO operations, enter the alti-
tude, in feet, above the PI where the parachutist manually pulls the ripcord.
5.11.6. Item 9. Drive Altitude (HAHO)/High Velocity Fall Distance (HALO) - For HAHO operations
the altitude, in feet, the parachutist falls after exiting the aircraft minus his safety factor, for HALO
operations the altitude, in feet, the parachutist falls after exiting the aircraft minus actuation altitude.
(Item 7 minus Item 8).
5.11.7. Item 10. "K" Factor - The ballistic constant used to calculate drift distance or drive distance.
5.11.8. Item 11. Ballistic Wind - the resultant magnetic wind affecting the parachutist during descent
from drop altitude to ground level or actuation altitude.
5.11.9. Item 12. Drive Distance (HAHO) or High Velocity Drift Effect (HALO) - The total drive or
drift, in NM or meters, incurred by the parachutist during descent from drop altitude to the ground or
actuation altitude using formula B.
WARNING: For HAHO operations, this puts the parachutists at their maximum theoretical drive dis-
tance. In the interest of safety, a percentage (e.g., 80%) of the total computed drive distance may be used.
When a percentage safety factor is used, split item 12 indicating; the total drive distance, percentage of
total drive distance used, and its corresponding value.
5.11.10. Item 13. Actuation Altitude - The altitude, in feet, above ground level where the parachutist
deploys his recovery parachute.
5.11.11. Item 14. Approach Factor (Ram-Air)(HALO) - The altitude, in feet, above the ground the
parachutist desires to be overhead the DZ in order to maneuver for approach. No entry required for
MC-1/3 HALO operations.
5.11.12. Item 15. Deployed Drift Distance (HALO) - The altitude, in feet, the parachutist falls from
actuation of recovery parachute and ground level (Item 13 minus Item 14).
5.11.13. Item 16. Deployed Ballistic Wind - The magnetic wind affecting the parachutist from actua-
tion altitude until ground level.
5.11.14. Item 17. Deployed "K" Factor - The constant used to calculate drift or drive distance during
the deployed phase of flight.
5.11.15. Item 18. Deployed Drift Effect (HALO) - The drift, in meters, incurred by the parachutist
during descent from actuation altitude to the ground.
WARNING: This puts the parachutists at their maximum theoretical drive distance. In the interest of
safety, a percentage (e.g., 80%) of the total computed drive distance may be used. When a percentage
safety factor is used, split item 18, the total drive distance, percentage of total drive distance used, and its
corresponding value.

AFI11-231 31 AUGUST 2005 53
5.11.16. Item 19. Drop Altitude Temperature - The temperature, in degrees Celsius, at the drop true
altitude.
5.11.17. Item 20. IAS/CAS/EAS/TAS - The drop indicated airspeed, equivalent airspeed, calibrated
airspeed, or true airspeed as specified in operational regulations; the IAS corrected for pitot-static
error, aircraft attitude and instrument error; CAS corrected for compressibility. EAS is determined
from aircraft performance data; TAS determined on the DR computer.
5.11.18. Item 21. Drop Altitude Wind - The forecast magnetic wind at drop altitude.
5.11.19. Item 22. Course - The course from IP to the release point. Obtain from DZ data or depiction.
5.11.20. Item 23. Drift Correction - Compute on the DR computer using drop altitude wind, TAS, and
magnetic course.
5.11.21. Item 24. Heading - The heading to be flown at parachutist release. Item 22 plus Item 23.
5.11.22. Item 25. Groundspeed - The preflight groundspeed obtained from the DR computer using
magnetic course and TAS.
5.11.23. Item 26. Forward Travel Time or Forward Travel Distance - The time or distance the para-
chutist travels along IP-DZ track after green light until reaching terminal velocity. Compute FTD
using a FTT of 4.6 seconds, groundspeed and formula C.
5.11.24. Item 27. Timing Point Distance - The ground distance in yards (meters) measured on the DZ
depiction from a ground reference point or from an electronic aid, downtrack to the HARP.
5.11.25. Item 28. Timing Point Time - The time in seconds that will elapse as the aircraft traverses the
timing point distance. Compute using formula C.
5.11.26. Item 29. Usable DZ Length (UDZL) - The distance in yards from the PI to the end of the DZ.
5.11.27. Item 30. Usable DZ Time (UDZT) - The UDZL converted to time, in seconds. Compute
using formula C.
5.11.28. Item 31. Red Light Time - The elapsed time from the timing point after which airdrops can-
not be made safely. Item 28 plus Item 30.
5.11.29. Using SCNS for HALO/HAHO Airdrops. Programming the SCNS for a HARP solution
requires several additional items which are not on the AF Form 4017. SCNS requires Deployed Rate
of Fall, High Velocity Rate of Fall, Deceleration Time, Deceleration Distance, Vertical Distance, Time
of Fall Constant, and Forward Travel Time. All other items SCNS requires to compute its HARP solu-
tion can be found on the AF Form 4017.

54 AFI11-231 31 AUGUST 2005
Figure 5.2. HARP Diagram.

AFI11-231 31 AUGUST 2005 55
Figure 5.3. AF Form 4017 Sample.

56 AFI11-231 31 AUGUST 2005
5.12. Modified High Altitude High Opening (HAHO) General. The square ram-air parachutes
HAHO jumpers use have considerable maneuverability and forward speed. The ram-air parachute design
is an air inflated airfoil allowing it to glide in a controlled direction. The jumper operates hand controls
that allow turns and attitude changes. Square parachutes have approximately a 8:1 glide ratio; even in still
air, these parachutes can travel at a forward speed of 20.8 knots. Three square parachutes are currently in
use. The MT1-X is a 7 cell, 370 ft2 canopy with a maximum suspended weight of 450 lbs. It has the slow-
est descent rate and the highest glide ratio. For this reason, it is normally selected as the main canopy. The
MT1-S is slightly smaller (5 cell, 280 ft2 and a maximum suspended weight of 350 lbs) than the MT1-X
and is normally used as the reserve parachute. The MT1 is the smallest chute (7 cell, 270 ft2 and a maxi-
mum suspended weight of 350 lbs) and has the highest rate of descent. The total time of fall determines
how far a parachutist can travel, consequently, the higher the drop absolute altitude, the greater the dis-
tance the jumper(s) can travel.
5.12.1. Release Point Considerations. The parachute drive distance is computed at 20.8 knots. In a no
wind condition, the drop could be made anywhere inside an imaginary circle with radius equal to the
drive distance, and centered on the intended point of impact, Figure 5.4. However, wind adds drift
distance upwind of the PI, so the drop circle is shifted upwind the distance of the wind drift, figure
5.4b. The PI will be inside the circle unless the average wind speed exceeds the parachute's forward
drive velocity of 20.8 knots. On a drop outside of the circle, the parachute drive will not overcome the
wind drift, so the jumper cannot reach the PI.
5.12.2. There are two methods of computing a HAHO solution. The first is as follows:
5.12.2.1. The acceptable release area is a circle within which it is possible for the jumper to exit
the aircraft and reach the objective area. In a no-wind situation, this area will be centered on the
end of the forward travel vector and will have a radius equal to the no-wind parachute glide dis-
tance. In a wind condition, two separate computations must be performed. First, compute a
no-wind glide distance using “X” in the formula below. Then make another computation using
“V” in the same formula. This gives the required distance to move the center of the acceptable
release area UPWIND from the PI. A no-wind acceptable release area will be precomputed for
each planned drop altitude and will be recomputed for any change in drop altitude. A maximum
glide distance will be computed for each drop and will be expressed in nautical miles upwind
along the average ballistic wind vector.
5.12.2.2. Use the following formula and contents to compute the HAHO acceptable release area:
(A-2)(V or X)/K = Maximum glide distance in nautical miles
A = AGL drop altitude in thousands of feet (item 7 of AF Form 4015).
V = Wind speed in knots
X = Parachute forward speed (20.8)
K = 48 for MT1X parachutes
60 for MT1S parachutes
66 for MT1 parachutes
Wind drift distance = (A-2)(V/K)
Acceptable release area radius = (A-2)(X/K)

AFI11-231 31 AUGUST 2005 57
(X/K) = .43333 for MT1X parachute

= .34666 for MT1S parachute
= .31515 for MT1 parachute
5.12.2.3. Use a standard 300 meter forward travel vector.
5.12.3. The second HAHO solution method is as follows:
D = (A - SF) x(20.8 + V)
K x 1000
D = Total Drive Distance in nautical miles
A = Absolute Altitude in feet
SF = Safety Factor in feet (A safety buffer from exit to assembly of parachutists under canopy and for
assembly at a certain altitude once the "flight" arrives over the drop zone, normally 2,000; 1,000 feet
for assembly and 1,000 feet for approach).
20.8 = A Constant for parachute forward velocity
V = Average Wind Velocity in knots
K = Parachute Glide Constant:
= 48 (MT1-X)
= 60 (MT1-S)
= 66 (MT1)
NOTE: The aircrew member must calculate for the lowest performance parachute. If the jumpers are
using MT1-X main canopies, but MT1-S reserves, calculate total drive distance using the lower perfor-
mance (higher K factor) parachute glide constant (i.e., use K = 60 in the above example).

58 AFI11-231 31 AUGUST 2005
Figure 5.4. HAHO Drive Distance Example.
5.12.3.1. Required Radial HAHO Computations. Tactics may dictate that drops cannot be made
on the upwind line. In a situation where the release location is determined by a restricted area, bor-
der, or threat ring, plan to drop on a "required radial," figure 5.4c. Pick a radial or sector centered
on the point of impact and passing through the allowed area for release. Plot area on a 1:250,000
scale chart or larger. Solve the wind drift vector (in nautical miles) using the formula:
D = (A - SF) X (V)
K x 1000

AFI11-231 31 AUGUST 2005 59
Plot the wind drift vector on the chart upwind of the point of impact. Next, solve the drive dis-
tance (in nautical miles):
D = (A - SF) X (20.8)
K x 1000
Use the drive distance as a radius and plot from the end of the wind line. If the circle crosses the
required radial or sector in an area where the drop can be done, then you have an acceptable solu-
tion.
5.12.3.2. Plotting Instructions:
5.12.3.2.1. Select a properly scaled chart (1:250,000 scale or larger scale is recommended).
5.12.3.2.2. Plot the total drive distance upwind of the PI using the averaged wind vector. If
there is a significant change in wind direction (i.e., a wind shear), it may be necessary to com-
pute the drive distance as two rather than one vector. Should this occur, inform the jumpmaster
of where the shear occurs and the desired dogleg headings to optimize drive distance.
NOTE: The aircrew member must examine the parachutists' descent profile in relation to surrounding
terrain, if intervening terrain exists, an alternate approach to the drop zone may be required.
5.12.3.2.3. Move the plot the computed FTD in the reciprocal direction of the run-in course to
compensate for forward throw. This is the release point.
5.12.4. In-flight AF Form 4015 Completion Requirements. Use the AF Form 4015, High Altitude
Release Point Computations, to solve and record in-flight personnel HARP data. Obtain and record
actual in-flight winds, if different from preflight, the ballistic winds (averages) used to compute the
HARP, and the groundspeed and drift at drop altitude.
5.12.5.1. Refer to Figure 5.2., column 1, and the following information:
5.12.5.1.1. Parachute - MT1-X (with a MT1-S reserve)
5.12.5.1.2. Drop Absolute Altitude - 20,000 feet AGL
5.12.5.1.3. Drop Zone Elevation - 250 feet
5.12.5.1.4. "D" Value - +750 feet
5.12.5.1.5. Preflight Altimeter Setting - 30.30 in Hg
5.12.5.1.6. Safety Factor - Team leader desires 1,000 feet, opening delay, and 1,000 feet for
approach. Safety factor = 2,000 feet.
5.12.5.1.7. Winds:
20,000ft-150o/60 8,000ft-180o/40
18,000ft-155o/55 6,000ft-170o/35
16,000ft-150o/47 5,000ft-170o/30
14,000ft-160o/50 3,000ft-165o/25
12,000ft-170o/42 1,000ft-160o/20

60 AFI11-231 31 AUGUST 2005
10,000ft-175o/40 Surface-150o/13
5.12.5.1.8. Magnetic Course - 180o
5.12.5.1.9. Drop Airspeed - 125 KIAS
5.12.5.1.10. Temperature at 20,000 feet = -18oC
5.12.5.2. Solution. The modified HARP solution is completed on AF Form 4015 using the fol-
lowing procedures, refer to Figure 5.2., column 1. Items are self-explanatory except as outlined
below:
5.12.5.2.1. Enter the desired drop altitude Item 1, Item 3, or Item 7, as appropriate. Work for-
ward or backward to determine altitude to be flown. Enter 20,000 feet in Item 7 in the above
example.
5.12.5.2.2. Item 9. Subtract safety factor Item 8 from Item 7.
5.12.5.2.3. Item 10. Enter the appropriate "K" Factor for the most restrictive parachute used.
Since the parachutists are using MT1-S reserves, base "K" Factor on this parachute (i.e., K =
60).
5.12.5.2.4. Record preflight winds in the wind data block on the form.
5.12.5.2.5. Item 11. Enter average of preflight winds. Do not include winds at drop altitude or
surface winds in the average, since the first 1,000 feet is normally used for assembly, and the
last 1,000 feet is used for approach.
5.12.5.2.6. Item 12. Compute the total drive distance in nautical miles. This block may be split
to accommodate an additional team safety factor (i.e., a percentage of the total drive distance).
When a safety factor is used, indicate total drive distance, safety factor (percentage) used, and
revised drive distance.
WARNING: For HAHO operations, this puts the parachutists at their maximum theoretical drive dis-
tance. In the interest of safety, a percentage (e.g., 80%) of the total computed drive distance may be used.
When a percentage safety factor is used, split item 12 indicating; the total drive distance, percentage of
total drive distance used, and its corresponding value.
5.12.5.2.7. Item 13. Actuation Altitude - The altitude, in feet, above ground level where the
parachutist deploys his recovery parachute.
5.12.5.2.8. Item 14. Approach Factor (Ram-Air)(HALO) - The altitude, in feet, above the
ground the parachutist desires to be overhead the DZ in order to maneuver for approach. No
entry required for MC-1/3 HALO operations.
5.12.5.2.9. Item 15. Deployed Drift Distance (HALO) - The altitude, in feet, the parachutist
falls from actuation of recovery parachute and ground level (Item 13 minus Item 14).
5.12.5.2.10. Item 16. Deployed Ballistic Wind - The magnetic wind affecting the parachutist
from actuation altitude until ground level.
5.12.5.2.11. Item 17. Deployed "K" Factor - The constant used to calculate drift or drive dis-
tance during the deployed phase of flight.
5.12.5.2.12. Item 18. Deployed Drift Effect (HALO) - The drift, in meters, incurred by the
parachutist during descent from actuation altitude to the ground.

AFI11-231 31 AUGUST 2005 61
WARNING: This puts the parachutists at their maximum theoretical drive distance. In the interest of
safety, a percentage (e.g., 80%) of the total computed drive distance may be used. When a percentage
safety factor is used, split item 18 indicating; the total drive distance, percentage of total drive distance
used, and its corresponding value.
5.12.5.2.13. Item 19. Drop Altitude Temperature - The temperature, in degrees Celsius, at the
drop true altitude.
5.12.5.2.14. Item 20. IAS/CAS/EAS/TAS - The drop indicated airspeed, equivalent airspeed,
calibrated airspeed, or true airspeed as specified in operational regulations; the IAS corrected
for pitot-static error, aircraft attitude and instrument error; CAS corrected for compressibility.
EAS is determined from aircraft performance data; TAS determined on the DR computer.
5.12.5.2.15. Item 21. Drop Altitude Wind - The forecast magnetic wind at drop altitude.
5.12.5.2.16. Item 22. Magnetic Course - The course from IP to the release point. Obtain from
DZ data or depiction.
5.12.5.2.17. Item 23. Drift Correction - Compute on the DR computer using drop altitude
wind, TAS, and magnetic course.
5.12.5.2.18. Item 24. Magnetic Heading - The magnetic heading to be flown at parachutist
release. Item 22 plus Item 23.
5.12.5.2.19. Item 25. Groundspeed - The preflight groundspeed obtained from the DR com-
puter using magnetic course and TAS.
5.12.5.2.20. Item 26. Forward Travel Time or Forward Travel Distance - The time or distance
the parachutist travels along IP-DZ track after green light until reaching terminal velocity.
Compute FTD using a FTT of 4.6 seconds, groundspeed and formula C.
5.12.5.2.21. Item 27. Timing Point Distance - The ground distance in yards (meters) measured
on the DZ depiction from a ground reference point or from an electronic aid, downtrack to the
HARP.
5.12.5.2.22. Item 28. Timing Point Time - The time in seconds that will elapse as the aircraft
traverses the timing point distance. Compute using formula C.
5.12.5.2.23. Item 29. Usable DZ Length (UDZL) - The distance in yards from the PI to the
end of the DZ.
5.12.5.2.24. Item 30. Usable DZ Time (UDZT) - The UDZL converted to time, in seconds.
Compute using formula C.
5.12.5.2.25. Item 31. Red Light Time - The elapsed time from the timing point after which air-
drops cannot be made safely. Item 28 plus Item 30.
5.12.5.2.26. Using SCNS for HALO/HAHO Airdrops. Programming the SCNS for a HARP
solution requires several additional items which are not on the AF Form 4017. SCNS requires
Deployed Rate of Fall (RF, figure 12.14), High Velocity Rate of Fall (Free Fall RF, figure
12.15), Deceleration Time (DT, figure 12.15), Deceleration Distance (DD, figure 12.15), Ver-
tical Distance (VD, figure 12.15), Time of Fall Constant (TFC, figure 12.15), and Forward
Travel Time (the sum of ET and DQ, both from 12.15). All other items SCNS requires to com-
pute its HARP solution can be found on the AF Form 4017.

62 AFI11-231 31 AUGUST 2005
5.13. Modified High Altitude Low Opening (HALO) General. Modified High Altitude Low Opening
(HALO) personnel airdrops are similar to a basic CARP solution with an additional free fall/high velocity
vector. The MT1 Ram-Air and MC-1/3 paracommander parachutes are normally used. When the Ram-Air
parachutes are used, a combination of HAHO and HALO solutions are used in computing the HARP.
When the MC-1/3 paracommanders are used, the standard D = KAV/1000 formula may be applied to
compute the high velocity and deployed vectors to solve the HARP.
5.13.1. Release Point Considerations. Regardless of the type of parachute used, the high velocity/free
fall drift vector is computed using D = KAV/1000, where K equals a ballistic constant equal to three.
The ram-air parachute drive distance is computed as in a HAHO solution using the actuation altitude
minus the desired approach altitude. This is an accurate approximation of drift/drive the parachute is
capable of in determining the HARP. The same wind velocity considerations discussed in paragraph
5.12.1. apply. The MC-1/3 paracommanders are round steerable parachutes with limited maneuvering
capability. Since these parachutes lack the performance of the ram-air parachutes, the computed drift/
drive under canopy is considerably less. Compute the deployed drift using D = KAV/1000, with K =
25, and A equal to the actuation altitude, in feet, above ground level. When using the D = KAV
method, the forward travel vector must be applied to the equation to determine the HARP.
5.13.2. HALO Computations:
5.13.2.1. The formula D = KAV/1000 is an accurate approximation of drift effect where:
D = drift effect in meters
K = a ballistic constant
A = altitude in feet
V = average wind velocity
WARNING: The forward travel vector must be applied to the D = KAV equation to accurately determine
the HARP.
WARNING: The D = KAV/1000 method can be used to compute personnel HALO release points when
MC1-1 and MC1-3 parachutes are used. Use the AF Form 4015 to compute and record HARP computa-
tion data. When the MT1-X, MT1-S, or MT1 ram-air parachutes are used, a modification of the HAHO
formula can be used to calculate the deployed drift/drive, see paragraph 5.3.2.3. Method used will be
determined between the aircrew member and the jumpmaster prior to takeoff.
5.13.2.2. MC-1/3 parachutes:
5.13.2.2.1. The HARP computation is divided into three components:
5.13.2.2.1.1. .High velocity drift effect (HVDE). Determined by computing the average
wind velocity and direction from exit to opening altitude and using the formula D = KAV/
1000, where K = 3.
5.13.2.2.1.2. Deployed drift effect (DDE). Determined by computing the average wind
velocity and direction from activation altitude to the ground and using the formula D =
KAV/1000, where K = 25.
5.13.2.2.1.3. Forward travel distance (FTD). Computed using Item 25, 26 and formula C
on the AF Form 4015.
5.13.2.3. Ram-Air Parachutes:

AFI11-231 31 AUGUST 2005 63
5.13.2.3.1. The HARP computation is divided into three components:

5.13.2.3.1.1. The high velocity/free fall vector is computed as in paragraph 5.13.2.2.1.1.
and the formula D = KAV/1000 as described above.
5.13.2.3.1.2. Deployed drift effect is computed using the HAHO formula:
D = (A - SF) x (20.8 + V)
K x 1000
D = Drive distance in nm
A = Actuation altitude, in feet, above ground level
SF = Safety Factor, in feet (a safety buffer to enable the parachutist to maneuver for DZ
approach and landing).
20.8 = A constant for parachute forward velocity
V = Average wind velocity in knots
K = Parachute glide constant:
= 48 (MT1-X)
= 60 (MT1-S)
= 66 (MT1)
Since this equation yields a result in NM, it may be desirable to convert this to meters for
ease of plotting (1nm = 1852 meters).
NOTE: The aircrew member must calculate for the lowest performance parachute. If the jumpers are
using MT1-X main canopies, but MT1-S reserves, calculate total drive distance using the lower perfor-
mance (higher K factor) parachute glide constant (i.e., use K = 60 in the above example).
5.13.2.3.1.3. Forward travel distance (FTD). Computed using Item 25, 26, and formula C
on the AF Form 4015.
5.13.3. Plotting Instructions:
5.13.3.1. Select a properly scaled chart (1:50,000 scale or larger scale is recommended).
5.13.3.2. Plot the total DDE upwind of the PI using the averaged deployed wind vector.
5.13.3.3. Plot the HVDE upwind from the deployed drift effect plot.
5.13.3.4. Move the plot the computed FTD in the reciprocal direction of the run-in course to com-
pensate for forward throw. This is the release point.
5.13.4. Inflight AF Form 4015 Completion Requirements. Use the AF Form 4015, High Altitude
Release Point Considerations, to solve and record in-flight personnel HARP data. Obtain and record
actual in-flight winds, the ballistic winds (averages) used to compute the HARP, and the groundspeed
and drift at drop altitude.
5.13.5. Sample Problems. Figure 5.2., columns 2 and 3, includes a representative HALO solution for
both the ram-air, and paracommander parachutes.
5.13.5.1. Preflight data remains unchanged from paragraph 5.12.4. with the exception of:

64 AFI11-231 31 AUGUST 2005
5.13.5.1.1. Actuation altitude = 3,000 feet

5.13.5.1.2. Safety factor (for approach) = 1,000 feet (ram-air only)
5.13.5.1.3. Team Drive Distance Safety Factor = 90%.
5.13.5.2. Solution. The modified HARP solution is completed on AF Form 4017 using the follow-
ing procedures, refer to Figure 5.1.. Items are self-explanatory except as outlined below:
5.13.5.2.1. Enter the desired drop altitude Item 1, Item 3, or Item 7, as appropriate. Work for-
ward or backward to determine altitude to be flown. Enter 20,000 feet in Item 7 in the above
example.
5.13.5.2.2. Item 9. Subtract actuation altitude Item 8 from Item 7.
5.13.5.2.3. Item 10. Enter the appropriate "K" Factor for the high velocity portion of the drop
(K = 3).
5.13.5.2.4. Record preflight winds in the wind data block on the form.
5.13.5.2.5. Item 11. Enter average of preflight magnetic winds from drop altitude to actuation
altitude.
5.13.5.2.6. Item 13. Same as Item 8.
5.13.5.2.7. Item 14. Enter the desired safety factor required for approach maneuvering
(Ram-air parachutes only). Enter N/A if MC-1/3s are used.
5.13.5.2.8. Item 15. Actuation altitude Item 13 minus approach factor (ram-air parachutes
only) Item 14. Enter actuation altitude if MC-1/3s are used (same as item 13).
5.13.5.2.9. Item 16. Enter average of preflight magnetic winds from actuation altitude to
ground level.
5.13.5.2.10. Item 17. Enter the appropriate "K" factor for the deployed portion of the drop (K
= 60 for ram-air, K = 25 for paracommander).
5.13.5.2.11. Item 18. Compute and enter the DDE. In the interest of safety, a percentage (e.g.,
90%) of the total computed drive distance may be used. When a percentage safety factor is
used, split item 18 indicating; the total drive distance, percentage of total drive distance used,
and its corresponding value.
5.14. Modified High Altitude CDS, General. High altitude container delivery system airdrops may be
conducted as single or two-stage deliveries. A single stage delivery consists of load rigged with a stabiliz-
ing, high velocity or reefed parachute that allows the load to descend at approximately 65-250 feet per
second. A high velocity CDS, or BLU-82 are examples of single stage airdrops. A two-stage delivery con-
sists of a load rigged with a stabilizing, or reefed parachute allowing the load to descend at approximately
65-250 feet per second to a selected altitude. Once this altitude is reached, a barometric sensing device
actuates a timing device or cutter to deploy a larger cargo parachute, or dereef the partially inflated cargo
parachute. The confined ballistic system (CBS) and high altitude airdrop resupply system (HAARS) use
two-stage recoveries.
5.14.1. High Altitude CDS Computations. The basic high altitude CDS HARP solution is completed
on the AF Form 4018, Computed Air Release Point Computations. Computations require a DR
computer and an appropriate scale chart or graph paper.

AFI11-231 31 AUGUST 2005 65
5.14.1.1. Sample Problem #1 (single stage recovery, high altitude CDS) (Figure 5.4., first col-
umn):
5.14.1.1.1. Drop altitude = 11,500 feet indicated pressure altitude
5.14.1.1.2. Terrain elevation = 100 feet
5.14.1.1.3. Temperature at drop altitude = + 5oC
5.14.1.1.4. "D" Value = + 500 ft
5.14.1.1.5. IAS = 130 knots
5.14.1.1.6. Parachute - one 26' ring slot parachute
5.14.1.1.7. Load weight = 2000 lbs
5.14.1.1.8. Ballistics (Chapter 12):
5.14.1.1.8.1. Rate of Fall = 79.2 feet/sec
5.14.1.1.8.2. Vertical Distance = 940 feet
5.14.1.1.8.3. TFC = 8.5 sec
5.14.1.1.8.4. ET (FS 737) = 4.1 sec
5.14.1.1.8.5. DQ = 3.7 sec
5.14.1.2. Solution. The basic CARP solution is completed on the AF Form 4018 using the follow-
ing procedures:
5.14.1.2.1. Item 5. Pressure altitude - Enter the altitude. In the example - 11,500 feet.
5.14.1.2.2. Item 4. PAV - Enter the "D" Value obtained from weather with the reverse sign.
5.14.1.2.3. Item 3. True altitude - Subtract Item 4 from Item 5.
5.14.1.2.4. Item 2. Terrain elevation - Enter the point of impact elevation.
5.14.1.2.5. Item 1. Drop altitude - Subtract Item 2 from Item 3.
5.14.1.2.6. Item 6, 7, 8 are not required.
5.14.1.2.7. Item 9. True altitude temperature - Enter drop altitude temperature and the temper-
ature at two-thirds drop altitude.
5.14.1.2.8. Item 10. IAS/CAS/EAS - Enter cargo drop airspeed.
5.14.1.2.9. Item 11. TAS - Compute and record TAS using drop altitude temperature.
5.14.1.2.10. Item 12. Rate of fall - Obtain from ballistic data.
5.14.1.2.11. Item 13. Adjusted rate of fall - Compute using two-thirds drop altitude, the tem-
perature at that altitude, and formula C.
5.14.1.2.12. Item 14. Altitude above PI - Same as Item 1.
5.14.1.2.13. Item 15. Vertical Distance - Obtain from ballistic data.
5.14.1.2.14. Item 16. Stabilization altitude - Subtract Item 15 from Item 14.
5.14.1.2.15. Item 17. Time of fall - Compute using formula E.

66 AFI11-231 31 AUGUST 2005
5.14.1.2.16. Item 18. Time of fall constant - Obtain from ballistic data.
5.14.1.2.17. Item 19. Total Time of fall - Item 17 + Item 18.
5.14.1.2.18. Item 20 - 35 - Self-explanatory.
5.14.1.3. Sample Problem #2 (two-stage delivery, HAARS) (Figure 5.5., second and third col-
umns):
5.14.1.3.1. Drop altitude = 20,000 feet indicated pressure altitude
5.14.1.3.2. Terrain elevation = 350 feet
5.14.1.3.3. Temperature at drop altitude = - 15oC, actuation altitude temperature = + 16oC,
surface temperature = + 20oC
5.14.1.3.4. "D" Value = + 500 feet
5.14.1.3.5. IAS = 130 knots
5.14.1.3.6. Parachute - one G-12E parachute
5.14.1.3.7. Load weight = 1500 lbs
5.14.1.3.8. Actuation altitude = 1700 feet AGL
5.14.1.3.9. Ballistics (Chapter 12):
5.14.1.3.9.1. High velocity rate of fall = 203.0 feet/sec
5.14.1.3.9.2. Vertical Distance = 5330 feet
5.14.1.3.9.3. TFC = 18.5 sec
5.14.1.3.9.4. ET (FS 737) = 4.1 sec
5.14.1.3.9.5. DQ = 8.3 sec

AFI11-231 31 AUGUST 2005 67
Figure 5.5. High Altitude CDS (Single and Two Stage) Examples.

68 AFI11-231 31 AUGUST 2005
5.14.1.3.9.6. Deceleration Distance = 1230 feet

5.14.1.3.9.7. Deployed rate of fall = 20.8 feet/sec
5.14.1.3.9.8. Deceleration Time = 14.2 sec
5.14.1.4. Solution. The basic HARP solution is completed on the AF Form 4018. One column is
used for the high velocity portion of the recovery, and a separate column is used for the deployed
portion. The following designations are used throughout this solution: 1) - designates entry in the
high velocity column (first column), and 2) - designates entry in the deployed column (second col-
umn):
5.14.1.4.1. Item 5. Pressure altitude - 1) Enter the drop indicated altitude. 2) Start with Item 1
- Enter actuation altitude (AGL).
5.14.1.4.2. Item 4. PAV - 1) Enter the "D" Value obtained from weather with the reverse sign.
2) Enter pressure altitude variation computed using preflight altimeter setting and formula A.
5.14.1.4.3. Item 3. True altitude - 1) Subtract Item 4 from Item 5. 2) Add Item 1 + Item 2.
5.14.1.4.4. Item 2. Terrain elevation - Enter the point of impact elevation.
5.14.1.4.5. Item 1. Drop altitude - 1) Subtract Item 2 from Item 3. 2) Enter actuation altitude
AGL.
5.14.1.4.6. Item 6. Corrected drop altitude - 1) Not required. 2) Compute using formula B.
5.14.1.4.7. Item 7. Terrain elevation - 1) Not required. 2) Same as Item 2.
5.14.1.4.8. Item 8. Indicated altitude - 1) Not required. 2) Item 6 + Item 7.
5.14.1.4.9. Item 9. True altitude temperature - 1) Enter drop altitude temperature and the sur-
face temperature. 2) Enter temperature at actuation altitude.
5.14.1.4.10. Item 10. IAS/CAS/EAS - 1) Enter cargo drop airspeed. 2) Not required.
5.14.1.4.11. Item 11. TAS - 1) Compute and record TAS using drop altitude temperature. 2)
Not required.
5.14.1.4.12. Item 12. Rate of fall - 1), 2) Obtain from ballistic data.
5.14.1.4.13. Item 13. Adjusted rate of fall - 1), 2) Compute using formula C.
5.14.1.4.14. Item 14. Altitude above PI - 1) Compute using formula D and pressure altitude
Item 5 minus actuation pressure altitude Item 5,-2). 2) Compute using formula D and actuation
true altitude Item 3,-2) minus point of impact elevation Item 2,-2).
5.14.1.4.15. Item 15. Vertical Distance - 1) Obtain from ballistic data (vertical distance). 2)
Obtain from ballistic data (deceleration distance).
5.14.1.4.16. Item 16. Stabilization altitude - 1), 2) Subtract Item 15 from Item 14.
5.14.1.4.17. Item 17. Time of fall - 1), 2) Compute using formula E.
5.14.1.4.18. Item 18. Time of fall constant - 1) Obtain from ballistic data (time of fall con-
stant). 2) Obtain from ballistic data (deceleration time).
5.14.1.4.19. Item 19. Total Time of fall - 1), 2) Item 17 + Item 18.

AFI11-231 31 AUGUST 2005 69
5.14.1.4.20. Item 20. Ballistic wind - 1), 2) Self-explanatory.

5.14.1.4.21. Item 21. Drift effect - 1), 2) Compute using formula F.
5.14.1.4.22. Item 22 - 35 - 1) Self-explanatory. 2) Not required.
5.14.2. Plotting Instructions:
5.14.2.1. Select a properly scaled chart (1:50,000 or larger recommended), or if no large scale
charts are available, graph paper may be substituted.
5.14.2.2. Plot the drift effect distance upwind of the PI using the average wind vector.
5.14.2.3. For two-stage deliveries only - Plot the high velocity drift effect distance upwind of the
deployed drift effect plot using the average wind vector.
5.14.2.4. Move the plot the computed FTD in the reciprocal direction of the run-in course to com-
pensate for forward throw. This is the release point.
5.14.3. Inflight AF Form 4018 Completion Requirements:
5.14.3.1. The recorded data section is provided to record winds at the DZ reported from ground
sources.
5.14.3.2. The drop data section will contain data actually used to make the airdrop.
5.14.3.3. Items 20 through 35 should be recomputed in-flight using the most current winds avail-
able

128 AFI11-231 31 AUGUST 2005
Chapter 9
C-130 AERIAL DELIVERY DATA
9.1. C-130 Aerial Delivery Airspeeds. Aerial delivery airspeeds are a function of the force required to
inflate the parachute and the airdrop altitude to minimize damage to the airdropped object. For AFSOC
only, when the mission requires use of airspeeds other than those recommended, ensure airspeed falls
within the parachute airspeed range listed in Chapter 10. All crewmembers will be briefed on the drop
airspeed.
Table 9.1. C-130 Aerial Delivery Airspeeds.

C-130
Personnel Static Line 125 / 130 (See Note)
Personnel HALO/HAHO 130 (110 Min - 150 Max)
Equipment/Combination 130 - 140*
Heavy Equipment 140
CRRC, RAMZ, CDS/CRS (except G-12E), 130 / 140*
HVCDS, Wedge, Ahkio sled
CDS/CRS (G-12E) 130 / 140*
Door Bundle 130
SATB Same as type load simulated
Recovery Kit 130
HSLLADS Enroute airspeed
PSYOPS Material as required for desired
area coverage (Chp 7)
NOTE: Use 125 KIAS only for Pararescue deployment.

*Used when gross weight is above 120,000 pounds. For combination drops, use the higher airspeed
KIAS.
9.2. C-130 Aerial Delivery Altitudes. The altitudes listed in Table 9.2. are the minimum altitudes above
the highest point on the drop zone. Commanders may agree to higher altitudes. For formation drops, no
aircraft will drop at a lower altitude than a preceding aircraft in the formation. When load compatibility or
operational considerations permit, stack elements beginning with the lowest drop altitude. No aircraft will
drop lower than its computed drop altitude. For combination drops, the load requiring the highest drop
altitude determines the aircraft drop altitude. Airdrops at or above 3,000 feet AGL will be conducted with
high altitude parachutes, either high velocity ring slot or high altitude high/low opening (HAHO/HALO).
Minimum altitudes shown are intended to provide guidance and do not restrict the Army and Air Force
commanders in their planning of combat operations. Altitudes are based on the technical design character-
istics of the parachutes and represent the minimum at which the parachutes may be expected to perform
their intended function with acceptable reliability. Use of lower altitudes than shown may result in the

AFI11-231 31 AUGUST 2005 129
parachute(s) failing to achieve their design performance and introduce safety hazards to jump personnel
or result in unacceptable damage to loads.
Table 9.2. C-130 Aerial Delivery Altitudes.

Type of Airdrop/Chute # of Parachutes or Containers Operational Mission Altitude
(feet AGL)
Personnel:
Combat Operations Jointly determined by the Airborne and Airlift
Commanders
Tactical Training 800 (See Note 1)
Basic Airborne Trainees 1250
HALO (minimum opening) 2500
SATB-P 500
CDS/CRS: (See Note 2)
G-12D/E 1 - 6 containers 400
G-12D 7 or more containers 600
G-12D 2 or more parachutes 600
G-12E 2 or more parachutes 550
CRRC (G-12D/E) 600 (boat only), otherwise determined by personnel
drop altitude
G-13/14 1 - 2 containers 400
3 or more containers 500
High Velocity (HVCDS)/ 100’ plus vertical distance for the load being
dropped
12’,22’,26’ Ring Slot (See
Remark)
SATB-C See chute type being simulated
HEAVY EQUIPMENT (See Note 2)
G-11A 1 parachute 900
2 - 7 chutes 1100
8 chutes 1300
G-11B 1 parachute 700
2 - 4 chutes 750
G-11C/X 1 - 2 chutes 1050
3 - 4 chutes 1100
5 chutes 1150
6 - 7 chutes 1200
8 chutes 1300
G-12D 2 - 3 chutes 650
G-12E 2 - 3 chutes 550

130 AFI11-231 31 AUGUST 2005
Type of Airdrop/Chute # of Parachutes or Containers Operational Mission Altitude

(feet AGL)
SATB-H See chute type being simulated
RECOVERY KIT (22’ Ring Slot)
Land 250 (minimum)
Water 250 (minimum),
300 (maximum)
HSLLADS 250 (minimum)
Door Bundle
G-13/14 300 (minimum)
T-10 400 (minimum)
T-7A 300 (minimum)
Free Fall
Day 100 (minimum)
200 (maximum)
Night - No lower than minimum TF altitude, or NVG
contour altitude as applicable.
- Without TF capability, the minimum is 300 feet.
NOTES:
1. If the following criteria are not met, the minimum altitude is 1,000 feet AGL: (1) Static lines are used. (2) Para-
chutes are equipped with anti-inversion devices. (3) When using T-10 parachutes, use established exit control pro-
cedures. (4) When using MC1-1A/B/C parachutes, use alternating door exit procedures (ADEPT). ADEPT does
not apply to combat operations or special tactics personnel.
2. Plan minimum IMC airdrops altitudes at 500 feet above the highest man-made obstacle or terrain feature and spot
elevation, or 400 feet plus one contour interval above the highest depicted basic terrain contour, whichever is
highest, within 3 NMs either side of the run-in centerline from DZ entry point to DZ exit point. Not applicable to
aircraft with a fully operational terrain following system.
REMARK: A-22 containers with 26-foot ring slot chutes airdropped below 10,000 feet MSL during unilateral
training will be rigged with non-breakaway static lines, and those airdropped at 10,000 feet and above will be rigged
with breakaway static lines. EXCEPTION: A-22 containers with 26-foot ring slot chutes airdropped below 5,000 feet
AGL during unilateral training will be rigged with non-breakaway static lines.
9.3. Aerial Delivery Wind Limitations. Aerial delivery wind limits and restrictions will be based on the
information contained in Table 9.3. and Table 9.4. When surface winds are known, airdrop decisions will
be based solely on surface wind limitations. When surface winds are unknown (e.g., blind drops to
unmanned DZs), the jumpmaster and army airborne mission commander (if designated) will be advised
when drop altitude winds exceed 30 knots for personnel drops. For blind equipment and bundle aerial
deliveries to unmanned DZs, the aircraft commander will make the decision to drop. For operational res-
cue missions, the decision to deploy the jumpers is determined by the jumpmaster and aircraft com-
mander.

AFI11-231 31 AUGUST 2005 131
Table 9.3. Surface Wind Limits for Equipment Airdrops.

TYPE EQUIPMENT DROP SURFACE WIND LIMITS(KTS)
AF Equipment 17
AF CDS using G-12 parachutes 13
AF CDS using G-13/14 parachutes 20
HAARS, High Velocity CDS or HSLLADS No Restriction
AF Training Bundles (SATB) 25
Non-AF Equipment At discretion of supported unit commander
Table 9.4. Surface Wind Limits for Personnel Airdrops.

TYPE PERSONNEL DROP SURFACE WIND LIMITS
Static Line (Land) 13
Static Line (Water) 17
MFF (Land) 18
MFF (Water) 20
Pararescue (Water) 22 (S/L) 25 (HGRP)
Pararescue (Tree) 17
Non-AF Personnel (Static Line) At discretion of supported unit DZSO
9.4. Aerial Delivery Parachute Ballistics. The ballistics of different types of parachutes vary. Each
parachute is designed for a specific purpose and has its own peculiar characteristics. The data represents
average information derived from aerial delivery test run by the US Army Airborne board, US Army Nat-
ick Laboratory, and the US Air force Mobility Center (USAFMOBCENT). Where exact data is not
depicted, interpolate between given values. In all cases: Load Weight = Suspended Weight + Parachute
Weight. Aircrews will not make airdrops using parachutes for which this instruction does not list ballistics
unless the user provides approved ballistic data or "K" factor. The ballistics or "K" factor must be
approved by the above mentioned agencies or the MAJCOM. This does not apply to formal tests

132 AFI11-231 31 AUGUST 2005
Table 9.5. C-130 G-11A Heavy Equipment Ballistic Data.

C-130 G-11A HEAVY EQUIPMENT BALLISTIC DATA
CHUTES 1 2 3 4 5 6 7 8
VD 700 785 885 885 885 900 1000 1100
TFC 11.5 13.0 14.6 15.3 15.8 16.2 16.7 17.0
DQ 2.1 2.3 2.5 2.7 2.9 3.1 3.6 4.1
LOAD WT RATE OF FALL
2000 16.3
2500 18.9
3000 20.7
3500 22.9
4000 24.5 18.3
4500 25.9 19.5
5000 20.6
5500 21.5
6000 22.5
6500 23.7
7000 24.5
7500 25.2
8000 26.0 21.2
8500 26.6 21.8
9000 22.5
9500 23.0
10000 23.8
12500 26.0 23.1
15000 29.2 26.0 23.9
17500 27.7 25.3
20000 27.2 25.1
22500 28.5 26.5 25.0
25000 28.0 26.2
27500 29.1 27.3 26.0
30000 28.5 27.0
35000 29.1
40000 31.1
NOTE: See Table 9.6. Part 2 for exit times.

AFI11-231 31 AUGUST 2005 133
Table 9.6. Part 1, C-130 Exit Times for Heavy Equipment.

C-130 EXIT TIMES FOR HEAVY EQUIPMENT (0-3000 FEET AGL)
EXTRACTION LOAD WT FUSELAGE STATION
CHUTE 300-419 420-539 540-649 650-737
2000 4.4 4.2 4.1 3.8
2500 4.5 4.3 4.2 3.9
3000 4.6 4.4 4.2 4.0
3500 4.7 4.5 4.3 4.1
15' RS 4000 4.8 4.6 4.4 4.2
5000 5.0 4.7 4.5 4.2
6000 5.1 4.9 4.6 4.2
7000 5.2 5.0 4.6 4.3
8000 5.4 5.1 4.7 4.4
8500 5.5 5.1 4.7 4.4
7000 4.7 4.5 4.4 4.1
8000 4.8 4.6 4.4 4.2
9000 4.9 4.7 4.5 4.2
10000 5.0 4.8 4.5 4.2
11000 5.0 4.8 4.6 4.3
22' RS 12000 5.1 4.9 4.6 4.3
13000 5.2 4.9 4.6 4.3
14000 5.2 5.0 4.7 4.4
15000 5.3 5.0 4.7 4.4
16000 5.3 5.1 4.7 4.4
17000 5.4 5.1 4.8 4.5
18000 5.4 5.2 4.8 4.5
14000 4.3 4.2 4.0 3.7
16000 4.4 4.2 4.0 3.8
18000 4.5 4.3 4.1 3.8
28' RS 20000 4.5 4.3 4.1 3.9
22000 4.6 4.4 4.2 3.9
24000 4.7 4.4 4.2 3.9
28000 4.8 4.4 4.2 4.0
32000 4.9 4.5 4.3 4.0
25000 4.5 4.3 4.0 3.8
27000 4.5 4.3 4.1 3.8
29000 4.6 4.4 4.1 3.8
31000 4.6 4.4 4.1 3.9
2 x 28' RS 33000 4.7 4.4 4.2 3.9
35000 4.7 4.5 4.2 3.9
37000 4.8 4.5 4.2 4.0
39000 4.8 4.5 4.3 4.0
42000 4.9 4.6 4.3 4.0
C-130 EXIT TIMES USING A/A37A-11 TOWPLATE EXTRACTION SYSTEM FOR HE
EXTRACTION CHUTE LOAD WT RANGE EXIT TIME
15 FOOT RS* 2500-8000 1.7
22 FOOT RS 8000-17000 3.0
28 FOOT RS 14000-28000 2.9
2 x 28 FOOT RS 25000-35000 2.7
*NOTE: Drogue chute also serves as main extraction parachute.

134 AFI11-231 31 AUGUST 2005
Table 9.6. Part 2, C-130 Exit Times For Heavy Equipment:

DELETED.
Table 9.7. C-130 G-11B Heavy Equipment Ballistic Data.

CHUTES 1 2 3 4
VD 383 435 515 575
TFC 8.8 9.3 10.3 12.3
DQ 1.4 1.6 1.9 2.2
2000 13.9
2500 15.4
3000 17.0
3500 18.4
4000 19.7
4500 20.8
5000 22.0 15.8
5500 16.5
6000 17.2
6500 18.0
7000 18.6
7500 19.4
8000 20.0
8500 20.6
9000 21.3
9500 21.9
10000 22.5 18.4
12500 20.2
15000 22.5 17.3
17500 18.7
20000 20.2

AFI11-231 31 AUGUST 2005 135
Table 9.8. C-130 G-11C Heavy Equipment Ballistic Data.

CHUTES 5 6 7 8
LOAD WT 20-25K 25-30K 30-35K 35-42K
VD 804 935 980 1005
TFC 12.0 12.7 12.9 13.0
DQ 2.8 2.9 2.9 3.0
RATE OF FALL 22.5 22.1 22.3 22.7
Table 9.9. C-130 G-12D Heavy Equipment Ballistic Data.

VD 540
TFC 14.4
DQ 1.5
CHUTES 1 2 3
2000 26.4 19.8 16.5
2500 29.4 22.1 18.4
3000 32.3 24.3 20.2
3500 34.8 26.2 21.9
4000 37.0 28.0 23.3

136 AFI11-231 31 AUGUST 2005
Table 9.10. C-130 G-12E Heavy Equipment Ballistic Data.

CHUTES 2 3
VD 302 317
TFC 7.0 7.5
DQ 1.5 1.6
2000 17.5
2500 19.5 16.3
3000 21.5 17.9
3500 23.2 19.3
4000 24.8 20.6
4500 21.9
5000 23.1
5500 24.2
6000 25.3
Table 9.11. C-130 G-12D CDS Ballistic Data.

G-12D CDS
LOAD WT VD RF TFC DQ LOAD WT VD RF TFC DQ
600 355 16.2 6.3 2.5 1700 373 23.2 5.3 2.8
700 357 17.0 6.2 2.5 1800 374 23.8 5.2 2.9
800 359 17.7 6.1 2.6 1900 376 24.4 5.2 2.9
900 360 18.3 6.0 2.6 2000 377 25.0 5.1 2.9
1000 362 18.9 6.0 2.6 2100 378 25.7 5.0 3.0
1100 364 19.4 5.9 2.7 2200 380 26.3 4.9 3.0
1200 365 20.0 5.8 2.7 2300 382 26.9 4.8 3.0
1300 367 20.6 5.7 2.7 2400 384 27.6 4.7 3.1
1400 368 21.2 5.6 2.8 2500 386 28.3 4.6 3.1
1500 370 21.9 5.5 2.8 2600 388 28.9 4.5 3.1
1600 372 22.6 5.4 2.8 2700 390 29.5 4.4 3.2
2 X G-12D CDS
2800 500 23.5 13.0 2.2 3200 500 24.8 13.0 2.2
2900 500 23.8 13.0 2.2 3300 500 25.1 13.0 2.2
3000 500 24.0 13.0 2.2 3400 500 25.6 13.0 2.2
3100 500 24.3 13.0 2.2 3500 500 26.1 13.0 2.2

AFI11-231 31 AUGUST 2005 137
Table 9.12. C-130 G-12E CDS Ballistic Data.

CDS G-12E
CHUTES 1 2
VD 370 440
TFC 11.3 14.5
DQ 1.1 1.3
RATE OF FALL 1 G-12E
LOAD WT RF LOAD WT RF
600 13.7 1700 23.0
700 14.8 1800 23.7
800 15.8 1900 24.3
900 16.7 2000 25.0
1000 17.6 2100 25.6
1100 18.5 2200 26.2
1200 19.3 2300 26.8
1300 20.1 2400 27.3
1400 20.7 2500 27.9
1500 21.6 2600 28.5
1600 22.3 2700 29.0
RATE OF FALL 2 x G-12E
LOAD WT RF
2-4K 23.6
NOTE: See Table 9.19. for exit times.

138 AFI11-231 31 AUGUST 2005
Table 9.13. C-130 G-13 Ballistic Data.

C-130 G-13 BALLISTIC DATA
TYPE G-13 CDS G-13 DOOR BUNDLE
VD 330 125
TFC 6.6 3.0
DQ 1.6 1.6
EXIT TIME See Table 9.19. 1.4
RATE OF FALL (by # of chutes)
LOAD WEIGHT 1 2 3 4 5
50 8.6 6.6
100 11.7 9.0 7.1 6.5 6.0
200 16.7 12.3 10.5 9.0 8.3
300 20.4 15.2 13.0 11.2 10.2
400 23.7 17.8 15.0 12.9 11.8
500 26.4 19.9 16.8 14.4 13.2
600 29.0 21.8 18.3 15.9 14.5
800 33.3 25.2 21.1 18.4 16.8
1000 37.3 28.2 23.5 20.5 18.7
1200 40.8 31.0 25.8 22.5 20.4
1400 44.0 33.4 27.8 24.3 22.2
1600 47.0 35.7 29.6 26.0 23.7
2000 52.3 39.9 33.0 29.0 26.3
2500 58.9 44.4 36.7 32.2 29.4
3000 48.5 40.0 35.3 32.3
3500 52.4 43.3 38.0 34.8
4000 56.0 46.3 40.8 37.3
4500 59.5 49.3 43.3 39.5
5000 52.0 45.5 41.7

AFI11-231 31 AUGUST 2005 139
Table 9.14. C-130 G-14 Ballistic Data.

C-130 G-14 BALLISTIC DATA
TYPE G-14 CDS G-14 DOOR BUNDLE
VD 180 180
TFC 5.3 5.3
DQ 2.0 2.0
EXIT TIME See Table 9.19. 1.5
RATE OF FALL (by # of chutes)
LOAD WEIGHT 1 2 3 4 5
50 7.5 6.0 4.3
100 10.8 8.2 6.8 6.0 5.3
200 15.6 11.5 9.8 8.7 7.7
300 19.3 14.3 11.9 10.6 9.4
400 22.2 16.4 13.8 12.3 11.0
500 24.8 18.4 15.4 13.8 12.3
600 27.3 20.3 16.9 15.1 13.5
800 31.5 23.6 19.7 17.4 15.7
1000 35.2 26.4 21.9 19.5 17.5
1200 38.8 29.0 24.0 21.3 19.2
1400 41.8 31.3 25.9 23.2 20.9
1600 44.6 33.5 27.8 24.8 22.4
2000 49.8 37.4 30.8 27.6 25.0
2500 55.3 41.8 34.4 30.7 28.2
3000 61.0 45.6 37.7 33.5 30.8
3500 49.2 40.7 36.2 33.3
4000 52.6 43.3 38.7 35.8
4500 55.9 46.0 40.9 38.0
5000 59.0 48.7 43.2 40.0

140 AFI11-231 31 AUGUST 2005
Table 9.15. C-130 High Velocity CDS Ballistic Data.

CDS (HI-VELOCITY)
TYPE 68 INCH PILOT CHUTE HI-VELOCITY
LOAD WT 75 150 250
DROP ALT (AGL) FORWARD TRAVEL DISTANCE (FT)
150 380 475 515
300 400 550 650
600 400 600 750
900 400 600 790
1200 400 600 800
1500 400 600 820
TYPE 12 FOOT RING SLOT HI-VELOCITY

TFC 26.0
FTT 2.4
LOAD WT 200 300 400 500
RF 54.0 65.0 76.0 87.0
PRESS ALT 1000 5000 10000 15000 20000 25000

VD 1700 1820 1970 2120 2260 2400

AFI11-231 31 AUGUST 2005 141
Table 9.16. Part 1, C-130 22’ and 26’ Ring Slot Ballistic Data.
CDS HI-VELOCITY 22' RING SLOT
Load Wt 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200
RF 48.7 52.5 56.5 60.0 63.1 66.2 69.2 72.1 74.9 77.5 80.2 82.6 85.0 87.4 89.6 91.8 93.9
Press Alt VD
1000 890 900 910 920 930 938 946 953 962 971 980 990 1003 1013 1023 1032 1041
5000 945 955 965 975 985 995 1005 1012 1022 1030 1040 1052 1063 1074 1085 1095 1105
10000 1025 1038 1050 1060 1070 1080 1090 1100 1110 1120 1130 1142 1154 1165 1177 1188 1199
15000 1110 1120 1130 1142 1155 1165 1175 1187 1199 1210 1220 1230 1243 1255 1267 1278 1290
20000 1190 1201 1212 1225 1240 1251 1262 1273 1285 1297 1308 1320 1335 1346 1359 1370 1382
25000 1275 1285 1297 1312 1325 1338 1350 1361 1373 1385 1398 1410 1425 1438 1450 1462 1475
Press Alt TFC
1000 13.6 13.7 13.8 13.9 13.9 14.0 14.1 14.2 14.2 14.3 14.4 14.5 14.5 14.6 14.7 14.8 14.8
5000 13.8 13.8 13.9 14.0 14.1 14.1 14.2 14.3 14.4 14.4 14.5 14.6 14.6 14.7 14.8 14.9 15.0
10000 14.0 14.1 14.1 14.2 14.2 14.3 14.4 14.5 14.6 14.6 14.7 14.8 14.9 14.9 15.0 15.1 15.2
15000 14.2 14.3 14.3 14.4 14.5 14.6 14.6 14.7 14.8 14.9 14.9 15.0 15.1 15.1 15.2 15.3 15.4
20000 14.4 14.5 14.5 14.6 14.7 14.8 14.8 14.9 15.0 15.1 15.1 15.2 15.3 15.3 15.4 15.5 15.6
25000 14.6 14.7 14.7 14.8 14.9 15.0 15.0 15.1 15.2 15.3 15.3 15.4 15.5 15.5 15.6 15.7 15.8
Press Alt DQ
1000 2.6 2.7 2.7 2.8 2.8 2.9 3.0 3.0 3.1 3.1 3.2 3.2 3.3 3.3 3.4 3.5 3.5
5000 2.6 2.7 2.7 2.8 2.8 2.9 3.0 3.0 3.1 3.1 3.2 3.2 3.3 3.3 3.4 3.5 3.5
10000 2.7 2.8 2.8 2.9 2.9 3.0 3.1 3.1 3.2 3.2 3.3 3.3 3.4 3.4 3.5 3.6 3.6
15000 2.7 2.8 2.8 2.9 2.9 3.0 3.1 3.1 3.2 3.2 3.3 3.3 3.4 3.4 3.5 3.6 3.6
20000 2.7 2.8 2.8 2.9 2.9 3.0 3.1 3.1 3.2 3.2 3.3 3.3 3.4 3.4 3.5 3.6 3.6
25000 2.8 2.9 2.9 3.0 3.0 3.1 3.2 3.2 3.3 3.3 3.4 3.4 3.5 3.5 3.6 3.7 3.7
CDS HI-VELOCITY 26' RING SLOT

Load Wt 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200
RF 43.0 46.4 49.6 52.7 55.5 58.3 61.0 63.5 66.0 68.3 70.6 73.0 75.1 77.2 79.2 81.0 82.4
Press Alt VD
1000 428 456 482 510 533 559 583 611 638 665 694 722 748 775 800 828 854
5000 465 495 523 552 578 605 632 662 689 719 749 779 806 834 862 891 918
10000 513 543 573 604 634 663 693 723 753 786 817 849 879 909 939 970 1000
15000 560 592 626 658 690 720 753 785 818 852 885 920 950 982 1015 1049 1080
20000 607 640 677 710 745 778 814 848 882 919 953 990 1024 1058 1090 1128 1162
25000 650 690 727 763 800 835 873 910 947 984 1020 1060 1095 1130 1165 1205 1240

142 AFI11-231 31 AUGUST 2005
Table 9.16. Part 2, C-130 22’ and 26’ Ring Slot Ballistic Data.
Press Alt TFC
1000 7.0 7.0 7.0 7.1 7.1 7.2 7.2 7.3 7.3 7.4 7.4 7.5 7.5 7.6 7.6 7.7 7.7
5000 7.1 7.2 7.2 7.3 7.4 7.4 7.5 7.6 7.6 7.7 7.7 7.8 7.8 7.9 8.0 8.0 8.1
10000 7.4 7.4 7.5 7.6 7.7 7.7 7.8 7.9 8.0 8.0 8.1 8.2 8.3 8.3 8.4 8.5 8.6
15000 7.6 7.7 7.8 7.9 8.0 8.1 8.2 8.3 8.3 8.4 8.5 8.6 8.7 8.8 8.9 9.0 9.1
20000 7.8 8.0 8.1 8.2 8.3 8.4 8.5 8.6 8.7 8.8 8.9 9.0 9.1 9.2 9.4 9.5 9.6
25000 8.1 8.2 8.4 8.5 8.6 8.7 8.9 9.0 9.1 9.2 9.4 9.5 9.6 9.7 9.9 10.0 10.1
Press Alt DQ
1000 2.6 2.7 2.8 2.8 2.9 3.0 3.1 3.1 3.2 3.3 3.3 3.4 3.5 3.5 3.6 3.7 3.8
5000 2.6 2.7 2.8 2.8 2.9 3.0 3.1 3.1 3.2 3.3 3.3 3.4 3.5 3.5 3.6 3.7 3.8
10000 2.6 2.7 2.8 2.8 2.9 3.0 3.1 3.1 3.2 3.3 3.3 3.4 3.5 3.5 3.6 3.7 3.8
15000 2.7 2.7 2.8 2.9 3.0 3.0 3.1 3.2 3.3 3.4 3.4 3.5 3.6 3.7 3.8 3.9 3.9
20000 2.8 2.9 2.9 3.0 3.1 3.2 3.3 3.4 3.4 3.5 3.6 3.7 3.7 3.8 3.9 4.0 4.1
25000 2.9 3.0 3.1 3.2 3.3 3.4 3.5 3.6 3.6 3.7 3.8 3.9 4.0 4.1 4.1 4.2 4.3
Table 9.17. C-130 G-12E HAARS Ballistic Data.

LOAD WT 1000 1500 2000 2200
HI VELOCITY RF 173 203 238 245
DEPLOYED RF 16.7 20.8 25.0 26.7
LOAD 1000 1500 2000 2200
WT
ACTIVE DECEL DECEL DECEL DECEL DECEL DIST DECEL DECEL DECEL
ALT DIST TIME DIST TIME TIME DIST TIME
1600 790 7.0 1240 10.4 1440 14.2 1440 14.2
1650 790 9.0 1235 12.2 1440 16.0 1440 16.0
1700 785 11.0 1230 14.2 1435 18.0 1435 18.0
1750 780 12.8 1225 16.0 1430 19.6 1430 19.6
1800 780 14.7 1220 18.0 1430 21.5 1430 21.5
1850 780 16.2 1220 19.5 1425 23.4 1425 23.4
LOAD WT 1000 1500 2000 2200
DROP ALT VD TFC DQ VD TFC DQ VD TFC DQ VD TFC DQ
5000 3000 17.9 4.5 4100 18.5 6.8 5200 19.1 7.7 5200 19.1 7.7
10000 3400 17.9 5.0 4500 18.5 7.3 5600 19.1 8.2 5600 19.1 8.2
15000 3800 17.9 5.5 4900 18.5 7.8 6025 19.1 8.6 6025 19.1 8.6
20000 4250 17.9 6.0 5300 18.5 8.3 6450 19.1 9.1 6450 19.1 9.1
25000 4650 17.9 6.5 5750 18.5 8.8 6850 19.1 9.6 6850 19.1 9.6

AFI11-231 31 AUGUST 2005 143
Table 9.18. C-130 G-14 HAARS Ballistic Data..

C-130 G-14 HAARS BALLISTIC DATA
LOAD WT 300 500
HI VELOCITY RF 185 210
DEPLOYED RF 18.8 19.2
TFC 12.0 16.7
DQ 6.1 7.5
ACTIVATION DECEL DECEL DECEL DECEL
ALTITUDE DIST TIME DIST TIME
500 100 0 150 5.1
1000 600 9.6 650 9.2
1500 1100 19.7 1150 13.2
2000 1620 29.8 1670 17.3
2500 2400 32.0 2450 21.4
PRESSURE ALT. VD VD
5000 1675 3000
10000 2300 3650
15000 2950 4300
20000 3600 4950
25000 4225 5600
Table 9.19. CDS/CRS and CDS Tow Plate Exit Times.

C-130 CDS/CRS AND CDS TOW PLATE EXIT TIMES
TYPE CHUTE G-12D/G-12E G-13/G-14 A/A 37A-11 22, 26' and 28'
Tow Plate Ring Slot Chutes
FS EXIT TIME EXIT TIME EXIT TIME EXIT TIME
730 4.1 3.7 2.8 4.1
705 4.3 3.8 3.0 4.3
680 4.5 4.0 3.1 4.5
655 4.7 4.1 3.2 4.7
620 4.9 4.3 3.4 4.9
595 5.1 4.4 3.5 5.1
570 5.2 4.5 3.7 5.2
545 5.4 4.6 3.8 5.4
520 5.5 4.8 3.8 5.5
495 5.6 4.9 3.9 5.6
470 5.7 5.0 4.0 5.7
445-430 5.8 5.2 4.1 5.8
NOTE: When using CRS procedures, subtract 1.7 seconds from extracted value.
NOTE: When dropping bike bundles from the ramp, recommend using 1.0 second as the exit time.

144 AFI11-231 31 AUGUST 2005
Table 9.20. C-130 Personnel Ballistic Data.

PERSONNEL BALLISTIC DATA
TYPE CHUTE STATIC LINE PERSONNEL
S-10/11/12/17/18, T-10A/B/C, MC1-1A/B/C
VD 180
TFC 5.4
FTT 3.2 DOOR 3.8 RAMP
RATE OF FALL--Static Line and HALO (Deployed)
TYPE CHUTE RATE OF FALL COLUMN
S-10/11/12/17/18, T-10A/B, MC1-1A/B I
T-10C, MC1/3, MC1-2/3, MT1X/S, MC-4 & 5 II
MC1-1C/LOPO Set 10 III
LOAD WT RF LOAD WT RF
I II III I II III
150 14.5 14.3 13.0 350 21.7 20.7 19.7
175 15.5 15.2 13.8 375 22.4 21.5 20.5
200 16.4 16.0 14.6 400 23.1 22.3 21.4
225 17.4 16.8 15.4 425 23.8 23.0 22.2
250 18.3 17.6 16.3 450 24.4 23.8 23.1
275 19.2 18.4 17.1 475 25.0 24.6 23.9
300 20.0 19.2 18.0 500 25.6 25.4 24.7
325 20.9 20.0 18.8
NOTE: To compute the CARP data for RAMZ containers, divide the total container weight by two and
apply the ballistic data for a single personnel T-10A/B parachute.

AFI11-231 31 AUGUST 2005 145
Table 9.21. C-130 Personnel HALO Ballistic Data.

Personnel HALO Ballistic Data
FREE FALL RF 156.6
DT 3.4 3.3
MC-3, MC1-3, MT1-X/S, MC-4 & 5 MC-1, MC1-2
DD 380 242
MC-3, MC1-3, MT1-X/S, MC-4 & 5 MC-1, MC1-2
EXIT TIME 1.7 DOOR 2.3 RAMP
PRESS ALT VD TFC DQ PRESS ALT VD TFC DQ
1000 1380 9.4 2.4 16000 1950 11.0 2.9
2000 1395 9.4 2.5 17000 2005 11.2 2.9
3000 1415 9.5 2.5 18000 2065 11.3 2.9
4000 1440 9.6 2.5 19000 2130 11.5 3.0
5000 1465 9.7 2.5 20000 2190 11.7 3.0
6000 1495 9.8 2.5 21000 2255 11.9 3.1
7000 1525 9.9 2.6 22000 2320 12.1 3.1
8000 1565 10.0 2.6 23000 2395 12.3 3.2
9000 1605 10.1 2.6 24000 2455 12.5 3.2
10000 1645 10.2 2.7 25000 2520 12.8 3.3
11000 1685 10.4 2.7 26000 2590 13.0 3.3
12000 1735 10.5 2.7 27000 2670 13.3 3.4
13000 1785 10.6 2.8 28000 2750 13.6 3.4
14000 1835 10.7 2.8 29000 2840 14.0 3.5
15000 1890 10.9 2.8 30000 2940 14.3 3.5
Table 9.22. C-130 SATB and Door Bundle Ballistic Data.

STANDARD AIRDROP TRAINING BUNDLE (SATB)
TYPE 15 LB SATB
CHUTE 68" PILOT CHUTE
VD 0
TFC 0
RATE OF FALL 23.8
EXIT LOCATION DOOR/RAMP BOMB RACK
FTT 2.2 1.9
DOOR BUNDLE
CHUTE T-7A CHUTE T-10B
TFC 2.0 TFC 5.4
VD 60 VD 180
FTT 2.2 FTT 3.2
LOAD WT RATE OF FALL LOAD WT RATE OF FALL
200 22.2 90-149 14.4
350 25.6 150-350 SEE TABLE 12.17
500 29.0 -- --
NOTE: For Door Bundles rigged with G-13/14 chutes, refer to Table 9.19.

146 AFI11-231 31 AUGUST 2005
Table 9.23. C-130 HSLLADS/CRS and Recovery Kit Ballistic Data.

HSLLADS/CRS and Recovery Kit Ballistic Data
TYPE CHUTE VD TFC DQ Exit Time in sec. according to TOTAL load wt
250 500 1000 1500 2000 2500
HSLLADS 22'RS 177 4.3 1.6 1.0 1.6 2.0 2.3 2.4 2.5
HSLLADS 28'RS 185 5.3 1.5 SAME AS ABOVE
CRS 22'RS 177 4.3 2.2 REFER TO TABLE 9.xx
CRS 28'RS 185 5.3 2.1 REFER TO TABLE 9.xx
RECOVERY KIT (1 OR 2 MAN) FTT/EXIT LOCATION = DOOR/RAMP
SLOWSPEED 22'RS 177 4.3 -- 2.9
KIT
HIGHSPEED 22'RS 177 4.3 -- 2.3
KIT
RATE OF FALL
LOAD WT 22' RS 28' RS LOAD WT 22'RS 28'RS
50 13.5 10.0 300 32.2 23.9
100 18.7 14.0 350 35.2 26.0
150 23.0 16.9 400 38.0 28.0
200 26.9 20.0 500 42.0 32.5
250 29.9 22.0 600 47.8 34.0
Table 9.24. C-130 BLU-82 Ballistic Data.

BLU-82/B
RF 338
VD 5550
F.S. 455-473 474-509 510-551 552-588 589-623 624-653 654-689 690-718 719-731
ET 2.6 2.5 2.4 2.3 2.2 2.1 2.0 1.9 1.8
NOTE: Exit time is a function of the loaded position of the forward end of the platform in relation to the end of the ramp.
BLU-82 BALLISTIC Data

DROP DQ TFC DROP DQ TFC
PRESS ALT PRESS ALT
6000 11.2 14.8 16000 14.1 10.2
7000 11.6 14.2 17000 14.4 9.9
8000 11.9 13.6 18000 14.6 9.6
9000 12.3 13.1 19000 14.9 9.2
10000 12.6 12.6 20000 15.1 8.9
11000 12.9 12.2 21000 15.4 8.6
12000 13.1 11.8 22000 15.6 8.2
13000 13.4 11.4 23000 15.9 7.9
14000 13.6 11.0 24000 16.1 7.6
15000 13.9 10.6 25000 16.3 7.3

AFI11-231 31 AUGUST 2005 147
Table 9.25. BLU-82 Ballistic Wind Table.

BLU-82 BALLISTIC WIND TABLE
RELEASE BALLISTIC WIND LEVELS
ALTITUDE (AGL) 1 2 3 4 5
6000 6000 5500 4500 3500 1500
7000 7000 6500 5000 4000 1500
8000 8000 7000 6000 4000 1500
9000 9000 8000 6500 4500 2000
10000 10000 8500 7000 5000 2000
11000 10500 9500 7500 5500 2000
12000 11500 10000 8000 5500 2000
13000 12500 11000 8500 6000 2500
14000 13500 11500 8500 6000 2500
15000 14500 12500 9500 6500 2500
16000 15500 13000 10000 7000 2500
17000 16000 14000 10500 7000 2500
18000 17000 14500 11000 7500 3000
19000 18000 15000 11500 7500 3000
20000 19000 16000 12000 8000 3000
21000 20000 16500 12500 8000 3000
22000 20500 17500 13000 8500 3000
23000 21500 18000 13500 9000 3500
24000 22500 18500 13500 9000 3500
25000 23500 19500 14000 9500 3500

148 AFI11-231 31 AUGUST 2005
Table 9.26. Free Fall Ballistic Data.

Free Fall Ballistic Data
Horizontal Distance of Fall (Yards/Meters)
Ground Speed (Knots)
Abs Alt (ft) 110 120 130 140 150
1000 400/367 433/397 466/428 499/458 532/488
950 392/360 424/389 457/419 490/450 522/479
900 384/352 416/382 448/411 480/440 512/470
850 375/344 407/373 439/403 471/432 503/462
800 366/336 398/365 430/395 462/424 494/453
750 357/328 388/356 419/384 450/413 481/441
700 347/318 377/346 406/372 435/399 465/427
650 337/309 365/335 393/361 421/386 449/412
600 325/298 356/324 380/349 407/373 435/399
550 313/287 340/312 366/336 392/360 419/384
500 300/275 326/299 351/322 376/345 402/369
450 285/261 310/284 334/306 358/328 383/351
400 268/246 292/268 315/289 338/310 362/332
350 250/229 273/250 295/271 317/291 340/312
300 231/212 253/232 273/250 293/269 315/289
250 209/192 230/211 249/228 268/246 289/265
200 185/170 203/186 220/202 237/217 255/234
150 157/144 173/159 188/172 203/186 219/201
100 126/116 138/127 150/138 162/149 174/160
50 87/80 94/86 101/93 108/99 115/106
NOTES:
1. To obtain Forward Travel Distance, multiply applicable exit time by groundspeed/1.78 (1.94 for
meters) and add to horizontal distance of fall table.
2. For drop altitudes above 600 feet, subtract 40 yards from Forward Travel Distance.
3. Values obtained are valid approximations only for roughly cube-shaped loads having a weight
range between 160 and 3840 pounds and with weight/volume ratios between 20 and 60 pounds/
cubic foot.

AFI11-231 31 AUGUST 2005 153
Attachment 1
GLOSSARY OF REFERENCES AND SUPPORTING INFORMATION
References
Abbreviations and Acronyms

AFRC—Air Force Reserve Command
AGL—Above Ground Level
ANG—Air National Guard
ARC—Air Reserve Component (ANG and AFRC)
ATC—Air Traffic Control
AZAR—Assault Zone Availability Report
CCT—Combat Control Team, see Special Tactics Team (STT)
CRRC—Combat Rubber Raiding Craft

154 AFI11-231 31 AUGUST 2005
DZ—Drop Zone
ETA—Estimated Time of Arrival
ETD—Estimated Time of Departure
FAR—Federal Aviation Regulation
FL—Fight Level
ft—Feet
GPS—Global Positioning System
HUD—Head-Up Display
ICAO—International Civil Aviation Organization
IFR—Instrument Flight Rules
IMC—Instrument Meteorological Conditions
KCAS—Knots Calibrated Airspeed
KIAS—Knots Indicated Airspeed
MAJCOM—Major Command
MSL—Mean Sea Level
NAVAID—Navigational Aid
NM—Nautical Mile
NOTAM—Notice to Airmen
NVG—Night Vision Goggles
VFR—Visual Flight Rules
VMC—Visual Meteorological Conditions
WX—Weather
Terms
Airdrop—The unloading of personnel or materiel from aircraft in flight.
AUTOCARP—An airdrop in which the Computed Air Release Point (CARP) is automatically calculated
in flight by aircraft avionics. Automatic or manual steering indications are provided to guide the aircraft
to the release point.
Adverse Weather Aerial Delivery System (AWADS)—The precise delivery of personnel, equipment,
and supplies during adverse weather, using a self-contained aircraft instrumentation system without
artificial ground assistance, or the use of ground navigation aids.
Computed Air Release Point (CARP)—A computed air position where the first paratroop or cargo item
is released to land on a specified impact point.

AFI11-231 31 AUGUST 2005 155
Containerized Delivery System (CDS)—CDS is designed to airdrop numerous individual containers,

high velocity, low velocity, or HALO, and double containers at low velocity initiated primarily by gravity
extraction.
Circular Error Average (CEA)—A computation used to track training data for each airdrop qualified
crew member (primarily navigators). Compute CEAs by averaging all the drop scores (in yards) for each
category specified in paragraph 1.7.
Centerline Vertical Restraint (CVR)—An aircraft equipment add-on set of plates to the cargo
compartment floor that provides vertical restraint of CDS bundles prior to delivery.
Combination Drop—Combination drops are when jumpers exit from the aircraft immediately after the
extraction of airdropped equipment.
Container Release system (CRS)—The CRS is a modification of HSLLADS components without the
sling and is used for low speed gravity drops.
Cross Track Drift Offset—The distance, perpendicular to drop zone centerline, the aircraft tracks to
compensate for drift effect incurred during parachute descent.
Deceleration Distance (DD)—This factor is for high altitude-low opening (HALO) only. The vertical
distance, in feet, that the load descends from chute actuation to full canopy deployment.
Deceleration Time (DT) For HALO only—The vertical distance, in feet, that the load descends from
chute actuation to full canopy deployment.
Deceleration Quotient (DQ)—A constant in seconds computed during airdrop tests that compensates for
the nonlinear deceleration in forward speed of an airdropped load as it approaches stabilization. This
factor is computed by subtracting exit distance from forward travel distance and dividing the difference
by effective ground speed of the aircraft.
DQ = (FTD -ED) / EGS.
Drift Effect—Horizontal distance traveled downwind by a load under full canopy.
Drop Zone (DZ)—A specified area upon which airborne troops, equipment, or supplies are airdropped.
Drop Zone Controller (DZC)—An individual on the DZ required to monitor all airdrop operations.
Exception: Airdropping of unconventional warfare forces as defined by the Joint Strategic Capabilities
Plan (JSCP) Annex E, does not require a DZC.
Effective Ground Speed (EGS)—A factor used during testing to determine DQ. Computed by applying
the mean true wind between drop and stabilization altitude to the aircraft true airspeed (TAS) and true
heading
Exit Distance (ED)—The ground distance traveled by the aircraft during airdrop initiation. This distance
measured along DZ axis from the initiation, green light signal, to the exit of the first object from the
aircraft.
Exit Time (ET)—The elapsed time, in seconds, from the green light signal to the exit of the first object
from the aircraft.

156 AFI11-231 31 AUGUST 2005
Flight Station—An internal aircraft reference system, expressed in inches, referenced from an imaginary
reference point in front of the aircraft. Fuselage station location for airdrop of equipment refers to the
load’s center of gravity.
Forward Travel Distance (FTD)—The ground distance traveled by the airdropped load from the green
light signal to stabilization. Plot FTD back from the point-of-impact (PI) along DZ axis.
Forward Travel Time (FTT)—Exit time plus deceleration quotient. A time constant that compensates
for the horizontal distance the object travels from the green light signal until reaching stabilization. This
factor is used to compute FTD.
Ground-to-Air Responder/Interrogator (GAR/I)—A beacon used to accomplish radar only airdrops
(MC-130 only).
Ground Marked Release System (GMRS)—A network of panels or lights marking the release point.
Ground Radar Aerial Delivery System (GRADS)—A method to position the aircraft for the airdrop
(usually at high altitude) by using a ground based radar.
High Altitude Airdrop Resupply System (HAARS)—CDS modified for airdrop from high altitude
with a sensor to deploy a cargo parachute when the right altitude is reached.
High Altitude High Opening (HAHO)—A high altitude airdrop in which parachutes deploy
immediately upon exit from the aircraft.
High Altitude Low Opening (HALO)—A high altitude airdrop in which a period of freefall precedes
actuation of the parachute(s). Does not include high altitude CDS using high velocity ring-slot parachutes
(Hi-V).
High Altitude Release Point (HARP)—HALO/HAHO only. A point in space, computed by any means,
over which the aircraft must be positioned at the time of release to ensure the load impacts the desired
point on the ground.
High Speed Low Level Aerial Delivery System (HSLLADS)—A sling airdrop system employed to
allow the aircraft to deliver loads from the aft cargo door and ramp at speeds up to 250 KIAS and at
minimum altitudes (MC-130).
High Velocity Rate of Fall/Free Fall Rate of Fall—This factor is the rate of fall in feet per second
derived from parachute ballistic data, corrected for sea level standard day.
Initial Point (IP)—1. The first point at which a moving target is located on a plotting board. 2 A
well-defined point, easily distinguishable visually and/or electronically, used as a starting point for the
bomb run to the target. 3. Airborne—An air control point close to the landing area where serials (troop
carrier air formations) make final alterations in course to pass over individual drop or landing zones. 4.
Helicopter—An air control point in the vicinity of the landing zone from which individual flights of
helicopters are directed to their prescribed landing sites. 5. Any designated place at which a column or
element thereof is formed by the successive arrival of its various subdivisions, and comes under the
control of the commander ordering the move.
Military Free Fall (MFF)—MFF is an employment concept encompassing both HALO and HAHO
techniques of parachuting.

AFI11-231 31 AUGUST 2005 157
Mean Effective Wind (MEW)—An average wind direction and speed measured from the DZ surface to
drop altitude as calculated by the DZC.
Parachute Deployment—The stage in the airdrop process when a parachute has achieved its full opening
potential.
Point of Impact (PI)—The specified location on the drop zone where the first object to exit the aircraft is
expected to land.
Psychological Operations (PSYOPS)—Planned operations to convey selected information and
indicators to foreign audiences to influence their emotions, motives, objective reasoning, and ultimately
the behavior of foreign governments, organizations, groups, and individuals. The purpose of
psychological operations is to induce or reinforce foreign attitudes and behavior favorable to the
originator’s objectives. Also call PSYOP.
Raised Angle Marker (RAM)—A “tented” panel device used in marking the intended point of impact of
the drop zone that enhances drop zone acquisition.
Rate of Fall (RF)—RF is the vertical velocity, in feet per second, of the airdropped load while under full
parachute canopy. RF is corrected to a standard day sea-level rate.
Safety Zone Distance—Use safety zone distance only during peacetime personnel airdrops (excluding
HALO/HAHO). A distance established by agreement between the airborne mission commander and the
supported forces' commander subtracted from the DZ trailing edge to reduce the potential for off-DZ
drops. For peacetime personnel airdrops, the safety zone will never be less than 200 yards. Do not
compute safety zone distances for airdrops supporting unconventional warfare forces as defined by the
HALO/HAHO airdrops.
Sequential Drop—Two or more extracted platforms released on a single pass over the DZ. Each
platform, in turn, deploys the extraction parachute of the following platform.
Sight Angle—The angle, in degrees below horizontal, along which the aircrew member, who initiates the
airdrop release, sights a point on the ground. This ground reference is used in determining the initiation of
the airdrop release sequence.
Stabilization—Stabilization is the point in the drop sequence where descent is within 10 percent of a
constant standard day sea-level rate of fall. Normally, forward velocity has decreased to zero.
Stabilization Altitude—The altitude, in feet Above Ground Level (AGL), where stabilization occurs.
Stabilization Time—Stabilization Time is the elapsed time from load exit to stabilization. Computation
of Time of Fall Constant (TFC) also uses this factor.
Stick—Number of parachutists or CDS loads exiting one side of the aircraft in one pass over the DZ.
Timing Point (TP)—Any visual or electronic reference used to measure the beginning of the release
sequence. The timing point should be as close to the release point as possible for maximum accuracy.
Time of Fall Constant (TFC)—A constant in seconds computed during airdrop tests that compensates
for the nonlinear rate of fall from load exit to stabilization. This factor is used to determine drift effect
during stabilization.
TFC = ST - DQ

158 AFI11-231 31 AUGUST 2005
Towplate—A primary aircraft component used to control the equipment airdrop sequence. This assembly
allows for the transfer of force of the extraction chute from the towplate, connected to the aircraft, to the
airdrop load. In the event of an extraction chute malfunction, the towplate assembly allows for the release
of the chute without transferring the extraction force to the airdrop load.
Usable Drop Zone Length (UDZL)—Distance measured from the PI to the trailing edge (minus the
safety zone distance for peace time personnel).
Usable Drop Zone Time (UDZT)—Usable drop zone length converted to time in seconds. Subtract one
second for HARP computation. Minimum drop zone time is 3 seconds, regardless of DZ length.
Vertical Distance (VD)—The distance, in feet, a load falls after exiting the aircraft and prior to
stabilization.
Verbally Initiated Release System (VIRS)—VIRS is a method of positioning aircraft for airdrop by
verbal instruction from the DZC.
Visual and Verbal Signals:—
Green Light—Verbal command and/or aircraft indicator light used to announce the arrival of the aircraft
at the air release point. This action signals the start of the usable drop zone time.
Red Light—Verbal command and/or aircraft indicator light used to announce the end of useable drop
zone time.
Zone Marker—An electronic reference used by aircraft avionics to navigate to an air release point.

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UNCLASSIFIED//FOUO//REL TO USA, COL

UNCLASSIFIED//FOUO//REL TO USA, COL

BY ORDER OF THE AIR FORCE INSTRUCTION 11-231

COMPUTED AIR RELEASE POINT

COMPLIANCE WITH THIS PUBLICATION IS MANDATORY

OPR: HQ AMC/DOV (Captain Greg Schwab) Certified by: HQ USAF/XOO

Chapter 2— COMPUTED AIR RELEASE POINT (CARP) SYSTEM 10

UNCLASSIFIED//FOUO//REL TO USA, COL

2.2. Responsibility. ........................................................................................................... 10

Chapter 3— COMPUTED AIR RELEASE POINT SOLUTIONS 14

Chapter 4— ALTERNATIVE COMPUTED AIR RELEASE POINT SOLUTIONS 19

UNCLASSIFIED//FOUO//REL TO USA, COL

4.10. Sight AngleTechniques. ............................................................................................. 34

Chapter 5— HIGH ALTITUDE RELEASE POINT SOLUTIONS 42

Chapter 6— SPECIAL PROCEDURES 70

UNCLASSIFIED//FOUO//REL TO USA, COL

Figure 6.1. GRADS Graph Sample. ............................................................................................. 71

Chapter 7— LEAFLET RELEASE COMPUTATIONS 91

UNCLASSIFIED//FOUO//REL TO USA, COL

Figure 7.8. Leaflet Drift Chart - 2500 Feet. ................................................................................. 102

Chapter 8— C-141/C-5 AERIAL DELIVERY DATA 113

Chapter 9— C-130 AERIAL DELIVERY DATA 128

UNCLASSIFIED//FOUO//REL TO USA, COL

UNCLASSIFIED//FOUO//REL TO USA, COL

Table 10.2. Personnel (USAF) Parachutes. .................................................................................. 150

Attachment 1— GLOSSARY OF REFERENCES AND SUPPORTING INFORMATION 153

Attachment 2— INTERIM CHANGE (IC) 2004-1 TO AFI 11-231,

Attachment 3— INTERIM CHANGE 2005-1 TO AFI 11-231,

UNCLASSIFIED//FOUO//REL TO USA, COL

COMPUTED AIR RELEASE POINT (CARP) SYSTEM

2.3. Methods of Airdrop.

2.4. Types of Airdrop.

UNCLASSIFIED//FOUO//REL TO USA, COL

2.5. Governing Factors:

2.6. Parachute Characteristics:

UNCLASSIFIED//FOUO//REL TO USA, COL

UNCLASSIFIED//FOUO//REL TO USA, COL

Figure 2.1. CARP Diagram.

UNCLASSIFIED//FOUO//REL TO USA, COL

COMPUTED AIR RELEASE POINT SOLUTIONS

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Figure 3.1. Sample CARP Solution.

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Figure 3.2. Personnel and Heavy Equipment Plotting Diagram.

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ALTERNATIVE COMPUTED AIR RELEASE POINT SOLUTIONS

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Figure 4.1. AF Form 4013.

4.3. AF Form 4014, Grid Overlay Plotter, Solution.

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4.5.3. Sample Problem:

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Figure 4.2. Wind Circle Sample.

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Figure 4.3. AF Form 4014, GRID Overlay Plotter.

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Figure 4.4. GRID Overlay Sample.

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