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•PUNDANDITALS UP =AL ISCOYERP

I. MEOW=

Pawns

Rq)lanation of terms

II =COURT PARACHUTE SIMMS

A. The Mark 5 parachute

D. Other parachute systems

III AT 

PRRYORINDICE

A. Descent and airspeed linit•ations

D. Illaneuverability

Center of gravity considerations

PUNDADISTAL EICOTERI FLEUID

A. The teardrop pattern

The circling approach

Factors affecting the pattern

Points for discussion

9 T1 mxis SPIED (or) am

TI THE WEATHER D3Z8TATICI PARRA= AND nem Amiantus PROCEDURES

TI Lme.sas PAM

A. Unrigpd

D. Rigged

tra PROISDLIZTIES OF WOWS
IX PURR= lit

Rank Angle Comparison

Altitude Effect

3. Anima Altitude Patterns

ie. Decreasing Bank Moot

Continuous Circle

Weather Box Pattern

7. Cantdratous Patterns

S. Altitude — Continuous Patterns

Patterns from a 1.75 IN Circle

Recovery Ravelop Zones

11. Rate of Turn Chart
I. INTRUXIMICII

The purpose of this text is to provide a basic generalised explanetion of the equipment and pilot techniques used in aerial

recovery. Its empbesis is an the training situation, and it is intended to be informative to the pilot, rather than directive. As in all Aying, detailed techniques vary somewhat from pilot to pilot,

and basic directives and regulations change from time to time. Details

of the aircrafteystene are available in appropriate handbooks or

manuals, and operational procedures are established-in other documents. The informstion 

the time of writing, 

Az this document is current and reasoneblycongsbte • at

• reader will accept the 

but amar notremain so. Therefore, it is heped the

training aid to provide a basis for 

information and recommendation in this text as a

questions, diacUssion and further study.

not

Itsplenation of Terns: The following list of terms although

the most part, the list includes 

necessarily peculiar to aerial recovery, are used in the text. Far onIy those terms that .have an unusual sense or ananing in association with aerial recovery or parachutes.

1. Apex - the topmost point of an inflated peraehute.

to a suspendedweight

Breathing - a periodic inflation and deflation of a parachute.

Clovis - a 

to a 

metal unit connecting either a recovery loop winch lime or parachute suspension lines to attaching straps.

around a

5. Coning, - the horizontal circular motion of a parachute

g

system.

► point, nonmalbrassociated with a tandem parachute

given

 6. Contact - a touching of the extended a system. recovery gear with

of the rte. De-rig - every loop from the poles.

any action which results in separating any part

liabline - the in-trail position of a recovery.loop not attached to the poles but suspended an the the aircraft. winch line behind and below

BeaSy suspension line - a reinforced vertical perm:bate
10. High Speed Rum - a maneuver designed toput the aircraft

within visual anquisition range ofasystat in minium time which includes the factors °frame and altitude.

Lateral - a horisontal reinforced parachute band.

Look,See - a visual inspection of a system in flight.

Mks West A. deformation of a parachute caused k ► a suspension line lowed over the top of a parachute.

Reefed the intentional or umintentional gathering of

parachute suspension lines which results in onl, partial inflation.

Rigged -aerial recovery equipment is extended•from the

aircraft and read, for recovery

Sheave - the gathering together of parachute suspension

lines which occurs when a parachute collapses after recovery.

Skirt - the bottom edge of an inflated parachute.

Splash -*laical contact of any article with surface. . the ocean

Streamer -a parachute that does not open.

Suspension line - a vertical parachute line.

System - a parachute or comihination of parachutes and the associated suspended weight.

Tear Through - physical contact of a parachute which doss not result in recovery.

23. Weather Wm . - a maneuver designed to maintain clops -in electronic surveillance of a system in flight.

Visual - visual acquisition of a system in flight.

1-2
II IRCOVIRY PARAMUS MST=

The parachute systemsmy be a single parachute or a combination

of parachutes or devices. It is the recovery target and after contact

it is the link between the aircraft gear and the recoverable package;.

Its design affects recovery reliability, and also affects the forces

imposed by the aircraft, its recovery gear, and the recoverable

package during recovery.

Minima packed bulk, minimmanded4 reliable deployment, in-flight

stability and sufficient sins to provide a reasonable rate of descent

for a given suspended weight are important normal parachute design

criteria. The requirements and stresses of aerial recovery impose

additional problems to the parachute designs*, Development of parachute

systems suitable for aerial recovery has taken several directions to

ant the recovery requirements with various suspended weights and

allowable package ilari loads.

A. The Mirk 5C Parachute: Early partobatel ityateme hoed for leightweight recoveries were modifications of standard cargo or personnel

parachutes, specially reinforced to withstand aerial recovery. •een

after a great deal of emperimentationwith parachute Si.., shape

porousity, venting techniques and skirt design, the early system: all

left something to be desired in stability and reliMbility. Parachute

oscillation, "breathing," and other erratic flight behavior aide working

these systems more than a challenge to the recovery pilot. Under Ideal

condition" recovery was difficult: under adverse condition', almost

impossible. Recovery reliability was relatively low with such parachute

systems.

Fiaallq, a type of "ring-slot" parachute • as developed and

adapted for recovery. Using broad ribbons of fabric separated tetadial

gaps, or slots, this ring slot parachute deployed reliably, had acceptahly

low packed weight and bulk, and proved exceptionally stable in flight.

The first ring-slot recovery design had three reinforced Lama-bands

(numbered 1 through 3, top to bottom) and twelve reinforced suspension

lines. It4ms.dedighated the Mark 511-3; the Bark 5 for the shape of the

inflated canopy, the B for "ring-slot" MODE 5A had a solid canopy),

and the 3 for the number of literals. Subsequent testing resulted la

the addition of another lateral, designedik, placed between the ft

lateral and the canopy apex, to increase recoverability. The parachute

became the Mark 5B-4. A later modification of the suspension lines to

reduce weight hasileengledimated the Mark 50, but for the canopy construc

tion and basic reinforced descriptions that follows, the Mark 5B-4 and

Mark 50 are identical. The. Nark 5C is now the standard training•nrachute

and is manufactured by several companies.

The Mark 50 is a nylon twenty-four gore ring-slot parachute .

with a nominal diamotor of 29.7 feet and a weight of approximately 20

•
pounds. Its inflated width across the skirt is slightly less than 20 feet, and the distance from the skirt to the load clods is 

over 24 feet. leery a little second suspension line(12 of 24 total) 1 of 300pound (static) tonal* strength, while the remaining linesis r

pound

300 pounds s e of trength. Zech of the four reinforced laterals is of 2400

strength. All reinforced lines are imp polyvinyl chloride (PVC)

regnated to reduce nylon burning, caused by friction during recovery.

drop to (33)law as

The breaking force for nylon 

as cord under rapid loading may

60% alt. static breaking force, depending upon the rapidity ot load &sage. The Nark 5 ass 

margln (1.5imudimee expected load) using dasismsd with a Si safetir

c strength values for the

critical

cord. Thus, it is apparent that the s

 under the of the parachute can be

recovery.

impact and dynamic loading forces experienced. during

(4) ,On contacts- where only one reinforced line is engaged,

Althoughthe

design limits usually be e

Mark 5 is a xceeded, and a tedr•through probable. is pra

upon good m:parachute its reliability is dependent recovery. contacts at altitudes 

limits. The slower the true airspeed :ndairepeedritithbreetabliehed

possibility of of the aircraft, the tear-through in the event of a poor contact lower is the .

B. Other Parachute Systems:

A family of recovery parachute, ranging 

small to large, does not exist as such. Special giachm:141tem

parachute systems for varied special uses end weights do exist, however. Such systems are of three types: Nark 5 modifications, conical extension tandem systems. parachute's-and

Nark 5 modifications are scaled versions of the standard parachute. Aircraft recovery rig g

limit on the maximum: sine of eometzy, of course, places a parctioal

canopy that can be contacted

and aircraft

directly with- out impoaing excessive impact loads on the recovery poles, scents, 

. A nominal diameter of ramp 40 feet or so would about the limiting rise. appear to be

The second type, the conical extension 

reinforced truncated cone on the top of the parachute, fee than the canopy, is the target cone rather for the contact. Althoegh thei has a e is no recovery restriction to canopy sire for this type of deployment and structural p

parachute, saes o -

until roblems have been encountered. This has,

to

the writing, limited its use toiled:ilia:night 

(235 803 lbe). applications.

The third type, the tandem system:, stacked vertical],, and connected by a load line.uses two

t par

Only he top parachute

achutes ant be eised and stressed for recovery impact. The size of the bottom parachute is limited only by Material and parachute technology.

11-2
(Ultimately, the weight that the aircraft can carry in trail). A

tandem system has the advantage that, in the event of tear-through

of the top (recovery) parachute, the package is still supported by

the bottom parachute, avoiding catastrophic descent. Also because

of the "sheave" effect of the long load line after contact, VP'

forces at the package are lower than an single systems. The disadvantage of most tandem systole is the syrWmasmnument - the top

recovery parachute flies in the wake of the usually larger bottom

parachute, and, carrying the weight of the load line, usually lays

over a little to one side. This frequently results in "breathing",

"caning"„ar other erratic top parachute movement, in the vertical

as wallas the horizontal plane, making achievement of a good contact

often difficult, and scnetime hazardous.

(5) Regardless of whether the parachute is a standard Mark

SC, a conical extension, or a tandem system, the pilot's job remains

that of achieving the best possible contact. Special training is

conducted for all non-standard systems as the requirement arises.
III AIRCRAFT PIRFCIRMARM:

A general discussion of aircraft performance factors as the, apply to recovery is an aid to understanding the of aerial recovery presented in the sections to follow. Aircra

techniques

ft descent and configuration

airspeed limitations are important in establishing the working envelope

of parachute system descent rates. NansuwarbiilttY4a•OriPtiasTriPPubtaske

when establishing a working pattern close to the system, and together with pilot ability, is essential to the achievement of good °outsets. Center

of gravity considerations are of lesser importantemelong as normal hand- book limitations are observed. The pilot should be awarso'however, that

center of gravity changes do occur during the recovery cycle.

1. Aircraft descent/airspeed limitations and aircraft handbook

limitations will be observed in all canfigurations. With wing flaps MC gear up, aft cargo door and ramp open, the limiting airspeed is 150 knots,

based on C-130 handbook limits for the aft., cargo door and veep, and the -

ng flaps limit the angle of bank to 450 maxima. If the flaps are set over 50% the maximum allowable indicated airspeed is further reduced to 145 knots.

At normal aircraft weights, only about a 2500 feet/minute

rate of descent can be maintained. This figure has been established as

the maxim= system descent rate at which a parachute.will normally be worked. No minimum, of course, is necessary. In an emergency, the aircraft descent rate can be increased slightly, by lowering the landing

gear. The air deflectors have little drag effect, but also may be opened.

Gear down recoveries are not permissible, so the landing gear must be

retracted prior to making a recovery pass.

Normal parachute system descent rates lie between 1500 to 2000 feet per minute, will within C-130 aircraft capability, provided the system is allowed to drop to no more than a few hundred feet below

the aircraft. With the cecovery rig deployed, in the pickup position

aircraft limitation airs0Bed can be flown. Keeping the airspeed between

120 and 135 knots should not be a problem to the pilot OD a normal oyster.

c. Parachute performance is the final factor to be Considered when discussing the descent capability of the aircraft. The paraChute

descent rate is dependeit upon air density in the same manner as the

aircraft TAS-IAS relationship. A parachute, at a given weight, descends at a constant vertical wIAS". Its vertical "TAS" (or actual descent rate, disregaring posSible vertical wind effects) decreases with altitude,

so that an abnormal system that is descending beyond the aircraft . . • capability at 15,000 feet sisy be workable at some lesser altitude.

2. Maneuverability. A discussion of aircraft arneuverability

probably should be presented natbaeaticaLly, for pilots have,

opinions, and presentation of calculated proof is best evidemdso.
toot will rely, however, an discussion of two aspects; that of control effectiveness, and that 

avoided, but the at maneuver or turn, radius. Kith will be reader is encouraged to study the a uction% OsO flight path figmres ictinv recoverylatterns, and showing the effect of changes /Wangle of bank, and of 

of recovery p

altitude/TAS, upon the sise and shape atterns,. Special attention should be devoted to the time elepsed. A, poraohute descending'at a given rate, together or weather,' mey s with clouds orrel* time-limit a recovery operation.

a. ,. The-first aspect, control effectiveness, airspeeds, controls imy compaem. At low

wheel tomes feel "emote to the pilot. Atis higher airspeeds increases, so that the-pilot feels he has firmer control,

iveand the aircraft may fail more responsive. In general, control e mess, s indicated by the direct force the control surface is able t

ffec

exert, does Increase ot with'airspeed. Mat so obviously, so do aircraft inertial effects,' to the extent that at 

actnallrb hiaanraixspeedithhe gemsneuvereble,'In terms of the pilot's ability to

aircraft is

flight pathirithii• e given change time or distance. The airarell

the

raeponsive . at higher airspeed, elle more

pilot. ?be 0-150 aircraft, in but this can be misleading tii-tbi recoverr

control response in the low speed 

particular, demonstrates more than adequate

S long as violent 

regime which is the recovery envelope

av asneuvers, and airspeeds less than 120% of stall area

o

oided, an : . inerease in airspeed sligh the pilotte ' ability Wdemesses rather than increases . to-smove the aircraft• in order to *stay with" a descending parachute. Nithin the 10 to 15 knots airspeed 

for recovery; en, spread allowable change in control effectiveness can be considered nealgible at nasal 

elevator, and aileron 

aircraft weleht. This appli es b. to controli. 120 of stall speed

squa

of 320,000 pound', flaps S0%, -

at an air rudder, craft weight

used to avoid large control is 120 SIAS. It follows that caution

heavier correctiourif recoveries are nowt at be aircraft weights, at this 

extra margin of airspeed mey 

minimum remmnalr epeedv or th be desirable. In tight turns, at heavier

at an

weights, extra airspeed may be necessary to avoid stall.

b.' Although the recoverypittern itself should be flown in a

prior to

nermal coordina

contactted 

manner, uncoordinated controls leer be needed, just

priori. because of an apparent (not actual) "control reversals,

the

ct. .

center

occurs because apps aircraft er of gravity. rig is below and well, behind In attempting:to position the rig for a good p

arachute contact within these last few seconds, the disdovers thit pilot

actuation* of right aileron moves the rig in an arc to the left, right

rig to the right. moves the rig down, and left rudder moves the

This occurs, of course, because the aircraft beeins changiag almost ismed attitude iatelyidth the control actuation Idti1e the flight path ansentarily is essentially unchanged, and takes saccade to begin changing. The sense of several timing and judgement needed to use this effect to best advantage comes only from experience 

andcilkacties.
The second aspect of nanarverability is radius of turn.

At a given indicated airspeed and angle of bank, the turn radius

increases 'meth altitude because of the increased.true airspeed.

Increasing the angle of bank, everything use held equal, decreases

the radius of turn. The steeper the bank, though, the more time is

spent roiling-in and rolling-out, so that the effect is not quite

as direct as it might seen. Bank, of courts, is ultimatellarlimited

by the handbook maximum of 60° clean, and 45' with /laps.

The importance of quiekly achieving a low airspeed if one

desires to stay in a close pattern around * glvenpoint lobbak..dembustsated

by the flame of Section IX. More important is the time that can be •

saved by airspeed low and angle of bank high. Figure 1 shows.

that not only is a 45" of bank tear drop pattern smeller in sire, hut

flying it takes about 26 seep& less than a 300 of beak pattern, and

over andante less than a 20w• bank pattern. The importance of dose •

maneuver effects will become more evident in Section IV and VI.

2. Center of gravity considerations. Remount of the dolly during

riggiag causes a rearward movement of the center of gravity. This is

well diagrammed in the JC-130 aircraft handbooks. The OG shift is

easily corrected by elevator.tria, and the aircraft will remain dynsui- cal1y stable through the rigging process.

a. Recovery pilots should be awarelowewer, that with

exceptionally heavy packages in trail, the aircraft can approach neutral

stability, and under unusual circumstances, with package oscillation

become momentarilyonstable. The pilot most stir "on top" of his aircraft,

with heavy package in trail, and should exercise care even with

7. systems in trail.
IV PUEDAMENTAL RECOVERY MIRO

The recovery pattern is basic to atrial recovery. Its primary purpose

is 'to place the aircraft in position to effect aerial recovery or to

make a look-see pass. Secondarily, the pattern keeps the aircraft in

the vicinity of the parachute system, allowing the pilot to either make

repeated passes, or to delay until ready to make the recovery pass,

while maintaining visual contact with the system. Two patterns are

used: The tear-drop pattern, and the circling approach. A straight-in

approach my be necessary in unusual conditions, but being both selfexplanatory and rarely used, will not be discussed. The weather box,

used under instrument conditions, is discussed is Section VI.

1. attern. The tear-drop pattern is comprised of a

timed ontbound leg 01-20-U-30 seconds, a constant rite (bank) left

turn, and'an inbound leg. Its farm is similar to an instrument procedure

tear drop, except the are shorter. The included tear drop angle is

usually greater than 45' rather than aco or 300. The short legs are

necessary to keep the aircraft 'dose to the system. The turn should be

tight rather than shallow, to save time as well as to make it easier to

acquire and maintain visual contact with the system. A 25 second outbound leg, A 300 bank left turn of approximately 2300 and a 25 second

inbound leg, is the most commonly used pattern. This pattern is

recommended for early training.

a. Prior to drop for recovery, a drop heading should be chosen

which will provide the most advantageous cloud/horison background on

the intended recovery pass. If one looku p** pass will be made prior

to the recovery pass, the aircraft heeding at drop should be such that

the desired background is just aft of the left wing tip (see figure 7).

If, on the other hand, there is an undersirtble background area to be avoided, drop with this area between the nosethe right wing tip.

An experienced pilot may sometimes recover into A ound for practise,

but, early in the program, tit: selection of a good background is recommended.

. b. With the drop heading decided, the next step is to accomplish

the Pilot's Pre-Reootezy/Drop Checklist damn to desk troughs and shroud

cutter. The proper configuration for deplmingthe rig, and for drop is; wing flaps as directed (usually 50%); airspeed 120 to 131 KIM; outboard engine power near Meximus.continuods; and inbound power 5000 inch pounds tyro"; or below. Airspeed control is normally maintained, prior to

drop, using inbound engines only. When the checklist is nearly complete,

this configuration will be established and the rig deployed for drop.

While rigida& turns should be flommwithmanimum angle of bank.

c. The drop altitude recommended is 14,000 feet ESL. The Pilot

aabbouevers choose to drop from a different altitude for weather,

increased practice, or for other reasons. When advised by the winch

operator that the rig is deployed for drop, the aft rigger will stand by to actuate the drop release an the pilot's commend "Release the

system - - now."

IV-1
d. Prior to drop, the pilot should sit his flight director .

beading marker about 45° to the right of the tail of the aircraft

(this is approximately the inbound heading and will assist in visuallylocating the system in the tulip). At the command "-Axe the pilot

should start his clock.. After drop, the rigger normally vd.11 advise

"out and opens . The pilot should prompttr.siduotpewersoset4hermatboard engines at . or Close to sire torque, inboards at Ohm* 1000

pomade, maintain-his heeding, and begin descent.. Bete of descent

should be 1800 to 2000 FPM, Until the aft rigger advises that the system

is caning up on the borison. Then the descent rats should be adjusted,

Awing inboard throttles, to keep the system on or perhaps slightly above

(not to expeed 2 systmalengths) the horizon. The descent rate should

stabilise at 1600 or 1700 FPM, with the aircraft being retrimmed as

necessary. The back-end crew will pot the poles down and notify the

pilOt ashen he his a good rig. The Winch Operator will then reset the

winch control panel. The Co-Pilot will complete the Pre.decovery/brop

Checklist. The aircraft is now ready for recovery.

4. At 25 seconds outbound a left turn is begun using about

300 of bank. -During the first 130° or so of turn, the pilot should

fly basic instruments, maintaining his airspeed, bank angle and descent

rate. After about 3300 of turn, the pilot should begin locking outside_

intermittently with his cross check, in order to acquire the system

visually at the 9 ot clack.position. After acquisition, be should adjust

his descent rate to correct any error in his desired altitude with respect

to the system.

f. As the system approaches a position in front of the aircraft,

elevation should be adjusted to pit the system on the Wi gton (or projected

horizon) and rollout initiated. A godd rollmout is the first important

step too good recovermiand should make Urge corrections unnessesprtalater.

As the aircraft approaches its proper line up position, the system's

apparent movement along the Mein% from right to left, weal slow down.

If rollout position is overshot, the system, will begin an apparent move.

sent in the opposite direction, i.e., from left to right. The pilot

should time his roll-out so that, as the wings level, the system appears

stationary against the background.

The pilotl s next duty is to inform the recovery crew of his

intentions, i.e., eithe •dry run", "look-see, or 'hot pass". If the

pass is to be a loOk*see, the pilot lines up to pass to the right of

the system and approximately level with itwfor a visual inspection.

For a dry run or hot pass, the pilot lines up directly on the system.

h. When lined up inbound, the pilot should insure that the

airspeed is within the allowable contact envelop (120 to In =AS),

note whether speed is increaeing or decreasing, and adjust accordingly.

IV-2
Readfnuind elevation corrections should be made ailsoon as the need

is senseds . bocause the longer delayed, the larger the required correction. Care :Est be exercised however. Over correction is a common

problem among new recovery pilots,

•

At about 10 seconds from the system the recovery crew

should be advised "10 seconds" by the copilot. At this time the pilot

should have his attitude and airspeed established and be able to forget

his instruments entirely, or else he should pull off for another pass.

Fran this moment, he must keep AL constant visual on the system and keep

his eyes out of the cockpit. He allows the system to start dropping

below the horizon, attempting to position the aircraft so that the apex

of the parachute passes appradnately 7 to 12 feet directly beneath the

nose,. with the parachute aligned to the line of flight. Corrections

made during the last few seconds should be smooth but positive. Large

corrections are not possible, even, with large changes'of attitude,

because of the time factor. It it appears large corrections will be

necessary in the last few seconds, a pull-off should be initiated,

using (most importantly) power, combined with flight controls. A pull,

off initiated less than three seconds out is rarely successful, so

pull-off should be initiated earlier.

Corrections my be made *sing all flightoontrals. The

elevator, with throttles, handily corrects for elevation, but both

aileron and rudder affect the system lineup. One suggestion - early

in the program, nee coordinated aileron and rudder together for line-up

correction, especially out away from the system. As you gain enerience,

and acquirea"feel" for the logy the aircraft and rig moves with the

aileron, and with the rudder, you will find yourself increasingly able

to make last second "reversed control" corrections using aileron only,

or rudder only, in Uncoordinated fashion. Regardless of your methods,

your technique should be smooth and gradual. There is no excuse for

for abuse o! the aircraft.

k. If the pass is a dry run or a look-see, the pilot should

reset his clock for timing as he passes the system, and reset his heading marker, for the next pass. This applies also for a hot pass miss."

1. If the pass is hot, Ind contact is made, the aft left trigger will call !contact" relieved by the advisory "in trail" or

"tear through" as appropriate. In the unlikely case that it is a tear- through withoutiaderig, another pass may be initiated, otherwise, the

.pilot should go into a circling approach while the recover] crew rerigs, before attempting another pass.

I1T-3
m. Assuming the riggers call' is the hoped for "in trail", and

the aircraft is above 30,000 feet, descent should be cautioned to below

this altitude so that the crews.; work without amen. When cleared

by the pilot, the crew will go off oxygen, reel.in, and board the system. Airspeed during reel-in and boarding should be 120 to 331 BIAS

Turns just as for rigging pridr to drop, should be limited to a

minima angle of bank, outboard throttles set near mem:continuous, and the inbound:: at minimum power to maintain altitude and airspeed• After

reelm

accompli

in and 

shed

boarding, the Pilot's Post Recovery/Drop checklist .should

be .

21221zsUniralana. The circling appramatis really& modified pattern, and is usually entered by *hallowing out to 1OR or of bank when the system reaches the wingtip (9 o'clock)

on the (normally 30 lank) tear-drop tarn. It also mg ► be entered on a tangent properly distant from the system. By maintaining the 100 to 150 bank, steepening or *hallowing it, to keep the system at*the same

distance an the wingtip, a continuous circle is flown with two Characteristics. The first is that the system will remain within 2 to 3. -miles, easy visual range. The second is that the pilot is in a *titian to turn inbound at any time, provided he maintains his descant with the

system, and will be about 25 seconds out when mamas. tingAnieVilvel inbound.

a. Because of these Characteristics,.the circling approach is

recommended for use when the pilot is seekimatetter Borisontbackground, when rigging or re-rigging mast be acoompaished, or when the pilot simply wants to wait (for any reason) for the Osten to reach a

lower altitude with a miniium of maneuvering. Inbound prooeduremare

the same for the tear-drop pattern.

Factors Affecting the Pattern: Recommrpetterne,-and recoveries

are flown within an indicated airspeed envelop. Because true airspeed

increases with the;decreased air density of higher altitude(st a given indicated airspeed) the recovery pattern is obviously larger dimensionally

at higher altitude. Additiorally, thahiaher actual speed results in higher centrifugal force while turning, so that more bank angle is

required to turn at the same rate at an increased altitude. The remorse

effect is Obvious in a recovery pattern: At higher altitude using the same angle of bank, the turn is larger and takes longer. This area- tends to sake the pattern larger still, and the differnce between the pattern at 15,000 feet and 5,000 feet, in closeness to the mystemy is noticeable to the pilot (see figure 0).

a. More important, perhaps, is the time taken to firths pattern. The recommended 25 second tear-drop take. slightly less than two minutes. If weather or other circumstances limit recovery opportunity, tins

becomes critical. Conditions my not allow the pilot much choice as to the working altitude envelop. Bet the pilot= Change his timing out- bound, and his angle of .bank.
If he elects to fly less than 20 seconds outbound on a

tear-drop, however, he finds Memelf in an almost constant turn of

270° to 300° back to the system, even using a 45 0 bank (the limiting bank With wing flaps extended). The extra turning time surpasses '

that saved outbound.and inbound. A twenty second pattern, with a 45°

bank turn, makes *out the shortest pattern in tine, that is practical.. Using less than 30 of bank, or shalloidng the turn, results in an

excessively large pattern and lost time. (See figures 1, 2, 3 and 4).

Flying the.recammended 25 second pattern, it can be seen

that 5 passes should be syllable, before splash, using a 15,000 foot

drop altitude. (See figure 6). A rule of this* is that each pattern

use up, 3,000 feet.of system altitude.

4. Pa ate for Discussion:

Remove • Patterne are flown using left hand turns whenever

possible. This aids the pilot in visually acquiring the system. It

also makes it possible for the pilot flying back-up to plan his back-up

pattern.

Minimum altitude for recovery is 400 1 absolute altitude at contact. If the aircraft is not inbound 20 seconds or Imes out when the system reaches 1,0001 , it is obvious a recovery cannot be made.

Using only the two inbound throttles in the recovery pattern. is recommended in order to minimise yew (from possible assymetric power),

caused by throttle setting or engine differences. However, some

experienced recovery pilots perfer using all four throttles and compensate

for uneven power effects with rudder. Now recovery pilots.will generally do better by using only the inboards until their recovery judgement is highly developed. All pilots, however, should be prepared especially less than 10 seconds out) to use all four throttles for a nu

(

ll-off if necessary.

The parachute system, as mentioned in Section II "flies" (descends) according to its indicated vertical airspeed. Thus its

actual descent rate (TAS) decreases with decreased altitude. The •

aircraft may be able to "stay with" a system, at a lower altitude, when

it would not at a higher altitude.

e. Stresses on the system during recovery are chiefly a

function of aircraft true airspeed, *cinch performanoe, type of contact

and type of system, although there are other factorp. One way to help reduce stresses on.the system is to plan contact at a lower altitude

(lower TAS). If maximum altitude (15,0001 ) L) must be used, the only

IV-5
way to minimise stress caused by the TAS is to fly the bottom side

of the allowable indicated airspeed emelope(120 hoots). The aircraft should be flown sore carefully, i.e. the pilot should be

sore ralhotant to accept a chance for au:tome contact, i.e., pull

off if possible, when flying near the upper limits of both the altitude

and the airspeed envelope at the same time. The best assurance of a

successful recovery at spy altitude, or any airspeed, is a good contact.

lim

This 

s.

is 'sped:Lally important when nearing the airspeed and altitude it 

Inboard engine power of 5,000 pounds torque or below is

recommended durincrigging, drop and reel-in. The purpose of this

procedure is to minimise the possibility of turbulent airflow around

and behind the fuselage. However, if .more inboard power is needed to

maintain level flight, there should be no reluctance to use it.

When the I...cave/7y crew is working, they are not secure and • can be likened to main. . tin bar. The pilot most at all times show

his awareness of this situation by his handling of the aircraft. The crew and equipment maim secured any time other than smooth, stable

wand one MP flight might be expected.

IV-6
. V THE HIGH SPIED (ILl) ION

1. General:

The first four sections brie contained infonmftaktesic to

the actual aerial recovery. The remaining sections present techniques

used prior to the recovery pattern; and supplemental procedures

appropriate for training in support of the overall unit 215014116

The high speed run is used when the aircraft is not initially

within visual range of the system. Using the Ilectronic Direction

Finding (EDF) Equipment as the primary source of bearing information,

it is designed to put the aircraft within Areal acquisition range in

minima tine, and in a position to work the system at the highest

possible altitude.

The meaner in which a run is made depends upon whether or not

the system position, relative to the aircraft position, is known.

However, all runs begin with the recovery aircraft at an "On Station

Position" (0.S.4 at a given altitude, with a predicted parachute

depinyaent time and altitude. For high speed run training a drop

aircraft drops a system at the prescribed time and altitude. Mounted

on the system is an electronic beacon-a&the ler operator can track

to provide the pilot with bearing' to the system. In "Hawing" to the

systens pilot procCdures are much the same as for AlOrikedre.

All alternate equipment that will aid system interception

should be used to back up the Ear' equipment. The UHF/LI position of

the UHF command radiology be selected and turned to the beacon frequency, At appropriate. The aircraft radar say also be able to track the system,

but cannot be connteaupon, as radar acquisition usually occurs at less

than 25 miles range. Dead reckoning procedures, of course, usefUl only

if the position of the system is known.

e. Regardless of the distance to be run the pilot needs tohnow

the parachute deployment (drop) altitude, tilt, and expected system

descent rate (time-to-tall data). For 4ainings the recovery aircraft

OSP altitude is usually between 1L200 and P1250, and the drop aircraft

at least as high. At parachute deployment time the pilot should start

his clock for elapsed times turn to the system bearing, and, unless he knows his aircraft is close (within 20 miles) to the system and at

least 10,000 fest below it, begin descent to achieve a high airspeed.-

The descent is planned so that the running recovery aircraft will stay

a minimum of 4,000 fist below the systestaltitude, estimated fro,.

olapsed,time and the time-to-fall data, until approaching sea level

mikes this separation impossible:

V-I
f. Highest average true airspeed will normally be achieved using maxima continuous power. However, C-130 handbook 2.50

structural indicated airspeed limits must hot be exceeded. When

turbulence may be expected, as in passage through cumuliform clouds

or known areas of CAT, the use -of the 3.0G airspeed limit is recom- mended. If rapid descent is required, it will be necessary to reduce power to remain within either limitation.

2. Distince Run - System Position Unknown:

a. When the distance from the aircraft to the system is unknown

. and could be at extreme range, the pilot west try to cover as much

distance as possible within the 

belay the available time-to-fall, while remaining system. With distance (thus average true airspeed) the prime consideration, interception of the system at the highest working altitude

by necessity must be given lesser consideration. At smile= continuous

power, the aircraft cannot descent at a normal system descent rate and remain4dIAdWitif..airspited mirky limits. TherefOre,Asseent,should-begin* enough to keep the aircraft well below the system allowing a lower rate of aircraft descent. This will avoid a forced power reduction later to keep the aircraft below the system. The run should be planned so that the system can be thoughttof as overtaking (cmmrtUelly) the aircraft but never quite catching it. Potential run performance also

is lost any time the aircraft must level off, which reduces the run

speed to anisaarcruise airspeed. °Descending too rapidkv, too soon, would force the aircraft to level off (and slowdown) for sea level with the system far, above. A properly flown high speed run for distance is

a continuous high speed descent resulting in the aircraft approaching sea level 2 to'S minutes ihead of estimated system splash, without the

station 

necessity for power re:tuition or level off prior to visual acqnisition passage, or aircraft altitude 400 feet above sea level, whicheirer

occurs first. Average aircraft descent rate 

fell, depending Upon the time-to- will generally be between MOO and 1500 PPP for initial aircraft

altitudes above F1200, resulting in airspeeds a pproximating the 3.0G limit for eget of the run.

3. Short Run - System Position Known:

If the system position is known to be a relatively' short distance ( g ewer ainless than 50 miles with an ample spread between initial system and aircraft altitude), average run speed decreases in irportancn. The

plbotamarchoose to sacrifice some airspeee in

higher altitude to . ordor to imtnrorA at a mske visual acquisition easier, to permit a higher altitude inspection pass, or because of low altitude weather. Regardless

of the profile chosen, the aircraft should arrive sufficiently below the system to allow leveling off, slceing down, and deployment of the rig. Menially, the established planning minimum of 4,000 feet vertical separation id sufficient. • Since 15,000 feet WSL is the highest recovery

altitude normally permitted, aircraft altitude at interception must be

working 

carefully 'manned to allow time tOi. Blowup and rig, yet not waste altitude.

V-2
VI The Weather Box - Station Passage and Visual Acquisition

Procedures

Prior to visual acquisition, vertical separation Smith* system

must be maintained, normally 4000 feet or more below the. published 71nw-re-PA0L

AirvesAmdmp% An additional safety factor an obtained by flying a 5

or 10 degree offset headingldmin.the known area of the system, and

just prior to station passage. This can be determined from experience

in working the EDP Operator and :roman ITA provided b the

navigator based on the predicted gad reference as determined from

bearings of the other force aircraft.

Upon electronic station pomp, slow the aircraft to a stabilised

airspeed (120 131 CAS. recommended) at which the.mather box will be

flown. This elm down and into the weather box may be dons in

any umber of woo. Two of milinkare mentioned here:

Upon station passage begin timing of the weather box, reduce power

to sere torque, maintaining a descent higher than that of the system,

and continue outbound for 15 seconds. Turn lift, 90 degrees and held

this heading 20 to 30 seconds. Tern left, 90 degrees and ecotinne

this left hand pattern. Adjustments in the pattern my be made if the

DP bearing to the system is significantly off the wing tip position at

the 30 second point of a cese-Minute leg of the weather box.

•

A second method is to execute a 20-30 second teardrop pattern and

return to the system slowing to a stabilised airspeed (120-131 SIAS

recommended). Upon second station passage begin timing of the weather

box:maintaining a constant IAS and a rate of descent higher then that

of the system. Normally a cm-minute left band pattern is flown.

Adjustments my be made as described above.

Once established in the weather box4 diplomat of the recovery

rig may be accomplished during the descent phase or after visual flight

conditions are achieved. Normally, deployment of the rig in the

descending pattern is mit 416142411AUSHOotrly deployment of the rig

will release the recovery ciRWAUWvisual acquisition of the

system once it has descended clear of the clouds. Ones visual flight

conditions have been achieved and the loop deployed, it is recommended

that a level balm pattern be maintained about 1500 feet below bases of

the cloud deck.

When a recovery is to be made between cloud layers, a clear area

of at least 5000 feet, is desirable. It is unlikely that a successful

recovery can be made from a comminute box pattern with less than

2500 feet•between cloud decks.
VII The Lock-fee Pass

Once visual sighting of the parachute occurs, two types of inspection

passes may be made, namely with the aircraft rigged ar unrigged for

aerial recovery. he unrigged look-see is normally performed at or

above 25,000 feet NSI. since the aircraft should not be flown

unpressurised above this altitude. The rigged look-see can then be

made bolas 25,000 feet HSI.

•

. A. Unriseed look-see - When making a high altitude, =rigged,

look-see, consideration must be given to the excessive rate of descent

of the system (greater than 2500 fpm) and the reduced turning radius

of the aircraft. If a circling pattern is flown than the aircraft

should be kept some six miles from the system. Whoa the parachute

begins to approach the horison, a turn toward the descending system

should be initiated. It is important to remember that at high altitudes the aircraft and parachute are at about the same altitude when the

system appears to be one or two system lengths above the distant horizon.

The look-see pass should cause the parachute to pass just to the left of

the wingtip, level or just slightly above the aircraft. This pass 14111

also permit evaluation of the actual parachute descent rate as well as

the condition of the parachute and suspended weight. The operations plan

contains specific information regarding evaluation of the parachute

system.

High Speed Descent - After completion of the unrigged

loot-see pass, the quickest method of descending to a "workine altitude

or backup position is byseans of a high speed descent. This-is mom.

plished by raising the flaps to zero degrees, retailing the throttles

to flight idle, and descending at or near maximum allowable CAS until

2000 feet below the desired level off altitude. It is of course important

to maintain visual contact withithe'parechute and other aircraft at all

Limas if possible.. A piietration tear drop pattern my be accomplished,

expecially if instrument cceditions are present. Considdiration must be

given to insure that descent is =de =Ay from other aircraft and that

return to the system made so as to arrive outside a normal weather box

pattern or below other aircraft in the recovery area. Keeping other

aircraft commanders advised of your intentions and actions is imperative

for obvious safety reasons.

Low Speed Descent - An &item/Ate =that that mey be Used

after completion of an unrigged high altitude looksee is a low speed

descent. This is perforated by lowering 100% flaps, lowering the landing Oar, opening the air deflectors and descending so as not to exceed 145

11ASI Hith this type descent it is only necessary to descend to the

desired level off altitude and not below. The landing gear should be raised just prior to level off and the flaps raised to W. The advantages of a low speed descent are:
system.

Allows aircraft to remain close to the parachute

Usually easier to umneuver.into back-opposition

behind primary aircraft.

conditions

c. Places less stress an aircraft in turbulent weather

d. Allows aft cargo door ramp to be opened if desired

while still deeaanding.

The disadvantages of a lair speed descent are:

At higher altitudes the descent rate of the parachute

system and aircraft are approximately equal.

Takes longer to arrive at desired altitude and deploy aerial recoverr . rig than when using high speed descent.

3. Possibility of forgetting to raise landing gear exists.

B. map 1,001511 - If the aircraft asking the locbsee is supposed

to act as backowp for the primary aircraft, the most desirable pattern

that can be flown is the rigged lookups. When using this procedure, the

aircraft should be slowed and the aerial recovery rig deployed prior to

the lookseerpeas. Slowing and rigging is normally done at 18,000 to

20,000 feet MS14 weather conditions permitting. Obviously, this procedure .can only be used . when the aircraft is positioned close to the descending

parachute system with a great deal of vertical separation. Once the

aircraft is readied for serial recovery, the pilot should continue to

circle the system in a Ociustercloolodse direction while waiting for the

parachute to arrive at his altitude. Mu* variations of this procedure

are of course possible. For example, the aircraft could be rigged at 16,000 ft 11131. and then a climb initiated in the rigged condition so as

to meet the parachute and perform the loohsee at 19,000 or 20,000 ft

/ISL. Some of the advantage: of the rigged locksee are:

Allows more time to rig aircraft for aerial recovery in the

event of difficulties.

times.

Allows the aircraft to stayclose to the parachiate at all

. Usually very. easy to maneuver into a proper back-y ap position since pia:. is not distracted by procedures and/or difficulties of

rigging aircraft. One word of caution on using such a procedure, the

pilot should emphasise to all crew members the proper utilisation of

1/11-2
I

PROISBILTITIS OF ZOOMS

• 1. The recovery gear envelop contains a total of aggradmate37268

sq. feet of area iliboaid of each pole tubed eXtended. This moments

a distance of 20.5 feet between pole tips and a vertical distance of

18 fest from the outer skin of the ramp door to the pole tip. The

recovery envelop is divided into four somas between the poles astIour

additional songs below and outside the pole areas as shown on rims 20.

2. Parachute reference point for computing sena contacts relative to

the recovery envelop is the center of the parachute skirt. keen through

successfUl recoveries have been made with contacts outside the pole areas,

this is not desirable. Zones 1, 2 and 3 represent thiiareas of moist

probable success. Zones 5 and 7 are the next most probable areas while

6, 4 and 8 are the least probable and least desirable areas of contact.

An example of actual statistical data compiled from April 1964 to Feb

1966 is chain below far recovery qualified pilots as a gratin .

TOTAL MUM *MD %8BCC2881PUL

1 954 100

2 319 100

3 236 100

5 377 99.5

7 14 92.9

6 102 89.2

4 181 81.2

8

---22.--

2233 97.2

Individual recovery qualified pilot results for each month are

furnished showing the iumber of systems worked and the success ar

failure of each soul contact.
oxygen. All crew members should monitor each other closely since

bypaxia could affect a crew amber quickly while working unprossurized

at high altitude. Regardless of the type "leeks's , that is being

performed, the pilot should'he "rolled out inbound" bsfcre a parachute

reaches the visible horizon. it is such more desirable to bare to

climb slightly while inbound then have to dive the aircraft in order

to pass level or slightly below the parachute on the inspection pass.

Remember, a law IAS at high altitudes still gives a high TAS with

resultant high closure rate an the parachute. rasp the airspeed between

120-13011CIAS when possible. You have gone to a great deal of trouble

in preparation for the inspection pass sunk* the looksee a good one.

One last, but very important tip, do not circle too close to the system

while waiting for it to approach the horizon and then find you are in a

constant turn and unable to roll out inbound to the system. Remenber

that 30 seconds out at 28,000 festABL,and 125 XIAS requires over 1/2

mile greater lateral separation from the parachute then 30 seconds out

at 10,000 feet )13L and 125 BIAS.

Waiver of ;,00ksee - In the event weather or other circumstances do not

allow sufficient time for accomplishment of a normal locks.. the

Aircraft Commander has the authority to perform a cursory loOksee while

"inbound hot" on an aerial recovery pass. This authority will be used

with discretion.
Calculated aircraft seneuverability discussion, with respect . to a'

descending system, has been minimised in the iszt simply because no two

pilots, aircraft, atmospheric conditions, or recovery situations combine

in the same fashion twice.

The tabulated data in figure 11 is from an Z-68 computer, the AM

5147 turn performance chart andtben cambinedgraphioally.

3. The charts, in themselves, from

BecoveryTilot does not already know

feel. They are included to validate

present varied patterns and to allow

effects.

very little than an experienced

or that a student does not intuitively

recommended techniques, pictorial),

visual comparison of changing TA8

a. : Using data at a constant 7500 ft., the effect of only

bank angle shown to scale with elapsed time, system altitude loss,

and ma:dmat distance from system listed.

b.The effect of 5000 ft intervals between four tear

drop patterns . orporating both aircraft and system change in TAS.

0. Iliam?brae:

Aircraft maneuvering varies wide], between pilots when a

last minute, lowiatande pattern is flown. The numbers on this chart •

probably differipallen (plus and minus) than do the other charts from

actual experience.

The distance outbound, the wing. level time inbound, the

total elapsed time and system altitude loss before chute contact at 500

ft is the basic information.

Two complete 30 degree and 45 degre•.benk,.20 second tear

drop patterns are shown. For example, the 30 degree bank pattern requires

beginning at 3200 feet vd.thwing-tip position at 2100 feet in order to

contact the system at 500 feet.

Often there • is a tendency to remain too fir awsy from& system when it is at a lam altitude. Therefore, a 25 second nominal

distance at 7500 feet, with turn-in bank angles and resultant inbound

times at sea level is depicted for the sake of ocmperiscn.

'Imre ?our: The resulting reduced inbound time and additional

spats: altitude loss is shown when angle of bank is reduced to 25 degrees

at the system:mine-tip position and then further reduced to 20 degrees

during the last 90 degrees of turn.

fp-1

-FGR-OFFICIAL-Lia-EriikY-
e. : At 15 degrees higher

sdard atmospheric temperature, a 5 second outbound leg will put than yoon a itetandard r

tram ate

turaLng c_

raa the system. Whi

irle c when the syste

le

m is on the wing- will keep you 23 you, will not be able minute turn circle around the systen for any great length of tine, the to fly an accurate 4 chart does demonstrate bank ho nomin al altitude loss. Angles 25 sec ond circle closes in with of bank, elapsed are shown frac 15,000 test to Sea level. time and timtanc altitude, and did e

f• EMU&

(1) Weather Box 

f

patterns are probably the most difficult to flit 17 aooln'atal7 duo to Vat= high ballistic drift, aircraft drift (which faff

be different) and inposed box eitrence None of these variablis oan

be adequate,17 commredhere and the redcnnended 1 ninute-leg pattern with

wing-tip/30 second a

djustment will Wait. these problems.

125 ICIA3,

(

30

2) The pat

ban

tern:i

and

n

 a

figure alx:is no wind (system or aircraft), bar is tial to the s

degree k

t a cam:tent 7500 feet. The basic 1 minute points and

tangen

tandard rate nominal circle at the only the box width.and tip altitude loss mill vary. Note thateither a

with a system

30 second outbound With a 90 de gree left turn oh 25 second

outbound

mtng-tip rollout will establish the aircraft at the recommended distance. -

A fel tear-drop, 

Patterns at 7500 feet are also included. wing-tip, and arximun distance away

It the SDP bearing was st

, the

eady enough to use as an NW

system bearing w

Pas sa ge .and. ould be 35.degrees aft of the wing tip 30 seconds after 35Lgrees ahead of the wing tip after the 90 degrees turn and the de

warming of the next log. But

d

using the 35 or* check point

under significant drift conditions woul probably donor* hams than good due to system bellietic drift and aircraft drift differences.

: These charts show vertical and horisong.t.s.continuous new tsar-d rop p TAS as the only variable. atterns fras 1500 feet with

h.: This chart show resultant wings legs thesystem is maintained at 1,75 MK. level inbound


-^^--

;.

_" ...^^^ ^ _"...-....^ti

•- •

'' t : •

'

''' • • -:::21.ko4..

v: .•

..: go riy
11,


LPL
..... IMMO ••• on. •••

•••• IWO m••n• Owe

•

•

_

•

• •••• ••• ....

.. ow. •••• •••

•n• ••• ••• --44% 11•110 •n••n

•

•

0 e

!Lb
L

0.94

0.86

0.83

.080

0.77

0.74

0.73

0.71

1.13

1.08

1.03

0.99

0.96

0.92

0.91

0.89

1.35

1.29

1.24

1.19

/.15

1.31

1.09

1.06

SATE OF 2VNI

30°Itank 07nN

2.25 Ms

STO1-13101P • .Jogx

4,407 „4.

•

1/4.1

15,000 3.9

12,500 4.1

10,000 4.2

7,500 4.4

5,000 4.55

2,500 4.7

1,250 4.8

SL 4.9

234

246

252

264

273

282

288

294

4150

3700

3500

3300

3050

2850

2750

2650

.683 162

.625 155.5

.575 149

.542 43.5

.502 138

.47 333

.453 131 .

.4.35 128

2.70

2.59

248

2.39

2.30

2.22

2.1E

2.13

•• •

VERTICAL 8N20

20,000 ft - 1800 15,000 - 1700 10,000 - 1600 5,000 - 1500

SL 3400

Using 7,500 ft

as average

acre

320 KtAS

130 ETAS

125 zaAs

t 1200 St

20

30

45

20

30

45

20

3o

45

20

2.85

4.6

7.9

2.65

4.2

7.3

2.75

4.4

7.5

3.0

171 4900 276 3100 474 1700

159 5900 252 3500

2050

1.5 5350 264 3300 450 1900

4,4 44111 .6

.807

.510

.280

I .970

.575 1.04

.338

.880

.542 1.00

.312

KiAS 45 8.4 505