Dafman13 217

BY ORDER OF THE DEPARTMENT OF THE AIR FORCE
SECRETARY OF THE AIR FORCE MANUAL 13-217
22 APRIL 2021
Incorporating Change 1, 19 APRIL 2022
Nuclear, Space, Missile, or Command and

Control
DROP ZONE, LANDING ZONE, AND

HELICOPTER LANDING ZONE
OPERATIONS
COMPLIANCE WITH THIS PUBLICATION IS MANDATORY
ACCESSIBILITY: Publications and forms are available on the e-Publishing website at

www.e-Publishing.af.mil for downloading or ordering.
RELEASABILITY: There are no releasability restrictions on this publication.
OPR: AF/A3S Certified by: AF/A3S

(Brig Gen. Palenske)
Supersedes: AFI13-217, 10 May 2007 Pages: 159
This publication implements Air Force Policy Directive (AFPD) 13-2, Air Traffic Control,
Airfield, Airspace, and Range Management and Air Force Instruction (AFI) 11-200, Aviation
Management. It provides guidance and procedures for Drop Zone (DZ) and Landing Zone (LZ)
operations, and directs DZ, LZ, and Helicopter LZ (HLZ) survey and assessment procedures and
processes. It applies to individuals at all levels who are civilian employees or members of the
Regular Air Force (RegAF), U.S. Space Force (USSF), Air Force Reserve (AFR), the Air National
Guard (ANG), and those who are contractually obligated to comply with Department of the Air
Force publications, except where noted otherwise. For the purposes of this Department of the Air
Force Manual (DAFMAN), all references to Major and Field Commands (MAJCOMs / FLCOMs)
are intended to also reference or include Direct Reporting Units, Field Operating Agencies, and
the ANG. Ensure all records created as a result of processes prescribed in this publication are
maintained in accordance with Air Force Instruction (AFI) 33-322, Records Management and
Information Governance Program, and disposed of in accordance with the Air Force Records
Disposition Schedule located in the Air Force Records Management System. Refer recommended
changes and questions about this publication to the Office of Primary Responsibility (OPR) listed
above using the Air Force (AF) Form 847, Recommendation for Change of Publication; route AF
Forms 847 from the field through the appropriate chain of command. This publication may be
supplemented at any level, but all supplements must be routed to the OPR listed above for
coordination prior to certification and approval. (T-1). Send recommended supplements to
2 DAFMAN13-217 22 APRIL 2021
Headquarters Air Force Special Warfare Directorate (AF/A3S) at [email protected]

or to AF/A3S, 1480 Air Force Pentagon, Washington, DC 20330-1480. The authorities to waive
wing/unit level requirements in this publication are identified with a Tier (“T-0, T-1, T-2, T-3”)
number following the compliance statement. See Department of the Air Force Instruction (DAFI)
33-360, Publications and Forms Management and paragraph 1.4 for descriptions of the
authorities associated with the Tier numbers. Submit requests for waivers through the chain of
command to the appropriate Tier waiver approval authority, or alternately, to the requestors
commander for non-tiered compliance items. Compliance with the attachments in this publication
is mandatory. For further information regarding waivers, see paragraph 1.4 of this publication.
The use of the name or mark of any specific manufacturer, commercial product, commodity or
service in this publication does not imply endorsement by the DAF.
SUMMARY OF CHANGES
This interim change revises DAFMAN 13-217 by (1) correcting the email addresses to which
SOCOM Form 111 is submitted to AFSOC, (2) updating Table 3.1, Standard DZ Size Criteria,
Notes 2 and 4 to clarify to which flying platforms and under what circumstance exemptions apply,
(3) updating Table 3.2, Standard Point of Impact Placement, to clarify criteria for C-130 aircraft,
(4) updating and clarifying the International Agreements applicable to non-US personnel involved
in drop zone operations. A margin bar (|) indicates newly revised material.
Chapter 1—OVERVIEW 6
1.2. International Agreements. ........................................................................................ 6
1.3. Deviations. ............................................................................................................... 6
1.4. Waivers. ................................................................................................................... 6
1.5. Contractor Support and Limitations......................................................................... 7
Chapter 2—ZONE AVAILABILITY MANAGEMENT SYSTEM 8

2.2. Database. .................................................................................................................. 8
2.3. Roles and Responsibilities. ...................................................................................... 9
2.4. Support. .................................................................................................................... 10
Chapter 3—DROP ZONE OPERATIONS 11

3.1. General. .................................................................................................................... 11
3.2. Responsibility. ......................................................................................................... 11
3.3. DZ Criteria. .............................................................................................................. 11
Table 3.1. Standard DZ Size Criteria. (Note 1) ........................................................................ 12
Table 3.2. ................................................................................................................................. 15
Figure 3.1. Circular DZ Computation. ....................................................................................... 19
Figure 3.2. Area DZ. .................................................................................................................. 19
DAFMAN13-217 22 APRIL 2021 3
3.4. Instrument Meteorological Condition Airdrops. ...................................................... 21

3.5. Hazards, Obstacles, and Restrictions. ...................................................................... 21
3.6. Airdrop Winds. ........................................................................................................ 22
Table 3.3. Surface Wind Limits for CDS/Equipment Airdrops. ............................................... 23
Table 3.4. Surface Wind Limits for USAF Personnel Airdrops. .............................................. 23
3.7. DZ Markings. ........................................................................................................... 24
Figure 3.3. Standard DZ Markings............................................................................................. 25
Figure 3.4. MFF DZ Markings. .................................................................................................. 26
3.8. Airdrop Communications. ....................................................................................... 27
3.9. Control Point Location............................................................................................. 28
3.10. En Route and Terminal Navigational Aids. ............................................................. 28
3.11. GMRS. ..................................................................................................................... 28
Figure 3.5. Ground Marked Release System Day and Night Markings. .................................... 29
3.12. Verbally Initiated Release System. .......................................................................... 29
3.13. DZ Personnel. .......................................................................................................... 29
3.14. DZ Scoring. .............................................................................................................. 35
3.15. Off DZ and Airdrop Malfunction Reporting Procedures. ........................................ 36
3.16. DZ Surveys. ............................................................................................................. 37
Chapter 4—LANDING ZONE OPERATIONS 42

4.2. Responsibilities. ....................................................................................................... 42
4.3. LZ Minimums. ......................................................................................................... 44
Table 4.1. Minimum LZ Runway/Taxiway Length/Width for Standard Traffic. ..................... 47
Table 4.2. LZ Runway Slopes, Overruns and Vertical Obstruction Clearances. ...................... 48
Figure 4.1. LZ Approach/Departure Vertical Obstruction Clearances. ...................................... 50
Figure 4.2. A and B Zone Vertical Obstruction Clearances. ...................................................... 51
4.4. LZ Markings. ........................................................................................................... 55
Figure 4.3. AMP-1 Day. ............................................................................................................. 57
Figure 4.4. AMP–1, Night/Instrument Approach....................................................................... 58
Figure 4.5. AMP-2, Day. ............................................................................................................ 58
Figure 4.6. AMP-2 Night. .......................................................................................................... 59
Figure 4.7. AMP-3, Day. ............................................................................................................ 59
Figure 4.8. AMP-3, Night. ......................................................................................................... 60
4.5. Unmarked LZ. .......................................................................................................... 60
4 DAFMAN13-217 22 APRIL 2021
4.6. LZ Communications. ............................................................................................... 60

Table 4.3. Standard Air Traffic Control Light Signals. ............................................................ 61
4.7. LZ Control Point Location. ...................................................................................... 61
4.8. LZ Personnel. ........................................................................................................... 61
4.9. LZ Personnel Qualification Training, Certification and Continuation Training. ..... 65
4.10. LZ Surveyors. .......................................................................................................... 66
4.11. Quality Check. ......................................................................................................... 68
4.12. Safety of Flight Review. .......................................................................................... 68
4.13. LZ Survey Approval. ............................................................................................... 70
Chapter 5—HELICOPTER LANDING ZONE OPERATIONS 71

5.2. HLZ Survey Selection. ............................................................................................ 71
5.3. HLZ Markings. ........................................................................................................ 71
5.4. HLZ Survey and Assessment Requirements. ........................................................... 71
5.5. HLZ Survey Assessments/Updates. ......................................................................... 74
Chapter 6—LC-130 SKIWAY AND SKI LANDING AREA CRITERIA 75

6.2. Selection of LC-130 Landing Sites. ......................................................................... 75
6.3. LC-130 Polar LZs. ................................................................................................... 75
6.4. Maximum Aircraft Gross Weight. ........................................................................... 75
6.5. Ski Landing Area. .................................................................................................... 75
Table 6.1. Ice Weight Bearing Capacity. .................................................................................. 76
6.6. Surface Suitability.................................................................................................... 76
6.7. Surface Preparation and Maintenance. .................................................................... 76
6.8. Ski Airfield Markings and Layout. .......................................................................... 77
6.9. Ski Landing Area Control Officer (SLACO). .......................................................... 78
Figure 6.1. Skiway Lead-In Markings........................................................................................ 79
Figure 6.2. Skiway Edge Markings. ........................................................................................... 80
Figure 6.3. Skiway Apron Layout. ............................................................................................. 81
Figure 6.4. Skiway Marker Detail. ............................................................................................. 82
Figure 6.5. Ski Landing Area Marking. ..................................................................................... 83
Attachment 1—GLOSSARY OF REFERENCES AND SUPPORTING INFORMATION 85
Attachment 2—WIND/SEA STATE PREDICTION CHARTS 96
Attachment 3—STANDARD/METRIC CONVERSION CHART 98

DAFMAN13-217 22 APRIL 2021 5
Attachment 4—GUIDANCE CONCERNING AF FORM 3823, DZ SURVEY 99
Attachment 5—GUIDANCE CONCERNING AF FORM 3822, LZ SURVEY 105
Attachment 6—GUIDANCE CONCERNING AF FORM 4303, HLZ SURVEY 114
Attachment 7—GUIDANCE CONCERNING AF FORM 4304, DZ/LZ CONTROL LOG 125
Attachment 8—ADDITIONAL GUIDANCE CONCERNING TACTICAL LZ SURVEYS. 127
Attachment 9—ADDITIONAL GUIDANCE CONCERNING LZS 128
Attachment 10—ADDITIONAL GUIDANCE CONCERNING DZS 152
Attachment 11—SOCOM FORM 111 158

6 DAFMAN13-217 22 APRIL 2021
Chapter 1
OVERVIEW
1.1 Purpose. This manual establishes AF/A3S as the DAF proponent for assault zones, to include
DZs, LZs, HLZs, LC-130 skiways and ski landing areas. It provides administrative, management,
and operational guidance for DAF and subordinate command assault zone surveys, operations, and
training to standardize procedures, increase mission effectiveness and safety, and ensure
compliance with Department of Defense (DoD) activity and mishap reporting requirements. Use
this publication in conjunction with Air Force Manual (AFMAN) 11-2 Mission Design Series
(MDS) publications and applicable DoD, United States Air Force (USAF), and MAJCOM
instructions and directives. For the purposes of this document and consistent with AF doctrine, the
term “Air Component Commander” is used to refer to either the Commander of Air Force Forces
or the Commander of Air Force Special Operations Forces (COMAFSOF) as applicable based on
who has OPCON of the DAF forces to which this manual applies.
1.2. International Agreements. The AF implements certain international military
standardization agreements, to include North Atlantic Treaty Organization (NATO)
Standardization Agreement (STANAG). NATO STANAGS are standardization documents that
specify the agreement of member nations to implement a standard, in whole or in part, with or
without reservations, in order to meet an interoperability requirement. This manual addresses
standards to include, but not limited to: STANAG 3344, Tactics, Techniques, and Procedures for
NATO Airborne Operations; STANAG 3345, Data/Forms for Planning Air Movements; and
STANAG 3570, Drop Zones and Extraction Zones - Criteria and Markings. This manual assists to
establish international standardization agreements.
1.3. Deviations. Do not deviate from the guidance in this DAFMAN without an approved waiver
except when the situation requires immediate action to ensure safety. Units will report deviations
to the MAJCOM or Air Component Stan/Eval office or functional equivalent, with Operational
Control (OPCON) of the asset which conducted the deviation. MAJCOM, Air Component
Stan/Eval office or functional equivalent with OPCON will notify the lead MAJCOM. (T-1).
Deviations resulting in a class A, B or C mishap, MAJCOMs will also report to AF/A3S at
[email protected]. (T-1).
1.4. Waivers. Obtain a waiver if there is a requirement for a known or planned divergence from
this DAFMAN. MAJCOM/Commanders (CCs) may designate the MAJCOM/Deputy Commander
(CD) or MAJCOM/A3 as standard waiver authority for the T-1 level depending on the mission
type. MAJCOM/CC may designate MAJCOM/CD, MAJCOM/A3, or first General Officer in
Chain as standard waiver authority for T-2 level depending on the mission type. For the contents
of this manual, standard waiver authority for T-2 level is the MAJCOM/A3, Air Component
Commander, or designated authority, but no lower than the first General Officer in the chain of
command or personnel meeting T-1 delegation authorization. The waiver authority will provide
AF/A3S electronic copies of approved waivers, and notification upon waiver rescission, at
AF/A3S at [email protected]. (T-1). Air Force Special Operations Command
(AFSOC) crews may utilize standing Tier-2 waivers contained in surveys issued and/or approved
by other MAJCOM/A3s, Air Component Commanders, or designated authorities. Crews must
comply with all waiver restrictions and/or risk mitigation requirements. (T-2). Other
MAJCOM/A3, Air Component Commander, or designated authority may elect to accept Tier-2
DAFMAN13-217 22 APRIL 2021 7
waivers contained in surveys issued/approved by other MAJCOM/A3s, Air Component

Commanders, or designated authorities if/as specified in a supplement to this DAFMAN.
1.5. Contractor Support and Limitations. The engagement of contractors in one or more of the
roles contemplated by this issuance is subject to the limitation that contractors cannot perform
inherently governmental functions. (T-0). In general, this limitation precludes the use of
contractors in certain operational contexts. Further, the use of contractors in operations in which
the law of war applies may run the risk of classification as direct participants in hostilities.
Commanders are to seek legal advice prior to utilizing contractors in operational contexts.
8 DAFMAN13-217 22 APRIL 2021
Chapter 2
ZONE AVAILABILITY MANAGEMENT SYSTEM
2.1 General. The zone availability management system is utilized by the DoD to request, process,
and publish zone surveys for operations. This chapter directs access, procedures, requirements,
and approval for zone use common to DZ, LZ, HLZ, and Forward Arming and Refueling Point
(FARP) surveys. Chapters 3, 4, and 5 of this manual and AFI 11-235, Specialized Fueling
Operations, direct specific procedures, requirements, and approval for each zone type use
respectively. Conduct all airdrop, air land, and FARP operations at zones with a valid (approved
and current) survey or other MAJCOM approved source document unless specifically documented
in a later chapter of this manual or within AFI 11-235. (T-2).
2.2. Database. The Talon Point database contains worldwide valid DZ, LZ, light tactical fixed
wing (LTFW) LZ, HLZ, and FARP surveys published for military users. Zone survey publication
on Talon Point is not a requirement for operations, and valid surveys may be located on local or
MAJCOM systems. The MAJCOM/A3, Air Component Commander, or designated authority shall
ensure valid surveys are submitted to Talon Point. (T-1). Exception: Submission of tactical
surveys and unmarked DZ surveys to Talon Point is not required. NOTE: Talon Point may be
utilized to conduct survey workflow (submission, quality check, review, and approval or
disapproval). It is the published FARP survey database, and meets the requirements to conduct
FARP workflow in accordance with AFI 11-235. For assistance contact AFSOC Weapons and
Tactics (AFSOC/A3TW) at [email protected].
2.2.1. UNCLASS Talon Point. Talon Point may be accessed on DoD non-classified internet
protocol router network (NIPR) and/or civilian internet at https://talonpoint.net and has a
scalable interface for mobile devices (e.g., smart phone, tablets, portable laptops). To access
survey data, user must have an authorized account. (T-1). For access and, if required, workflow
roles (i.e., author, quality control, safety of flight, approver, publisher, and administrator) users
request accounts via the website or are added by a Talon Point administrator. Administrators
will review all requests from personnel with a valid government email address and approve or
deny accounts. (T-2).
2.2.2. Secret internet protocol router network (SIPR) Talon Point. Talon Point may be
accessed on DoD SIPR at https://talonpoint.snlca.nro.smil.mil/TalonPoint/home. and has
a scalable interface for mobile devices (e.g., smart phone, tablets, portable laptops). On SIPR,
a Talon Point account is not needed to access survey data. SIPR Talon Point accounts are only
needed by users that require workflow roles (i.e., author, quality control, safety of flight,
approver, publisher, and administrator). Users may request accounts via website or Talon Point
administrators may establish user accounts. Administrators will review all requests from
personnel with a valid government email address and approve or deny accounts. (T-2).
DAFMAN13-217 22 APRIL 2021 9
2.3. Roles and Responsibilities. Personnel in the roles defined below shall utilize Chapters 2, 3,
4, and 5 of this manual and AFI 11-235 to identify procedures, requirements, and approval for
each zone type use. (T-2). Workflow may be conducted via Talon Point or other means. However,
all FARP workflow is via Talon Point, and AFSOC/A3TW is the FARP approval authority in
accordance with AFI 11-235.
2.3.1. Requesting Units. Requesting units that task or request tasking of zone survey(s) will
submit zone operation requirements within the task or survey request, to include all potential
uses and users of the zone (e.g., ground units, flying units, supporting units, and aircraft types).
(T-2). Requesting units should task at the lowest level internally or submit request for zone
survey support in accordance with paragraph 2.4 Requesting units will ensure that a survey
requirement exists, the surveyors receive the complete documented task (or that the complete
documented task is submitted in the support request), and workflow is conducted by the
appropriate safety of flight and approval authority. (T-2).
2.3.2. Surveyors. Surveyors, (“Authors” on Talon Point), will submit survey(s) and notify
appropriate quality check (or Ground Operations Approval, AF Form 3823, Drop Zone Survey,
block 4C) personnel to conduct a review of the survey. (T-3). Surveyors will include the
received documented task with the survey and submit to quality check (or DZ ground
operations approval) personnel. (T-2).
2.3.3. Quality Check. Quality check personnel (or Ground Operations Approval personnel,
AF Form 3823 block 4C), shall conduct an analysis of all surveys. (T-2). Personnel must be a
surveyor for the zone type (not the original surveyor) who will ensure the authored survey is
complete, accurate, appropriate, and ready for submission to safety of flight. (T-2). Tasked
units may request an outside unit to conduct the quality check as desired or required. Quality
check personnel will determine and submit survey to the appropriate safety of flight(s) based
on the tasking, survey request and/or additional MAJCOMs as required for approval. (T-2).
2.3.4. Flight Safety Review. Flight Safety reviewers shall accomplish a survey safety of flight
review and submit the survey for approval, or reject to appropriate level for changes, within
60 days of receipt. (T-3). MAJCOMs will assign offices with safety of flight duties. AFSOC
conducts FARP reviews in accordance with AFI 11-235.
2.3.5. Approval Authority. The final approval authority shall accomplish a survey review and
submit the survey for approval, disapproval, or rejection to appropriate level for changes within
60 days of receipt. (T-3). MAJCOMs will assign offices with approval duties where
appropriate.
2.3.6. MAJCOMs. MAJCOM/A3, Air Component Commander, or designated authority
(Publishers, Talon Point) shall publish or submit for publication all approved or disapproved
surveys in Talon Point. Exception: Tactical surveys and unmarked DZ surveys.
2.3.7. Publishers. Publishers may restrict survey access in Talon Point to designated
organizations or individuals. Publishers should upload approved or disapproved surveys not in
Talon Point for publication utilizing the by-pass workflow function, or submit a request for
survey publication to AFSOC/A3TW at [email protected]. If
operational requirements dictate use of the survey by Air Mobility Command (AMC)
publishers will notify AMC Combat Operations (AMC/A3D) that a new survey is listed in
Talon Point. (T-2).
10 DAFMAN13-217 22 APRIL 2021
2.3.8. Survey End Users. Mission planners, air planners, aircrew, and support ground
personnel may acquire valid surveys and available assessments containing zone status and/or
condition from Talon Point prior to mission execution. Assessments are conducted in
accordance with Chapters 3, 4, and 5 of this publication or AFI 11-235 for FARP. Valid
surveys and assessments for operations may exist elsewhere (e.g., local and/or MAJCOM
systems, tactics offices). Certification documentation may be uploaded to acquire specific
capability roles within Talon Point (e.g., LZ surveyor, DZ Controller).
2.4. Support.
2.4.1. AFSOC Support. Route requests for AFSOC support to conduct Continental United
States (CONUS)-based surveys by submitting SOCOM Form 111, USSOCOM JAAAC
Mission Request Sheet, electronically to AFSOC OC/SPDP Combat Plans Distribution List
SIPR address: [email protected] (primary), or if SIPR is unavailable,
to NIPR address: [email protected]. Outside Continental United States
(OCONUS) surveys are vetted through the respective theater MAJCOM to AFSOC using the
Automated Message Handling System NLT 120 days prior to scheduled use. For United States
European Command (USEUCOM) requests for Special Operations Forces (SOF) support,
contact the 352d Special Operations Wing, RAF Mildenhall, United Kingdom at Defense
Switched Network (DSN): 314-238-6353. For United States Pacific Command (USPACOM)
requests for SOF support, contact the 353rd Special Operations Group, Kadena Air Base, Japan
DSN 315-634-8545. To directly request ANG Special Tactics personnel, coordinate with
National Guard Bureau Guardian Angel and Special Tactics Branch (NGB/A3J):
[email protected]. Additionally, if NGB/A3J approves to support the survey
request, submit a SOCOM Form 111 to AFSOC stating in the remarks that the task has been
fulfilled by a NGB unit.
2.4.2. AMC Support. Route requests for CONUS Contingency Response Group (CRG) and
all Air Mobility Liaison Officers (AMLO) support to AMC Mobility Support Operations and
Plans (AMC/A3MO): [email protected], DSN: 312-779-4373.
2.4.3. United States Air Forces in Europe, Air Forces Africa (USAFE-AFAFRICA) Support.
Route requests for USAFE-AFAFRICA support to conduct DZ/LZ surveys through the 435
CRG ([email protected]), DSN: 314-480-8619 NLT 120 days prior to scheduled use.
Adjust contingency request timelines to meet mission requirements. If not available, route
DZ/LZ requests to Headquarters Special Operations Command, Europe (SOCEUR) – Current
Operations ([email protected]), DSN: 314-430-4341.
2.4.4. United States Indo-Pacific Command (USINDOPACOM) Support. Route requests for
USINDOPACOM support to 36 CRG Andersen Air Force Base (AFB), Guam, DSN: 315-362-
2268.
DAFMAN13-217 22 APRIL 2021 11
Chapter 3
DROP ZONE OPERATIONS
3.1. General. This chapter outlines the basic criteria, markings, and procedures used in support
of airdrops. It describes the responsibilities of the Drop Zone Controller (DZC), the ground unit's
Drop Zone Safety Officer (DZSO) if required in addition to the DZC, and the DZ survey process.
3.1.1. Airdrop Direction. Aircrew or ground units can direct airdrops.
3.1.2. Release Point Identification. Aircrew can utilize visual means or self-contained
electronic means, or a combination of the two, to identify the release point or launch
acceptability region. The ground unit can also utilize visual means or organic electronic means,
or a combination of the two, to identify the release point or launch acceptability region.
3.1.3. Release Point Comparison. Regardless of who directs the drop, the aircrew and ground
unit should compare release point or launch acceptability region calculations prior to the
airdrop.
3.2. Responsibility.
3.2.1. Shared Responsibility. The airlift mission commander and ground mission commander
share responsibility for ensuring that any DZ being considered meets the requirements (e.g.,
size, location, acceptable risk level, type airdrop, type airframe) for the operation. For
deviations, see paragraph 1.3; for waivers, see paragraph 1.4.
3.2.1.1. Both the airlift mission commander and ground mission commander should
conduct a thorough risk assessment during the mission planning cycle to ensure that
concerns from either organization can be addressed prior to mission execution.
3.2.1.2. The ground mission commander shall be responsible for DZ establishment,
operation, safety, and for the removal, or acceptance of, ground hazards associated with
the DZ. (T-0).
3.2.1.3. The ground mission commander is normally responsible for airdrop accuracy
when using GMRS or Verbally Initiated Release System release procedures. The Aircraft
Commander (AC) shall assume responsibility for airdrop accuracy if the aircrew adjusts
the release point. (T-0).
3.2.1.4. The jumpmaster (JM), performing under the authority of the ground mission
commander, shall be responsible for airdrop accuracy when using Jumpmaster Directed
(JMD) release procedures. (T-0).
3.2.2. Aircrew Directed Airdrop Responsibility. When performing an aircrew directed
airdrop, the airlift mission commander is normally responsible for airdrop accuracy and safety
of flight. Aircrew will conduct an airdrop damage estimate in accordance with MAJCOM
directives. (T-2).
3.3. DZ Criteria. DZ selection factors include (but are not limited to) enemy threats, mission
requirements, dispersion, risk of unintended airdrop damage, aircraft capabilities, aircrew
capabilities, parachutist capabilities, type of parachutes used, type of equipment to be airdropped,
and load or personnel recoverability. The DZ surface, to the greatest degree possible, should be
relatively flat, smooth terrain with no obstacles, vegetation or significant terrain features. If
12 DAFMAN13-217 22 APRIL 2021
obstacles or other potentially hazardous conditions at the time of survey do exist, the surveyor
must identify them on the DZ survey. (T-2). Existing obstacles should be briefed to all personnel
prior to use. The ground mission commander and/or jumpmaster must brief obstacles not listed on
the survey and all hazardous conditions to personnel prior to use. (T-2). All airdrops conducted on
DZs that do not meet DAF minimum size requirements must have a DZ size waiver in accordance
with paragraph 1.4. (T-1).
Table 3.1. Standard DZ Size Criteria. (Note 1)

ALTITUDE WIDTH
LENGTH (Note 4)
(AGL) (Note 2, 3)
Simulated Airdrop Training Bundles (Note 5)
Radius: 300 yards/274 meters or 200 x 200 yards. Altitude of drop may increase
size.
C-130 Container Delivery System (CDS)/Container Release System (CRS)/Container
Ramp Loads (CRL)/Low Cost/Low Altitude (LCLA)/Low Cost Aerial Delivery System –
Low Velocity (LCADS-LV)/Combat Expendable Platform
Single Double
bundle bundle
containers containers
1 1-2 400 yards/366 meters
400 yards/366
To 600 feet 2 3-4 450 yards/412 meters
meters
5-8 9-16 700 yards/640 meters
9-12 17-24 850 yards/777 meters
Above 600 Add 40 yards/36 meters to width and length for each 100 feet above 600 feet
feet (add 20 yards/18 meters to each side of DZ, 20 yards/18 meters to each end)
C-17 CDS/LCADS-LV
Single Double
bundle bundle
containers containers
450 yards/412
To 600 feet 2 3-4 615 yards/562 meters
meters
4-8 7-16 765 yards/700 meters
9-14 17-28 915 yards/837 meters
15-20 29-40 1065 yards/974 meters
feet (add 20 yards/18 meters to each side of DZ, 20 yards/18 meters to each end).
High Velocity (HV) CDS (using 12, 22, 26, or 15 foot ring slot parachutes and one, two or
three 68-inch parachutes)/LCADS-HV
400 yards/366 meters
To 1000 400 yards/366
Add 50 yards/46 meters to trailing edge for each
feet meters
additional row of containers.
DAFMAN13-217 22 APRIL 2021 13
Add 9 yards /9 Add 13 yards/12 meters for each 100 feet above 1000 feet
1001-3000 meters for each 100 Add 50 yards/46 meters to trailing edge for each
feet feet above 1000 additional row of containers.
feet
Above 3000 Add 50 yards/46 meters to width and 200 yards/183 meters to the length for
feet each 1000 feet above 3000 feet (add 25 yards/23 meters to each side and 100
yards/91 meters to each end for every 1000 feet increase in drop altitude).
High Speed Low Level Aerial Delivery System (HSLLADS)
300 yards/ 600 yards/549 meters
274 meters
PERSONNEL (Static Line)
To 1000 600 yards/ 1 Parachutist 600 yards/549 meters
feet 549 meters Additional Add 75 yards/69 meters to the trailing
Parachutists edge for each additional parachutist (or to
the Point of Impact (PI) for parachutists
identified in Note 4d). May include safety
zone if required (see Note 4c).
feet (add 15 yards/14 meters to each side of DZ, 15 yards/13 meters to each end).
COMBINATION DROPS: Equipment followed by personnel (Note 6)
HEAVY EQUIPMENT
1 Platform 1000 yards/915 meters
To 1100
600 yards/ Add 400 yards/366 meters (C-130), 500
feet Additional
549 meters yards/457 meters (C-17) to the trailing
Platforms
edge for each additional platform
Above 1100 Add 30 yards/28 meters to the width and length for each 100 feet above 1100
feet feet (add 15 yards/14 meters to each side of DZ, 15 yards/14 meters to each
end).
C-17 DUAL ROW AIRDROP SYSTEM (Notes 7 & 8)
To 1200 1 Platform 1000 yards/915 meters
600 yards/
feet Additional Add 400 yards/366 meters to the trailing
549 meters
Platforms edge for each additional platform
Above 1200 Add 30 yards/28 meters to the width and length for each 100 feet above 1200
feet feet (add 15 yards/14 meters to each side of DZ, 15 yards/14 meters to each
end).
C-130H, J/C-17 JPADS GUIDED SYSTEMS (Note 9)
3500 feet Standard Radius: 328 yards/300 meters
AGL-
25,000 feet
MSL
JPADS ULW/JPADS 2K-M: Radius: 200 meters
JPADS 4K/JPADS 10K: Radius: 300 meters
Note 1: LTFW, tilt-rotor, and helicopter requirements identified by MAJCOM.
Note 2: Additional DZ width adjustments. (N/A with Personnel Recovery [PR] / Combat
14 DAFMAN13-217 22 APRIL 2021
Search and Rescue [CSAR] assigned/gained aircraft, AFSOC assigned/gained aircraft, aircraft
OPCON to USSOCOM or to a theater special operations command, and for C-130J/C-17
Embedded Global Positioning System [GPS]/Inertial Navigation System [EGI] drops.)
a. Day visual formations (Non-Station Keeping Equipment [SKE]); increase width by 100
yards/92 meters (50 yards/46 meters on each side) (N/A for C-130J independent run-ins or
flying to their own Computed Air Release Point (CARP)).
b. Night visual single ship; increase width by 100 yards/92 meters (50 yards/46 meters on each
side) (N/A for C-130J drops).
c. Night visual formation (Non-SKE); increase width by 200 yards/184 meters (100 yards/92
meters on each side) (N/A for C-130J independent run-ins or flying to their own CARP).
d. SKE formation; increase width by 400 yards/366 meters (200 yards/184 meters on each
side).
e. For C-130J and C-130H using radar verified airdrop, width adjustments not required if all
aircraft in the formation are flying their own bomb line.
Note 3: C-17 DZ width adjustments (more than one may be required):
a. Day/Night pilot directed formation; increase width by 100 yards/92 meters (50 yards/46
meters on each side).
b. SKE formation (Heavy Equipment/CDS); increase width by 400 yards/366 meters (200
yards/183 meters on each side).
c. Personnel formation; minimum DZ basic width using center Points of Impact (PIs) is 1240
yards for 2-ship elements and 1800 yards for 3-ship elements. When using offset PIs, minimum
basic width is 1050 yards for 2-ship elements and 1300 yards for 3-ship elements. Drop altitude
adjustments from chart still apply.
Note 4: Additional Length Adjustments. (N/A with Personnel Recovery [PR] / Combat Search
and Rescue [CSAR] assigned/gained aircraft, AFSOC assigned/gained aircraft, aircraft
OPCON to USSOCOM or to a theater special operations command, and for C-130J/C-17
Embedded Global Positioning System [GPS]/Inertial Navigation System [EGI] drops.)
a. Night visual airdrops; increase length by 100 yards/92 meters (50 yards/46 meters on each
end.
b. May utilize a safety zone: A distance established by agreement between the airlift mission
commander and the ground mission 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. (T-0). Do not compute safety zone distances for high altitude low opening
or high altitude high opening airdrops.
c. USSOCOM and AFSPECWAR personnel may compute 75 meters per additional jumper
starting from the PI. Example: A 600 yard-long DZ with a center point PI, 5 jumpers may exit.
Note 5: Standard Airdrop Training Bundle (SATB) airdrops conducted on military reservations
and/or restricted areas can use standard CDS DZ size criteria. During actual instrument
meteorological conditions (IMC), follow the standard DZ size criteria for the type of SATB
airdrop being conducted. For C-130 night/SKE formations conducted during visual
meteorological conditions (VMC), increase DZ radius by 20 yards.
Note 6: When multiple aircraft conduct door or ramp bundles during combination drops with
personnel during formation airdrops to the same PI, the lead aircraft may require DZ be
extended into the axis of approach in the direction of flight from the following aircraft’s PI. If
required, this extension should be consecutive for each subsequent combination drop aircraft in
the same formation. Ensure the extension fits within the survey DZ boundaries.
DAFMAN13-217 22 APRIL 2021 15
Note 7: 18 feet platforms: Platform placement on the aircraft, as well as the number of
platforms actually on board, determines the number of platforms used to calculate the
minimum size DZ; add the number of empty positions between the actual platforms/pallets
being dropped to the overall number of pallets. (T-0). For example: One platform in position
1L and one platform in position 4R would require calculations based on five platforms.
Note 8: 463L or eight feet training platforms: Minimum DZ size is 1600 yards/1463 meters
long by 600 yards/549 meters wide for the two or three pallet/platform training configuration.
Note 9: A DZ survey is not required to have a comment stating that it is approved for Joint
Precision Airdrop System (JPADS). However, if the survey has been reviewed and approved
for JPADS use prior to being published on the survey database, a comment can be added to the
block 11 remarks of the AF Form 3823 stating approval for JPADS and PI location. Refer to
paragraph 3.3.5 for additional restrictions and requirements.
Note 10: Additional guidance for personnel deployments may be found in AFI 10-3503,
Personnel Parachute Program, TC 18-11 Special Forces Double-Bag Static Line Operations,
AFMAN 11-420, Static Line Parachuting Techniques and Training, and AFMAN 11-231,
Computed Air Release Point Procedures.
Table 3.2. Standard Point of Impact Placement. (Notes 1, 2 & 3)
TYPE DROP MINIMUM DISTANCE FROM LEADING EDGE OF DZ

C-130 DAY/NIGHT/IMC NIGHT VISUAL AIRDROPS
CDS 200 yards/183 meters 250 yards/229 meters
Personnel 300 yards/274 meters 350 yards/320 meters
Equipment 500 yards/457 meters 550 yards/503 meters
C-17 DAY/NIGHT/IMC NIGHT VISUAL AIRDROPS
CDS/Dual Row 225 yards/206 meters 275 yards/251 meters
Airdrop System
Personnel 300 yards/274 meters 350 yards/320 meters
Equipment 500 yards/457 meters 550 yards/503 meters
Note 1: For lateral placement, the PI must be located no closer than one-half the width of the
minimum size DZ (based upon type of airdrop and airdrop formation) from the nearest side of
the DZ. (T-3). Offset PI will be in accordance with paragraph 3.3.12. (T-3).
Note 2: The PI may be located anywhere within the surveyed DZ boundaries as long as the
minimum required DZ size for that type airdrop and airdrop formation fits within the
boundaries and provided the distance from the leading edge and sides is complied with. All
participants must be briefed when using this option. (T-1).
Note 3: DZC must relay all PI coordinates, if different than surveyed or pre-coordinated, to the
aircrew NLT 15 minutes prior to time on/over target (TOT). (T-3). If PI coordinates are not
relayed 15 minutes prior, aircrew will advise earliest TOT feasible for new coordinates. (T-3).
3.3.1. Water DZ. Water DZs are normally circular and should meet the minimum size criteria
listed in Table 3.1 and Figure 3.1 Water DZs may be marked or unmarked. Additional
restrictions will be at the discretion of the supported unit using the Water DZ. (T-2). Parachutist
flotation requirements are specified in ATP 3-18.11, Special Forces Military Free-Fall
16 DAFMAN13-217 22 APRIL 2021
Operations, TC 18-11, Special Forces Double-Bag Static Line Operations, and AFMAN 11-
420. Minimum safety boat and swimmer requirements during intentional water drops are
specified in AFI 10-3503.
3.3.1.1. DZ water depth will be a minimum of ten feet, and the area must be free of
underwater obstructions to that depth. (T-2). The DZ should be free of floating debris,
moored craft, protruding boulders, stumps, pilings, or other hazards within 440 yards/400
meters of the DZ center point.
3.3.1.2. The DZ should not be located near swift currents. For personnel drops, the current
limits are at the discretion of the JM and should not exceed two knots.
3.3.1.3. Sea state limits are based on the ability of recovery assets to quickly locate and
recover jumpers and their equipment. Sea state limits are at the discretion of the JM. (T-
2). See Attachment 2 for wind and sea state observation chart.
3.3.2. Tactical DZ. A tactical DZ is a DZ that is approved for use in an abbreviated or
expeditious manner primarily intended to support emerging mission requirements during
contingencies or exercises. Tactical DZs are normally restricted to exercise or contingency
missions supporting resupply and personnel infiltration airdrops (versus proficiency jumps,
routine training, etc.). Tactical DZ surveys are processed and approved in an abbreviated
manner, do not require an AF Form 3823 to be physically signed, and may be passed
electronically and/or verbally. Tactical DZs normally require a physical inspection of the DZ
by the ground mission unit and a safety of flight review. However, computer-based mapping
tools, imagery analysis, and other standoff tools may be used during exercise or contingency
operations when tactical conditions do not permit the ground mission unit to physically occupy
the DZ area to collect survey data.
3.3.2.1. Tactical DZ surveys may be required to support highly mobile ground forces. For
training operations where tactical DZs are both surveyed and controlled by DZC-certified
AFSPECWAR personnel, Group/CC or O-6 equivalent or higher with authority over
aviation missions or assets may approve the use of training tactical DZs for the duration of
the training operation.
3.3.2.2. The mode of delivery, load dispersal, and air item recoverability and load
survivability discussion with the ground mission commander determines the tactical DZ
size. NOTE: Do not use tactical DZs for routine operations. (T-1). Complete a standard
DZ survey for recurring operations not covered in paragraph 3.3.2. (T-1). If a tactical DZ
survey is done to meet new run-in axis requirements on an existing survey, then only a
safety-of-flight review is required. MAJCOMs may define the minimum information
and/or format for a tactical DZ survey. Recommended minimum information, (mission and
tactical considerations may deviate) is located in figure A4.1 to include blocks 1A, 2A,
2B, 4D, 6A-B or C, 7, 9, and 11 as applicable.
3.3.3. Military Free Fall (MFF) DZ (including operations utilizing MFF systems in a Double
Bag Static Line (DBSL) configuration). The JM will determine the minimum size DZ based
on the number of personnel to be dropped, jumper proficiency, parachute system being used,
and the prevailing winds. (T-3). For MFF training operations a minimum DZ size of 55
yards/50 meters by 110 yards/100 meters (rectangular) or 55 yards/50 meters radius (circular)
is recommended. See paragraph 3.16.1.1 for parachute demonstration DZ.
DAFMAN13-217 22 APRIL 2021 17
3.3.4. Unmarked land DZ. Unmarked land DZs are not authenticated with any type of visual
or electronic marking. Unmarked DZs are normally used for contingency operations and
austere polar environments and may or may not have a DZ party present. All participants
involved in an unmarked drop operation will be thoroughly briefed. (T-3).
3.3.4.1. Aircrew/Aircraft/Flying Unit Restrictions. 109th Air Wing (AW) aircraft,
PR/CSAR assigned or gained aircraft, AFSOC assigned or gained aircraft, aircraft OPCON
to USSOCOM or to a theater special operation command may utilize unmarked land DZs
for training, exercises, and operations without a waiver. All other aircrew/flying units
require a waiver in accordance with paragraph 1.4 prior to conducting unmarked land DZ
airdrops during training and exercises. During contingency operations, the OPCON
MAJCOM/A3, Air Component Commander, or designated authority will evaluate the risks
associated with DZ verification and airdrop accuracy prior to approving non-special
operations forces to conduct unmarked land DZ operations.
3.3.4.2. Airdrop Personnel/Ground Personnel Restrictions. For training and exercise
missions, only DZC-certified AFSPECWAR personnel; survival, evasion, resistance, and
escape (SERE) specialists; USSOCOM assigned forces; and 109th AW personnel are
authorized to control unmarked land DZs. For training and exercise missions, a DZC party
must be on site for safety. (T-2). Exception: Austere polar DZs do not require a DZC party
for training or exercises. All other DZC-certified personnel will require a waiver for
unmarked training and exercise missions. (T-2). During contingency operations, the
ground forces commander should evaluate the risks associated with airdrop accuracy and
injury or damage to personnel and equipment prior to approving unmarked DZ operations
with MAJCOM/A3, Air Component Commander, or designated authority concurrence.
During training, drops conducted to austere polar DZs are typically unmanned and
unmarked and do not require a DZC or two-way communications drop clearance. Crews
will visually clear the DZ to the maximum extent possible. (T-2).
3.3.5. Joint Precision Airdrop System/Improved Container Delivery System DZ. JPADS
refers to both GPS guided systems and traditional ballistic airdrop loads utilizing the
consolidated airdrop tool or approved programs for more precisely computed release points.
Prior to airdrop operations, complete and approve JPADS and Improved Container Release
System (I-CDS) DZ surveys independent of the Airdrop Damage Estimate (ADE). For JPADS
and I-CDS training drops, file a Notice to Airmen (NOTAM) for all high-altitude airdrops. (T-
2). The NOTAM airspace must be no smaller than the diameter of the largest failure footprint
ellipse for the highest drop altitude. (T-2). The minimum altitude for training is 3,500 feet
above ground level (AGL).
3.3.5.1. JPADS (guided systems) DZs are primarily circular, with the PI at the center. If a
circular DZ survey does not exist, rectangular DZs may be used if applicable circular DZ
requirements are met within the boundaries of the rectangular DZ. In this case, for the PI
use the centerpoint of the rectangular DZ (or as close as possible). When using a centerpoint
of a rectangular DZ, be sure to use the actual elevation. Many DZ surveys do not list the
centerpoint elevation, they only list elevation for CDS PI, Heavy Equipment PI, Personnel
PI, and highest. Using one of those four elevations for the JPADS center point is
unacceptable. Use alternate means to acquire the true DZ centerpoint elevation. It is critical
to both plan the mission and program the JPADS Autonomous Guidance Unit with the
correct elevation.
18 DAFMAN13-217 22 APRIL 2021
3.3.5.1.1. During training operations, limit GPS guided system drops to DZs located
in restricted areas and airspace to include all space between load exit and the planned
landing PI. The aircrew or flying unit must complete a thorough ADE. (T-2). Waivers
to the airspace criteria are in accordance with paragraph 1.4.
3.3.5.1.2. During contingency operations, the ground mission commander will
determine the JPADS (guided systems) minimum DZ size with the advisement of the
airlift mission commander, using Table 3.1 as a starting reference. (T-0). Locate the
JPADS DZ and Launch Acceptability Region (LAR) within a restricted operating zone.
Select the JPADS DZs to guarantee that all bundles land within the confines of the
restricted operation zone to the maximum extent possible. (T-2).
3.3.5.2. I-CDS DZs are typically normal rectangular CDS and/or High Velocity Container
Delivery System (HVCDS) DZs in accordance with Table 3.1 However, unlike traditional
CDS, I-CDS provides the ability to “target” a specific bundle for PI impact. For circular
DZs, it may be appropriate to target the middle bundle in a stick. For all I-CDS airdrops,
there is no minimum DZ requirement, but crews will ensure that the ADE, including the
failed chute ellipse, fits within the surveyed DZ boundaries. (T-2).
3.3.5.3. In accordance with MAJCOM/A3 or Air Component Commander guidance,
aircrew must complete an ADE prior to each JPADS (guided systems) and I-CDS airdrop
operation. (T-2). Complete a new ADE when time or airdrop conditions have changed to
create a likelihood of inaccuracy in the previously accomplished ADE. (T-2). Advise the
ground mission commander on ADE determinations. (T-2). For contingency operations,
an agency designated by the Joint Forces Commander may be the approving authority for
risk to the areas surrounding the DZ.
3.3.6. Random Approach DZ. All approved rectangular DZs are random approach DZs unless
block 11, remarks, of the AF Form 3823 specifically restricts it, or for safety reasons; random
approaches may be used if the airdrop profile requirements can be met within the existing
confines of the DZ to permit multiple run-in headings to an alternate PI established during
mission coordination. Refer to Table 3.2 and Figure 3.1 Use of a DZ for random approaches
does not require a separate survey, but a safety of flight review must be conducted prior to use.
(T-2). Surveyors and reviewers are encouraged to include random approach axis data,
applicable altitude parameters, and alternate PI locations on the published survey to enhance
flexibility for recurring operations.
3.3.7. Circular DZ. The PI of a circular DZ is normally at the DZ center to allow for multiple
run-in headings. For specific missions, the PI location may be adjusted to allow for sequential
HE or mass CDS, on circular DZs. Refer to Figure 3.1, option 2 for PI placement. Utilizing a
PI not at the center of the circular DZ may limit the run-in heading to only one direction. When
dropping mass CDS to a center point PI, aircrews may target the sticks middle bundle to the
center point. The minimum DZ dimensions for the type and number of loads being dropped
must completely fit into the surveyed circular DZs. (T-2). For both types of PI placement, use
Figure 3.1 to determine the number of jumpers per pass.
DAFMAN13-217 22 APRIL 2021 19
Figure 3.1. Circular DZ Computation.
3.3.8. Area DZ. Area DZs are not applicable to C-17 and C-130 operations except Special
Operations Low Level II qualified crews and AFSOC aircrews. An area DZ consists of a start
point (point A), an endpoint (point B), and a pre-arranged flight path (line-of-flight) over a
series of acceptable drop sites between these points, as shown in Figure 3.2 The distance
between points A and B generally should not exceed 15 Nautical Miles (NM) and changes in
ground elevation within ½ NM of centerline should not exceed 300 feet. The reception
committee may receive the drop at any location between point A and point B within ½ NM of
centerline. Perform the airdrop once the pre-briefed signal or electronic Navigational Aids
(NAVAID) has been identified and located. (T-3).
Figure 3.2. Area DZ.

20 DAFMAN13-217 22 APRIL 2021
3.3.9. Dropsondes. Dropsondes do not have a minimum DZ size and are deliberately and
manually released from the aircraft to gather meteorological data for follow-on operations.
Sonde drops are required prior to certain I-CDS drops. When dropping JPADS, dropsondes
are not required. However, when dropping near the edge of the Launch Acceptability Region
(LAR) or in strong and/or variable wind conditions, dropping a dropsonde is strongly
recommended to improve the drop solution and reduce risk. Drop clearance will be required
for all sonde releases. (T-2). Exception: USAF Precision Jumpmaster moving target
operations. (T-2).
3.3.9.1. During training and exercise operations, aircrews and jumpmasters ensure that the
sonde will land on the DZ or within a restricted area to avoid airdrop damage and to aid
recovery of the sonde. (T-2). Aircrews and jumpmasters will ensure landing location
coordinate reporting and recoverability are in accordance with MAJCOM guidance. (T-2).
3.3.9.2. During contingency operations, dropsondes may be released anywhere in the
vicinity of the objective area and do not have to land on the DZ. Ground mission
commander’s and airlift mission commander’s must take appropriate measures to ensure
dropsondes will not exceed ground mission commanders acceptable level of risk for
unintended injury or damage. (T-0).
3.3.10. Random Point of Impact (RPI). When mission requirements dictate, RPI placement
within the surveyed DZ may be used in lieu of the surveyed PI. The DZ size, responsibility,
and accuracy requirements still apply when an RPI is used. Pre-coordination normally includes
the air unit commander, ground unit commander, jumpmaster, and DZC/DZSO concurrence
on RPI location and intent for use. Requests will be made at least 24 hours prior to time on
target (TOT) for training operations. (T-2). Exercise and contingency operations do not require
requests made 24 hours prior; however, DZC, DZSO, and/or ground force commander must
establish RPI location concurrence and positive communications with airlift mission
commander and/or jumpmaster NLT 15 minutes prior to airdrop in accordance with Table 3.2
(T-3). NOTE: Relay all PI coordinates, if different than those surveyed or pre-coordinated, to
the aircrew NLT 15 minutes prior to the TOT. (T-3). If PI coordinates are not relayed 15
minutes prior, aircrew will advise DZ personnel of earliest feasible TOT for new coordinates.
(T-3).
3.3.11. Multiple Points of Impact (MPI). MPI airdrops are authorized if all personnel involved
have been properly briefed. MPI airdrops are an aerial delivery method that allows for the
calculated dispersal, both laterally and longitudinally, of airdropped loads to predetermined
locations on a DZ. The DZ must meet the minimum size for each PI according to the
requirements listed in Table 3.1 and Table 3.2 Additionally, provide the precise location of
each PI to aircrews. (T-1).
3.3.12. Offset PIs. Compute offset PIs from the surveyed PI. Formation personnel airdrops
may require offset PIs. Use 250 yards left and/or right offset for 3-ship operations, and use a
125 yards left and/or right offset for 2-ship operations unless pre-coordinated. (T-3). Increase
the DZ width accordingly to meet the distance criteria from the DZ edge to the PI. (T-3).
AFSOC Special Operations Low Level II offset PIs will be 150 yards left and/or right of
centerline and DZ width requirements will be met unless pre-coordinated. (T-3). DZs with
offset PIs will have a minimum width of 900 yards. (T-3). Offset PIs are authorized but
centerline PIs are required to be on the DZ survey. (T-3).
DAFMAN13-217 22 APRIL 2021 21
3.4. Instrument Meteorological Condition Airdrops. USAF or USSF unilateral training and
exercise airdrops of actual personnel or equipment require a minimum of a 300 feet AGL ceiling
and one-half mile visibility at the DZ. (T-1). During contingency operations, ceiling and visibility
minimums are at the discretion of the ground mission commander. For joint training and exercises,
DAF personnel are authorized to use Army ceiling and visibility minimums. When the ceiling is
less than 600 feet AGL, the DZC/DZSO will remove all personnel from the DZ NLT 5 minutes
prior to the scheduled airdrop TOT and ensure they remain off the DZ until completion of the
airdrop. (T-1).
3.5. Hazards, Obstacles, and Restrictions. Hazards may be present on or in the vicinity of any
type of DZ. Identify these hazards to all personnel and apply the appropriate risk management to
mitigate potential injury or equipment damage. Identify DZ hazards to the greatest extent possible.
(T-2).
3.5.1. Terrain Hazards. Terrain hazards are naturally occurring features on the DZ surface
such as steep slopes, culverts, ditches, berms, boulders, and rock outcrops which create a
landing hazard to personnel or equipment. Locate the designated PI away from these hazards
to the greatest degree possible and mark hazards at the discretion of the DZC and ground
mission commander. Rapidly rising terrain and/or mountainous area, (as defined by
International Civil Aviation Organization (ICAO)), within 10 NM of the DZ center point will
be documented on the DZ survey. (T-2). 10 NM may not be sufficient for high altitude
operations. A mountainous area is an area of changing terrain profile where the changes of
terrain elevation exceed 900 meters (3000 feet) within a distance of 18.5 km (10.0 NM).
3.5.2. Airspace Hazards. The existence of instrument flight rules, military training routes,
visual flight rules (VFR), training routes, and slow routes and airway (Victor, Jet, or ICAO
equivalent) may be hazardous to aircraft on the run-in or escape course. Document all military
training routes, VFR routes, and slow routes within a 10 NM radius of the DZ center point, on
block 11, remarks of AF Form 3823. (T-2).
3.5.3. Vegetation Hazards. Vegetation hazards are large trees greater than 35 feet, or other
plants likely to cause injury or damage to personnel or equipment. Small trees, shrubs, and
other plants which will crush or break upon impact from a jumper or equipment load are not
considered vegetation hazards. Locate the designated PI away from these hazards to the
greatest degree possible. (T-3). DZCs are not required to mark vegetation hazards.
3.5.4. Manmade Hazards. Manmade hazards include structures, debris, and operational
support equipment or vehicles on the DZ. Locate the designated PI away from fixed hazards
when possible and minimize supporting equipment and personnel inside the surveyed
boundaries of the DZ during airdrop operations. If required on the DZ, the location of support
equipment and vehicles may be briefed prior to the operation, and they should be visibly
marked during night operations to assist in jumper identification and avoidance.
3.5.5. Obstacles. Antennas, towers, and aerial cables located outside the DZ can pose a risk to
both the aircrew and the airdropped equipment or personnel. Document obstacles within 10NM
that are 300 feet AGL or higher on block 11, remarks, of AF Form 3823. (T-2). For OCONUS
areas where map data is not available, include any visual observation and note that map data
was not available. If available, reference obstruction change file.
22 DAFMAN13-217 22 APRIL 2021
3.5.6. Aerial Power Line Restrictions. Power lines present a significant hazard to jumpers.
Personnel can sustain life threatening injuries from electric shock and/or falls from a collapsed
canopy. All restrictions apply to aerial power lines operating at 50 kilovolts or greater. Power
lines will be documented on both block 11, remarks, and block 10, DZ diagram, of AF Form
3823. (T-3).
3.5.6.1. If power lines are within 1094 yards/1,000 meters of any boundary (or PI for MFF-
only DZs), coordinate with the power company to shut off power NLT 15 minutes prior to
TOT.
3.5.6.2. If power cannot be shut off, brief all personnel. (T-3). Document power lines on
the DZ survey, to include status, shut off coordination procedures, and other relevant
factors. (T-3). The AC, aircrew, and JM must conduct a risk assessment of the mission. (T-
3). Include as a minimum with; type jump, jumper experience, aircrew experience, ceiling,
and surface/altitude wind limits required to approve, suspend, or cancel the operation. To
further minimize risks, consider altering the mission profile to raise and/or lower drop
altitudes, change DZ run-in and/or escape headings, or remove inexperienced jumpers from
the stick.
3.5.7. Water Hazards. A water hazard is any body of water that has a depth of four feet or
more with an area greater than 40 feet in length and/or 40 feet in width.
3.5.7.1. Identify water hazards on both block 11, remarks, and block 10, DZ diagram, of
AF Form 3823, and brief to operation participants when a hazard is within 1,000
meters/1094 yards of the DZ boundary for static line operations and 1,000 meters/1094
yards of the PI for MFF/DBSL operations. (T-2).
3.5.7.2. Conduct planning and coordination to ensure parachutist flotation, safety boat, and
swimmer requirements can be met for all intentional water parachutist operations and, as
required, static line and/or DBSL land operations with identified DZ water hazards, in
accordance with AFI 10-3503, ATP 3-18.11, TC 18-11, and AFMAN 11-420. (T-2).
Additionally, conduct planning and coordination to ensure parachutist flotation
requirements can be met whenever the planned flight path is over open bodies of water
large enough to be unavoidable with a maneuverable parachute for one third or more of the
distance under canopy, and when an open body of water is within 1,000 meters of the
planned impact point. (T-2).
3.6. Airdrop Winds. DZ wind information is critical to airdrop accuracy and aircrews use it to
compute the adjusted release point. It is imperative the aircrew receives accurate and timely wind
data. This includes not only surface wind and the computed mean effective wind, but also any
unusual observations. Examples are wind shear or local phenomena that could affect wind
direction, speed, or restrictions to visibility.
3.6.1. Surface Wind. The surface wind at the DZ is normally measured using an anemometer
or other calibrated wind-measuring device. Report wind direction in magnetic degrees and
wind speed in knots. The direction reported is the direction the wind is coming from. Measure
and report surface wind from the PI when DZ terrain and/or vegetation affect accurate wind
readings. Reference Table 3.3 and Table 3.4 for a list of surface wind speed limitations. Use
Attachment 2, Table A2.2, Summary of Wind Observing Standards, to determine and report
DAFMAN13-217 22 APRIL 2021 23
wind data for assault zone operations in accordance with the wind chapter of AFMAN 15-111,
Surface Weather Observations.
Table 3.3. Surface Wind Limits for CDS/Equipment Airdrops.

TYPE CDS/EQUIPMENT DROP SURFACE WIND LIMITS (KNOTS)
USAF Equipment 17
USAF CDS and High Altitude 13
Airdrop Resupply System II using
LCADS-LV or G-12 parachutes
USAF CDS using G-13 parachutes 20
HV CDS, HSLLADS, or LCADS- No Restriction
HV
LCLA Per MAJCOM directive (e.g., Flight Crew
Information File (FCIF) or guidance supplement)
CDS/Equipment using JPADS 17
SATB 25
Rescue Air-deployable Maritime 25
Boat/Advanced Rescue Craft
/Combat Expendable Platform
Bundles
Non-USAF Equipment Discretion of supported force DZSO
Table 3.4. Surface Wind Limits for USAF Personnel Airdrops.

TYPE PERSONNEL DROP (See Notes) SURFACE WIND LIMITS (KNOTS)
USAF Static line Land/Intentional Tree 13/17
USAF Static Line Water 25
USAF MFF/DBSL Land/Intentional Tree 18/22
USAF MFF/DBSL Water 25
USAF Tandem 18
Non-USAF Personnel In accordance with supported unit DZSO
Notes:
1. During operational missions and/or contingencies, the ground mission commander and/or
team leader will coordinate wind restrictions with the airlift mission commander or AC based
on operational requirements. (T-0).
2. Airdrop operations using ram air parachute system which have the capability to be
deployed in a MFF or static line operating profile (e.g., Special Operations Vector III, MC-5,
etc.) may use MFF surface wind limitations for all parachute deployment profiles.
3.6.2. Mean Effective Wind (MEW). The MEW is a theoretical wind of constant speed and
direction that extends from the ground to a designated altitude. When required, the DZC
24 DAFMAN13-217 22 APRIL 2021
determines the MEW by timing the ascension of a helium-filled balloon to a pre-determined

altitude and measuring the angle of drift. The MEW is an indicator of the drift line and distance
an airdropped object can be expected to travel. Paragraph A10.1 has the procedure used to
conduct and report MEW readings. Table A10.1 is used to determine average wind speed from
the surface to various drop altitudes.
3.6.3. Altitude Winds. There are no altitude wind restrictions for fixed wing airdrops. Refer
to the appropriate MDS-specific aircraft flight manual, AFI or AFMAN, for altitude wind
restrictions for rotary wing aircraft. If surface winds are not available, altitude winds may
influence the JM’s decision to drop personnel.
3.7. DZ Markings. A marked DZ is a DZ that has a PI or release point marked with a pre-
coordinated visual or electronic signal. Any type of lighting or visual marking system is acceptable
if all participating units are briefed and concur. Electronic NAVAID may be used for either day or
night operations and placed as directed by mission requirements. NOTE: Ground parties and
aircrews must coordinate and brief NO-DROP markings for all DZs. (T-2).
3.7.1. Standard DZ Markings. Exception: Not required with PR/CSAR assigned and/or
gained aircraft or AFSOC assigned and/or gained aircraft OPCON to USSOCOM, or a theater
special operations command.
3.7.1.1. During day operations, mark the PI with a raised angle marker and/or block letter.
If authentication is required, use a block letter instead of the raised angle marker. (T-3).
Authorized letters for PI markings are J, C, A, R, and S. The block letters H and O are
authorized for circular DZs. Align the block letters with the surveyed DZ axis or with the
aircraft line-of-flight, if different from the survey. The minimum size for block letters will
be 35 feet by 35 feet (11 meters by 11 meters) and consist of at least nine marker panels.
(T-2). Refer to Figure 3.3.
3.7.1.2. During night operations, mark the PI with a block letter. The apex of the block
letter will be located on the PI. (T-3). The minimum size for block letters is 35 feet by 35
feet (11 meters by 11 meters) and consists of at least nine white lights, with a recommended
minimum output rating of 15 candelas. When using flanker lights, DZC ensures they will
be white and located 250 meters/274 yards left and right abeam the PI, unless precluded by
obstacles or obstructions. (T-3). If using a distance other than 250 meters/274 yards, the
DZC will brief the aircrew. (T-3). Use a trailing edge beacon during personnel airdrops.
When used, DZC is responsible to ensure the trailing edge beacon is placed along the
surveyed DZ centerline 1,000 meters/1094 yards from the PI, or at the DZ trailing edge,
whichever is closer to the PI. (T-3). During pre-mission coordination for personnel drops,
aircrews will identify to the DZC their trailing edge beacon requirements. (T-3). For all
airdrops, the DZC coordinates and briefs the DZ identification to the ground party and
aircrews. (T-3). Refer to Figure 3.3.
3.7.1.3. Infrared Lighting Systems. When mission requirements dictate and aircrews are
trained, equipped, and qualified, infrared lights may be substituted for overt lights using
the DZ marking patterns specified in paragraph 3.7.1.
DAFMAN13-217 22 APRIL 2021 25
Figure 3.3. Standard DZ Markings.
3.7.2. Non-Standard DZ Markings. The situation may dictate the use of nonstandard DZ
markings. When using nonstandard markings or identification procedures, all aircrew,
jumpers, and DZC, (DZSO/Drop Zone Support Team Leader (DZSTL) when present),
involved in a drop operation will be thoroughly briefed. (T-2).
3.7.2.1. For MFF DZs, the two DZ marking systems commonly used for MFF operations
are the wind arrow and the green-to-red system. Refer to Figure 3.4.
3.7.2.1.1. The wind arrow is formed by placing visual markers on the ground in the
shape of an arrowhead. Align the arrow pointing into the wind. Place the arrow tip
marker on the desired impact point. Jumpers fly their approach to land facing the
direction of the arrow.
3.7.2.1.2. The green-to-red system consists of one red light or red panel and one green
light or green panel. Place the red light/panel on the desired impact point and place the
green light/panel between 15 and 50 meters downwind. Jumpers will be briefed on the
actual separation of lights/panels. Jumpers will fly their approach to landing from green
light/panel to red light/panel. (T-2).
26 DAFMAN13-217 22 APRIL 2021
Figure 3.4. MFF DZ Markings.
3.7.2.2. Marked water DZs will have mutually agreed upon markings (visual or
electronic). (T-2). Select markings that do not mimic local maritime navigational aids
(buoys, channel markers, etc.). (T-3). Unmarked water DZ will have predetermined PIs.
(T-3). Include the coordinates of the PI in any applicable aircrew, DZC, and JM briefings.
(T-3). GMRS, Verbally Initiated Release System, CARP, or JMD (including moving
target) procedures may be used on marked water DZs. For GMRS, the position of the
recovery or safety boat usually marks the intended release point. For water JMD drops, use
moving target procedures. Refer to paragraph A10.2 Other options may be used to mark
the DZ; these markings will be pre-briefed. (T-3).
3.7.2.3. Single-Marked Multiple Points of Impact (MPI) procedures are authorized for
heavy equipment and/or container delivery system (CDS) airdrops where only the first PI
in a series of MPI is marked and all personnel involved have been properly briefed. Single-
marked MPI are restricted to the surveyed DZ axis (no lateral displacement) and to a
maximum of 1500 yards between the first marked PI and the last unmarked PI. The DZ
must meet the minimum size requirements for each PI and the precise location of each PI
must be provided to aircrews. (T-1). Refer to Table 3.1 and Table 3.2 for restrictions.
3.7.2.4. JMD airdrop with moving target procedures is used to calculate the jumper release
point so a parachutist can land in the close vicinity of a moving target. This technique is
designed primarily to allow forces to join a waterborne craft, equipment item, or person in
the water that cannot or is not maintaining a constant position. The water dropsonde is
approved for moving target procedures. Follow detailed moving target procedures and
moving target pattern instruction in paragraph A10.2 and Figure A10.1.
DAFMAN13-217 22 APRIL 2021 27
3.8. Airdrop Communications. To the maximum extent possible, plan airdrop operations with
minimum radio transmissions. In general, all missions are flown as planned with additional radio
calls made “by exception” only. Authenticate as required. Detailed mission planning and pre-
briefed operating procedures can eliminate many flight-following and information only
transmissions. Limit radio contact with the drop aircraft to drop clearance, safety of flight
requirements, or issues affecting airborne force employment. This includes air traffic control
(ATC) directions, range clearance, unsafe surface conditions or mission changes. DZ winds or
other information may be broadcast in the blind at a coordinated time prior to the scheduled TOT.
3.8.1. Airdrop Clearance. Positive radio communication of drop clearance is standard, but not
required if mission clearance is corroborated by the appropriate visual or electronic markings.
Airdrop operations conducted without radio communications will be thoroughly coordinated
prior to mission employment. (T-2).
3.8.2. IMC Airdrop Clearance. Training airdrops (both unilateral and joint) conducted during
IMC or to an unmarked DZ require the DZC to relay drop clearance (i.e., “Cleared to Drop”),
to the aircraft by way of radio communications or other pre-briefed method. Drop clearance is
usually accomplished a minimum of two minutes prior to the scheduled TOT.
3.8.3. Operational Airdrop Clearance. Mission approval is considered drop clearance for
operational missions when no reception party is present on the DZ.
3.8.4. No-Drop Signals. Indicate a “NO-DROP” condition, DZ closure, or temporary DZ
closure in one of the following ways with: authenticated radio transmission, red smoke, red
flares, red lights, scrambled panels, or another pre-planned signal. (T-2). NOTE: During night
vision goggle (NVG) operations, colored flares may still be used, but due to the delay in
aircrew recognition of color, star clusters or other obvious signals are recommended.
3.8.4.1. During IMC operations, an authenticated radio transmission or the absence of pre-
briefed electronic devices will indicate a “NO-DROP” condition. (T-2).
3.8.4.2. Use standard no-drop signals to communicate temporary closing of a DZ or
postponement of an airdrop. Aircrew should follow up with a radio call to the appropriate
command and control (C2) facility as the situation dictates.
3.8.5. Radio Communications. When using radio communications, the following procedures
apply:
3.8.5.1. Transmit “NO-DROP” advisories early enough to allow time for authentication;
specifically, not later than one minute prior to actual TOT, unless an emergency arises.
3.8.5.2. If last minute conditions preclude a safe drop and time for proper authentication
is not available, the DZC will immediately and repeatedly transmit cancellation of drop
clearance, “NO-DROP, NO-DROP, NO-DROP.” (T-3).
3.8.6. Authorized Relays. Only qualified, certified and current DZ personnel or personnel in
DZC training will operate DZ communication equipment. (T-2).
3.8.6.1. Relay operational information to the aircraft as requested when abnormal
conditions necessitate such requests. DZCs should not be required to handle such messages
on a regular basis.
28 DAFMAN13-217 22 APRIL 2021
3.8.6.2. If necessary, inform the aircraft of the source of any messages being relayed
(DZSO, DZC, ground forces commander, etc.).
3.8.6.3. Transmitting the reason for an aircrew initiated “NO-DROP” is not normally
required. However, if time permits, the aircrew should pass the information to the DZC.
For a ground initiated “NO-DROP” (if time and security requirements permit), the DZC
should inform the aircrew of the reason and should coordinate any further action.
3.8.6.4. During airborne operations, the ground forces commander may need to determine
the number of personnel who did not jump to properly account for all personnel. When
applicable, request the number of “alibi jumpers” from the aircrew. When requested by the
DZC/DZSO/DZSTL, if the tactical situation permits, the DZC should obtain the total
number of jumpers remaining on board from the aircrew. This should not be accomplished
until after the last aircraft over-flies the DZ, and at no time if it compromises safety or
conflicts with aircrew or DZC duties. Should such a conflict occur, delay or cancel
transmissions accordingly. During MFF/DBSL operations, if time and flight duty
requirements permit, the aircrew should pass “jumpers away” and total number of
personnel and chutes.
3.9. Control Point Location. The DZC establishes the control point taking into account pertinent
factors such as an unobstructed line of sight, winds, positive control of the DZ, surrounding
airspace, and security requirements. DZC must consider safety factors when choosing a control
point location. (T-3).
3.9.1. Control Point Safety Location. During actual IMC or HVCDS, the DZC will locate the
control point off the DZ. (T-3). The control point for multi-ship heavy equipment and all CDS
equipment airdrops will be offset to the left or right of DZ run-in heading a minimum of 300
yards for heavy equipment and 200 yards for CDS from the intended PI. (T-3).
3.9.2. Control Point Safety Location in Contingency Operations. Threats during contingency
operations may require placement of the control point in a location not in compliance with
paragraph 3.9.1 Carefully evaluate the threat against the risk of personal injury due to
airdropped equipment. Do not use locations not in compliance with paragraph 3.9.1 for a
given DZ any longer than tactically necessary. The DZC will move back to the standard
location when the threat is no longer a factor. (T-0).
3.10. En Route and Terminal Navigational Aids. A variety of electronic NAVAIDS and
beacons are available to support DZ operations. NAVAIDS are utilized at the discretion of the
airlift mission commander. NAVAID use, to include beacons, will be pre-briefed and pre-
coordinated to ensure the proper device is established with the correct setting and at the proper
location. (T-2). NAVAID use, to include beacons, will follow applicable technical orders and
tactics, techniques, and procedures. (T-2).
3.11. GMRS. The DZC can mark a point on the ground with a visual signal to designate the
CARP to the aircrew when controlling an airdrop. This signal may be a four marker “L”, six marker
“T”, or seven marker “H” and is placed abeam, and 100 meters/110 yards left of the desired release
point as depicted in Figure 3.5 Execute the drop when the aircraft is directly abeam, and 100
meters/110 yards right, of this marker on the pre-briefed inbound heading. A pre-briefed code
signal or beacon may be collocated with the markers to aid in DZ identification. Follow GMRS;
DAFMAN13-217 22 APRIL 2021 29
marking considerations, determining PI location, and marking placement techniques in paragraphs

A10.3-A10.5 respectively.
Figure 3.5. Ground Marked Release System Day and Night Markings.
3.12. Verbally Initiated Release System. This procedure may be used when normal drop
procedures are not tactically feasible. The ground party determines the desired release point, gives
verbal steering guidance to the pilot to align the aircraft over that point, and then initiates the
release. Instructions transmitted to the aircraft must be concise and are based on the aircraft flight
path/heading. (T-2).
3.12.1. Transmit “Turn Left” or “Turn Right” to align aircraft on desired inbound heading.
3.12.2. Transmit “Stop Turn” after alignment instructions when aircraft is on course.
3.12.3. Transmit “Standby” to the aircraft approximately five seconds prior to the release
point.
3.12.4. Transmit “Execute, Execute, Execute” when the aircraft reaches the release point.
Upon hearing the first "Execute", the navigator, combat systems officer or non-flying pilot
calls "Green Light."
3.13. DZ Personnel. Pending specific eligibility and restriction criteria below, the following
individuals, when trained, certified and current in accordance with paragraph 3.13.4, may
perform DZC responsibilities listed in paragraph 3.13.5 See specific MAJCOM and/or Service
30 DAFMAN13-217 22 APRIL 2021
guidance for additional DZC eligibility and restriction criteria. NOTE: Authorized personnel,
other than current and previously certified Combat Control Team personnel (CCT), Special Tactics
Officers (STO), and qualified, certified, and current Air Mobility Liaison Officers (AMLO), shall
be restricted to formation airdrops of four or fewer aircraft unless on a military range with active
range control providing ATC services. (T-2).
3.13.1. USAF Personnel (Regular AF, ANG and AFR). AF members (other than CCT/STO,
AMLOs, DoD civilians or contractors functioning as DZCs) are restricted to a 12-hour duty
day. The Group/CC or O-6 equivalent may waive the duty day limitation up to 16 hours.
3.13.1.1. CCT/STO. The DZC will be an E-4 or above with a 5-skill level or higher,
certified by the unit commander. (T-3). CCT/STO are authorized to control all airdrops for
any U.S. or allied military force. See AFSOC guidance for duty day limitations or
extensions. Current and previously certified CCT/STO that are DoD civilians and
contractors may perform all DZC functions provided their statement of work requires those
duties, they are certified by the current unit commander, and meet DZC continuation
training in accordance with paragraph 3.13.4. NOTE: ANG/AFR Dual Status
Technicians may perform these duties in a technician status.
3.13.1.2. AMLOs. AMLOs are authorized to assume DZC responsibilities for any U.S.,
allied, or coalition military force, in accordance with AFMAN 13-106, Air Mobility Liaison
Officers. Scheduling restrictions and duty day restrictions for AMLOs are defined in
accordance with AFMAN 13-106.
3.13.1.3. AFSPECWAR personnel, SERE Specialists and AFPECWAR Combat Mission
Support may perform DZC duties during training missions, exercises and contingency
operations. NOTE: ANG/AFR Dual Status Technicians may perform these duties in a
technician status.
3.13.1.4. USAF Contingency Response (CR) Forces and Air Advisors (RegAF, ANG and
AFR). Personnel currently assigned to a Contingency Response Force and Air Advisor
units may perform DZC worldwide involving U.S., allied, coalition and partner military
forces for airdrop operations to support training objectives or contingency response
employment and sustainment requirements.
3.13.1.5. USAF Weapons School (USAFWS) Personnel. USAFWS Weapons Officer
cadre and specified civilian contract personnel supporting USAFWS Weapons Officer
training perform DZC duties at all approved CONUS DZs in support of USAFWS
Weapons Officer training syllabi.
3.13.1.6. USAF Operations Group Personnel. The Operations Group Commander
(OG/CC) may certify RegAF, ANG, AFR members and DoD civilian and/or contract
personnel to perform DZC duties during unilateral AF training airdrops within that
OG/CC’s local training area. ANG/AFR Dual Status Technicians may perform these duties
in a technician status. The OG/CC should utilize airlift operations oriented personnel to act
as DZCs. These personnel must be a Non-Commissioned Officer (NCO) with at least 5
years of service, a commissioned officer, or a DoD civilian/contractor (previously certified
USAF DZC) with specific DZC duties as part of their job requirements. (T-3).
3.13.2. Other DoD Personnel. Qualified DoD or Joint Service personnel may perform DZC
duties.
DAFMAN13-217 22 APRIL 2021 31
3.13.2.1. U.S. Special Operations Command (USSOCOM). In addition to AFSPECWAR,

USSOCOM units have certified personnel who may perform DZC duties during joint and
unilateral USSOCOM training and/or operations, such as: U.S. Navy Sea Air Land teams
and Explosive Ordinance Disposal units; U.S. Army Special Forces and Ranger Regiment;
and U.S. Marine Corps Special Operations Forces. Personnel who have completed
qualification training, are certified and current in accordance with paragraph 3.13.4 may
perform DZC responsibilities listed in paragraph 3.13.5.
3.13.2.2. U.S. Army or Marine Corps DZ Support Team (DZST). DZST personnel may
be certified to perform DZC duties during joint and unilateral AF airdrops in accordance
with the USAF, U.S Army, and U.S. Marine Corps Memorandum of Agreement, Airdrop
Operations Without Air Force Combat Control. DZST normally have a qualified DZSTL
in charge of DZ operations.
3.13.2.3. Non-DZ Support Team Personnel. When trained and certified DZST personnel
(e.g., Pathfinders) or USAF personnel (e.g., CCT/STO) are not available to perform DZC
responsibilities, the OPCON MAJCOM/A3, Air Component Commander or designated
authority may approve a CCT/STO, or AMLO to train personnel identified by the ground
mission commander to perform DZC duties. These personnel must meet the following
criteria to perform the duties in paragraph 3.13.5: An NCO with at least 5 years of service
or a commissioned officer. (T-0). A CCT/STO or AMLO will train personnel in accordance
with paragraph 3.13.4 (T-0). The member’s Group/CC or equivalent O-6 commander
must certify the training in writing. (T-0). Non-DZST personnel may only perform DZC
duties on the DZ(s) and for the specified durations(s), authorized by the Air Component
Commander or designated authority.
3.13.3. Non-US Personnel. The MAJCOM/A3, Air Component Commander, or designated
authority with OPCON of the drop aircraft will approve airdrops of U.S. forces or equipment
to another nation’s military personnel (non-U.S. DoD). (T-0). Airdrop(s) to a DZ controlled or
operated by a foreign nation DZC will be in accordance with paragraph 3.13.5 only during
contingencies or combined exercises if qualified, certified, and current USAF or other DoD
DZC personnel are not available or it is a mission requirement. (T-0). Qualified, certified, and
current USAF or other DoD personnel should assume control of DZ operations as soon as
operationally feasible in contingency operations. Other nations’ personnel selected from forces
trained and certified by their parent service, in an equivalent or similar specialty or duty
identifier (Air Force Specialty Codes [AFSC], Military Occupation Specialty (MOS), or
advanced qualification similarity), shall be trained and certified in accordance with paragraph
3.13.4 to perform DZC duties for a specific exercise or contingency event. (T-0). When
possible, if the foreign personnel DZC is not an American-English speaker, the foreign
personnel and the aircrew that will fly the mission should talk prior to the airdrop mission to
ensure variations in enunciation are understood prior to radio contact during the mission. (T-
2). Exception: Operations Group/CC or designated authority of the drop aircraft shall approve
non-US trained and certified Partner Nation DZC for contingencies and combined exercises in
accordance with paragraph 1.2 International Agreements. (T-0). In addition, the Operations
Group/CC or designated authority of the drop aircraft shall ensure incident reporting
procedures and responsibilities are established specific to all partner nations conducting
operations.
32 DAFMAN13-217 22 APRIL 2021
3.13.4. DZ Personnel Qualification Training, Certification and Continuation Training. All

personnel authorized in accordance with paragraph 3.13.1 – 3.13.3 will accomplish
qualification training, certification and continuation training specified in this paragraph and as
specified by AFSC/MOS-specific AFI, AFMAN, Career Field Education and Training Plan
(CFETP), Joint Qualification System, or Joint Service DZSTL curriculum. (T-0). See specific
MAJCOM or Joint Service guidance for additional training eligibility and restriction criteria.
At a minimum, the unit tactics, group tactics office or equivalent office will maintain a current
list of personnel certified. (T-0). J3 Air office or designated Joint unit should maintain a list of
Joint Service certified personnel.
3.13.4.1. USAF Personnel (RegAF, ANG and AFR), DoD Civilians, or Contractors. For
USAF, AFSOC is designated as the lead MAJCOM. MAJCOMs (AFSOC Wing or Group)
shall develop DZC lesson plans to minimum standards identified in this manual and the
AFSOC Training (AFSOC/A3T) DZC Syllabus of Instruction (SOI). (T-1). All DZCs will
be initially trained to attain proficiency (academic training and practical training involving
day and night DZ operations) in DZC responsibilities, duties and DZ establishment. (T-2).
A current and certified DZC who is a qualified instructor, trainer, certifier, or a sister
service DZST, shall conduct training. (T-2). The DZC will be an E-4 or above with a five
skill level or higher and the unit commander will certify the DZC. (T-3). Exception: An
operations group personnel’s Group/CC or equivalent O-6 commander will certify the DZC
in accordance with paragraph 3.13.1.6. (T-3). All USAF certified DZCs must review
MAJCOM guidance when assigned to a new MAJCOM. (T-2).
3.13.4.2. Non-DZ Support Team Personnel. Train and certify non-SOF, non-DZST
personnel in accordance with paragraph 3.13.2.3. (T-1).
3.13.4.3. Non-US Personnel. The MAJCOM/A3, Air Component Commander, or
designated authority with OPCON of the drop aircraft in accordance with paragraph
3.13.3, must approve drop operations to non-U.S. personnel. (T-0). In accordance with the
MAJCOM-approved training plan, either a USAF CCT (1Z2X1) E-4 or above with a 5-
skill level or higher, STO, AMLO, or a qualified, certified, and current Air Advisor will
train non-U.S. personnel designated by a non-U.S. unit commander; and the U.S. unit
commander providing the qualification training will certify the non-U.S. personnel as
trained. (T-0). It is the non-U.S. unit commander’s responsibility to coordinate training.
Complete training during pre-deployment preparation. The instructor will document the
certification using a memorandum for record. (T-0). When feasible, the U.S. unit
commander should provide certification documentation to the supporting MAJCOM/A3,
Air Component Commander, or designated authority prior to non-U.S. personnel
accomplishing DZC duties on DZs supported by aircraft governed by this DAFMAN.
Exception: Operations Group/CC or designated authority of the drop aircraft shall approve
non-US trained and certified Partner Nation DZC for contingencies and combined
exercises in accordance with paragraph 1.2 International Agreements. (T-0).
International Agreements include but are not limited to AFSOC/A3T validated Australia
Department of Defense Learning Management Package (AUS-LMP) Assault Zone
Reconnaissance Course and STANAG 3344, Tactics, Techniques, and Procedures for
NATO Airborne Operations. In addition, the Operations Group/CC or designated authority
of the drop aircraft shall ensure incident reporting procedures and responsibilities are
established specific to all partner nations conducting operations.
DAFMAN13-217 22 APRIL 2021 33
3.13.4.4. Continuation Training. Authorized personnel must set up and control a surveyed
and approved DZ in accordance with this manual and AFSC/MOS continuation training
guidance. (T-2). Authorized personnel in AFSC that do not have DZC as a core skill will
set up and control a surveyed and approved DZ in accordance with this manual once every
24 months to maintain DZC currency. (T-2). Personnel who fail to accomplish this DZC
event once every 24 months will not perform DZC duties unless directly supervised by a
current and certified DZC. (T-2).
3.13.5. DZC Responsibilities.
3.13.5.1. The DZC represents the appropriate commander as provided in the mission
directive.
3.13.5.2. Prior to personnel airdrops, the DZC ensures adequate medical, evacuation, and
support coverage for intentional water operations in accordance with AFI 10-3503. (T-2).
3.13.5.3. The DZC observes and evaluates:
3.13.5.3.1. All factors that may adversely affect the safety of the operation and ensures
transmission of weather information when required.
3.13.5.3.2. Condition of the DZ prior to the airdrop.
3.13.5.3.3. Placement of personnel and equipment on the DZ. Only designated
vehicles (watercraft for intentional water DZ) and personnel will remain on the DZ. (T-
2). The DZC will position recovery and medical personnel and equipment so that
constant contact is maintained with the DZC. (T-2). During joint operations, the DZC
and the DZSO are responsible for their respective equipment and personnel. NOTE:
For actual equipment or personnel airdrops, if the ceiling is less than 600 feet, direct
all personnel and equipment off the DZ to ensure safety.
3.13.5.3.4. The operation of other aircraft that could endanger the drop aircraft,
equipment load, or parachutists.
3.13.5.4. The DZC will have immediate access to ground-to-air communications
equipment or sufficient signaling aids to operate the DZ. (T-2). Ground-to-air
communication is required for IMC airdrops.
3.13.5.5. The DZC should ensure non-DZC personnel on or in the vicinity of the DZ are
aware of the “NO DROP” signal in order to prevent an inadvertent signal to the aircraft.
3.13.5.6. In the event conditions are unsafe for airdrop operations, the DZC ensures: (T-
2)
3.13.5.6.1. "NO DROP” signals are displayed on the DZ.
3.13.5.6.2. “NO DROP” or drop cancellation information is transmitted to the aircraft.
3.13.5.6.3. The airdrop is cancelled.
3.13.5.6.4. The use of standardized “off DZ” terminology during all DZ operations
related to strike reports and assertive statements for “off DZ” events. The DZC also
ensures "Cease Operations," "Time-out,” and/or "Knock It Off" are used in accordance
with paragraph 3.15. NOTE: Airdrops are not suspended or canceled based solely on
34 DAFMAN13-217 22 APRIL 2021
aircraft alignment with the DZ, but the DZC may advise the aircraft if their alignment
appears to be off course.
3.13.5.7. The DZC will conduct drop scoring in accordance with paragraph 3.14. (T-1).
3.13.5.8. The DZC ensures necessary reports, to include AF Form 4304, DZ/Landing Zone
Control Log (Attachment 7), are properly filled out and submitted to the appropriate
agencies.
3.13.5.9. The DZC may perform malfunctions officer duties if qualified, certified and
current in accordance with AFJ 13-210(I), Joint Airdrop Inspection Records,
Malfunction/Incident Investigations, and Activity Reporting.
3.13.5.10. The DZC will acquire and utilize the current applicable DZ survey(s). (T-1).
The DZC assesses all observed obstacles, hazards, or threats not documented on the
surveys, which may affect operations and reports them to the appropriate supporting and
supported forces. The DZC should maintain Talon Point accounts for access to current DZ
surveys and to view and submit assessments.
3.13.5.11. The DZC is responsible for all DZSO responsibilities listed below when a
DZSO is not required.
3.13.6. DZSO Responsibilities.
3.13.6.1. The USAF does not require a DZSO for DZ operations. When a non-USAF
supported force requires a DZSO in addition to the DZC, a DZSO should be provided by
the ground mission unit. When required, the DZSO represents the ground mission
personnel and equipment and is responsible for the DZC duties listed below.
3.13.6.2. The DZSO represents the supported commander as provided in the mission
directive.
3.13.6.3. The DZSO ensures adequate medical coverage is available at the DZ prior to any
personnel drops. The supported unit normally provides medical coverage during joint
operations.
3.13.6.4. The DZSO clears the area around the PI of all personnel and equipment not
required for control or as designated to remain (25 yards/23 meters radius around the PI).
3.13.6.5. The DZSO determines when surface conditions (e.g., winds, vehicles,
obstructions) on the DZ are hazardous to airborne or drop operations. The DZSO decides
to proceed with, suspend or cancel airdrops, and informs the DZC not later than two
minutes prior to the drop. Use standardized “off DZ” terminology during all DZ operations
related to strike reports and assertive statements for “off DZ” events; "Cease Operations,"
"Time-out,” and/or "Knock It Off" in accordance with paragraph 3.15.
3.13.6.6. The DZSO coordinates all no-drop, medical and emergency actions with the
DZC.
3.13.6.7. The DZSO ensures the condition of the DZ do not affect operations or recovery
of air items.
3.13.6.8. The DZSO ensures the DZ meets operational and safety criteria for the type of
airdrop operations being conducted.
DAFMAN13-217 22 APRIL 2021 35
3.13.6.9. Placement of personnel and equipment on the DZ. Only designated vehicles
(watercraft for intentional water DZ) and personnel will remain on the DZ. (T-2). DZSO
will position recovery and medical personnel and equipment so that constant contact is
maintained with the DZSO. (T-2). During joint operations, the DZC and the DZSO are
responsible for their respective equipment and personnel. NOTE: For actual equipment or
personnel airdrops, if the ceiling is less than 600 feet, direct all personnel and equipment
off the DZ to ensure safety.
3.13.6.10. The DZSO ensures a qualified, certified and current malfunctions officer is
present for airborne operations. The DZSO may perform malfunctions officer duties if
qualified, certified and current in accordance with AFJ 13-210(I).
3.14. DZ Scoring. Drop scoring is the responsibility of the DZC.
3.14.1. Strike Reports. The strike report reflects the circular error or the distance that the
targeted object (or parachutist) lands from the PI; if a targeted bundle is not pre-coordinated,
score the first bundle to exit the aircraft. Strike reports are given in yards or meters and relative
clock position from the PI with 12 o’clock as the relative DZ axis heading.
3.14.1.1. Score object impacting within a 25 yard/23 meters radius of the PI as a “PI.”
3.14.1.2. Score the accuracy of mass airdrops during joint training and/or exercises, SOF
standardization/evaluation events and high velocity airdrops as “Satisfactory” if 90 percent
or more of all airdropped personnel or equipment lands within the boundaries of the DZ,
(not considered “off DZ” in accordance with paragraph 3.15) Score these drops as
“Unsatisfactory” if less than 90 percent lands within these boundaries, (considered “off
DZ” in accordance with paragraph 3.15) Mass airdrops for personnel are considered
approximately battalion size or larger or as intended by mission directive. Both personnel
and equipment airdrops may be scored using mass airdrop criteria if the accuracy is
indeterminable.
3.14.1.3. MFF and/or DBSL Airdrops. Do not score MFF and/or DBSL airdrops. Annotate
actual TOTs and information relevant to any mishap or off-DZ drops. NOTE: Airdrops to
a DZ smaller than the minimum size (waivered DZ size criteria) are scored based on the
DAF minimum DZ size criteria. For example, a waivered DZ is 100 yards short of DAF
minimum size. The drop is considered on the DZ if personnel or equipment land within the
100-yard difference between the minimum and wavered DZ boundaries.
3.14.2. Scoring Methods. There are three methods to score airdrops, and they are listed by
preference. Only score the first load or parachutist exiting from each aircraft. (T-2).
3.14.2.1. Measuring. The distance from the PI to the load is measured when precise scores
are required. The distance is measured using a precision measuring device (e.g., odometer,
laser range finders, measuring tape, cyclometer, GPS).
3.14.2.2. Pacing. Physically pace the distance from the PI to the place where the
parachutist or equipment load landed to measure the score.
3.14.2.3. Estimating. Used when there is insufficient time or personnel to pace. The
distance from the PI to the load is visually estimated. To assist in scoring by this method,
place markers (visible from the PI) at desired locations from the PI at the 3, 6, 9 and 12
o’clock positions. If the markers are used, indicate this to the aircrew.
36 DAFMAN13-217 22 APRIL 2021
3.15. Off DZ and Airdrop Malfunction Reporting Procedures. In addition to the paragraphs
below, users will refer to AFJ 13-210(I). (T-0). NOTE: Off DZ personnel landings do not always
constitute an “off DZ drop” with steerable parachutes for static line and military freefall. Off DZ
personnel landings may be non-reportable if it is determined that the jumper’s canopy
manipulation was predominantly responsible for the landing placement and no injuries or
equipment damage occurred. Before determining the incident to be non-reportable and resuming
jump operations, the AC, JM and DZC must unanimously concur that the release point was
accurate, the off DZ impact point was predominantly due to the jumper’s canopy manipulation and
that no other contributing factors may affect continuing operations. (T-2). Warning: When an “off
DZ drop” has been confirmed or suspected, the aircrew involved will not attempt another drop for
the remainder of the mission. (T-2). In the case of an off DZ drop involving injury or death to
personnel, the mission will be terminated and the aircraft will land as soon as possible. (T-2).
Standardized “off DZ” terminology during all DZ operations related to strike reports and assertive
statements for “off DZ” events; "Cease Operations," "Time-out,” and/or "Knock It Off."
3.15.1. On-site/Aircraft Actions. Keep all systems running, do not delete any data, save GPS
trail (if available) and retain all mission paperwork involved in flight to aid in an investigation.
Aircrews will immediately report information regarding off DZ airdrops that result in damage,
serious injury, or death to a USAF command post. (T-0). Notify unit tactics and safety offices
as soon as possible. (T-2). Refer off DZ mishaps resulting in death or serious injury to safety
and accident investigation boards convened under the applicable regulations. (T-1).
3.15.2. Airdrop Incident On-site/Aircraft Actions Planning. Units with DZC/DZSO/DZST
responsibilities will develop local procedures and communications processes to obtain
emergency assistance to preserve life and limb, secure the site and notify the airlift and user's
chain of command. (T-2). The first notification step should be through the airdrop aircraft for
relay to a USAF command post. Alternative means may include relay through any local U.S.
military installation. Local installations may also be able to assist with emergency response
resources including, aircraft rescue and firefighting, law enforcement and public affairs.
3.15.2.1. Wings/operations groups will develop guidance for aircrews and DZ personnel
for the capture and reporting of in-flight data relating to an off-DZ airdrop and/or airdrop
malfunction. (T-2). This data must have enough detail to re-create the circumstances
surrounding the incident for the aerial delivery review panel. (T-2). Accurate and timely
capture of data is critical and is the responsibility of the AC. (T-2).
3.15.2.2. Aircrews involved in an airdrop malfunction will not attempt another drop for
the remainder of the mission unless approved by the unit’s Group/CC or O-6 equivalent,
or the USAF base airlift Group/CC or O-6 equivalent from which the mission was launched
and returned. (T-0).
3.15.3. Aerial Delivery Review Panel Appointment. The aircrew’s Group/CC, or equivalent,
shall appoint an aerial delivery review panel to investigate all off DZ airdrops. (T-0). However,
when performing off-station airdrop missions hosted at an AFB with an AF airlift/airdrop unit,
the aircrew’s Group/CC or O-6 equivalent may authorize the host unit Group/CC or O-6
equivalent to perform the aerial delivery review panel in accordance with paragraph 3.15.5
Panel members should include the Operations Support Squadron (OSS) or OG chief of tactics
(OSK or OGK, respectively) as chairperson; a tactics pilot, navigator or combat systems officer
and loadmaster; a Stan/Eval pilot, navigator or combat systems officer and loadmaster; airdrop
DAFMAN13-217 22 APRIL 2021 37
inspector loadmaster, flying safety officer and crewmembers from the incident. The ground
unit’s JM may also participate in the aerial delivery review panel when the ground unit is
involved in the off-DZ drop. The chairperson may modify panel composition based on the
nature of the situation under review.
3.15.4. Reportable Airdrop Incidents. The flight safety officer will determine if the airdrop
incident is reportable in accordance with AFI 91-204, Safety Investigations and Hazard
Reports. (T-1). Prepare the aerial delivery review panel to provide information requested for a
safety investigation and report, if warranted. (T-1). Normally, the DAF reports injuries and
damage to their own personnel and equipment. Other military services report injuries and
damage to their own personnel and equipment. The DAF takes part in these investigations
when requested by the other service. (T-1).
3.15.5. Aerial Delivery Review Panel. Convene an aerial delivery review panel NLT the next
duty day after the airdrop if the incident occurs in the local area. However, if the incident
occurs away from home station at a location without an DAF airlift/airdrop unit, convene the
panel within five duty days (ten days for ANG and AFR units) after the aircrew returns to home
station. The unit’s Group/CC or O-6 equivalent is the approval authority to allow aircrew to
continue airdrop operations away from home station at a location without an DAF
airlift/airdrop unit. Unit commanders will ensure aircrew members involved in an off DZ
airdrop are not scheduled for any event that would delay convening an aerial delivery review
panel or for another airdrop until the incident is resolved. (T-2). Upon completion of the aerial
delivery review panel, the chairperson will submit recommendations to the Group/CC or O-6
equivalent; if the option listed in paragraph 3.15.3 is used, then the host unit Group/CC or O-
6 equivalent will inform the aircrew’s Group/CC or O-6 equivalent of the panel’s
recommendations. (T-2). The unit’s Group/CC or O-6 equivalent will make the final
determination regarding any panel recommended actions. (T-2).
3.15.6. Off-DZ Report Repository. AMC Tactics (AMC/A3DT), [email protected], shall
be the repository for all DAF off-DZ reports. (T-1). AMC OSS tactics offices will send the
results of their delivery review panel by memorandum, message, or e-mail to AMC/A3DT
within 3 duty days after the panel convenes. (T-1). Non-AMC units will forward their report
to AMC/A3DT through their MAJCOMs NLT 30 calendar days after the incident. (T-1). If the
aerial delivery review panel determines the incident to be of immediate interest to other airdrop
units, send an immediate message outlining significant details and recommendations to
AMC/A3DT with an information copy to the parent NAF.
3.15.7. Aerial Delivery Review Panel Report Results. As a minimum, the aerial delivery
review panel results will include the following information in their final report with: date of
incident, type aircraft, unit, type load, DZ name and location, type drop (SKE, visual, or
computer drop), day/night, formation position, drop score (clock position and distance) and
surface winds. (T-1). The report will also include causes and recommendations. (T-1).
3.16. DZ Surveys. DZ survey accomplishment is the responsibility of the using organization.
Users must ensure the survey is completed, meets the mission requirements and meets the
applicable operational and safety standards. (T-2). AF Form 3823 is completed in accordance with
Attachment 4. Until users complete all steps (survey, ground operations approval, safety of flight
review and final approval), AF Form 3823 will not be usable and valid. (T-2). NOTE: DZ surveys
expire 5 years from the date surveyed and Chapter 2 applies. Warning: Prior to using a DZ
38 DAFMAN13-217 22 APRIL 2021
survey, the aircrew must ensure the DZ meets operational and safety requirements for their type
aircraft, the airdrop type and the weather conditions during the airdrop period. (T-2).
3.16.1. Training Requirement. Except for operations described in paragraphs 3.16.1.1,
3.16.1.2, 3.16.1.3 and 3.16.1.4, USAF personnel must require a USAF approved DZ survey
for all training airdrop missions. (T-2).
3.16.1.1. Parachute Demonstration Team DZ Surveys. Office of the Assistant to the
Secretary of Defense for Public Affairs ATSD(PA) MAJCOM sponsored parachute
demonstration team operations (e.g., “Wings of Blue”, “Golden Knights”, “Leap Frogs”,
“Para-Commandos”, “Black Daggers”, “Silver Wings”) do not require a formal DZ survey
for public affairs coordinated high altitude low opening precision parachute demonstrations
using DAF aircraft. It is the responsibility of the demonstration team leader/JM to ensure
all service, Federal Aviation Administration (FAA) and hosting organization requirements
are met on and around the DZ. It is the responsibility of the parachute demonstration
organization to file applicable NOTAMs with the FAA. It is the responsibility of the flying
unit to ensure flight safety will not be compromised. (T-1). It is the responsibility of the
flying unit, the demonstration team leader/JM to ensure all parties involved are briefed and
understand all aspects of the planned operation. (T-0).
3.16.1.2. Host Nation (HN) DZ Surveys. When dropping HN military jumpers and/or
equipment on a HN surveyed DZ, the mission may be performed using only a safety of
flight review, per paragraph 3.16.5 and a HN survey, per paragraph A4.2 A certified
DZC is required and users remain responsible for ground operations and safety.
3.16.1.3. Austere Polar DZ Surveys. Due to the austere and inaccessible nature of Polar
Regions, a physical inspection of the DZ may not be possible. For polar operations, a
tabletop review of the austere polar DZ performed by 109th Operations Support Squadron
Weapons and Tactics (109 OSS/OSK) will be an acceptable alternative to a DZ survey. (T-
2).
3.16.1.4. Tactical DZ Surveys. Refer to paragraphs 3.3.2 and 3.16.7 for restrictions and
criteria. The use of AF Form 3823 is not required for a tactical survey. As much information
as practical will be obtained and provided for review, approval and use. (T-2).
3.16.2. DZ Surveyor. DZ Surveyors should be U.S. DZC, DZSO, or jumpmaster personnel.
There is no qualification/training required to fill out an AF Form 3823 in accordance with
Attachment 4. Surveys will be completed, reviewed and approved in accordance with
Chapter 2 and paragraphs 3.16.3 – 3.16.8. (T-2). NOTE: Reference paragraphs 3.3.2, 3.16.7,
and 3.16.1.4 for tactical DZ requirements. RAAF CCT that meet qualification, certification
and currency in accordance with AFSOC/A3T validated AUS-LMP Assault Zone
Reconnaissance Course and this manual are approved to conduct AF Form 3823 and tactical
DZ surveys for USAF approval and/or use.
3.16.3. Surveying DZs. The surveyor will perform the ground portion of the DZ survey (i.e.,
obtain physical or digital maps and elevations, collect measurements, coordinates, relative
elevations, calculate size, create diagrams and annotate results on AF Form 3823). (T-2).
3.16.3.1. Tasking. The surveyor is tasked in accordance with paragraph 2.3.1 and shall
support the requirements within the task or survey request to include identification of all
potential uses and users of the zone (e.g., ground units, flying units, supporting units and
DAFMAN13-217 22 APRIL 2021 39
aircraft types). (T-2). Additionally, as applicable, the surveyor should clarify any
requesting user intent and conduct surveyor pre-production/pre-coordination prior to
physical inspection on-site.
3.16.3.2. DZ Surveyor Guides. For personnel that do not regularly conduct DZ surveys,
MAJCOMs and Joint Services may publish DZ surveyor guides that may be found on local
systems, MAJCOM systems, or uploaded to Talon Point database. Build and update the
guides to reduce survey processing delays.
3.16.3.3. Physical Inspection. The ground surveyor will conduct a physical inspection of
the entire proposed DZ surface to identify and evaluate potential hazards. (T-2).
Exception: Physical inspection limitations in accordance with paragraph 3.16.3.3.1 and
open water DZs in accordance with paragraph 3.16.3.3.2 The surveyor will identify
hazards to DZ operations located within 1000 meters/1094 yards of DZ boundary. (T-2).
Additional surface area within 5 NM of the planned DZ center point should be evaluated
by physical inspection, map study, aerial photography, GPS and/or electronic mapping
tools for hazards to airdropped personnel and/or equipment, man-made or natural structures
and ground personnel.
3.16.3.3.1. Physical Inspection Limitations. Operational threats and mission
parameters may limit the surveyor’s ability to physically inspect the proposed DZ and
surrounding areas. The surveyor will inspect as much area as possible within 5 NM of
the proposed DZ center point. (T-2). Areas not accessible will be inspected through
stand-off means to the greatest degree possible. (T-2).
3.16.3.3.2. Open Water DZs. Proposed water DZ locations that do not have land terrain
features within 2 NM may be surveyed without a physical inspection. If not conducting
physical inspection, the surveyors must carefully review nautical charts and maritime
data to identify potential hazards on or in the vicinity of the DZ (e.g., buoys, navigation
markers, maritime shipping routes). (T-2). Evaluate the surface area within 5 NM of
the planned DZ center point. (T-2).
3.16.3.4. Hazards, Obstacles and Restrictions. Annotate all types of hazards, obstacles,
restrictions and distance requirements as listed in paragraph 3.5.
3.16.3.5. Surveyor Submission. Submit the completed AF Form 3823 for review in
accordance with Chapter 2. The surveyor is responsible for the accuracy of the survey
data forwarded for review. Other reviewers may add additional information to AF Form
3823. Coordinate changes to surveyor data with surveyor. (T-2).
3.16.4. Ground Operations Approval. The ground operations review authority is a
commander’s designated representative documented as capable of performing DZ control and
surveying. The ground operations review authority ensures the survey form is complete,
accurate and that the DZ meets the criteria for planned ground operations. The review authority
will also ensure that coordination has been accomplished with the requesting unit if the data
for the surveyed DZ did not support any specific requirements submitted within the task. (T-
2). The ground operations approval also fulfills the quality check duties in accordance with
paragraph 2.3.3. NOTE: Surveyor will not review their own survey. (T-2).
40 DAFMAN13-217 22 APRIL 2021
3.16.5. Safety of Flight Review. DZ surveys require a flight safety review and a signature
certifying the review has been completed. This is the final review prior to the approval
signature. As such, this review requires both the ground and flight portions of the DZ survey.
3.16.5.1. Safety of Flight Reviewers. The Group/CC or O-6 equivalent must document, in
writing, personnel authorized to perform safety of flight reviews. (T-2). Personnel must
have documented USAF aircrew airdrop experience as a rated officer. (T-2). Group/CCs
or equivalents should utilize current/previous rated officer airdrop instructors but are not
prohibited from using other personnel as long as all requirements are met. In the event
personnel in the same unit that conducts safety of flight reviews also survey the DZ, the
safety of flight review will be conducted by a different person. (T-2).
3.16.5.2. The Air Component Commander, COMAFSOF, or equivalent, may designate
safety of flight reviewers to perform safety of flight reviews on DZ surveys.
3.16.5.3. Air Operations Center (AOC)/Air Mobility Division (AMD). During
contingency operations, the tactics office in the AOC/AMD may complete the safety of
flight review.
3.16.5.4. MAJCOMs may accept and use DZ surveys reviewed and signed by other
MAJCOMs and OPCON authorities.
3.16.5.5. For AMC OPCON assets only, AMC requires that surveys that are not routed
thru a region tactics office receive an additional AMC review prior to use by AMC OPCON
aircraft. (T-2).
3.16.6. Safety of Flight Review Criteria.
3.16.6.1. Use a 1:50,000-scale chart and satellite imagery (if available) or MAJCOM
approved flight planning software or system for the objective area and at least a 1:250,000-
scale chart for the run-in and escape.
3.16.6.2. Ensure the form documents all required information. Refer to paragraph 3.16.3
and Attachment 4 for the list of items the surveyor must annotate on the form. Examples
are: Terrain, towers, power lines avoidance areas and airspace. Add any required
information to AF Form 3823 or consider rejecting the survey to the surveyor to add the
required information to both block 10, DZ diagram and block 11, remarks, within the AF
Form 3823.
3.16.6.3. Evaluate the DZ route of flight (run-in, drop and escape) to determine if there are
obstructions or over-flight restrictions that may affect an aircraft’s ability to achieve drop
altitude and airspeed, conduct the drop and safely escape off the DZ. At a minimum,
evaluate ingress and egress routes 10 NM from PI. (T-2). If hazards/adverse conditions are
identified, the run-in may be modified/restricted for safety reasons, the minimum drop
altitude increased, or the safety of flight review denied.
3.16.7. Approving Authority Signature. Surveys must be signed by the Group/CC or O-6
equivalent or higher with authority over aviation missions or assets prior to the survey being
used for DZ operations. (T-2). Approval authority may be delegated to deputy Group/CC. This
approval assures that the safety of flight review is complete and the DZ is considered safe for
air operations. The approval authority does not accept the risks or the responsibility of other
units utilizing the survey. Approval authority may also be the designated representative who
DAFMAN13-217 22 APRIL 2021 41
is performing duties as the Group/CC. Tactical DZ surveys do not require a signature and are
approved for use in accordance with paragraph 3.3.2.
3.16.8. Survey Submission. Submit the fully signed and completed survey in accordance with
paragraph 2.3.5.
42 DAFMAN13-217 22 APRIL 2021
Chapter 4
LANDING ZONE OPERATIONS
4.1 General. A LZ is any planned landing surface and movement area that has not been evaluated
or does not meet defined airfield criteria. LZ may be unprepared, semi-prepared, or paved. LZ
surveys quantify the risk of using a planned landing surface and movement area for air land
operations and are not airfield certification documents. LZ operations governed under this
DAFMAN must be conducted using a valid LZ survey unless on a valid airfield in accordance
with paragraph 4.2.5.(T-2). Aircrew use of short field operations does not drive the requirement
for a LZ survey. The absence of published airfield information from an authorized source in
accordance with AFMAN 11-202V3, Flight Operations, and the AFMAN 11-2MDS series drives
the requirement for a LZ Survey. The use of assault procedures and LZ operations have a higher
level of assumed risk than normal air land operations. This chapter outlines the basic criteria,
markings and procedures used in support of LZs. It describes the responsibilities of the Landing
Zone Controller (LZC), the Landing Zone Safety Officer (LZSO) and the LZ survey process.
4.2. Responsibilities.
4.2.1. Shared Responsibility. It is the shared responsibility of the air mission commander and
ground mission commander to ensure that any LZ being considered for use meets the
requirements for the operation.
4.2.2. USAF Aircrew. Aircrew will only use LZ surveys when they have been trained and
authorized by the MAJCOM to utilize LZ surveys. (T-2).
4.2.3. Standard LZ Traffic Vertical Obstruction Clearance Requirements. The lead MAJCOM
is responsible for determining and publishing vertical obstacle clearance criteria for each
aircraft type listed in Table 4.2 and in coordination with AMC Airfield Suitability and
Restrictions Report (ASRR).
4.2.4. Waivers to LZ Minimums. Submit waivers to LZ survey data that does not meet
paragraph 4.3 LZ minimums in accordance with paragraph 1.4 OPCON MAJCOM/A3, Air
Component Commander, or designated authority may elect to accept waivers granted by other
commands.
4.2.5. Rated Airfields. OPCON MAJCOM/A3 or Air Component Commander designates the
authority level for formally identifying the need for a LZ survey. LZ Surveys are normally not
required for air land operations to include assault zone procedures utilized on airfields with a
Global Decision Support System (GDSS) Airfield Detail (Giant Report) assessment or airfields
that have Flight Information Program products (e.g., Instrument Flight Rules or VFR
supplements, instrument approach procedures). LZ surveys are required to airfields archived
or referred to as LZs within GDSS Airfield Detail. For airfields, GDSS is the primary Mobility
AFs repository of worldwide airfield suitability information (account with AMC required to
gain access to link); https://gdss.maf.ustranscom.mil. NOTE: GDSS account is required in
order to gain access using the URL. If an airfield needed for operations is listed in archived
status within the Giant Report, then contact the AMC Airfield Help Desk to determine actions
needed to allow operations at [email protected]. A LZ survey should not be
requested for an airfield listed in the Giant Report unless the airfield detail specifically states
airfield use as a LZ, or if specific mission operations dictate a LZ survey requirement.
DAFMAN13-217 22 APRIL 2021 43
4.2.6. Approved LZ Surveys. For air land operations to LZs and airfields that require a LZ
survey in accordance with paragraph 4.2.5, users must ensure the LZ survey is completed,
meets the mission requirements and meets the appropriate operational and safety standards.
(T-2). AF Form 3822, Landing Zone Survey, or a Tactical Landing Zone Survey, is completed
in accordance with Attachment 5 or Table A8.1 respectively. AF Form 3822 or Tactical
Landing Zone Survey is not considered usable until all steps are completed: Survey, ground
safety review, safety of flight review and approval signature (may be verbal approval for
Tactical Landing Zone Survey). (T-2).
4.2.6.1. AF Form 3822 expires 5 years from the date surveyed. Tactical Landing Zone
Surveys expire after mission(s) specified on survey.
4.2.6.2. For USAF aircrew, tactical LZs may be required to meet the appropriate
commander’s objective(s). Tactical LZs are contingency LZs identified and used when
emergent, time critical operations, or operational environment do not allow for completion
of AF Form 3822 process or an on-site physical survey of the objective area intended for
landing/departing aircraft. Tactical LZs may be paved, semi-prepared, or unprepared. Only
USAF units with a MAJCOM approved requirement as documented in a mission essential
task list or as permitted by MAJCOM/A3 may use tactical LZs. Caution: Tactical LZs
have the highest operational risk and highest risk of complete loss of aircraft and personnel.
4.2.6.2.1. Approval of the OPCON MAJCOM/A3, Air Component Commander, or
designated authority is required prior to using a tactical LZ. The OPCON authority will
also notify the lead MAJCOM of the use of a tactical LZ. (T-2).
4.2.6.2.2. CCT/STO surveyor will conduct the Tactical LZ Survey. If on-site physical
survey of the objective area intended for landing and/or departing aircraft cannot be
entirely accomplished by a CCT/STO surveyor, than the CCT/STO surveyor will
validate all data required in Table A8.1 and report data to the OPCON authority as the
LZ subject matter expert. (T-2). OPCON authority will provide overall operational risk
management of the LZ data and requirements to operations. (T-2).
4.2.6.3. Prior to operations, the AC must ensure the LZ/airfield meets operational and
safety requirements for their type aircraft, the air land type, operations and the weather
conditions during the air land period. (T-2). The AC is ultimately responsible for
determining if the accepted cargo and fuel load will allow for both safe arrival and
departure from any LZ/airfield. (T-2). ACs are the final authority to conduct risk analysis
and mitigation for employment of their aircraft. The AC may conduct LZ assessments
when a LZSO is not present as defined in paragraph 4.3.3.
4.2.6.4. LZ operations require LZ Safety Officers (LZSO) unless waived by
MAJCOM/A3, Air Component Commander, COMAFSOF (O-6) or equivalent. (T-2).
LZSOs must assess and report on all LZ features (e.g., runways, taxiways, aprons, or
helipads) required for operations prior to use and must confirm that the LZ meets data listed
on the current LZ survey. (T-2). LZSOs are not required but may be tasked to perform
LZSO duties on published airfields. When tasked, LZSOs must assess and report on all
valid features required for operations prior to use and must confirm that the airfield meets
data listed in GDSS airfield detail (Giant Report) assessment or flight information program
products (e.g., instrument flight rules or VFR supplements, or instrument approach
procedures). (T-2). LZSO assessment and reporting standards, responsibilities and duties
44 DAFMAN13-217 22 APRIL 2021
are specified in Chapter 2, paragraph 4.3, paragraph 4.13.1, Attachment 9 and AMC
ASRR.
4.2.6.5. OPCON MAJCOM/A3, Air Component Commander, or designated authority are
responsible to ensure appropriate tasking of LZ site surveys. Determination of threat
potential (permissive, semi-permissive, hostile) applicable to LZ surveyor personnel as
defined in paragraph 4.10 must be conducted prior to assigning an appropriate force to
LZ evaluation operations.
4.3. LZ Minimums. The criteria contained in this DAFMAN is for the survey, evaluation and
assessment of existing LZs. The criteria found in United Facilities Criteria (UFC) 3-260-01,
Airfield and Heliport Planning and Design, is for the construction and rehabilitation of LZs. LZ's
built to UFC criteria should meet minimums and require minimal verification efforts. For all
airfields and LZs, Air Force Civil Engineering Center (AFCEC) is the authority for Weight
Bearing Capacity (WBC). Surveyors will utilize Tri-Service Pavements Working Group Manual,
(TSPWG M) 3-260-03.02-19, Airfield Pavement Evaluation Standards and Procedures in addition
to this manual to identify, collect, analyze and report existing LZ strength. (T-2). Make requests
for changes to UFC 3-260-01, or TSPWG M 3-260-03.02-19 through the Whole Building Design
Guide, www.wbdg.org. Define LZ minimums as WBC, geometrics/vertical obstruction clearances
and LZ assessment. The evaluation of existing LZ and/or valid airfields data must meet LZ
minimums identified in this manual to ensure airlift safety of flight based upon aircraft
performance and suitability. (T-2). Waivers to LZ minimums to conduct operations to existing
LZs are defined in paragraph 1.4. NOTE: When evaluating existing LZs, OPCON
MAJCOMs/Air Component Commanders should consider how operations may affect a LZ
deterioration and maintenance requirements.
4.3.1. LZ Strength Reporting. Use LZ strength reporting to determine rated WBC of operating
surfaces. Report LZ features (e.g., runway (rwy), taxiway, apron) as semi-prepared, paved, or
unprepared. Report paved LZ strength by Pavement Classification Number (PCN). Report
semi-prepared and unprepared LZ strength by controlling California Bearing Ratio (CBR) and
soil type. Specifically, for semi-prepared strength evaluated LZs, (includes unprepared),
surveyors will report the controlling CBR soil strength profile, identify the controlling layer
and determine the single most restrictive CBR value/thickness for each LZ feature surveyed.
(T-2). Additionally, surveyors will report the number/type/depth of CBR readings and WBC
& allowable passes (typically the largest suitable aircraft/weight for each feature). (T-2).
Surveyors will utilize the Unified Soil Classification System to report the LZ surface soil group
name (e.g., gravel, sand, clay, silt, or mixture of types). (T-2). Soil types have differing inherent
properties and differing reactions to environmental conditions (e.g., moisture) that may
increase or decrease LZ strength and/or suitability.
4.3.1.1. Semi-Prepared. Semi-prepared LZs refer to an unpaved LZ which has had some
amount of construction or maintenance preparation. The surface may be native dirt,
membrane, landing mat, or any combination of these. Surface preparation may include
stabilization, adding an aggregate course, compacting in-place soils, matting, or non-
traditional surfaces that do not pose a Foreign Object Damage (FOD) risk to the aircraft
operations. The amount of engineering effort required to develop and maintain a semi-
prepared LZ depends on the planned operation, the service life of the LZ and existing soil
and weather conditions. Semi-prepared LZs do not have a set standard surface, so semi-
prepared analysis does not have a single strength reporting value. This is due to the varied,
DAFMAN13-217 22 APRIL 2021 45
constantly changing surface and subsurface properties that affect LZ strength. (e.g., varied
layer strengths, wet LZs may or may not have significantly reduced controlling CBR). Use
surveyed soil type/moisture level/drying factors to predict estimated semi-prepared LZ
potential use for air lands after rainfall events in accordance with U.S. Army Engineer
Research and Development Center (ERDC) Geotechnical and Structures Laboratory
guidelines. Evaluate semi-prepared airfields with various aircraft/allowable
loads/evaluation criteria using the TSPWG M 3-260-03.02-19, or ERDC Tri Services
Pavement-Transportation Computer Assisted Structural Engineering (PCASE) software
programs; PCASE DCP application and AFSOC DCP applications. Careful analysis of the
DCP data is required to ensure the layer data entered in the program represents the data
determined in the field.
4.3.1.1.1. ACs shall review the survey to identify LZ feature(s) controlling layer, CBR
values and soil type. (T-2).
4.3.1.1.2. ACs shall review the survey when planning, upon having received an
assessment, and/or when conducting an assessment(s) to determine capability to
employ or mitigate a condition that may exist that could adversely affect aircraft
operations. (T-2). NOTE: Recurring use of a LZ with reduced strength risks has an
increased potential for LZ surface distress. Operation planners may base planned
operations around LZ survey strength to theorize a number of operational cycles before
potential surface distress levels could negatively impact operations; Use the planned
number of aircraft and configuration(s) and reported semi-prepared survey strength to
identify predicted number of cycles. A single aircraft cycle consists of a single aircraft
landing, all taxi and single takeoff. Aircraft cycles are not required to be reported nor
tracked, and the distress level is theorized. Therefore, operations planning does not
replace the requirement for assessment conducted in accordance with paragraph 4.3.3,
it is not required in the LZ survey process, and it is not required for survey approval.
Use surveyed controlling CBR profile and/or WBC/allowable passes to directly
correlate cycles in accordance with Attachment 9.
4.3.1.2. Paved. Paved LZ analysis has a standardized reporting format. Conduct analysis
in accordance with TSPWG M 3-260-03.02-19. (T-2). LZ surveyors may be certified as
airfield pavement evaluators to conduct paved runway evaluations. Mark a paved LZ on a
Class A or Class B runway. The markings may be permanent or temporary but cannot
interfere with permanent priority runway markings. Existing taxiways, airfields, roads,
highways, or other paved surfaces are considered paved LZs as long as the surface is a rigid
or flexible pavement. LZ Surveys for paved surfaces may include WBC information from
a previously published strength report. Surveyors shall report paved LZ strength by PCN,
(when strength evaluated as semi-prepared also report semi-prepared strength), as specified
in paragraph 4.3.1.1, paragraph 4.3.1.2.2 and attachment 5, paragraph A5.1.10.2. (T-
2).
4.3.1.2.1. Paved LZ Surveys Conducted Without Airfield Pavement Evaluations. For
paved LZs where certified airfield pavement evaluators are not tasked nor a valid
pavement evaluation exists, the LZ surveyor may collect data and report information
collected (e.g., pavement thickness, distress conditions and where available, underlying
soil strength). Additionally, surveyors will report the type of existing aircraft currently
46 DAFMAN13-217 22 APRIL 2021
using the paved surface. (T-2). Refer to paragraph 4.3.1.2.2 below if thickness cannot
be determined.
4.3.1.2.2. Nontraditional Surfaced LZ/Airfields. Surface treatments and macadams are
evaluated as semi-prepared in accordance with paragraph 4.3.1.1 and 4.3.3.4 for
assessment. Consider sand asphalt pavement “surfaced flexible pavement” and use
traditional PCI procedures for flexible pavements. Sand asphalt may lack the lack the
strength and durability needed for high tire pressures pay particularly close attention to
identify the extent and severity of distresses, including cracking, rutting, shoving,
weathering, and raveling.
4.3.1.2.3. Non-Standard Paved Asphalt Airfields. For all asphalt paved LZ that do not
generate an operationally usable PCN, evaluate the pavement cross-section as
measured. This pavement will produce a reduced load-bearing capability and
depending upon the intended mission (contingency, number of landings, gross
weights), that capability may not be sufficient. (T-2). When the concern is to facilitate
the aircraft mission in lieu of preventing pavement damage, determine the PCN,
consider the pavement as a FOD sealer and evaluate/report semi-prepared strength in
accordance with paragraph 4.3.1.1 Operations may result in the destruction of the LZ
surface. The damage caused by this destruction may constitute a FOD/surface distress
hazard to both aircraft and ground personnel. (Specific MDS do create more LZ
destruction than others). Decisions to utilize a LZ to the point of destruction will be
made by the OPCON MAJCOM/Air Component Commander with Geographic
Combatant Commander concurrence and should be limited to contingency operations
only. (T-0). NOTE: Where possible, airfield managers, operators, maintainers,
surveyors, or pavement evaluators should examine the pavement after each operation
to identify and report load related distresses.
4.3.1.2.4. Paved and Nontraditional Surfaced Strength Review. Prior to Safety of
Flight submission, the MAJCOM pavement engineer or MAJCOM designated
representative qualified, certified and current in accordance with paragraph 4.10.4,
will review all paved and non-traditionally surfaced LZ surveys. (T-2). The MAJCOM
pavement engineer or designee will confirm or determine pavement strength, suitability
if applicable and submit remarks as appropriate on LZ survey. (T-2). Each MAJCOM
will be responsible for establishing a pavement strength review process of paved LZ
surveys that are evaluated using paved or semi-prepared failure criteria. MAJCOMs
without MAJCOM pavement engineers or designees may request that AFCEC or other
MAJCOM conduct review.
4.3.1.3. Unprepared. Unprepared (also referred to as unimproved) LZs are a strip of terrain
without a complete engineering or active effort to prepare the surface. Unprepared LZs can
be either temporary or permanent. Examples of unprepared LZs are dry lakebed LZs that
have been used during suitable dry seasons since the 1950s. Unprepared LZs may
deteriorate rapidly and may require more critical evaluation. Unprepared is evaluated and
reported as semi-prepared in accordance with paragraphs 4.3.1.1 and 4.3.3.4. (T-2).
4.3.2. LZ Minimum Geometrics/Vertical Obstruction Clearances. Select LZs to be of
sufficient size to permit rapid takeoff, landing and loading operations. (T-3). Table 4.1 and
Table 4.2 depict the minimum sizes for USAF fixed-wing aircraft. However, LZs are not
DAFMAN13-217 22 APRIL 2021 47
limited to the USAF standard traffic. Table 4.2 depicts required LZ runway slopes, overruns
and vertical obstruction clearances. Figure 4.1 depicts required approach and/or departure
vertical obstruction clearances. LTFW aircraft are any aircraft smaller than USAF C-130
aircraft. Identify additional LTFW and other aircraft minimums not listed in paragraph 4.3.2
using paragraphs A9.1-A9.2, Table A9.2, Figures A9.1 and A9.2 All minimums are based on
the use of maximum effort take-off, landing and taxi procedures by arriving, departing and
taxiing aircraft. Some minimums defined in this manual for operations to existing LZs may be
less restrictive than minimums defined for new LZ construction. Build LZs in accordance with
UFC 3-260-01, Chapter 7. (T-0). MAJCOMs may publish additional LZ minimums in a
MAJCOM supplement to this manual. Waivers to minimums defined in paragraph 4.3.2,
Table 4.1 and Table 4.2, Figure 4.1 and Attachment 9 will be processed in accordance with
paragraph 1.4. (T-2).
Table 4.1. Minimum LZ Runway/Taxiway Length/Width for Standard Traffic.

Width (Ft) (Note 3 & 4)
180 Degree 180 Degree
Length (Ft) No Turn
Type Aircraft Turn Turn
(Note 1) Required Taxiway
(Normal) (3 Point)
U-28/PC-12 2,000 30 30 30 23
MC-12 2,000 30 30 30 30
C-145 1,500 30/23 23 23 18
C-146 2,000 35/22 47.5 24.3 22
M/H/C-130H/J (Note 3,000 60 60 50 30
2&5)
C-130J-30 (Note 2&5) 3,000 60 85 75 30
C-17 (Note 5) 3,500 90 143 80 50
Note 1: Minimum lengths do not include any overruns. Minimum required overruns and use of
overruns are defined in Table 4.2 and paragraph 4.3.2.2. For aircraft that use ground roll
criteria, refer to paragraph 4.3.2.1. Environmental conditions and mission parameters may
increase length requirements due to a longer ground roll. Include climatology and a person
familiar with the performance of the aircraft during the planning phase to preclude a mission
cancellation due to insufficient LZ length. C-17 minimum LZ runway lengths at different
pressure altitudes, operating weights, surfaces and runway condition rating (RCR) are found in
UFC 3-260-01, Table 7-2.
Note 2: Calculated minimum runway length is ground roll plus (+) 500 feet, however all
operations less than 3,000 feet require a waiver. Exception: Waiver not required for MC-130.
Note 3: LZ shoulders are not required for operational LZ evaluation (survey and/or
assessment) and use, but are required for construction evaluation (survey of initial construction
or repairs).
Note 4: Larger width is desired for normal operations. Consult MAJCOM guidance if desired,
required, or planned use of a runway width is less than those listed in Table 4.1. (T-3).
Note 5: The 180 degree turn (3 point) widths do not include a safety margin. Increase by ten
feet for routine operations.
Note 6: LTFW Aircraft smaller than C-130 not identified in Table 4.1, refer to paragraphs
A9.1-A9.2, Table A9.2, Figures A9.1 and A9.2.
48 DAFMAN13-217 22 APRIL 2021
4.3.2.1. Ground Roll + Criteria. For all MDS, MAJCOM/Air Component Commander
may authorize the use of ground roll + criteria. This approval will be documented in an
approved DAFMAN, MAJCOM supplement to DAFMAN 13-217, MAJCOM instruction,
or an approved Concept of Operations. (T-2). MAJCOMs may delegate reduction of these
criteria for non-training mission. Notify AF/A3S of the delegation level via MAJCOM
Supplement or signed memorandum. (T-1).
Table 4.2. LZ Runway Slopes, Overruns and Vertical Obstruction Clearances.

Rwy length slope (Note 1) Rwy Overrun Length (Note 2) Glide Slope
Type AC Rwy slope change (Note 1) Zone A Width/Height (Note 3) Ratio (GSR)
Rwy width slope (Note 1) Zone B Width/Height (Note 3) (Note 4)
U-28/PC- ± 4% longitudinal 0’ minimum, 100’ when available 12:1
12/ Refer to operation manuals 19’ 3”, no obstacle higher than 4” (4.76º)
MC-12 ± 3% transverse 5’ 4”, no obstacle higher than 5’
C-130 ± 3% longitudinal 300’ minimum 35:1
Refer to operation manual 35’, no obstacle higher than 2’ 9” (1.64º)
± 0.5-3% transverse 25’, no obstacle higher than 6’ 3”
C-17 ± 2% longitudinal 300’ minimum 20:1
Refer to operation manual 35’, no obstacle higher than 3’ (2.86º)
± 0.5-3% transverse 33’, no obstacle higher than 5’
C-145A ± 6% longitudinal 0’ minimum, 100’ when available 8:1
Refer to operation manual 30’ 7”, no obstacle higher than 3’ (7.13º)
± 4% transverse 7’ 3”, no obstacle higher than 5’
C-146A ± 2% longitudinal 0’ minimum, 100’ when available 20:1
Refer to operation manual 28’ 11”, no obstacle higher than 3’ (2.86º)
± 3% transverse 6’ 11”, no obstacle higher than 5’
DAFMAN13-217 22 APRIL 2021 49
Note 1: Slope is in percent grade and length is in feet. Grades may be positive, negative and
flat. Longitudinal effective gradient (Rwy length slope) must not exceed respective aircraft’s
value listed at any location along runway/overruns profile. (T-2). Surveyors/LZSO should
report longitudinal segment gradient change (Rwy slope change) values/locations that exceed
± 1.5% per 200’. The average transverse grade (Rwy width slope) of the runway must not
exceed the maximum value listed. (T-2). Record and report any surveyed or assessed
individual transverse runway and/or overruns grade(s) that exceed the maximum using
percent grade and location identified in +feet from the primary runway threshold. (T-2).
Utilize measured individual transverse values to analyze respective vertical obstruction
clearances.
Note 2: Length is in feet and runway slopes apply. LZ overruns have the same WBC as the
runway unless otherwise stated. LTFW do not require overruns.
Note 3: Width and height are in feet and inches. Measure Zone A width from edge of useable
runway and Zone B from edge of Zone A (zones wrap around the entirety of the runway).
Measure vertical obstruction heights relative to both the runway edge’s elevations and slopes.
Vertical obstruction width and height maximums assume that the aircraft will land/taxi within
the useable runway/overruns and that the aircraft will not exceed 5º bank at touchdown or
during movement. (T-2). Zone A values account for potentially hazardous obstacles to the
outboard nacelle and Zone B values to the wing tip, illustrated in Figure 4.2. Derive vertical
obstruction width and height maximums for aircraft not listed in Table 4.1 in accordance with
paragraphs A9.1-A9.2, Table A9.2, Figures A9.1 and A9.2.
Note 4: Measure GSRs for approach and departure in run over rise (or %, angle); inner edge
originates at the end of overrun or end of usable (both are the end of evaluated suitable
surface) along the entirety of the width to the outside corners of B Zones. The length to and
width of the outer edge of the approach departure vertical obstruction clearances are
illustrated in Figure 4.1. Controlling GSR for a runway is derived by the most restrictive
obstacle to air navigation (controlling obstacle) within the controlling region. The controlling
GSR for at least one runway to a LZ shall meet the minimum GSR (departure obstacle
clearance requirement) for the aircraft using the LZ. (T-2). Obstacles within the reportable
region that do not meet the minimum GSR do not drive the controlling GSR to the runway.
Reporting standards are identified in paragraphs A5.1.11.1. and A5.1.12.2.
4.3.2.2. Use of Overruns. LZ overruns have the same WBC, slope and vertical obstruction
clearance requirements as the runway unless otherwise stated, (LZ overruns, unlike
published airfield overruns, are evaluated as part of the runway features unless otherwise
stated). For mission accomplishment, use overruns to increase the runway length available
for operations.
50 DAFMAN13-217 22 APRIL 2021
Figure 4.1. LZ Approach/Departure Vertical Obstruction Clearances.

DAFMAN13-217 22 APRIL 2021 51
Figure 4.2. A and B Zone Vertical Obstruction Clearances.
4.3.2.3. Use of LZ Displaced Thresholds. Displaced threshold is a runway threshold that

is operationally required to be displaced farther beyond the surveyed primary threshold
located in accordance with Table 4.2 and Figure 4.1 Displacement of a threshold may
52 DAFMAN13-217 22 APRIL 2021
reduce the length of runway available due to unusable runway surfaces, vertical
obstructions, or controlling GSR required for departure. The portion of the runway behind
a displaced threshold may be available for takeoffs and/or may be available for landing
and/or rollout from the opposite direction in accordance with paragraph 4.3.2.2 however
dependent upon on the reason for the displacement. The controlling GSR terminates at the
displaced threshold and must be at or beyond the primary threshold. (T-2). Distance for
required displacement originates from the most restrictive obstacle to air navigation,
(controlling obstacle), within the controlling region. Identify and report all displaced
thresholds, their GSRs and controlling obstacles in LZ surveys or assessments. (T-2).
4.3.2.4. Accident Potential Zones (APZ) and exclusion areas for LZs. Limit or report APZ
and exclusion area potential factors to safety of flight that may exist when possible. APZ
and exclusion areas provide a reasonable level of safety for land usage within the confines
of LZs. Potential hazards within APZs and exclusion areas are listed in Table A9.1.
4.3.2.5. LZ Taxiway/Apron Slopes, Vertical Obstruction Clearances.
4.3.2.5.1. Slopes. Utilize Table 4.2 “Rwy length slope” and “Rwy width slope” values
for maximum taxiway length and width slopes not to exceed. Refer to aircraft operation
manual for maximum taxiway and apron rate changes not to exceed.
4.3.2.5.2. Vertical Obstruction Clearances for Taxiways and Aprons. Utilize Zone A
and Zone B vertical obstruction clearances listed in Table 4.2 for both taxiways and
aprons to identify and report all potential obstacle hazards to aircraft. For taxiway and
aprons, aircrew will not taxi aircraft closer than ten feet to any vertical obstructions,
nor within 25 feet of an vertical obstructions without a wing walker. (T-3). Identify taxi
obstacle distances and maximum heights allowed by aircraft not listed in paragraph
4.3.2 to satisfy AFMAN 11-218, Aircraft Operations and Movement on the Ground.
To assist in determining and reporting obstacles and in conducting safe taxi operations,
refer to ASRR Chapter 6 and/or the MDS-specific Volume 3, or other specific
guidance. Include the actual measured transverse slopes in the analysis of vertical
obstruction clearances.
4.3.2.6. LZ Apron Parking Setback. Measured from the outer edge of usable runway
surface to the setback line, aprons may be contiguous with the runway but parked aircraft
and vehicles must be behind this line. (T-3). Aprons are calculated as the total width of
zone A and zone B, plus an additional 25'.
4.3.2.7. LZ Runway-Taxiway Separation. Measured from the outer edge of usable runway
surface to nearest edge of parallel taxiway, LZ runway-taxiway separation is calculated as
twice the total width of Zone A and Zone B, plus an additional 25'. (T-2).
4.3.3. LZ Assessment. LZ assessment is the collection, analysis and dissemination of the
LZ/airfield conditions for operations. They are typically collected on ground by physical
inspection, but may be collected in air by aircrew or remote methods. On a LZ with a valid
survey, a LZ assessment serves to report conditions that may affect safe operations during
missions not limited to weather, environmental conditions, threats, surface distresses, braking
action/RCR, or any changes to LZ survey or airfield. Also complete LZ assessments to validate
the need for a LZ survey.
DAFMAN13-217 22 APRIL 2021 53
4.3.3.1. AC/aircrew will assess any conditions that affect aircraft performance or safety at
a minimum and report to unit command and/or LZC/LZSO when present. (T-3).
4.3.3.2. The LZSO, when present for operations, is responsible for collection and analysis
of LZ data to ensure that the LZ/airfield meets the conditions listed on the current LZ
survey, (or valid airfield’s governing documents). LZSO will assess and report current LZ
(or airfield) conditions to include deviations to surveyed conditions and/or safety concerns
to unit command and AC/aircrew. (T-2). NOTE: Aircrew, LZSO, support and planners
may utilize Talon Point to acquire and/or input relevant and timely assessments when able
to assist in safe operations and logistics. However, assessments in Talon Point do not fulfill
responsibilities listed in paragraph 4.3.3.1 or 4.3.3.2 When a LZSO is not present for
operations in accordance with paragraph 4.2.6.3, aircrews will conduct a minimum of one
clearing pass prior to the initial touch down at an unattended LZ. (T-2)
4.3.3.3. Runway Condition Rating (RCR) and ICAO Braking Action. These values and
terms are used by pilots to characterize the deceleration associated with the wheel braking
effort and directional controllability of the aircraft. Aircrews use RCR and braking action
to determine required runway lengths. The LZSO/LZC will report all available pilot-
reported braking action and correlated RCR, or collected RCR and runway surface
conditions, when changes in conditions exist. (T-1). In accordance with paragraph A9.4
and Figure A9.4, LZSO will conduct the vehicle skid tests at 20 mph and report RCR skid
tested values as “estimated.” (T-2). RCR values and braking action for unpaved surfaces
are listed in Table A9.13 Estimated Unpaved RCR/ICAO Braking Action, and for paved
surfaces in Table A9.14 Paved Runway Condition Assessment Matrix (RCAM); also may
refer to DoD Flight Information Program FIH for RCAM. LZSO/LZC will also utilize FAA
Order JO 7110.65Y with Change 1-3, Air Traffic Control Order, para 3-3-4 and para 3-3-
5 for RCR/braking action reporting procedures and example phraseology. (T-0).
4.3.3.3.1. Skid tests/AFCEC approved methods or pilot reported braking action may
not be possible to conduct and/or be available. LZSO or aircrew may utilize AFCEC
guidance to estimate RCR of dry/wet semi-prepared surfaces to include matting or
stabilized surfaces.
4.3.3.3.2. If any runway is evaluated to be flat (that is, if either half of the runway,
based on centerline, is evaluated to be between -0.5% and +0.5% transverse section
gradient), or evaluated as concave, inspect for standing/pooling water before
operations. (T-3). Surveyors will include a remark in block 14 of the AF Form 3822
annotating this requirement and no waiver is required. (T-2).
4.3.3.3.3. For C-17 operations, mission planners will require the RCR a minimum of
24 hours prior to air land operations. (T-2).
4.3.3.4. Semi-Prepared LZ Distress. LZSOs and/or operating aircrews will conduct a
surface condition assessment of all LZ features required for operations (e.g., runways,
taxiways, aprons, helipads) in accordance with paragraph 4.3.3. (T-3). ACs will identify
distress that could affect performance/safety of flight/operations, and make employment
decisions in accordance with paragraphs 4.2.6.3 and 4.2.6.5. (T-2). When distresses are
present, LZSO/aircrew will utilize Semi-Prepared Airfield Condition Index (SPACI)
procedures to assess distresses on unprepared, semi-prepared and non-traditional surfaced
airfields/LZs. (T-2). SPACI assessment of surveyed surface type shall be in accordance
54 DAFMAN13-217 22 APRIL 2021
with TSPWG M 3-260-03.02-19 and Table A9.15 for surface distress conditions of semi-
prep, surface-treatments and macadam surfaces. (T-0). First, define surface distress, (e.g.,
ruts, potholes, loose aggregate) and individual distress severity level(s). Second, calculate
the overall distress severity level for the LZ feature. Finally, report to operating aircrew all
“Amber” or “Red” level individual distresses according to the following format: “Type,
distress severity level, dimension, location” (e.g., “Runway 23, ruts, “Red”, seven inches
deep, 15 feet wide and 500 feet long, on centerline, located 2,500’ from threshold”).
Additionally, must report any LZ feature (e.g., runway, taxiway, apron) calculated to an
overall “Amber” or “Red” level to operating aircrew. (T-2). When time and operations
permit, aircrews and LZSO should report all SPACI assessments to applicable authorities
and may upload to Talon Point.
4.3.3.4.1. Distress Severity levels. Distress severity levels are “Green”, “Amber”, or
“Red”.
4.3.3.4.2. “Green” severity indicates low risk to aircraft operations. MAJCOMs are
responsible for ensuring training LZs are assessed overall as “green” by having an
active LZ maintenance program, sustaining “green” and rated strength capability.
4.3.3.4.3. “Amber” severity indicates medium risk to aircraft operations and repairs to
the LZ are needed. The potential risk of FOD damage, ruptured tires and other safety
of flight issues is increased. Notify the aircrew of the type, distress severity level,
dimension and location. (T-3). The aircrew will evaluate the LZ distance or width
available and utilize MAJCOM approved tactics, techniques and procedures as
required to reduce the risk. (T-3).
4.3.3.4.4. “Red” severity indicates high risk to aircraft operations and requires LZ
repair. Avoid or repair identified high-risk areas before subsequent aircraft operations.
Notify the aircrew of type, distress severity level, dimension and location. (T-3). The
aircrew will evaluate the LZ distance or width available and utilize MAJCOM
approved tactics, techniques and procedures as required to reduce the risk. (T-3). When
calculating a LZ feature to an overall “Red” level, a MAJCOM waiver shall be required
for operations in accordance with paragraph 1.4. (T-2). Training and exercise waivers
will be for the applicable operation use only. (T-2). Contingency waivers may be
blanketed but will update with each personnel change in waiver authority. (T-2).
4.3.3.5. Rolling Resistant Material (RRM) and Rolling Friction Factor (RFF). RRM is any
type of loose or unbound material (dust, till, jet blast erosion, or surface stabilizer failure)
on the surface that separates from the solid base and lies on top of the LZ and in ruts. Use
assessed RRM values to determine RFF using Table A9.16 Waivers based upon RFF
values will be in accordance with paragraph 1.4. (T-2). Loose material (RRM) that
correlates to high RFF may require more runway than is available to achieve safe flying
speed. Only the C-17 utilizes RFF as the take-off and landing data numerical value
representing the loose till on a LZ. All other aircrew will utilize RRM distress depth/SPACI
to identify risk and should consider effects RRM may have on aircraft performance and
take-off and landing data calculations. (T-3). NOTE: Many factors affecting operations,
not limited to the following, should be considered when thick RRM/high RFF exist: the
AC may elect to reject cargo to ensure sufficient runway is available; mission planners
should consider presence of RRM/RFF during the planning phase as it has potential for
DAFMAN13-217 22 APRIL 2021 55
insufficient takeoff lengths on projected LZ and/or needed equipment being rejected.

NOTE: For C-17 operations, mission planners require the RFF a minimum of 24 hours
prior to air land operations.
4.3.3.6. C-17 Semi-Prepared Runway Operations Approvals. OG/CC approval is required
for semi-prepared runway operations within the CONUS, Alaska and Hawaii. OPCON
MAJCOM/Air Component Commander approval is required in all other instances.
4.3.3.7. C-17 Semi-Prepared Runway Operations DCP. Requirements. For semi-prepared
LZs other than matted surfaces, qualified/certified/current personnel must complete a DCP
assessment within one week of the first landing to verify the LZ meets C-17 requirements.
(T-3). The DCP values will be reported back to the OPCON planners. (T-3). NOTE: LZSO
should perform a DCP analysis following a significant enough rain event on airfields that
have soil types susceptible to erosion or material strength reduction. Report any collected
controlling reading(s) in the LZ assessment when the estimated WBC is less than the
surveyed WBC. (T-3).
4.3.3.8. Aircraft Rescue and Fire Fighting (ARFF). Aircraft MAJCOMs publish ARFF
requirements for each aircraft type. An example is Air Mobility Command Instruction
(AMCI) 11-208, Mobility Air Forces Management. Planners should consult with the
aircraft OPCON MAJCOM/Air Component Commander early in the planning cycle to
determine and meet ARFF requirements. For exercises and contingency response
operations lasting no more than 120 days in a 1-year period, overall USAF ARFF guidance
is in accordance with Air Fore Pamphlet (AFPAM) 32-2004, Aircraft Fire Protection for
Exercises and Contingency Response Operations. LZ operations will be in accordance with
AFPAM 32-2004 correlating to contingency airfields. (T-2). LZSO must relay observed or
reported ARFF status to aircrew as defined in paragraph 4.8.2.2. (T-2).
4.3.3.8.1. Per AFPAM 32-2004, the OPCON MAJCOM/Air Component Commander
may exclude ARFF for infrequent flying operations as defined by the following
parameters: C-17s will have no more than two takeoffs and two landings within 7
consecutive days, C-130 and smaller aircraft will have no more than four takeoff and
four landings within seven consecutive days. (T-2).
4.3.3.8.2. Per AFPAM 32-2004, the aircraft user provides ARFF capability at locations
other than established USAF facilities.
4.3.3.9. APZ and exclusion areas for LZs. LZSO and aircrew should assess LZ’s APZs
and exclusion areas to limit and report any factors that may affect safety or performance of
flight. Potential hazards within APZs and exclusion areas are listed in Table A9.1.
4.4. LZ Markings.
4.4.1. Marking Equipment. Virtually any type of lighting or marking system is acceptable if
all participating units are briefed and concur with its use. LZs are normally marked with
frangible visual LZ marker systems. Daylight operations typically utilize LZ marker panels.
Night operations utilize omni-directional visible lighting systems, with a minimum output
rating of 15 candela (or equivalent lumens) and strobe lights (if required). Covert infrared
lighting systems are standard for night LZ operations. The USAF standard is that aircrew
approved for maximum effort operations are also Night Vision Devices (NVD) qualified.
During contingency operations, non-NVD aircrew may utilize LZs and overt lights are
56 DAFMAN13-217 22 APRIL 2021
required. NOTE: Visual marking devices will identify the edge of the surveyed/assessed
usable runway as defined in paragraph 4.4.3 unless otherwise coordinated. (T-2). Adjust
markings within the surveyed landing surface as needed to ensure a suitable LZ surface and
coordinate with using aircrews. (T-2).
4.4.1.1. When anticipating landings at both ends of the LZ, ensure touchdown areas are
marked at both ends. (T-2).
4.4.1.2. The LZ markings must be clearly visible to the pilot as early on the approach as
possible. (T-2).
4.4.1.3. Added. To prevent damage to aircraft and injury to personnel, all marking lights
and associated equipment must be adequately secured to the ground to withstand the rotor-
wash, created by the associated aircraft using the marked HLZ.
4.4.1.4. Daytime Markings.
4.4.1.4.1. Orientation and Color. Erect marker panels upright and face toward the
aircraft approach to increase visibility to the pilot. The panels should be orange
(Fluorescent Orange, Army Shade 230), cerise (Fluorescent Red, Army Shade 229), or
other similar color clearly visible to increase the pilot’s ability to see them.
4.4.1.4.2. Materials and Size. Construct temporary panels of fabric, wood, or other
materials determined to be suitable by the LZSO. Panel faces should be at least 66
inches wide and 17 inches tall. Manufactured markers or expedient objects used as
markers and any supports will be frangible to avoid excessive damage if struck by an
aircraft. (T-2).
4.4.1.5. Mark loading and taxi areas as determined during mission planning or report
deviations to markings. (T-2). For night operations, place suitable blue lights 500 feet apart
on the straight portions or report deviations to markings. (T-2). If requested, reflectors may
be placed halfway between the blue lights. Reduce light spacing to 75 feet on curves and
at corners or intersections or report deviations to markings. (T-2).
4.4.2. Terminal NAVAIDS and Beacons. Special tactics and CRG units can deploy
NAVAIDS as directed by the Air Component Commander. Modify the standard NAVAID
and/or beacon procedures listed in paragraphs 4.4.2.1 and 4.2.2.2 as required for the tactical
environment. NAVAIDs/beacons on LZs should be offset to the edge of the runway to ensure
safe landing and taxiing vertical obstacle clearance requirements are met.
4.4.2.1. NAVAID. When used for instrument procedures, recommended placement is 150
feet right of runway edge, abeam the first set of approach threshold lights (panels) in an
area free of excessive aircraft, vehicle and troop movements.
4.4.2.2. Beacons. Ensure to brief aircrews on beacon placement. For Airfield Marking
Pattern (AMP)-1 through AMP-3 landings, place approach threshold beacon 150 feet left
of the edge of runway abeam the first set of steady lights (panels). Place departure threshold
beacon 150 feet left of the edge of runway abeam departure threshold set of steady lights
(panels) or flashing strobe. If only one beacon is used, place at approach. Use beacons as
depicted in paragraph 4.4.3.1 and 4.4.3.2 for AMP-1 and paragraph 4.4.3.4 for AMP-3.
4.4.3. Airfield Marking Patterns (AMP). There are four standard types of airfield marking
patterns, designated AMP-1 through AMP-4. When required, place panels for AMPs 4’-10’
DAFMAN13-217 22 APRIL 2021 57
from the surveyed edge of the runway and place lights for AMPs at 5’-7’ from the surveyed
edge. (T-2). Ensure all markings are visible for using aircrew. Adjust markings within the
surveyed landing surface as needed to ensure a suitable LZ surface and coordinate using
aircrews. (T-2).
4.4.3.1. AMP-1. AMP-1 is normally used to support day or night VMC airlift missions.
See Figure 4.3 for day markings and Figure 4.4 for night/instrument markings. These
markings also implement STANAG 3570 and Air and Space Interoperability Council
requirements. When using the AMP-1 pattern, aircrew mission planners and ACs are
authorized to reduce panel markings for well-defined runways during non-instrument
approach VMC operations. As a minimum, mark the touchdown zone and the end of the
usable runway (not including overrun). (T-2). Coordinate reduced marking with all
participating elements. (T-2).
Figure 4.3. AMP-1 Day.
4.4.3.2. AMP-1 (Instrument Approach). Instrument approaches for contingency LZs

require special configuration. Use this configuration to support day or night tactical airlift
missions during times of reduced visibility. Aircrew mission planners must not be
authorized to reduce or eliminate panels, lights, or electronic navigational aids during
limited visibility operations. (T-1). NOTE: Instrument approaches to LZs can be
developed as MAJCOM certified procedures (See AFMAN 11-202V3). Complete a
Federal Aviation Administration (FAA) flight check (instrument approaches) or military
aircraft fly-ability check prior to using the LZ/airfield for sustained operations (T-1).
58 DAFMAN13-217 22 APRIL 2021
Figure 4.4. AMP–1, Night/Instrument Approach.
4.4.3.3. AMP-2. Use AMP-2 to support day or night tactical airlift requirements. AMP-2
requires fewer panels or lights than AMP-1. Overt or covert lighting may be used. See
Figure 4.5 and Figure 4.6.
Figure 4.5. AMP-2, Day.

DAFMAN13-217 22 APRIL 2021 59
Figure 4.6. AMP-2 Night.
4.4.3.4. AMP-3. AMP-3 further reduces the number of panels/lights used to support day
or night tactical airlift requirements. Use overt or covert lighting. The “Box and One” is
for runway identification only and the standard box length should be 500 feet. The box
length may be 500' or 1000' depending on the tactical situation and the box length may be
200' for LTFW aircraft. If the box length is not 500', it is mandatory the LZ controlling
authority ensures all participating aircraft are notified of the nonstandard box length. (T-
2). See Figure 4.7 for day markings and Figure 4.8 for night markings.
Figure 4.7. AMP-3, Day.

60 DAFMAN13-217 22 APRIL 2021
Figure 4.8. AMP-3, Night.
4.4.3.5. AMP-4. No markings are used for AMP-4. Unmarked LZs are referred to as AMP-
4 or as AMP-4 operations.
4.5. Unmarked LZ. Unmarked LZs are referred to as AMP-4 or as AMP-4 operations as listed
in paragraph 4.4.3.5 Aircrew must be approved and trained by the MAJCOM prior to conducting
unmarked LZ operations. (T-2). MAJCOMs may have different procedures for day and night
operations. Night operations may be further distinguished by unaided (no NVD or onboard
equipment), NVD, aircraft equipment aided and lunar illumination requirements.
4.6. LZ Communications.
4.6.1. Radio Procedures. Radio communication procedures will be in accordance with
MAJCOM-approved LZSO training. (T-2).
4.6.2. Emergency Signals. Standard ATC light signals are normally used if radio
communications are not established. Signal a go around by using either red flares, a red-light
beam aimed directly at the pilot, or a radio call to the pilot. See Table 4.3f. NOTE: Coordinate
and thoroughly brief emergency signals. (T-2). NVG equipped crews may be unable to discern
colored lights and any light signal pointed at the aircraft may blind the aircrew.
DAFMAN13-217 22 APRIL 2021 61
Table 4.3. Standard Air Traffic Control Light Signals.

SIGNAL AIRCRAFT ON GROUND AIRCRAFT IN AIR
Steady Green Cleared for Takeoff Clear to Land
Flashing Green Clear to Taxi Return for Landing
Give way to other aircraft
Steady Red Stop and continue circling
Flashing Red Taxi Clear of Runway Field unsafe-Do not land
Flashing White Return to starting point N/A
Alternating Red/Green Use extreme caution Use extreme caution
4.7. LZ Control Point Location. The LZSO/LZC locates the control point after considering
pertinent factors such as security, threat, runway in use and view of the airfield and surrounding
airspace. Separation of aircraft and the ability to detect hazards on or near the operating area
supersede other concerns.
4.8. LZ Personnel.
4.8.1. LZSO. LZ operations require a LZSO. A LZC may also be required for operations
involving multiple aircraft in the terminal area, for airspace de-confliction, and/or movement
control on the LZ in accordance with paragraph 4.8.3 The LZSO shall be trained, certified
and current in accordance with paragraph 4.9 The LZSO is normally a 5, 7 or 9 skill level
CCT/STO, or an AMLO. 7 or 9 level AFSPECWAR personnel, or personnel in specialties
related to aviation/airfield operation, may be certified as LZSOs. AMC Mobility Support
Operations (AMC/A3M) may also authorize CR personnel with 7 or 9 skill levels not in
specialties related to aviation or airfield operations to be certified as LZSOs. (T-2). NOTE:
Special Operations Group/CCs (or COMAFSOF) may waive the LZSO requirement for a
single aircraft during infil and exfil for contingency operations.
4.8.1.1. USAF Weapons School Personnel. USAFWS Weapons Officer cadre and
specified civilian contract personnel supporting USAFWS Weapons Officer training may
perform LZSO duties at all approved CONUS LZs in support of USAFWS Weapons
Officer training syllabi.
4.8.1.2. Air Traffic Controllers and Airfield Operations Officers. Air traffic controllers
and airfield operations officers require LZSO certification to conduct LZC duties in
accordance with paragraph 4.8.3.1 Normally, both a separate LZSO and a LZC are
required for operations; however, AMC/A3M may authorize air traffic controllers or
airfield operations officers to combine LZSO/LZC duties for contingencies or as part of
CRG operations in accordance with paragraph 4.8.3.4.
4.8.1.3. DoD Civilian and Contract Personnel. DoD civilian and contract personnel may
perform LZSO functions provided they were previously certified, their statement of work
requires those duties, they meet continuation requirements outlined in paragraph 4.9, and
are certified by the current unit commander. NOTE: ANG/AFR Dual Status Technicians
may perform these duties in a technician status.
62 DAFMAN13-217 22 APRIL 2021
4.8.1.4. Lead MAJCOM Validated sister service and partner nation LZSO Personnel.
Marine Aviation Weapons and Tactics Squadron One (MAWTS-1) conducts AFSOC
validated sister service LZSO qualification program for the United States Marine Corps
(USMC). Lead MAJCOM validated partner nation LZSO qualification program for the
RAAF is conducted by RAAF CCT. RAAF CCT may be certified to conduct LZSO in
accordance with AFSOC/A3T validated AUS-LMP Assault Zone Reconnaissance Course
and this manual. Additional sister service or partner nation LZSO training programs not
identified in this manual may seek certification by way of a Memorandum of Agreement
until inclusion.
4.8.1.5. Other DoD LZSO Personnel for contingency operations. A certified LZSO may
train other DoD personnel (with Air Component Commander or COMAFSOF approval) to
perform LZSO duties in accordance with paragraph 4.9 using MAJCOM-approved lesson
plans when required for contingency operations. Conduct training, certification and
continuation training of personnel in accordance with paragraph 4.9.
4.8.1.6. LZSO for Unprepared LZ or in Hostile Environments. CCT/ STO, RAAF CCT
and MAWTS-1 personnel certified LZSOs are authorized to perform duties in hostile
environments. AFSOC Special Warfare personnel certified LZSOs may be authorized by
unit commander to perform duties in hostile environments. Airfield Operations Career
fields (13M/1C1/1C7), or AMLO personnel certified LZSOs may be authorized to perform
duties in hostile environments with MAJCOM/A3 or Air Component Commander
Approval.
4.8.2. LZSO Responsibilities. (For operations on LZs and rated airfields).
4.8.2.1. The LZSO represents the appropriate commander as provided in mission
directives.
4.8.2.2. If ARFF is present, the ARFF relays status and capability at the LZ prior to the
beginning air land operations. The LZSO ensures continuous contact with ARFF is
maintained and reports to aircraft when ARFF coverage is not present at the LZ.
4.8.2.3. The LZSO maintains close liaison with the using unit commander, or designated
representative, during joint operations.
4.8.2.4. The LZSO supervises and directs movement of all personnel and vehicles on the
LZ, taxiways and within the exclusion area. If applicable, the LZSO coordinates with
ground mission commander to minimize and control troop and vehicle movement.
4.8.2.5. The LZSO observes and evaluates all factors that may adversely affect the safety
and efficiency of the operation.
4.8.2.6. The LZSO acquires and utilizes the current applicable zone surveys to assess all
observed obstacles, hazards, or threats not documented on the surveys which may affect
operations, and reports them to ground mission and airlift mission commanders. The LZSO
maintains Talon Point accounts for access to current zone surveys, and to view/submit
assessments.
4.8.2.7. The LZSO assesses, monitors and reports surface distresses when they exist.
4.8.2.8. The LZSO assesses, monitors and reports wet and/or dry surface conditions. When
the LZ or airfield has experienced rainfall or surface distresses (e.g., excessive loose
DAFMAN13-217 22 APRIL 2021 63
aggregate, layer failure or erosion), the LZSO provides tactical RCR/braking action
(ICAO) estimates or pilot reports in accordance with paragraph 4.3.3.3 The LZSO
determines when semi-prepared feature(s) soil type/condition and amount of
rainfall/moisture require Assessment Cone Penetrometer (ACP) or Dynamic Cone
Penetrometer (DCP) readings in accordance with paragraph 4.3.1.1 When applicable, the
LZSO conducts readings for assessment and reports any controlling reading(s) with
estimated WBC less than surveyed. Additional requirements for C-17 apply in accordance
with paragraph 4.3.3.7.
4.8.2.9. The LZSO monitors the conditions of the landing, taxi, and parking areas and
ensures the runway is free of obstacles before providing landing or takeoff advisories to
aircraft operating at the LZ.
4.8.2.10. The LZSO ensures LZ markings (to include beacons and NAVAIDs if utilized)
are correctly placed, secured and operating.
4.8.2.11. The LZSO manages, employs, monitors and may assist with ground handling,
marshaling of aircraft and wing walkers when required. The LZSO also enforces safe
aircraft parking setback from movement areas.
4.8.2.12. The LZSO evaluates and reports meteorological phenomena and surface wind.
Surface wind is normally measured using an anemometer or other calibrated wind-
measuring device. Then LZSO reports wind direction in magnetic degrees and wind speed
in knots. The direction reported is the direction the wind is coming from. Use Attachment
2, Table A2.2, Summary of Wind Observing Standards, to determine and report wind data
for assault zone operations in accordance with the wind chapter of AFMAN 15-111,
Surface Weather Observations. Each aircraft type has different crosswind and tailwind
limitations. Successful LZ operations may depend on referring to climatology data to
determine optimum LZ orientation and the predominant landing runway direction for a
given season. Crosswind and tailwind limitations may make a LZ unusable if there are
obstructions on the wind favorable final course. Ground units should include planners from
the flying unit early in the planning process to address aircraft wind limitations. NOTE:
Wind limitations are based on available aircraft control surface authority, and stall
characteristics are based on high or low wing and rudder size and placement. Due to
limitations being based on the physical construction of the aircraft, wind limitations are
rarely waived.
4.8.2.13. The LZSO ensures the dissemination of available estimated altimeter settings.
4.8.2.14. The LZSO formulates minimum safe altitudes and monitors the de-confliction of
artillery and close air support operations.
4.8.2.15. The LZSO closes the LZ for air operations if conditions are unsafe for landings
and relays cancellation of operations to aircrew and all appropriate agencies. The LZSO
re-opens the LZ when safe operations can resume and notifies appropriate agencies.
NOTE: Aircrew may choose to conduct operations at their own risk.
4.8.2.16. If a LZC is present at the LZ, the LZSO maintains contact with the LZC during
the operation and advises the LZC if conditions are unsafe for landing operations.
4.8.2.17. The LZSO coordinates, establishes and enforces runway crossing points.
64 DAFMAN13-217 22 APRIL 2021
4.8.2.18. For C-17 Semi-Prepared Runway Operations, the LZSO determines the RFF,
RCR, or ICAO braking action in accordance with paragraphs 4.3.3.5 or 4.3.3.3 and reports
the RFF, RCR, or ICAO braking action to the aircrew prior to taxi, departure and arrival.
After each C-17 departure, or anytime the LZ team notices a discernable deterioration of
the LZ surface, the LZSO will re-determine values. (T-3). If it is not feasible to determine
a new RFF, the LZSO must hold C-17 until RFF can be evaluated. (T-3).
4.8.2.19. LZSOs should know how to make inputs to special instructions and airspace
control orders, as well as access the airspace control plan if they have proper clearance.
4.8.3. LZC. The LZC's primary function is to provide ATC services. A LZC is not required if
ATC services are not required to support planned LZ operations. The LZC shall be trained,
certified and current in accordance with paragraph 4.9 capable of performing unilateral or
joint ATC duties. (T-2). The LZC is normally a 7 or 9 level CCT/STO. The LZC may also be
a 7 or 9 level USAF air traffic controller with control tower operator credentials, a 7 or 9 level
CR air traffic controller, or a 7 or 9 level airfield operations officer with control tower operator
credentials. Additionally, all personnel above at 3 or 5 level may conduct LZC duties but shall
not perform duties unsupervised. (T-1). Finally, the LZC may be a Marine Aviation Weapons
and Tactics Squadron-1 (MAWTS-1) trained Marine Air Traffic Control Mobile Team Leader
with control tower operator credentials. RAAF CCT are not validated to perform LZC duties
for USAF.
4.8.3.1. USAF and USMC Air Traffic Controllers and Airfield Operations Officers. In
addition to requirements for LZC identified above, USAF and MAWTS-1 Air Traffic
Controllers and Airfield Operations Officer personnel must also be LZSO certified in
accordance with paragraphs 4.8 and 4.9 to perform LZC duties. (T-1). For operations at
CONUS/OCONUS main operating bases with co-located paved assault LZs, see AFMAN
13-204V3, Air Traffic Control, for additional guidelines.
4.8.3.2. DoD Civilian and Contract Personnel. Current and previously LZC certified
CCT/STOs and USAF air traffic controllers that are DoD civilians and contractors may
perform LZC functions provided their statement of work requires those duties, they pass a
flying class II physical and they meet LZSO and LZC continuation training in accordance
with paragraph 4.9.3, and are certified by the current unit commander. (T-2). NOTE:
ANG/AFR Dual Status Technicians may perform these duties in a technician status.
4.8.3.3. Hostile Environments. CCT/STO and MAWTS-1 ATC trained MTT personnel
certified LZC provide ATC plans and services for operations to all assault zones in hostile
environments. Airfield operations personnel in accordance with paragraph 4.8.3 may be
certified to operate as LZC in hostile environments with MAJCOM/A3 or Air Component
Commander approval.
4.8.3.4. Combined LZSO/LZC Duties. Current 7/9 level CCT/STOs, LZSO certified DoD
Air Traffic Controllers and previously certified 7/9 CCT/STOs that are DoD civilians and
contractors may combine LZC/LZSO functions during VFR operations.
4.8.3.5. LZ Controller Crew Rest. To enhance flight safety, LZC duty hours for
conventional air traffic controllers shall be in accordance with AFMAN 13-204V3.
DAFMAN13-217 22 APRIL 2021 65
4.8.3.6. LZ Controller Responsibilities. The LZC provides ATC services. When

combining LZC and LZSO functions, in accordance with paragraph 4.8.2.3, both LZC
and LZSO responsibilities and requirements must be met. (T-3).
4.8.4. LZSO/LZC NVD Use.
4.8.4.1. LZCs are authorized to use NVDs while controlling aircraft in terminal areas.
LZSOs are authorized to use NVDs to conduct duties.
4.8.4.2. Special Warfare personnel, aircrew and LZSOs are authorized to use NVDs for
marshalling of aircraft in terminal areas if trained and certified in the procedure.
4.9. LZ Personnel Qualification Training, Certification and Continuation Training. All
personnel authorized to conduct LZSO in accordance with paragraph 4.8.1 will accomplish
qualification training, certification and continuation training specified in this paragraph unless
specified by AFSC-specific AFI, AFMAN, or Career Field Education and Training Plan (CFETP)
or validated Joint Service equivalent. (T-2). All personnel authorized to conduct LZC in
accordance with paragraph 4.8.3 will accomplish initial qualification training and continuation
training specified by AFSC-specific AFI, AFMAN, CFETP, AFSOC SOI, or validated Joint
Service equivalent. (T-2). LZC will be certified by their unit commander. (T-2).
4.9.1. LZ Safety Officer SOI, Lesson Plan and Course Certification. AFSOC shall provide a
validated LZSO SOI and review it yearly for changes/updates. AFSOC is designated as the
lead MAJCOM. (T-1). Other MAJCOMs and Joint Service or partner nations who have a need
for LZSOs in accordance with paragraph 4.8 shall develop LZSO lesson plans in accordance
with the AFSOC LZSO SOI. MAJCOMs shall submit lesson plans to AFSOC/A3T for review
and approval or disapproval within 30 days. MAJCOMs (and AFSOC Wing or Group) shall
provide an approved lesson plan for LZSO qualification, will review the lesson plan yearly in
accordance with AFSOC SOI and submit changes to AFSOC/A3T. (T-1). AFSOC/A3T will
maintain a listing of all approved lesson plans and may maintain approved plans in Talon Point.
(T-1). Receipt of the LZSO course certification will occur after AFSOC Standards and
Evaluations (AFSOC/A3V) inspects the initial course being taught with an approved lesson
plan and course passes certification evaluation. (T-1). Course certification is good for 3 years.
Certified courses will schedule a course reevaluation prior to the end of the 3-year certification.
(T-1). Updates, changes and critical FCIFs will be incorporated into all lesson plans and/or
courses, with new lesson plans being provided to AFSOC/A3T for review. (T-1). Unless
determined not in compliance with SOI, certification for lesson plans and courses will remain
effective. (T-1).
4.9.2. LZ Safety Officer Certification. Unit commanders shall certify all qualified personnel
specified in paragraph 4.8.1 who have successfully completed validated LZSO lesson plan
qualification training, course, or CFETP task requirements (CCT/STO). (T-2). Unit
commanders must ensure personnel are capable of performing all LZSO duties and
responsibilities. (T-2). Unit commanders will document certification/de-certification. (T-2).
At a minimum, the unit tactics, group tactics office or equivalent office will maintain a current
list of personnel certified. (T-0). For USAF operations, MAWTS-1 and RAAF CCT LZSO
certification is contingent upon documented certification submitted to AFSOC/A3T. A current
and certified LZSO, with a minimum of 12 months maintaining currency, shall conduct LZSO
instruction. (T-2). MAJCOMs may identify additional requirements for LZSO instructors.
66 DAFMAN13-217 22 APRIL 2021
4.9.3. LZ Safety Officer Currency Requirements. All authorized LZSO personnel will conduct
a LZSO academic review and LZSO event once every 12 months at a minimum. (T-2).
Commanders must ensure certified LZSOs are current in accordance with paragraph 4.9.3
prior to LZSO conducting operations unsupervised. (T-2).
4.9.3.1. LZSO Academic Review. Academic review is the review of respective certified
LZSOs lesson plan.
4.9.3.2. LZSO Event. A LZSO event, by definition, includes pre-mission planning, survey
analysis, day or night assessment, ground to air communications, establishment/markings
emplacement (day or night), required notifications and LZSO airfield management.
NOTE: Do not use LZ assessed as “closed” for LZSOs events. Operations with live aircraft
are required to determine if LZSO can appropriately monitor LZ for safe operations and
provide appropriate advisories.
4.9.3.3. Currency requirements for USAF CCT/STO and previously certified USAF
CCT/STO DoD civilians and contractors is in accordance with the CFETP 1Z2X1, Combat
Control and CCT/STO continuation training guidance.
4.9.3.4. Air Mobility Liaison Officers (AMLO). Continuation training, re-currency and
recertification requirements for AMLO are completed in accordance with AFMAN 13-106.
4.9.3.5. All Other Authorized LZSO Personnel. All other authorized LZSO personnel will
conduct a LZSO academic review (as defined in approved lesson plans) and LZSO event,
day or night, once every 12 months to maintain currency in LZSO certification. (T-2).
Personnel who fail to accomplish a LZSO academic review and LZSO event once every
12 months will not perform LZSO duties unless directly supervised by a current and
certified LZSO. (T-2). Personnel who fail to accomplish a LZSO academic review and
LZSO event once every 18 months will be de-certified and not perform LZSO duties until
re-trained and re-certified. (T-2).
4.9.3.6. Lead MAJCOM Validated Sister Service and Partner Nation LZSO Personnel.
Currency requirements for MAWTS-1 trained personnel and RAAF CCT personnel is in
accordance with paragraph 4.9.3.5 or AFSOC validated sister service and partner nation
LZSO training and standards/evaluation guidance.
4.10. LZ Surveyors. CCT/STO, CR airfield assessment team personnel, AFCEC engineers,
previously CCT/STO LZ survey certified DoD civilians and contractors, designated
AFSPECWAR personnel serving in special tactics units, AMLOs and lead MAJCOM validated
sister service/partner nation personnel shall be authorized to conduct LZ surveys and complete the
AF Form 3822, (Attachment 5). (T-2). All personnel will accomplish qualification, certification
in accordance with paragraph 4.10.6 – 4.10.8. (T-2). The LZ surveyor will also conduct tasks in
accordance with paragraph 2.3.2 and perform the ground portion of the LZ survey (e.g., obtain
physical or digital maps and elevations, collect data based on LZ minimums, create diagrams and
report results on the AF Form 3822, (or tactical LZ Survey-CCT/STO only). (T-2).
4.10.1. CCT and STO. Personnel must be qualified, certified and current in accordance with
AFSC 1Z2X1, Combat Control CFETP and CCT/STO continuation training requirements on
LZ surveys and tactical LZ surveys. (T-3). CCT/STO are trained, equipped and certified to
conduct surveys and assessments on unimproved, semi-prepared and prepared LZs in hostile
and semi-permissive environments.
DAFMAN13-217 22 APRIL 2021 67
4.10.2. CR, AMLO and AFSPECWAR LZ Survey Certified Personnel. Train and qualify
personnel using a formal, approved LZ survey lesson plan in accordance with paragraph
4.10.6. (T-2). CR LZ surveyor certified personnel shall be at a minimum, a current AFCEC-
trained engineer certified to conduct surveys of prepared (paved) and semi-prepared LZs for
sustained airfield operations in accordance with paragraph 4.10.4. (T-2). AMC/A3M must
authorize AMLO personnel to be LZ surveyor qualified, unit certified, and will appropriately
equip authorized personnel to perform the capability.
4.10.3. DoD Civilian or Government Contract Personnel. Current and previously certified
CCT/STO DoD civilians and contractors may perform LZ Surveys provided their statement of
work requires those duties. Personnel must have been initially certified LZ surveyors, re-gain
currency in accordance with CCT/STO continuation training requirements on LZ surveys and
tactical LZ surveys, and are certified by the current unit commander. (T-2).
4.10.4. Airfield Pavement Evaluators. A valid Airfield Pavement Evaluation requires
personnel to be AFCEC Contingency Airfield Pavement Evaluation Course trained and
certified and current in accordance with the course guidance. (T-2). Specific currency,
retraining, recertification requirements for all AFSC graduates of the AFCEC Contingency
Airfield Pavement Evaluation Course shall be in accordance with course guidance. (T-2). If
designated to survey LZs, train and qualify AFCEC engineers using a formal LZ survey lesson
plan that is approved in accordance with paragraph 4.10.6. (T-2).
4.10.5. Lead MAJCOM Validated Sister Service and Partner Nation Personnel. Marine
Aviation Weapons and Tactics Squadron One (MAWTS-1) conducts the lead MAJCOM
validated sister service LZ survey training program for the USMC. Graduates of this surveyor
program are certified to conduct LZ Surveys in accordance with this manual. Lead MAJCOM
validated partner nation LZ survey qualification program for the RAAF is conducted by RAAF
CCT. RAAF CCT may be certified to conduct LZ survey in accordance with AFSOC/A3T
validated AUS-LMP Assault Zone Reconnaissance Course and this manual. Additional sister
service or partner nation LZSO training programs not identified in this manual may seek
certification by way of a Memorandum of Agreement until inclusion in this manual.
4.10.6. LZ Surveyor POI, Lesson Plan and Course Certification. AFSOC shall provide a
validated LZ surveyor SOI and review it yearly for changes/updates. (T-1). AFSOC is
designated as the lead MAJCOM. (T-1). Other MAJCOMs and Joint Service or partner nations
who have a need for LZ surveyors in accordance with paragraph 4.8 shall develop a LZ
surveyor lesson plan in accordance with the AFSOC LZ surveyor SOI. MAJCOMs shall
submit lesson plans to AFSOC/A3T for review and approval or disapproval within 30 days.
(T-1). MAJCOMs (and AFSOC Wing or Group) shall provide an approved lesson plan for LZ
surveyor qualification, will review lesson plans annually using AFSOC SOI guidance and
submit changes to AFSOC/A3T. (T-1). AFSOC/A3T will maintain a listing of all approved
lesson plans and may maintain approved plans in Talon Point. (T-1). LZ surveyor course
certification will be attained after AFSOC/A3V inspects the initial course being taught with an
approved lesson plan and course passes certification evaluation. (T-1). Course certification is
good for 3 years. Each certified course will schedule a course reevaluation prior to the end of
the 3-year certification. (T-1). Incorporate updates/changes and critical FCIFs into all lesson
plans/courses, with new lesson plans being provided to AFSOC/A3T for review. (T-1). Unless
determined not in compliance with SOI, certification for lesson plan and courses will remain
effective. (T-1).
68 DAFMAN13-217 22 APRIL 2021
4.10.7. LZ Surveyor Certification. Unit commanders shall certify all qualified personnel
specified in paragraph 4.10.1 – 4.10.5 who have successfully completed validated LZ survey
lesson plan qualification training, course, or CFETP task requirements (CCT/STO). (T-2). Unit
commanders must ensure personnel are capable of performing all LZ survey duties and
responsibilities. (T-2). Unit commanders will document certification and de-certification. (T-
2). At a minimum, the unit tactics, group tactics office or equivalent office will maintain a
current list of personnel certified. (T-0). For USAF operations, MAWTS-1 and RAAF CCT
LZ survey certification is contingent upon documented certification submitted to
AFSOC/A3T.
4.10.8. LZ Surveyors Continuation Training. All other authorized LZ survey personnel will
conduct a LZ survey academic review and LZ survey event, (as defined approved lesson plans),
once every 12 months to maintain currency in LZ survey certification. (T-2). Personnel who
fail to accomplish both every 12 months will not perform LZ survey duties unless directly
supervised by a current and certified LZ surveyor. (T-2). Personnel who fail to accomplish
both every 18 months will be de-certified and not perform LZ survey duties until re-trained
and re-certified. (T-2). Exception: CCT/STO continuation training is in accordance with
paragraph 4.10.1.
4.11. Quality Check. The quality check authority is a certified LZ surveyor other than the
original surveyor. NOTE: Prior to safety of flight submission, submit all paved and nontraditional
surfaced LZ surveys to be reviewed in accordance with paragraph 4.3.1.2.4. (T-2).
4.12. Safety of Flight Review. LZ surveys require a safety of flight review and a signature
certifying the review has been completed. The review requires a quality control of both the ground
and flight portions of the LZ survey. Additionally, analysis will be conducted using the safety of
flight review criteria plus additional risk of aircrew/aircraft information. (T-2).
4.12.1. Safety of Flight Reviewers. The Group/CC or O-6 equivalent must document
personnel authorized to perform safety of flight reviews in writing. (T-2). Personnel must have
documented USAF aircrew semi-prepared/unprepared LZ experience as either a rated officer
or as a career aviator. (T-2). Group/CCs or O-6 equivalents are recommended to utilize
current/previous rated officer instructors but are not prohibited from using other personnel as
long as all requirements are met. In the event the LZ is surveyed by personnel in the same unit
that conducts safety of flight review, a different person will conduct the safety of flight review.
(T-2).
4.12.1.1. For Air Component Commanders, COMAFSOF or O-6 equivalent, the
designated safety of flight reviewer may perform safety of flight reviews on LZ surveys. If
an asset that is not OPCON to that Air Component Commander is using the survey, the Air
Component Commander will identify the survey to either the OPCON MAJCOM/Air
Component Commander/AMD for safety of flight review and authority of
approval/disapproval/rejection. (T-0). NOTE: If an AOC/AMD approval is required for
contingency operations, the tactics office in the AOC/AMD may complete the safety of
flight. The AOC/AMD tactics office will identify their published surveys to AMC. (T-2).
4.12.1.2. MAJCOMs may accept and use LZ surveys reviewed and signed by other
MAJCOMs and OPCON authorities.
DAFMAN13-217 22 APRIL 2021 69
4.12.1.3. For AMC OPCON assets to utilize a LZ survey, AMC requires that surveys not
reviewed by a regional tactics office receive an additional AMC review prior to use by
AMC OPCON aircraft.
4.12.1.4. ANG units flying under Title 32 are highly encouraged to only utilize LZ surveys
reviewed and approved by RegAF MAJCOMs. The gaining RegAF MAJCOM will
convene the Class A accident investigation boards concerning ANG operated Mobility AFs
airframes, even when the ANG is operating in Title 32 status.
4.12.2. Safety of Flight Review Criteria. If the safety of flight reviewer discovers fundamental
errors on the survey they may contact the surveyor to obtain the information, or the safety of
flight reviewer may elect to reject the survey and return it to the surveyor for correction.
4.12.2.1. Use a 1:50,000-scale chart and satellite imagery (if available) or MAJCOM
directed mission planning software for the objective area and at least a 1:250,000-scale
chart for the run-in and escape.
4.12.2.2. Document all required information on the AF Form 3822. Refer to Attachment
5 for items the surveyor could annotate on the AF Form 3822. Examples are: Terrain on
extended final, towers and airspace. Add any required information to the AF Form 3822 or
consider rejecting the survey to the surveyor to add the required information to both block
13, LZ diagram and block 14, remarks, within the LZ Survey.
4.12.2.3. Evaluate the LZ route of flight to determine if there are obstructions or over-
flight restrictions that may affect an aircraft’s ability to reach a stabilized point. Evaluation
of terrain/obstructions should include service ceiling and climb. Evaluate a four engine
fixed wing aircraft for three-engine climb out and evaluate a two engine fixed wing aircraft
for single-engine climb out. (T-2).
4.12.2.4. Evaluate surveyed aprons, taxiways and runways for safe landing and ground
operations using reported LZ minimum WBC, geometrics and vertical obstruction
clearances. The ASRR contains AMC criteria in the Suitability Policy and Procedures
section. Caution: safety of flight reviewers use the performance criteria for all aircraft or
the most restrictive aircraft assigned/apportioned to their OPCON authority. Additional
users of the LZ survey must ensure the LZ air and ground portions are suitable for their
aircraft performance. (T-0). NOTE: Operators of rotary-wing and single engine fixed wing
engine aircraft will evaluate the availability of suitable emergency landing surfaces as part
of the initial LZ selection and risk evaluation process. (T-2).
4.12.2.5. The AF Form 3822 documents the conditions that existed at the time of the
survey’s completion and may not account for changes to the LZ due to climatic condition,
seasonal topography, or man-made adjustments to the previously surveyed area. Prior to
commencing operations, confirm the condition and status of the LZ. (T-2).
70 DAFMAN13-217 22 APRIL 2021
4.13. LZ Survey Approval. The MAJCOM/A3, Air Component Commander, COMAFSOF (O-
6) or equivalent, or their designated representative is final survey approval authority and approval
is designated by signature. Signature may be digital or ink. Surveys approved by a delegated
authority will have a copy of the letter of delegation attached as part of the supporting
documentation. (T-0).
4.13.1. Approval Authority. The MAJCOM/A3, Air Component Commander, or designated
authority has ultimate authority over the completed Survey and may authorize changes,
inclusion, or updates to the LZ Survey without referring to the original surveyor or safety of
flight reviewer.
4.13.2. Survey Approval and Routing. The AF Form 3822 is not valid for use until it has been
reviewed and recommended for use by the appropriate MAJCOM/A3, Air Component
Commander, COMAFSOF or O-6 equivalent, or designated authority. Submit the fully signed
and completed survey in accordance with paragraph 2.3.6.
4.13.3. Limit of Approval Authority Responsibility. The signatory MAJCOM/A3, Air
Component Commander, or designated authority is not responsible for the maintenance of the
LZ. The executing authority retains all responsibility for approving use of the survey.
DAFMAN13-217 22 APRIL 2021 71
Chapter 5
HELICOPTER LANDING ZONE OPERATIONS
5.1 General. Helicopter and tiltrotor aircraft require HLZ procedures to safely operate in areas
unsuitable for fixed-wing aircraft or outside of valid airfields. HLZs are dependent on the aircraft
type, size and intended operations to include but not limited to takeoffs and landings, hover,
Alternate Insertion Extraction (AIE). HLZ surveys are not required if another survey is available
(i.e., fixed wing LZ survey, FARP survey, or DZ survey) as long as the survey clearly annotates
applicable hazards. HLZ and tactical HLZ surveys support AIE operations unless otherwise
specified. HLZ and tactical HLZ surveys intended for landings, takeoffs, or AIEs onto structures
must include structural limits to support specified aircrafts and operations.
5.2. HLZ Survey Selection. Selecting the HLZ location is the joint responsibility of the AC and
the ground unit commander. In addition to this guidance, HLZ selection will adhere to MDS
specific guidance. (T-2). Warning: HLZ selection is dependent on the aircraft type or size. WBC
is not normally a factor but must be considered if the landing area is a platform raised from the
surface or is constructed of a material other than compact earth, rocks, or sand. (T-2). Exercise
additional care to ensure the HLZ is cleared to prevent possible engine damage or personnel injury
from flying debris due to hover operations. (T-2).
5.3. HLZ Markings. Markings are not required for day or night aided (e.g., NVG, infrared)
operations. Unaided (e.g., non-NVG, non-infrared) night operations require a minimum of three
overt lights to clearly mark the edges of the landing aircraft’s footprint. (T-3). Lights may be
configured as indicated in Figure A6.9, however the samples provided are not all inclusive. Refer
to service, NATO and partner standard tactics, techniques and procedures for further examples.
5.3.1. Added. To prevent damage to aircraft and injury to personnel, all marking equipment
(panels, markers, supports, lights, etc.) must be adequately secured to the ground to withstand
the prop-wash, rotor-wash, and/or jet-blast created by the associated aircraft using the marked
LZ.
5.4. HLZ Survey and Assessment Requirements. The HLZ survey program is a tactics office
function. Squadron tactics, or designated office, must ensure surveys are conducted in accordance
with the procedures below and Attachment 6. (T-2).
5.4.1. HLZ Survey Requirements and Responsibilities. Completing the HLZ survey involves
a physical inspection/evaluation of the HLZ, documenting the information on the AF Form
4303, Helicopter Landing Zone Survey (see Attachment 6), a safety of flight review and final
approval/disapproval. If the survey was conducted using any other method than on-site GPS-
derived coordinates, surveyors provide the reviewer with the method conducted and raw
coordinate data, level of accuracy, and any conversion(s). Though HLZ survey is not required
for an AIE-only site, AIE-only site may be documented utilizing a HLZ survey and surveyor
shall include the following restriction: “Restricted to Alternate Insertion Extraction use only,
not intended for landing or takeoff”. (T-2). AF Tiltrotor units (AFSOC) do not require HLZ
surveys for MAJCOM/Joint Chief of Staff-directed exercises or contingency operations. (T-
2). However, the requirement to complete an AF Form 4303 or to conduct a tactical HLZ for
training shall remain in effect. (T-2).
72 DAFMAN13-217 22 APRIL 2021
5.4.1.1. HLZ surveys document the conditions that existed at the time of the survey’s
completion and may not account for changes to seasonal topography or vegetation
encroachment. Base recommended uses on minimum requirements and do not misconstrue
recommendations to be all-inclusive (e.g., HLZ recommended for two HH-60s may not be
suitable for a CV-22). It is the responsibility of the flying and ground units involved to
ensure that any HLZ being considered for use meets the requirements for their specific
operation. Users must ensure the survey is completed and meets the appropriate criteria for
operational and safety standards. (T-2). The user should conduct a physical inspection and
assessment of the HLZ prior to use to identify and evaluate potential hazards to personnel,
equipment, man-made or natural structures and ground personnel in accordance with
paragraph 5.5 Recommend adding photos of the HLZ during winter (snow covered) and
summer to account for seasonal weather changes using the survey and/or assessment
process.
5.4.1.2. Use a 1:50,000 scale chart or less when available for the objective area for the
ingress and egress. Use MAJCOM approved government owned or civilian owned
technologies, mapping/imagery programs, or flight/mission planning software instead of
paper charts. The review lists all obstructions such as terrain, towers, or power lines that
may affect the helicopter’s route of flight. Also listed on the review are any prohibited
areas, noise sensitive areas, special use airspace, route of flight to avoid such areas,
preferred routing, NOTAM requirements, etc.
5.4.1.3. HLZ Surveyors. CCT/STO, Pathfinders, qualified DoD civilians or contractors,
qualified rotary/tiltrotor wing aircrew members, group weapons and tactics personnel,
sister service rotary/tiltrotor wing aircrew, AFSPECWAR, and any other SOF or
conventional personnel in aviation/airfield related specialties with the knowledge and unit
training are authorized to complete the physical inspection of the HLZ and annotate the AF
Form 4303. Regardless of who conducted the survey or assessment, the commander of the
using unit shall be responsible for ensuring the HLZ meets the criteria for HLZ operations.
(T-2). NOTE: RAAF CCT that meet qualification, certification and currency in
accordance with AFSOC/A3T validated AUS-LMP Assault Zone Reconnaissance Course
and this manual are approved to conduct HLZ surveys and/or assessments for USAF
approval.
5.4.2. HLZ Survey Conduct and Review Process. The following paragraphs outline the HLZ
conduct and review process from performing the initial groundwork to the final coordination.
Forward all completed surveys to the group tactics office, or an office with an equivalent level
of expertise. (T-2). Re-accomplish surveys when the user and/or provider determine changes
in the ground or air aspects of the HLZ data require a new survey. (T-2). Users and surveyors
may maintain Talon Point accounts for access to current HLZ surveys and to view/submit
assessments when able.
5.4.2.1. A surveyor will conduct the HLZ survey (AF Form 4303, Attachment 6), during
daylight in accordance with paragraph 5.4.1.3. (T-2). The surveyor performs the ground
evaluation of the HLZ site (e.g., measurements, coordinates, calculating size, obtaining
maps and creating diagrams) and annotates results on the AF Form 4303. The surveyor
may be a member of the unit that intends to use the HLZ, or a member of another unit may
perform the ground portion of a survey if requested and time permits. To facilitate future
use of surveyed HLZs, initial surveys will encompass the largest area available and will
DAFMAN13-217 22 APRIL 2021 73
not be limited by specific mission requirements. (T-2). The surveyor will forward the
completed survey to the group tactics office, or the Group/CC’s or O-6 equivalent’s
designated office, for review. (T-2). Include recommended use and any deviations from
HLZ standards contained in service or MAJCOM directives on block 9, remarks, of the
HLZ Survey.
5.4.2.2. The reviewer, in order of preference, is chief (or flight commander) of unit tactics,
assistant operations officer, squadron operations officer (or the office designated by
MAJCOM supplement) or AC. The reviewer ensures the HLZ can be safely used from a
flight perspective and annotates a review was completed on the AF Form 4303, item 4B.
Throughout the review process, HLZ survey packages will include all applicable maps,
photos, charts, and diagrams necessary to determine the safety and utility of the HLZ. (T-
2).
5.4.2.3. Approval Authority (AF Form 4303, item 4C). Prior to use, the Group/CC, or O-
6 equivalent or higher with authority over aviation missions or assets will approve surveys
for air operations. (T-2). Approval authority may be delegated to deputy Group/CC,
squadron commander, squadron operations officer, or assistant operations officer. This
approval assures the review has been accomplished and the HLZ is considered safe for air
operations. Tactical HLZ surveys do not require a signature and are approved for use in
accordance with paragraph 5.4.3.
5.4.2.4. Once item 4C of AF Form 4303 is completed, the survey is ready for use.
Respective group tactics offices are the local area repositories for HLZ surveys. The group
tactics office will ensure new surveys are uploaded to Talon Point. (T-2). When conducting
operations at any surveyed HLZ, the commander of the using unit shall be responsible for
ensuring the HLZ meets the criteria for that operation (T-2). In all cases, the using unit
must accept responsibility for all personnel injuries and property damage. (T-2).
5.4.2.5. Host Nation (HN) or Joint HLZ Surveys. When conducting operations on or over
a HN surveyed HLZ, complete a safety of flight review of the HN survey before operations
to the HLZ begin. (T-2). Users remain responsible for ground operational and safety
criteria. Use Joint or Host nation HLZ surveys in place of the AF Form 4303 process as
long as the survey has been reviewed and all criteria required within the AF Form 4303 are
covered.
5.4.3. Tactical HLZ Surveys. Tactical HLZ surveys may be required to meet the appropriate
commander’s objective(s). Conduct tactical HLZ surveys when emergent time critical
operations, training objectives, or operational environment do not allow for completion of the
AF Form 4303 process or on-site physical survey of the objective area intended for
landing/departing aircraft. HLZs may be tactically surveyed by aircrew, ground forces, or the
use of imagery. Aircrew should conduct an airborne (hi-low assessment) of tactical HLZ prior
to landing. Though tactical HLZ surveys do not require an AF Form 4303, minimum Tactical
HLZ requirements are identified by asterisks within Attachment 6, Guidance Concerning AF
Form 4303. MAJCOMs may determine standard tactical HLZ survey format. For routine use,
complete an AF Form 4303. (T-2). Additional Joint tactical HLZ operations, considerations
and briefing within AFTTP 3-2.6, JFIRE, Multi-Service Tactics, Techniques, and Procedures
for Joint Application of Firepower, Appendix G and tables 91 and 92, may be found at
https://www.alsa.mil/mttps/jfire/.
74 DAFMAN13-217 22 APRIL 2021
5.4.3.1. Though preferable, the use of an AF Form 4303 is not required for a tactical
survey.
5.4.3.2. When using a tactical HLZ, the using unit assumes roles/responsibility for safety
of flight and approval for use.
5.5. HLZ Survey Assessments/Updates. Assess existing HLZ surveys every 12 months. (T-2).
HLZs that are not assessed in the twelve-month time period will be closed until reviewed using
the above criteria (does not require a new AF Form 4303). (T-2). The minimum requirement to
assess a HLZ survey requires a HLZ surveyor in accordance with paragraph 5.4.1.3 to physically
evaluate the HLZ. The surveyor must ensure items six through ten of AF Form 4303 are still
accurate. (T-2). Report assessment of HLZ survey in Talon Point database. If not updated in Talon
Point, physically annotate date assessed and surveyor’s name and unit in block 9, remarks, of the
HLZ Survey until Talon Point inclusion. An HLZ survey that has not been updated for 24 months
is expired and a resurvey of the AF Form 4303 is required (requires new reviewer and approver
signatures). (T-2). When significant changes are identified at any time or during an assessment
(e.g., obstacles that affect flight or landing safety), the HLZ requires a resurvey. An HLZ survey
expires 5 years from original date surveyed at which point a new survey must be conducted. (T-
2). NOTE: AFGSC will establish requirements in their supplement for updating missile alert
facilities and launch facility surveys. (T-2).
DAFMAN13-217 22 APRIL 2021 75
Chapter 6
LC-130 SKIWAY AND SKI LANDING AREA CRITERIA
6.1 General. These procedures apply to all agencies involved in or supporting LC-130 operations
and clarify LC-130 Polar LZ requirements. The waiver authority for non-tiered compliance items
in this chapter is the 109th Operations Group Commander (109 OG/CC).
6.2. Selection of LC-130 Landing Sites. Proposed landing sites must be submitted to 109
OSF/OSK Polar Tactics at: 1 Air National Guard Road, Scotia, NY 12302-9752. Phone: Comm
518-344-2640, or DSN 344-2640. Agencies must also provide information on ice depth and
surface characteristics when applicable. Minimum thickness is discussed in Table 6.1.
6.3. LC-130 Polar LZs. Polar LZs are LC-130 landing surfaces that include ski airfields
(skiways & ski landing areas (SLAs)), ice runways and open snow areas.
6.3.1. Ski Airfields. Ski airfields are prepared (groomed), skis-only polar LZs marked as either
skiways or SLAs in accordance with this DAFMAN.
6.3.2. Ice Runways. These are prepared for wheeled operations and may be constructed on
compacted snow or native ice. Mark ice runways in the same manner as ski airfields.
6.3.3. Open Snow Areas. These are generally unprepared, skis-only, open-field landing areas
with limited or no markings. Open snow areas include snow fields, glaciers and snow–covered
ice sheets. Due to lack of surface preparation and airfield markings, open snow operations
present unique risk elements which require mitigation.
6.4. Maximum Aircraft Gross Weight. The LC-130 C2 establishes the maximum gross weights
for LC-130 operations at specific polar LZs.
6.4.1. Variables Affecting Maximum Operating Gross Weight. Variables which affect
maximum aircraft operating gross weight include surface roughness, hardness, ice thickness,
snow cover and snow depth. These characteristics should be continually monitored and
evaluated for their effect on allowable aircraft gross weight, particularly when the LZ has been
left unattended or after severe weather conditions.
6.4.2. Surface Preparation. Generally, an increased level of surface preparation or grooming
will allow for increased operating weights. A four-inch elevation change in 20 feet is the
threshold for what is considered “smooth.” If this threshold is exceeded, structural damage to
the skis may occur at higher operating weights.
6.4.3. Maximum Aircraft Gross Weight References. For detailed maximum aircraft operating
gross weight information, refer to 109th AW supplements to AFI 11-2C-130V3ADDD, LC-
130 Ski Procedures and Technical Order (T.O.) 1C-130(L) H-1, Flight Manual.
6.5. Ski Landing Area. Several agencies and a large body of scientific research have conducted
extensive research and testing of ice characteristics and testing data is available to agencies
interested in ice field or sea ice operations.
6.5.1. Ice Weight Bearing Capacity. The load bearing capacity of ice sheets varies with
thickness, surface temperature, weight of the aircraft and parking time. Minimum ice thickness
required for LC-130 operations is based on data derived from U.S. Naval Civil Engineering
Lab, Technical Report R860, Ice Engineering - Study of Related Properties of Floating Sea-
76 DAFMAN13-217 22 APRIL 2021
Ice Sheets and Summary of Elastic and Viscoelastic Analyses, Canadian Forces Air Command
Manual (CFACM) 10-100, Air Transport Group Ice Strip Requirements for CC 130 Hercules,
CC 115 Buffalo, and CC 138 Twin Otter Operations and LC-130 aircraft field experience. The
limits in Table 6.1 are established as minimum values for LC-130 aircraft. They may be
applied up to the maximum ski landing/takeoff gross weights listed in T.O. 1C-130(L) H-1,
Operations with ambient temperature above freezing must be evaluated and approved in
accordance with applicable LC-130 C2.
Table 6.1. Ice Weight Bearing Capacity.

SURFACE TEMPERATURE MINIMUM ICE THICKNESS
-10 deg C or less 55 inches
-10 to -5 deg C 60 inches
-5 to 0 deg C 85 inches
6.5.2. Ski Landing Area Testing. Conduct testing of ice sheet depth at landing/takeoff areas
by drilling through the ice at 500-foot intervals on alternated sides for the entire length of the
landing area. Minimum depth values will not include surface snow or slush. Perform additional
drill tests weekly during continuous operations or prior to resuming landings/takeoffs after a
period of non-use of more than one week. Check the area regularly for signs of cracking or
surface deterioration.
6.6. Surface Suitability. Surface evaluation of potential landing/takeoff areas is necessary to
assure the area is suitable for LC-130 ski operations. The better the natural conditions, the less
preparation work will be necessary. The best condition is a relatively smooth surface with 2 or
more years of snow accumulation to a depth of 12 inches (the minimum acceptable depth is six
inches). Unsuitable Surface Conditions are as follows. Avoid the following conditions:
6.6.1. Undulating or irregular ice. Undulating or irregular ice underneath the snow surface,
often hidden by the snow cover, can impact the skis during landing or takeoff which may
damage skis and other aircraft structure. Ice irregularities can do significant damage to skis
when struck at any speed; an ice crack or pressure ridge with an edge of more than four inches
may do damage at taxi speeds as the ski bridges the crack and a stress point is applied to the
ski.
6.6.2. Bare ice with little or no snow cover. Snow cover is required to cushion and distribute
loads over the skis. Even small irregularities or cracks in bare ice can create stress points along
the ski that can cause damage.
6.6.3. Large irregularities in the snow surface. (ridges, humps and surface irregularities
created by wind action known as “sastrugi”). Sastrugi, ridges, or humps more than four inches
may do damage at taxi speeds as the ski bridges the crack and a stress point is applied to the
ski. These irregularities require extensive surface preparation before ski operations or damage
to skis may occur.
6.7. Surface Preparation and Maintenance. The agency being supported is responsible for
preparing the surface. Surface preparation must include a thorough survey of the landing area to
look for ice irregularities and study snow depths and characteristics. Remove any unacceptable
irregularities. Snow irregularities may be large enough to require the entire surface to be dragged
or graded to fill low areas and remove high areas. Grade all undulating surfaces to minimize the
DAFMAN13-217 22 APRIL 2021 77
slope and prevent ski damage. Be careful to not remove the entire snow surface down to bare ice
because snow cushions and distributes loads during ski takeoffs and landings. If the resulting
surface is acceptable, ski operations can begin after appropriate marking and certification.
6.7.1. Dragging. Dragging is required to remove sastrugi, ridges, or humps; grade undulating,
uneven, or rough surface areas; and promote ice crystal deformation to harden the loose surface
snow. Various types of drag devices have demonstrated effectiveness.
6.7.2. Cargo Loading Area Grooming. Groom the cargo loading area (Figure 6.2) to harden
the surface prior to supporting cargo operations.
6.7.3. Periodic Maintenance. Maintaining the Skiway or SLA will require periodic dragging.
Drag the Skiway or Ski Landing Area immediately after fresh snow accumulation, windstorms,
or when ski landings/takeoffs have disturbed the surface. Regular inspections by the ground
party and pilot reports will determine if dragging or other maintenance action is required.
6.7.4. Ski Landing Area Control Officer (SLACO) Certified Ski LZs. A SLACO will certify
ski LZs with a snow surface over an ice substrate. The C2 will authorize as defined in
applicable theater addenda. See paragraph 6.9 for further SLACO information.
6.8. Ski Airfield Markings and Layout.
6.8.1. Standard Operations. Mark skiways and ice runways in accordance with Figure 6.1,
Figure 6.2 and Figure 6.3 Mark SLAs in accordance with Figure 6.5 The length and width of
the marked area may vary with field elevation, snow conditions, operating gross weight and
duration of use. Minimum length and width is 5,000 feet x 150 feet at sea level. Greater length
and width may be required at higher elevations. 109th AW will coordinate with the supported
agency to determine length and width for development of a particular Skiway. In addition to
skiway markings, mark a cargo loading area (Figure 6.3). Locate a cargo loading area either
adjacent to the skiway or further removed according to camp requirements. Accumulated cargo
or other structures must not be closer than 75 feet from any skiway edges. Skiway markers are
made from nylon mesh and mounted on bamboo poles (Figure 6.4).
6.8.2. Temporary Operations. Operations of a temporary nature requiring limited ski
landings/takeoffs may not require skiway approach markings. The 109th AW, in coordination
with the supported agency, will determine whether to establish an SLA or skiway for a
particular operation.
6.8.3. Flagging Guidance. The primary differences between skiways and SLAs are the absence
of lead-in flags and fewer marking flags for an SLA.
6.8.3.1. Skiway. Minimum flagging for a skiway should consist of the following (Figure
6.1):
6.8.3.1.1. Mark the thresholds and midpoints with five red flags, laterally spaced, on
each side.
6.8.3.1.2. Place three black flags for each grouping along the full length of both sides
at 400-foot intervals. A clearly recognizable and contrasting number two (white is
recommended) attached to inside flags on both sides of the skiway at 2,000 feet
remaining from each Skiway departure end.
78 DAFMAN13-217 22 APRIL 2021
6.8.3.2. Ski Landing Area. Minimum flagging for a typical SLA should consist of the
following (Figure 6.4):
6.8.3.2.1. The thresholds and midpoints will be marked with five red flags, laterally
spaced, on each side.
6.8.3.2.2. Place two black flags for each grouping along the full length of both sides
of the Ski Landing Area at 400-foot intervals. A clearly recognizable and contrasting
number two (white is recommended) attached to inside flags on both sides of the SLA
at 2,000 feet remaining from each SLA departure end.
6.8.4. NVG Operations in the Polar Regions. NVG lighting for operations may not coincide
with AMP configurations. Due to the barren, featureless nature of polar and open-snow terrain,
ski NVG lighting should more closely coincide with skiway and ski landing area flagging
requirements. The aircrew will complete a table top review of the NVG lighting configuration
prior to missions involving non-standard NVG lighting configurations.
6.9. Ski Landing Area Control Officer (SLACO). SLACOs are typically highly experienced
LC-130 pilots, navigators, or combat systems officers who evaluate LC-130 landing sites. The 109
AW (ANG unit) develops and maintains procedures to train and certify SLACOs. Due to
operational constraints, CCT/STO or polar field experts experienced in LC-130 operations and
designated by LC-130 command authority may fulfill SLACO duties.
DAFMAN13-217 22 APRIL 2021 79
Figure 6.1. Skiway Lead-In Markings.

80 DAFMAN13-217 22 APRIL 2021
Figure 6.2. Skiway Edge Markings.

DAFMAN13-217 22 APRIL 2021 81
Figure 6.3. Skiway Apron Layout.

82 DAFMAN13-217 22 APRIL 2021
Figure 6.4. Skiway Marker Detail.

DAFMAN13-217 22 APRIL 2021 83
Figure 6.5. Ski Landing Area Marking.
JOSEPH T. GUASTELLA Jr., Lt Gen, USAF

84 DAFMAN13-217 22 APRIL 2021
Deputy Chief of Staff, Operations

DAFMAN13-217 22 APRIL 2021 85
Attachment 1
GLOSSARY OF REFERENCES AND SUPPORTING INFORMATION
References
AFI 33-322, Records Management and Information Governance Program, 23 March 2020
ATP 3-18.11, Special Forces Military Free-Fall Operations, 28 April 2020
STANAG 3344, Tactics, Techniques, and Procedures for NATO Airborne Operations, 12
February 2018
AFI 10-3503, Personnel Parachute Program, 23 September 2020
AFI 11-235, Specialized Fueling Operations, 31 May 2019
AFMAN 11-231, Computed Air Release Point Procedures, 18 November 2020
AFMAN 11-420, Static Line Parachuting Techniques and Training, 24 October 2018
AFMAN 11-218, Aircraft Operations and Movement on the Ground, 5 April 2019
AFTTP 3-2.6, JFIRE Multi-Service Tactics, Techniques, and Procedures for Joint Application of
Firepower, October 2019
AFMAN 13-106, Air Mobility Liaison Officers (AMLO), 7 December 2020
AFJ 13-210(I), Joint Airdrop Inspection Records, Malfunction/Incident, Investigations, and
Activity Reporting, 23 June 2009
AFI 91-204, Safety Investigation and Hazard Reports, 27 April 2018
AFMAN 11-202 Volume 3, Flight Operations, 10 June 2020
UFC 3-260-01, Airfield and Heliport Planning and Design, 4 February 2019
AFPAM 32-2004, Aircraft Fire Protection for Exercises and Contingency Response Operations,
25 September 2014
Combat Control Career Field Education and Training Plan (CFETP) 1Z2X1
CFACM 10-100, Air Transport Group Ice Strip Requirements for CC 130 Hercules, CC 115
Buffalo, and CC 138 Twin Otter Operations, March 1982
U.S. Naval Civil Engineering Lab, Technical Report R860, Ice Engineering - Study of Related
Properties of Floating Sea-Ice Sheets and Summary of Elastic and Viscoelastic Analyses,
December 1977
AFI 11-2C-130V3ADDD, LC-130 Ski Procedures, 22 July 2016
AFMAN 13-204V3, Air Traffic Control, 22 July 2020
AFMAN 15-111, Surface Weather Observations, 12 March 2019
DAFPD 13-2, Air Traffic Control, Airfield, Airspace, and Range Management, 3 January 2019
AMCI 11-208, Mobility Air Forces Management, 8 February 2017
DAFI 33-360, Publications and Forms Management, 1 December 2015
86 DAFMAN13-217 22 APRIL 2021
TC 18-11, Special Forces Double-Bag Static Line Operations, 28 April 2020

Memorandum of Agreement, Airdrop Operations Without Air Force Combat Control, 24 June
1987
T.O. 1C-130(L) H-1 with Change 12, Flight Manual, 4 June 2020
TSPWG M 3-260-03.02-19, Airfield Pavement Evaluation Standards and Procedures, 19
October 2020
AFI 11-200, Aircrew Training, Standardization/Evaluation, and General Operations Structure,
20 September 2018
AMC Airfield Suitability and Restrictions Report, 07 January 2019
AUS-LMP, Assault Zone Reconnaissance Course, 1 November 2020
FAA Order JO 7110.65Y with Change 1-3, Air Traffic Control Order, 31 December 2020
Prescribed Forms
AF Form 3823, Drop Zone Survey
AF Form 3822, Landing Zone Survey
AF Form 4303, Helicopter Landing Zone Survey
AF Form 4304, Drop Zone Landing Zone Control Log
Adopted Forms
AF Form 847, Recommendation for Change of Publication
SOCOM Form 111, USSOCOM JAAAC Mission Request Sheet
Abbreviations and Acronyms

AC—Aircraft Commander
ACP—Assessment Cone Penetrometer
ADE—Airdrop Damage Estimate
AF—Air Force
AFB—Air Force Base
AFCEC—Air Force Civil Engineer Center
AFI—Air Force Instruction
AFMAN—Air Force Manual
AFPAM—Air Force Pamphlet
AFR—Air Force Reserve
AFSC—Air Force Specialty Codes
AFSOC—Air Force Special Operations Command
DAFMAN13-217 22 APRIL 2021 87
AFSPECWAR—Air Force Special Warfare

AFTTP—Air Force Tactics Techniques and Procedures
AGL—Above Ground Level
AMC—Air Mobility Command
AMD—Air Mobility Division
AMCI—Air Mobility Command Instruction
AMLO—Air Mobility Liaison Officers
AMP—Airfield Marking Patterns
ANG—Air National Guard
AOC—Air Operations Center
APZ—Accident Potential Zones
ARFF—Aircraft Rescue and Fire Fighting
ASRR—Airfield Suitability and Restrictions Report
ATC—Air Traffic Control
AW—Air Wing
AUS-LMP—Australia Department of Defence Learning Management Package
C2—Command and control
CARP—Computed Air Release Point
CBR—California Bearing Ration
CCT—Combat Control Team personnel
CDS—Container Delivery System
CFETP—Career Field Education and Training Plan
COMAFSOF—Commander Air Force Special Operations Forces
CONUS—Continental United States
CR—Contingency Response
CRG—Contingency Response Group
CRL—Container Ramp Loads
CRS—Container Release System
CSAR—Combat Search and Rescue
DAFI—Department of the Air Force Instruction
DAFMAN—Department of the Air Force Manual
DBSL—Double Bag Static Line
88 DAFMAN13-217 22 APRIL 2021
DCP—Dynamic Cone Penetrometer

DoD—Department of Defense
DSN—Defense Switched Network
DZ—Drop Zone
DZC—Drop Zone Controller
DZSO—Drop Zone Safety Officer
DZST—Drop Zone Support Team
DZSTL—Drop Zone Support Team Leader
FAA—Federal Aviation Administration
FARP—Forward Arming and Refueling Point
FCIF—Flight Crew Information File
FOD—Foreign Object Damage
GDSS—Global Decision Support System
GENC—Geopolitical Entities Names and Code
GMRS—Ground marked release system
GPS—Global positioning system
GSR—Glide Slope Ratio
HLZ—Helicopter Landing Zone
HN—Host Nation
HSLLADS—High Speed Low Level Aerial Delivery System
HV—High Velocity
HVCDS—High Velocity Container Delivery System
ICAO—International Civil Aviation Organization
IMC—Instrument Meteorological Conditions
JMD—Jumpmaster directed
JM—Jumpmaster
JPADS—Joint Precision Airdrop System
LCADS-LV—Low Cost Aerial Delivery System – Low Velocity
LCLA—Low Cost/Low Altitude
LTFW—Light Tactical Fixed Wing
LZ—Landing Zone
LZC—Landing Zone Controller
DAFMAN13-217 22 APRIL 2021 89
LZSO—Landing Zone Safety Officer

MAJCOM—Major Command
MAWTS-1—Marine Aviation Weapons and Tactics Squadron One
MDS—Mission Design Series
MEW—Mean effective wind
MFF—Military Free Fall
MGRS—Military Grid Reference System
MOS—Military Occupational Specialty
MOU—Memorandum of Understanding
MPI—Multiple Points of Impact
MSL—Mean sea level
NAF—Number Air Force
NATO—North Atlantic Treaty Organization
NM—Nautical Mile
NAVAID—Navigational Aid
NCO—Non-Commissioned Officer
NOTAM—Notice to Airmen
NVG—Night Vision Goggles
NVD—Night Vision Devices
OCONUS—Outside Continental United States
OPCON—Operational control
OSS—Operations Support Squadron
PCN—Pavement Classification Number
PI—Point of Impact
PR—Personnel Recovery
RAAF CCT—Royal Australian Air Force Combat Control Team
RCAM—Runway Condition Assessment Matrix
RCR—Runway Condition Rating
RFF—Rolling Friction Factor
RPI—Random Point of Impact
RRM—Rolling Resistant Material
RTO—Regional Tactics Offices
90 DAFMAN13-217 22 APRIL 2021
RWY—Runway
SATB—Standard Airdrop Training Bundle
SERE—Survival, Evasion, Resistance and Escape
SKE—Station Keeping Equipment
SLA—Ski Landing Areas
SLACO—Ski Landing Area Control Officer
SOCEUR—Special Operations Command, Europe
SOF—Special Operations Forces
SOI—Syllabus of Instruction
SPACI—Semi-Prepared Airfield Condition Index
STANAG—Standardization Agreement
STO—Special Tactics Officers
T.O.—Technical Order
TOT—Time on/over target
USAFE-AFAFRICA—United States Air Forces in Europe, Air Forces Africa
USAF—United States Air Force
USAFWS—United States Air Force Weapons School
USEUCOM—United States European Command
USPACOM—United States Pacific Command
USSOCOM—United States Special Operations Command
VFR—Visual Flight Rules
WBC—Weight bearing capacity
WDI—Wind drift indicator
Terms
Air Component Commander—The Commander AF Forces, Joint Force Air Component
Commander, Coalition Forces Air Component Commander, Joint Force Special Operations Air
Component Commander, Coalition-Joint Special Operations Air Component Commander, or Joint
Special Operations Air Component Commander with OPCON of the asset. For assets which have
OPCON transferred from another Commander, the OPCON Plan will be identified via Execution
Order or Operations Order.
Air Mobility Division—A cell within the air operations center, which plans, coordinates, manages
and executes theater airlift operations in the area of responsibility or joint operations area.
Normally consists of an airlift plans branch, an airlift operations branch and an airlift logistics
branch.
DAFMAN13-217 22 APRIL 2021 91
Air Mobility Liaison Officer—A rated air mobility officer trained specifically to provide air
mobility expertise and close, tactical-to-strategic level combat operations support to ground forces
in garrison and while deployed to contingencies or exercises. AMLOs educate, train and facilitate
delivery of air mobility capabilities to operational and logistic elements of the ground component.
Simultaneously, they examine air mobility operations and voice enterprise concerns to air mobility
leadership. AMLOs are organized and empowered to serve as the single authoritative voice on
mobility issues representing and advising the ground commanders they support.
Aircraft Commander—The pilot in command, regardless of rank, responsible for and the final
authority for, the operation of the aircraft. Synonymous with pilot in command authority.
Airfield Marking Pattern—A system of designations that differentiate between the various types
of airfield markings.
Airfield Suitability and Restrictions Report—The Airfield Suitability and Restrictions Report
(ASRR) and Global Decision Support System (GDSS) Airfield Detail/Giant Report are a
recognized MAJCOM mission planning tools per AFMAN 11-202V3 and requirements per
mobility aircraft AFMAN 11-2MDS V3s. They establish airfield suitability and restrictions at
airfields with prepared (paved) runways (non-landing zones) for the designated Air Mission
Command and Air Mission Command -gained aircraft. Additional MAJCOMs may utilize and/or
designate restrictions for use.
Airlift Mission Commander—A commander designated when airlift aircraft are participating in
airlift operations specified in the implementing directive.
Airspace Control Order—An order implementing the airspace control plan that provides the
details of the approved requests for airspace coordinating measures.
Airspace Control Plan—The document approved by the joint force commander that provides
specific planning guidance and procedures for the airspace control system for the joint force
operational area.
Alibi Jumper—Parachutist who has not jumped and remains aboard the aircraft. The number of
alibi jumpers may be obtained to properly account for all personnel.
Assault Zone—A LZ, DZ, HLZ, LC-130 skiway/ski landing area, or Forward Arming and
Refueling Point (FARP).
Braking Action—A report of conditions on the airport movement area providing a pilot with a
degree/quality of braking to expect. Braking action is reported in terms of good, good to medium,
medium, medium to poor, poor, or nil.
Combat Search and Rescue Forces—Active, reserve and guard component forces of the military
services designated by the Secretary of Defense; who possess a service-level validated
requirement; and are organized, trained and equipped to conduct and support combat search and
rescue.
Controlling Obstacle—The most restrictive obstacle to air navigation within the controlling
region of the approach departure clearance surface to a runway. The controlling GSR, or run over
rise, for departure from a runway is evaluated from the Controlling Obstacle’s height above
runway elevation and distance to GSR termination point in accordance with Table 4.2, Figure 4.1
and paragraph 4.3.2.3.
92 DAFMAN13-217 22 APRIL 2021
Deviation—An unplanned divergence from directives, instructions or operational standards.

Displaced Threshold—A runway threshold that is operationally required to be displaced farther
beyond the surveyed primary threshold.
Drop Zone—A specific area upon which airborne troops, equipment, or supplies are airdropped.
Also called DZ.
Drop Zone Controller—Qualified and certified individual in charge of a DZ operation.
Drop Zone Safety Officer—The appointed non-USAF representative of the supported forces
commander who is responsible for the safe operation of the DZ. Specific duties and responsibilities
vary according to the supported forces standard operating procedures.
Drop Zone Support Team—Qualified U.S. Army/Marine Corps team responsible for supporting
DZ operations in accordance with this manual and memorandum of agreement.
Drop Zone Support Team Leader—Individual in charge of U.S. Army or Marine Corps DZ
support team leader.
End of Overrun/End of Useable—The last point at which an aircraft can taxi or turn on safely.
End of Useable is referenced when no overrun exists or is required.
Flight Information Program—Flight Information Publications and Flight Information Products
are sensitive flight critical mapping and charting type items produced by the National Geospatial-
Intelligence Agency (NGA), foreign governments and commercial vendors that are distributed by
Defense Distribution Mapping and varied civilian contractors.
Giant Report—Global Decision Support System (GDSS) report on an airfield within the primary
Mobility AFs repository of worldwide airfield suitability information. The Airfield Suitability and
Restrictions Report and GDSS Airfield Detail/Giant Report establish airfield suitability and
restrictions at airfields with prepared (paved) runways (non-landing zones) for the designated
AMC and AMC-gained aircraft. Additional MAJCOMs may utilize and/or designate restrictions
for use.
Ground Marked Release System—A procedure used by ground forces to determine and mark
the release point for an airdrop.
Ground Mission Commander—A commander designated when ground units are supported by
airlift operations specified in the implementing directive.
Helicopter Landing Zone—A specified ground area for landing helicopters to embark or
disembark troops and/or cargo. A LZ may contain one or more landing sites.
Hostile Environment—Operational environment in which host government forces, whether
opposed to or receptive to operations that a unit intends to conduct, do not have control of the
territory and population in the intended operational area.
Ice Runway—A wheeled LZ with an ice surface, or an ice surface covered with snow.
Joint Force Air Component Commander—The commander within a unified command,
subordinate unified command, or joint task force responsible to the establishing commander for
making recommendations on the proper employment of assigned or attached, and/or made
available for tasking air forces; planning and coordinating air operations; or accomplishing such
operational missions as may be assigned. Also called JFACC.
DAFMAN13-217 22 APRIL 2021 93
Joint Force Special Operations Component Commander—The commander within a unified

command, subordinate unified command, or joint task force responsible to the establishing
commander for recommending the proper employment of assigned, attached, and/or available for
tasking special operations forces and assets; planning and coordinating special operations; or
accomplishing such operational missions as may be assigned. Also called JFSOCC.
Joint Special Operations Air Component Commander—The commander within the joint force
special operations command responsible for planning and executing joint special operations air
activities. Also called JSOACC.
Landing Zone—Any planned landing surface and movement area that has not been evaluated or
does not meet defined airfield criteria. LZ may be unprepared, semi-prepared, or paved.
Landing Zone Controller—Individual performing air traffic control duties during LZ operations.
Landing Zone Safety Officer—Qualified and certified personnel responsible for safe and
efficient conduct of LZ operations. This individual is in charge of the LZ, supervises personnel
on/around the LZ and ensures the LZ is usable for the planned operation.
Lead MAJCOM—The lead Major Command and focal point for a DAF effort. Normally the
Office of Primary Responsibility for applicable Department of the Air Force Instructions, Manuals,
Air Force Instructions and Manuals.
Light Tactical Fixed Wing—All Mission Design Series smaller than C-130.
Load Exit Time—The length of time required for the first through the last object or parachutist
to clear the aircraft.
Local Area—The area of standard training operations for a given flying unit. Locations and
distance from home stations are normally designated by given flying unit.
Mean Effective Wind—A theoretical wind of constant velocity and direction, extending from the
surface to a predetermined altitude above the ground.
Military Free Fall—An employment method encompassing both high-altitude low opening and
high-altitude high opening parachuting techniques.
Military Grid Reference System—A two-dimensional grid that uniquely identifies a square
meter anywhere on the earth. It attempts to represent the entire surface of the Earth on a worldwide
grid. It is designed for use with the Universal Transverse Mercator and Universal Polar
Stereographic grids.
Mountainous Area—An area of changing terrain profile where the changes of terrain elevation
exceed 900 meters (3000 feet) within a distance of 18.5 km (10.0 NM). (ICAO).
Nacelle—A housing, separate from the fuselage, which holds engines, fuel or equipment on an
aircraft (the outer casing of an aircraft engine). Includes the propeller and its arc when used in
measurement to vertical obstruction clearances.
Night—The time between the end of evening civil twilight and the beginning of morning civil
twilight, as published in the American Air Almanac, converted to local time (ref AFMAN 11-
202V3).
Obstruction (or Obstacle)—A natural or man-made object that violates airfield or heliport
clearances, or projects into imaginary airspace surfaces.
94 DAFMAN13-217 22 APRIL 2021
Open Snow—A planned LC-130 open field LZ that is ungroomed and typically unmarked.
Operational Control—The authority to perform those functions of command over subordinate
forces involving organizing and employing commands and forces, assigning tasks, designating
objectives and giving authoritative direction necessary to accomplish the mission. Also called
OPCON.
Pathfinder—US Army personnel who have completed the US Army Pathfinder course, trained
on HLZ and DZ operations. Army pathfinders mainly provide navigational aid and advisory
services to military aircraft in areas designated by supported unit commanders. The pathfinders’
secondary missions include providing advice and limited aid to units planning air assault or airdrop
operations.
Permissive Environment—Operational environment in which host nation military and law
enforcement agencies have control, as well as the intent and capability to assist operations that a
unit intends to conduct.
Point of Impact—The point on the DZ where the first parachutist or airdropped cargo item lands
or is expected to land.
Polar Landing Zone—A planned LC-130 landing surface that includes skiways, ski landing
areas, ice runways, or open-snow areas.
Raised Angle Marker—A device used to mark the point of impact during airdrops. A triangular
shaped marker constructed of bright orange material, six feet wide at the base (minimum) and six
feet high (minimum), displayed at a 60-degree angle into the direction of flight.
Ram Air Parachute System—U.S. military parachute systems that use a rectangular multi-cell
canopy which is highly maneuverable, has a high glide ratio and is used for military freefall
operations. The military equivalent of a High Glide Ratio Parachute.
Rapidly Rising Terrain—Any terrain feature not captured as an obstacle or mountainous area
that would affect an aircraft’s performance of flight within 10 NM of assault zone.
Release Point—The point over the DZ where personnel or equipment should exit the drop aircraft.
Runway Condition Rating—Numerical decelerometer readings relayed by air traffic controllers
at USAF and certain civil bases and/or LZ for use by the pilot in determining runway braking
action.
Safety Zone—A distance established by agreement between the airlift mission commander and
the ground mission 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.
(T-1). Do not compute safety zone distances for high altitude low opening and/or high altitude
high opening airdrops.
Ski Landing Area—A ski airfield that has reduced flagging from that of a skiway.
Skiway—A designated area for LC-130 ski operations marked and maintained in accordance with
this manual. Skiways must have a published instrument or visual approach procedure and be
located near a surface camp with support facilities to include weather reporting, shelter, first aid,
food, communications and grooming on a continual basis. (T-2).
DAFMAN13-217 22 APRIL 2021 95
Skiway Landing Area Control Officer—An experienced LC-130 pilot or CCT/STO experienced
in LC-130 ski operations responsible for certifying a Skiway Landing Area.
Station Keeping Equipment—An aircraft avionics system used to maintain formation position
in instrument meteorological conditions. When used in conjunction with an adverse aerial delivery
system lead aircraft, instrument meteorological conditions airdrops are possible.
Special Operations Forces—Active, reserve and guard component forces of the military services
designated by the Secretary of Defense, possess a service-level validated requirement and are
organized, trained and equipped to conduct and support special operations.
Special Operations Low Level II—C-17 aircrews assigned to the 437 OG to fulfill the 437 OGS
mission and qualified/certified to utilize Addenda B and 437 OG specified Technical Order
procedures.
Special Warfare—USAF special operations forces consisting of Special Warfare Officers, CCT,
Pararescue, Tactical Air Control Party and Special Reconnaissance personnel who are organized,
trained and equipped to establish and control the air-ground interface at an airhead in the objective
area. Functions include assault zone reconnaissance and surveillance, establishment and terminal
control; combat search and rescue; combat casualty care and evacuation staging; special operations
terminal attack; and special reconnaissance.
Supported Commander—The commander having primary responsibility for all aspects of a task
assigned by a joint planning authority and who prepares operation plans or operation orders in
response to requirements. In the context of a support command relationship, the commander who
receives assistance from another commander’s force or capabilities, and who is responsible for
ensuring that the supporting commander understands the assistance required.
Threshold of Runway—A line perpendicular to the runway centerline designating the beginning
of that portion of the runway usable to determine glide slope ratio for landing. Establishes the
reported approach and departure runway elevations.
Trailing Edge of a Drop Zone—Represents the imaginary line extending between the left and
right rear corners of a surveyed DZ.
Unilateral—Describes an AF only operation. A unilateral mission will not be considered a joint
operation merely because the parachutists or loads are from another service. (T-1).Example: An
DAF reserve airlift unit conducting training airdrop missions using Army paratroopers or when
Army paratroopers jump with DAF personnel on a DAF unit's operation.
Verbally Initiated Release System—A method of positioning aircraft for airdrop by verbal
instruction from the DZ controller.
Visual Meteorological Conditions—Weather conditions where visual flight rules apply;
expressed in terms of visibility, ceiling height, and aircraft clearance from clouds along the path
of flight. When these criteria do not exist, instrument meteorological conditions prevail and
instrument flight rules must be followed. (T-1).
Wind Drift Indicator—A five to six-foot length of paper (approximately) dropped from an
airdrop aircraft to evaluate altitude to surface wind drift prior to an airdrop.
96 DAFMAN13-217 22 APRIL 2021
Attachment 2
WIND/SEA STATE PREDICTION CHARTS
A2.1. Wind/Sea State Observation Chart. Use Table A2.1 to determine the sea state for water
DZ airdrops.
Table A2.1. Wind/Sea State Observation Chart.
Wind Wind
International Appearance of Wind Appearance of Wind
Velocity Force
Description Effects on the Water Effects on Land
(Knots) (Beaufort)
Sea surface smooth and Calm, smoke rises
<1 Calm 0
mirror-like vertically
Smoke drift indicates
Scaly ripples, no foam
1-3 Light Air 1 wind direction, still
crests
wind vanes
Wind felt on face,
Small wavelets; crests
Light Breeze 2 leaves rustle, vanes
4-6 glassy no break.
begin to move
Large wavelets; crests Leaves and small twigs
Gentle Breeze 3 begin to break; scattered constantly moving,
7 - 10
whitecaps. light flags extended
Small waves 1-4ft Dust, leaves and loose
Moderate
4 becoming longer. paper lifted, small tree
11 - 16 Breeze
Numerous whitecaps branches move
Moderate waves 4-8ft
Small trees in leaf
17 - 21 Fresh Breeze 5 taking longer form; many
begin to sway
whitecaps, some spray.
Larger waves 8-13 feet, Larger tree branches
Strong Breeze 6 whitecaps common, more moving, whistling in
22 -27
spray wires
Sea heaps up, 13-19 feet, Whole trees moving,
Near Gale 7 white foam streaks off resistance felt walking
28 - 33
breakers against wind
Moderately high (18-
25feet) waves of greater
Twigs breaking off
length; edges of crests
34 - 40 Gale 8 trees, generally
begin to break into
impedes progress
spindrift, foam blown in
streaks
High waves (23-32 feet), Slight structural
Strong Gale 9 dense streaks of foam; sea damage occurs, slate
41 - 47
begins to roll, spray may blows off roofs
DAFMAN13-217 22 APRIL 2021 97
reduce visibility.
Wind Wind
International Appearance of Wind Appearance of Wind
Velocity Force
Description Effects on the Water Effects on Land
(Knots) (Beaufort)
Very high waves (29-41
feet) with overhanging Seldom experienced on
crests, sea white with land, trees broken or
Storm 10
48 - 55 densely blown foam, uprooted, "considerable
heavy rolling, lowered structural damage"
visibility
Exceptionally high (37-52
feet) waves, foam patches
Violent Storm 11 N/A
56 - 63 cover sea, visibility more
reduced
Air filled with foam,
waves over 45 feet, sea
Hurricane 12 completely white with N/A
64 +
driving spray, visibility
greatly reduced
A2.2. Summary of Wind Observing Standards. Use Table A2.2 to determine and report wind
data for assault zone operations in accordance with AFMAN 15-111.
Table A2.2. Summary of Wind Observing Standards Chart.

DATA WIND OBSERVING STANDARDS
Wind Direction 2-minute average in 10-degree increments.
Wind Speed 2-minute average in knots.
Wind Gust The maximum instantaneous speed in knots in the past ten minutes.
Wind Shift A change in wind direction by 45 degrees or more in less than 15
minutes with sustained winds of ten knots or greater throughout the
shift.
98 DAFMAN13-217 22 APRIL 2021
Attachment 3
STANDARD/METRIC CONVERSION CHART
A3.1. Standard/Metric Conversion Chart. Use Table A3.1 for standard conversions.
Table A3.1. Standard/Metric Conversion Chart.

STANDARD/METRIC CONVERSION CHART
Factors for Conversion of Units
To convert A to B, multiply A by C.
To convert B to A, multiply B by D.
UNIT A LENGTH UNIT C UNIT D UNIT B
Statute Miles 5,280.0 0.0001894 Feet
Statute Miles 1.609 0.6214 Kilometers
Nautical Miles 1.1516 0.8684 Miles
Meters 3.281 0.3048 Feet
Kilometers 3,281.0 0.0003048 Feet
Yards 3.0 0.33333 Feet
Inches 2.540 0.3937 Centimeters
Feet 0.1667 6.0 Fathoms
VELOCITIES
Miles Per Hour (Statute) 1.467 0.6818 Ft. Per Second
Meters Per Second 3.281 0.3048 Ft. Per Second
Meters Per Second 2.237 0.4470 Miles Per Hour
(Statute)
Yards/Second 2.355 0.4246 Knots
WEIGHT
Ounces 0.0625 16.0 Pounds
Pounds 7000.0 0.0001429 Grains
Kilograms 2.205 0.4536 Pounds
Short Tons 2000.0 0.0005 Pounds
Short Tons 0.91 1.0989 Long Tons
Long Tons 1120.0 0.8729 Short Tons
ANGULAR MEASURE
Circle 360.0 Degrees
Degrees 60.0 0.1667 Minutes
Degrees 17.8 0.056 Mils
Mils 3.27 0.296 Minutes
Minutes 60.0 0.01667 Seconds
TEMPERATURE CONVERSION
To convert Fahrenheit to Centigrade, subtract 32 degrees and multi ply by 5, then divide by 9.
To convert Centigrade to Fahrenheit, multiply by 9, divide by 5 and add 32 degrees.
DAFMAN13-217 22 APRIL 2021 99
Attachment 4
GUIDANCE CONCERNING AF FORM 3823, DZ SURVEY
A4.1. AF Form 3823. Use Chapters 2, 3, and these instructions and sample entries listed below
to complete AF Form 3823 in Figure A4.1 All blocks require an entry including “N/A” if non-
applicable.
A4.1.1. Block 1.
A4.1.1.1. Block 1A. Enter DZ name and type in abbreviated format (i.e., DZ, CDZ, WDZ,
CWDZ).
A4.1.1.2. Block 1B. Surveys published on Talon Point will have an unique index number
automatically generated. Talon Point allows inclusion of AMC index number if utilized. If
resurvey, the existing Talon Point index number established is utilized.
A4.1.2. Block 2.
A4.1.2.1. Block 2A. Spell out the name of the country and use associated NGA
Geopolitical Entities Names and Codes (GENC) as identified in either
https://nsgreg.nga.mil/genc/discovery or in Talon Point. Talon Point will automatically
generate the associated GENC during data entry.
A4.1.2.2. Block 2B. Enter the state, province, territory, etc as applicable and use GENC.
A4.1.3. Block 3. If available enter map series, sheet number, edition and date of map used. If
using imagery or mapping tool enter source and date of imagery and/or mapping collection. If
exact date cannot be verified, identify as “estimated.”
A4.1.4. Block 4.
A4.1.4.1. Blocks 4A1 through 4A4. Enter the date survey was conducted, surveyor’s
name, grade, service, telephone number and unit of assignment (include home base and
location).
A4.1.4.2. Block 4B. The surveyor will fill out this item. (T-1). Enter approval or
disapproval symbol for each drop category by using the letter “A” for approved, and the
letter “D” for disapproved. Leave no blank spaces under the preprinted categories.
A4.1.4.3. Block 4C. The ground operations approval authority will enter name, grade,
service, telephone number and unit of assignment (include home base and location), utilize
electronic signature or wet sign. (T-1).
A4.1.4.4. Block 4D. Safety of flight is in accordance with Chapters 2 and 3. On all DZ
surveys MAJCOM tactics may also complete safety of flight review. Safety of flight
representative will enter name, grade, service, telephone number and unit of assignment
(include home base and location), utilize electronic signature or wet sign. (T-1).
A4.1.4.5. Block 4E. Approval is in accordance with Chapters 2 and 3. Enter the date
approved, approver’s name, grade, service, telephone number and unit of assignment
(include home base and location). Approving representative will utilize electronic
signature or wet sign (T-1). Once approved and signed, the DZ is ready for use and shall
be published in accordance with Chapter 2. (T-1).
100 DAFMAN13-217 22 APRIL 2021
A4.1.5. Block 5A through 5E. Enter the controlling agency responsible for scheduling the
DZ to include commercial phone with DSN phone number. If the DZ is within a controlled or
monitored area, enter the range control data for that location to include frequencies and
commercial phone. If the DZ is not located on government owned property, it may be necessary
to obtain a land use agreement or Memorandum of Understanding (MOU). The requesting unit
is responsible for obtaining and providing land use agreement and/or MOU. Check the block
that applies, and when “yes” is checked, check “attached” and attach a copy of MOU or land
use agreement submitted for all approval and safety of flight reviews.
A4.1.6. Block 6.
A4.1.6.1. Block 6A through 6C. Enter the DZ dimensions using yards and meters. Enter
the DZ radius for a circular DZ. Do not put a rectangular and circular survey on the same
form.
A4.1.6.2. Blocks 6D through 6F. Enter the distance from the leading edge of the DZ to
each point of impact using yards and meters. Should use the most restrictive leading edge
for approval (e.g., night leading edge more restrictive than day).
A4.1.7. Blocks 7A through 7D. Blocks 7A-7C enter the primary DZ axis in magnetic, grid
and true north. Block 7D will be the current World Magnetic Model (WMM), and will be used
to calculate 7A and all magnetic headings within survey. It is displayed as Source/Year (e.g.,
GPS/2020). If DZ is circular, enter N/A. List applicable DZ axis restrictions in block 11,
remarks. NOTE: If surveyor’s device and/or collection application is not using the current
WMM, when data is entered in Talon Point, data will be updated to reflect current WMM.
Talon Point will continue to update WMM to data on published surveys as WMMs change.
A4.1.8. Block 8A through 8D. Enter the elevation in feet mean sea level (MSL) for each
point of impact surveyed as well as the highest point on the DZ. Surveyors should check, and
adjust when required, all relative elevations collected by GPS against existing verified forms
of MSL elevations (e.g., map, DTED, mensurated elevations). (T-1). NOTE: Relative
elevations collected by GPS are accurate to GPS error level when time and satellites are
consistent.
A4.1.9. Block 9.
A4.1.9.1. Block 9A. Enter WGS84 for the spheroid or ellipsoid. Surveyors will only use
WGS84 in computing coordinates for the DZ (T-2).
A4.1.9.2. Block 9B. Enter WGS84 for the datum. Surveyors will only use WGS84 in
computing coordinates for the DZ (T-2).
A4.1.9.3. Blocks 9C through 9E. Enter grid zone, easting and northing obtained from
the map, GPS, Talon Point or other source.
A4.1.9.4. Block 9F. Place an “X” in the appropriate block.
A4.1.9.5. Block 9G. Enter the grid zone designator, grid square identifier and the ten-
digit Military Grid Reference System (MGRS) coordinates and elevation. Include a short
verbal description of an easily recognized point on or near the DZ (e.g., road intersection,
benchmark, pond, etc.) that can be used by the DZ party to find the PIs. Include a distance
and azimuth from this point to the nearest surveyed PI.
DAFMAN13-217 22 APRIL 2021 101
A4.1.9.6. Block 9H. Enter the ten-digit MGRS and latitude/longitude coordinates to the
nearest one-thousandth minute for each indicated point.
A4.1.9.7. Block 9I. Enter the ten-digit MGRS coordinates referencing datum and
spheroid and the WGS84 latitude/longitude coordinates to the nearest one-thousandth
minute for each indicated point.
A4.1.10. Block 10. Provide a legible, to scale diagram of the DZ including all obstacles or
prominent features located within the DZ boundaries and 5 NM from DZ center that could
affect ground or flight safety. Annotate the distance these items are from the DZ center in block
11 and depict on the DZ diagram, block 10 to include DZ dimensions. Ensure to annotate all
charted or observed water hazards and power lines within 1,000 meters of the DZ boundaries
(or 1,000 meters of the MFF PI). Diagram shall be oriented true north and indicated with an
arrow. (T-1).
A4.1.11. Block 11. Include any pertinent comments regarding operations on the DZ. Also
include any statements concerning safety in the DZ area (e.g., hazards, towers). Annotate all
charted or observed power lines and/or water hazards within 1,000 meters of the DZ boundaries
for static line/PI for MFF. (T-1). Example remarks and formats can be found in Figure A4.1.
NOTE: this is not a comprehensive list of examples. Not all required. Examples may modified,
added or removed to meet requirements.
A4.1.12. Block 12. Indicate whether photographs of the DZ are available. If available,
surveyor, ground approver (quality control) or safety of flight reviewer will attach photo
product(s) with survey submission. (T-3). Indicate whether a low-level route is associated with
the DZ. Individual completing the safety of flight review should know this information and
will ensure accuracy, completeness and mark accordingly. (T-1).
A4.2. Host Nation DZ Surveys. For review of a HN DZ survey in accordance with paragraph
3.16.1.2, validate as much source data as possible for the blocks in the AF Form 3823. At a
minimum, safety of flight must review the review the following items: 1A, 2A, 2B, 4D, 6A-B or
C, 7, 9, and 11. (T-1). Attach a copy of the foreign DZ to the safety of flight review. NOTE: AF
Form 3823 and tactical DZ surveys conducted in accordance with this this manual by validated
RAAF CCT DZ Surveyors certified in accordance with paragraph 3.16.2 may be used for USAF
and USSF operations.
102 DAFMAN13-217 22 APRIL 2021
Figure A4.1. AF Form 3823, Drop Zone Survey.

DAFMAN13-217 22 APRIL 2021 103
104 DAFMAN13-217 22 APRIL 2021
DAFMAN13-217 22 APRIL 2021 105
Attachment 5
GUIDANCE CONCERNING AF FORM 3822, LZ SURVEY
A5.1. AF Form 3822. Use Chapters 2, 4, and these instructions and sample entries listed below
to complete the AF Form 3822 in Figure A5.1 All blocks require an entry including “N/A” if non-
applicable. NOTE: Use AF Form 3822 in this attachment. Changes to AF Form 3822 prior to this
publication are due to errors and updates required to be in accordance with this DAFMAN.
A5.1.1. Block 1 .
A5.1.1.1. Block 1A. Enter LZ name and type in abbreviated format (i.e., LZ, LTFW LZ).
A5.1.1.2. Block 1B. Talon Point will automatically generate a unique index number for
published surveys. Talon Point allows inclusion of the AMC index number if requested. If
this is a resurvey, use the existing Talon Point index number.
A5.1.2. Block 2.
A5.1.2.1. Block 2A . Spell out the name of the country and use associated GENC as
identified in either https://nsgreg.nga.mil/genc/discovery or in Talon Point. Talon Point
will automatically generate the associated GENC during data entry.
A5.1.2.2. Block 2B . Enter the state, province, territory, etc as applicable and use GENC.
A5.1.3. Block 3. If available enter map series, sheet number, edition and date of map used. If
using imagery or mapping tool enter source and date of imagery and/or mapping collection..
If exact date cannot be verified identify as “estimated.”
A5.1.4. Block 4.
A5.1.4.1. Block 4A. Enter the date survey was conducted. Enter the lead surveyor’s (7/9
level) name grade, service, telephone number and unit of assignment (include home base
and location). If lead surveyor is different than the surveyors who collected the data,
annotate lead data collecting surveyor information in remarks).
A5.1.4.2. Block 4B. Safety of flight is in accordance with Chapters 2 and 4. On all LZ
surveys MAJCOM tactics may also complete safety of flight review. Safety of Flight
reviewer will enter name, grade, service, telephone number and unit of assignment (include
home base and location), and utilize electronic signature or wet sign. (T-1).
A5.1.4.3. Block 4C. Approval is in accordance with Chapters 2 and 4. Enter the date
approved, approver’s name, grade, service, telephone number and unit of assignment
(include base and location). Check either “Approved” or “Disapproved.” Approving
representative will utilize electronic signature, or wet sign. (T-1). Once approved and
signed, the LZ is ready for use and shall be published in accordance with Chapter 2. (T-
1).
A5.1.5. Block 5. Enter the information for the LZ controlling agency. If the LZ is within a
controlled or monitored area, enter the primary and alternate LZ control frequency and range
control frequency. If LZ is not within a controlled or monitored area, enter
established/approved primary and alternate frequencies. If the LZ is not located on government
owned property, it may be necessary to obtain a land use agreement or MOU. This is the
responsibility of the requesting unit. Check the block that applies and attach a copy of
106 DAFMAN13-217 22 APRIL 2021
memorandum or land use agreement if applicable. Enter commercial phone numbers for each
followed by the DSN prefix in parenthesis.
A5.1.6. Block 6. Enter runway length from primary approach threshold to primary departure
threshold with units of measure in feet. Length does not include overruns when they exist.
Runway Width for operational LZ evaluation and use does not have shoulders, but shoulders
and graded area are required for construction evaluation. NOTE: AF Form 3822 may be
utilized for evaluations of new LZ construction; when utilized, enter data for graded area and
shoulders in blocks “B-Zone” and “A-Zone” respectively. List the zone A and B width distance
utilized for evaluation. Measure zone A width from edge of useable runway and zone B from
edge of zone A. (For new LZ construction evaluation surveys utilizing C-130/C17 criteria only;
enter data for graded Area in “B-Zone” and shoulders in “A-Zone”).
A5.1.7. Blocks 7A through 7D. Enter the primary runway run-in heading/reciprocal in
magnetic, grid and true north, and include Source and Date of variation data. Block 7D will be
the current WMM, and will be used to calculate 7A and all magnetic headings within survey.
It is displayed as Source/Year (e.g., GPS/2020). NOTE: If surveyor’s device/collection
application is not using the current WMM, when data is entered in Talon Point, data will be
updated to reflect current WMM. Talon Point will continue to update WMM to data on
published surveys as WMMs change.
A5.1.8. Block 8A through 8C. Enter the elevation in MSL for each location surveyed. 8A/B
are the primary approach/departure thresholds, 8C is the highest elevation on the runway.
Surveyors should check, and adjust when required, all relative elevations collected by GPS
against existing verified forms of MSL elevations (e.g., map, DTED, mensurated elevations).
NOTE: Relative elevations collected by GPS are accurate to GPS error level when time and
satellites are consistent.
A5.1.9. Block 9.
A5.1.9.1. Block 9A. Enter WGS84 for the spheroid or ellipsoid and datum. Surveyors
will only use WGS84 in computing coordinates for the LZ. (T-2).
A5.1.9.2. Block 9B. Place an “X” in the appropriate block.
A5.1.9.3. Block 9C through 9E. Enter grid zone, easting and northing obtained from the
map, GPS, Talon Point or other source.
A5.1.9.4. Block 9F-H. Enter the grid zone designator, grid square identifier and the ten-
digit MGRS coordinates in WGS84 datum/spheroid or ellipse, latitude and longitude to the
nearest one-hundredth minute for the LZ center point, runway approach end (primary
approach threshold), departure end (primary departure threshold), LZ center point. LZ
center point is the mid-point between the runway approach/departure End of Usable.
A5.1.10. Block 10.
A5.1.10.1. Blocks 10A. Enter the type of LZ surface. For semi-prepared utilize Unified
Soil Classification System standard word format (e.g., sand, clay, silt, gravel, or silty sand)
and in accordance with TSPWG M 3-260-03.02-19. If a paved surface, state Asphalt or
Portland Cement Concrete and specify the thickness of asphalt or concrete. If concrete add
flexural strength of concrete, use 700 stateside or good quality control and 600 for uncertain
quality control (e.g., 6" Asphalt or 12" Portland Cement Concrete (700)). NOTE: If greater
DAFMAN13-217 22 APRIL 2021 107
expertise is required by unit commands, contact and fund the US Army Corps of Engineers
Reachback Operations Center (UROC) by email at [email protected] to send soil
samples for laboratory analysis or to set up the AFSOC-ERDC Soils Training Course (e.g.,
training and equipment for the deliberate soils analysis method or classification of soils
where freezing temperatures occur).
A5.1.10.2. Block 10B. For semi-prepared and unprepared LZ, enter the controlling soil
strength profile reading to include thickness and corresponding CBR of layers. Identify the
controlling layer. Take strength tests to a minimum depth of 24-inches for the C-130 (and
LTFW) and 36-inches for the C-17. Example: Surface: 7" CBR 14 (controlling layer)/
Subbase: 10" CBR 20/ Subgrade: CBR 45. Additionally, in block 14, remarks, enter the
soil strength profile’s largest supportable type of aircraft (minimum), the corresponding
allowable load/WBC and allowable passes. Additional aircraft may be entered. Example:
C-17: 486K & 60 passes / C-130: 175K & 200 passes. When C-17 is the largest suitable
aircraft enter the C-130 data as well. Use evaluation criteria of 1000 passes and max aircraft
weight first to evaluate and report allowable load/WBC and allowable passes, (e.g., criteria
provides the evaluation criteria beyond an initial surge and provides allowable loads to
sustain aircraft throughout the anticipated operation of the LZ). If mission requirement
cannot be met and the requirement is to support an initial surge of mission aircraft then use
expedient evaluation criteria of 100 passes and max aircraft weight for evaluation of WBC
& allowable passes, (e.g., allowable loads increase while sustained operational capabilities
of the LZ reduce). NOTE: Also within remarks, report any surveyed semi-prepared and
unprepared taxiway(s) and apron(s) respective data for each feature in the same format as
runway is reported to include soil strength profile. For paved LZ enter PCN based on a C-
17, at 585K at 50,000 passes using shattered slab failure criteria. Paved (asphalt or
concrete) example: PCN 42/R/B/X/T. Paved concrete shall not be evaluated as semi-
prepared. (T-1). If it is paved asphalt (e.g., flexible), and the evaluated PCN does not meet
operational requirement to support aircraft intended for use, it may be evaluated as semi-
prepared based on semi-prepared evaluation criteria to support mission requirements in
accordance with paragraph 4.3.1.2.3 When asphalt LZ is evaluated as semi-prepared list
the PCN and semi-prepared strength information together. Paved asphalt evaluated as
semi-prepared example: PCN 14/F/A/W/T, C-17: 486K & 12,611 passes / C-130: 175K &
74,366 passes. Also, within remarks, report soil strength profile and any surveyed paved
taxiway(s) and apron(s) respective data for each feature in the same format as runway is
reported. When paved concrete (e.g., rigid) PCN results yield unusable PCN or ACN/PCN
ratio is questionable then evaluate the allowable gross weights and/or allowable pass
calculation to determine structural suitability. Evaluate the airfield capability based upon
mission requirements and compute allowable pass levels. List new evaluation criteria in
remarks. Example evaluation criteria: C-130: 175K & 5000 Passes, C-130: 155K & 1000
passes, C-130: 135K & 250 Passes. List resulting allowable load and passes based off
evaluation criteria in remarks as they need to be correlated with evaluation criteria.
Surveyors using the evaluation criteria may report all results or just the one result that is
most usable. Additionally, in block 14, remarks, for rigid paved LZ (i.e., concrete), enter
the controlling strength profile reading to for rigid pavement the same as semi-prepared,
but for rigid include thickness and corresponding K-values of layers. Identify the
controlling layer as the layer with lowest effective K-value. Take strength tests to a
108 DAFMAN13-217 22 APRIL 2021
minimum depth of 24-inches for the C-130 (and LTFW) and 36-inches for the C-17.
Example: Concrete: 10” / Base: 12" K 477 / Subgrade: K 289 (Effective K 330).
A5.1.11. Block 11. Use two digit runway designators based on primary/reciprocal headings
listed in 7A for 11A and 11B.
A5.1.11.1. Block 11A. Enter the runway designation and evaluated GSR for a runway
based on primary approach/departure threshold derived by the most restrictive obstacle to
air navigation within the controlling region. Enter for both runways, primary first. If
glideslope is less restrictive than 99:1, list as “unrestricted” and do not report controlling
obstacle in block 12I.
A5.1.11.2. Block 11B. Enter the percentage of slope for the longitudinal gradient on the
primary runway. Use “+” for upslope and “-” for downslope. If an effective gradient exists,
enter in lieu of standard longitudinal gradient.
A5.1.12. Block 12 .
A5.1.12.1. Blocks 12A – 12H. For primary runway enter average percentage of slope for
the cross section gradient areas. List left and right runway values from centerline to each
edge. Use “+” for upslope and “-” for downslope. For left/right A zones and left/right B
zones, enter either “Unobstructed” or “Obstructed, See Remarks” if hazards exist within
either or both (e.g., objects, berms, vegetation). Zones A and B require vertical obstruction
analysis in accordance with Table 4.2 Gradient chart attachments are not required. (T-1).
As applicable, when vertical clearance or gradient hazards exist on surveyed taxiway(s)
and/or apron(s), report within blocks A and E and include “See Remarks.” and include
pertinent data in block 14. NOTE: AF Form 3822 may be utilized for evaluations of new
LZ construction; when utilized, enter data for maintained areas in 12A/E, for graded Areas
in 12B/F, and shoulders in 12C/G) and note each respective surveyed location. Gradient
chart data may be collected for LZ construction evaluations and attached if requested for
approval.
A5.1.12.2. Block 12I. Enter end of overrun/end of usable coordinates for both runways.
When any obstacle penetrations to GSRs exist, list the individual controlling obstacle
penetration within the controlling region and its relation to relative primary runway
threshold based on GSR reported in block 11A. When surveyed for and required, also list
displaced threshold(s) using standard example penetrations below. End of overruns are the
last point at which an aircraft can taxi or turn on safely. End of Useable is referenced when
no overrun exists or is required. List any existing hazardous obstacle penetrations that exist
within reportable regions to runway thresholds within block 14, remarks.
Table A5.1. Standardized example penetrations (not all below may be required or listed).
1. End of Usable: (Required, farthest points on runway and overrun surface, taxi/turn suitable)
a. Rwy xx: MGRS xxx xx xxxxx xxxxx/LL: xxx° xx.xxx' N/S xxx° xx.xxx' E/W / Elev: xx’
MSL
b. Rwy xx: MGRS xxx xx xxxxx xxxxx/LL: xxx° xx.xxx' N/S xxx° xx.xxx' E/W / Elev: xx’
MSL
DAFMAN13-217 22 APRIL 2021 109
2. Runway Controlling Obstacles (CO): (if required)

a. Rwy xx CO: xx’ (obstacle type) AGL, xxxx' Distance/xxx' Height = GSR xx:1
b. Rwy xx CO: xx’ (obstacle type) AGL, xxxx' Distance/xxx' Height = GSR xx:1
3. Displaced Threshold (DT): (as required)

a. Runway xx DT: xxxx' Displaced/xxxx' Remaining/GSR xx:x
1) MGRS xxx xx xxxxx xxxxx/LL: xxx° xx.xxx' N/S xxx° xx.xxx' E/W/Elev: xxxx'
2) Controlling Obstacle: xx’ (obstacle type) AGL, xxxx' Distance/xxx' Height = GSR xx:1
b. Runway xx DT: xxxx' Displaced/xxxx' Remaining/GSR xx:x
1) MGRS xxx xx xxxxx xxxxx/LL: xxx° xx.xxx' N/S xxx° xx.xxx' E/W/Elev: xxxx'
2) Controlling Obstacle: xx’ (obstacle type) AGL, xxxx' Distance/xxx' Height = GSR xx:1
A5.1.13. Block 13. Provide a legible, to scale diagram of the LZ including all obstacles,
obstructions and prominent features located within the LZ boundaries. Annotate the distance
these items are from the LZ in block 14, remarks, or depict on the LZ sketch. Runways,
taxiways and aprons will have dimensions. (T-1). Thresholds/displaced thresholds and
controlling obstacles will be marked and labeled. (T-1). Diagram shall be oriented true north
and indicated with an arrow. (T-1).
A5.1.14. Block 14. Include pertinent, detailed and specific comments, (and data as required),
regarding operations on the LZ, (e.g., strength evaluation criteria and controlling reading/layer,
abnormalities, such as loose soil on the surface level and penetrating depth to the hard layer
below, unusable LZ surfaces, such as unsuitable portions or entire runways, taxiways, or
aprons for air operations without a waiver, or specific operating procedures, such as for ground
or air users). Also include any statements concerning safety in the LZ area (e.g., hazards,
towers, etc.). Remarks that affect performance of flight/safety that can be visibly displayed
should be annotated in diagram. Example remarks and formats can be found in Figure A5.1.
NOTE: this is not a comprehensive list of examples. Not all required. Examples may modified,
added or removed to meet requirements.
A5.1.15. Block 15. Indicate appropriately whether photographs of the LZ are available. If
available, surveyor/quality control/safety of flight reviewer will attach photo product(s) with
survey submission (T-3). Indicate whether a low level route is associated with the LZ.
Individual completing the safety of flight review should know this information and will mark
accordingly. (T-1).
A5.2. Host Nation LZ Survey. Host Nation LZ surveys may not be used for USAF and USSF
air land operations. However, AF Form 3822 and tactical LZ surveys conducted in accordance
with this this manual by validated RAAF CCT LZ Surveyors certified in accordance with
paragraph 4.10.5 may be used for USAF and USSF operations. Host Nation LZ surveys may be
utilized source data by certified LZ surveyors to validate and generate AF Form 3822 or tactical
LZ surveys to be submitted for review and approval in accordance with this manual.
110 DAFMAN13-217 22 APRIL 2021
Figure A5.1. AF FORM 3822, Landing Zone Survey.

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112 DAFMAN13-217 22 APRIL 2021
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114 DAFMAN13-217 22 APRIL 2021
Attachment 6
GUIDANCE CONCERNING AF FORM 4303, HLZ SURVEY
A6.1. AF Form 4303. Use Chapter 2, 5, and the instructions and sample entries listed below to
complete AF Form 4303in Figure A6.1 All blocks require an entry, including “N/A” if non-
applicable. If the block does not provide enough space, enter “See Remarks” and add the required
data in block 9. Minimum tactical HLZ Survey information to include is indicated by an asterisk
(*).
A6.1.1. Block 1.
A6.1.1.1. Block 1A*. Enter HLZ name and type in abbreviated format “HLZ”. Do not
change in assessment or update. For tactical HLZ, send HLZ name and “HLZ”.
A6.1.1.2. Block 1B. Surveys published on Talon Point will have a unique index number
automatically generated. If resurvey or assessment, the existing Talon Point index number
established is utilized.
A6.1.2. Block 2.
A6.1.2.1. Block 2A. Spell out the name of the country and use associated GENC as
identified in either https://nsgreg.nga.mil/genc/discovery. Or in Talon Point. Talon Point
will automatically generate the associated GENC during data entry. A6.1.2.2 Block 2B.
Enter the state, province, territory, etc as applicable and use GENC. Do not change in
assessment or update.
A6.1.3. Block 3. If available, enter the map series, sheet number, edition and date of map
used. If using imagery or mapping tool enter source and date of imagery and/or mapping
collection. May be changed in assessment or update. If exact date cannot be verified identify
as “estimated.”
A6.1.4. Block 4.
A6.1.4.1. Block 4A. Enter the date the original survey was conducted, and surveyor’s
name, grade, telephone number and unit of assignment, (include home base and location).
Do not change in assessment or update.
A6.1.4.2. Block 4B. Enter the date the survey was reviewed, reviewer's name, grade,
telephone number, unit and location and signature. The reviewer, in order of preference, is
chief (or flight commander) of unit tactics, assistant operations officer, squadron operations
officer (or the office designated by MAJCOM supplement) or AC. Safety of flight reviewer
will enter name, grade, service, telephone number and unit of assignment (include home
base and location), and utilize electronic signature or wet sign. May not be changed in
A6.1.4.3. Block 4C. Enter the date the survey was approved or disapproved and
approver’s name, grade, telephone number, unit of assignment and signature. Approval is
in accordance with Chapters 2 and 5. Enter the date approved, approver’s name, grade,
service, telephone number, and unit of assignment (include base and location). Check either
“Approved” or “Disapproved.” Approving representative will utilize electronic signature
DAFMAN13-217 22 APRIL 2021 115
or wet sign. Do not change in assessment or update. Once signed, HLZ is ready for use and
shall be published in accordance with Chapter 2. (T-1).
A6.1.5. Blocks 5A and 5B. Enter the controlling agency responsible for scheduling the HLZ.
If the HLZ is within a controlled or monitored area, enter the range control data for that
location. If the HLZ is not located on government owned property, it may be necessary to
obtain a land use agreement or MOU. This is the responsibility of the requesting unit. If
applicable, attach the land use agreement and/or MOU to the survey when it is submitted to
the unit or agency responsible for scheduling the HLZ (if applicable). May change in
A6.1.6. Blocks 6A through 6D. * Blocks 6A-6C enter the HLZ geometric long axis in
magnetic, grid and true North. Block 6D will be the current WMM, and will be used to
calculate 6A and all magnetic headings within survey. It is displayed as Source/Year (e.g.,
GPS/2020). If HLZ is circular, enter N/A. List applicable quadrant and/or recommended HLZ
approach/departure magnetic headings in block 9, remarks. NOTE: If surveyor’s
device/collection application is not using the current WMM, when data is entered in Talon
Point, data will be updated to reflect current WMM. Talon Point will continue to update WMM
to data on published surveys as WMMs change. Only block 6A and 6D may change in the
assessment and/or update to correct for yearly change in magnetic variance. Block 6B-6C may
not change in assessment or update. For Tactical HLZ, send only primary HLZ run-in heading
if determined, (6A), in either magnetic or cardinal direction.
A6.1.7. Block 7.
A6.1.7.1. Block 7A. Enter WGS84 for the spheroid or ellipsoid and datum Surveyors will
only use WGS84 in computing coordinates for the HLZ
A6.1.7.2. Block 7B. Place an “X” in the appropriate box. May not be changed in
A6.1.7.3. Blocks 7C through 7E.* Take coordinates from the center point of the HLZ.
Enter grid zone designator and grid square identifier obtained from the map, GPS, Talon
Point or other source. May not be changed in assessment or update. For tactical HLZ, send
only grid zone and coordinates in MGRS or L/L (7C/F).
A6.1.7.4. Block 7F.* Enter the ten-digit MGRS coordinates in WGS84 datum/spheroid
or ellipse, latitude and longitude to the nearest one-hundredth minute for the HLZ center
point. For tactical HLZ, send only grid zone and coordinates in MGRS or L/L (7C/F).
A6.1.8. Block 8. Enter dimensions of the HLZ in feet of long axis by short axis (e.g., 480 x
220 feet). For circular HLZ enter radius. The dimensions of the HLZ describe the portion that
has been surveyed. Areas outside the described HLZ dimensions are not surveyed or approved
for landing or alternate insertion/extraction.
A6.1.8.1. Block 8A. For rectangular or square HLZ, enter length in feet and label in feet.
For circular HLZ, enter radius in feet labeling in feet and labeling radius (e.g., 150 feet
radius). Recommended to also enter length/radius in meters.
A6.1.8.2. Block 8B. For rectangular or square HLZ enter width in feet and label in feet.
For circular HLZ enter “N/A” as the radius will already be entered in block 8A.
Recommended to also enter width in meters.
116 DAFMAN13-217 22 APRIL 2021
A6.1.8.3. Block 8C. Enter elevation in feet MSL taken from the HLZ center point.
Surveyors should check, and adjust when required, all relative elevations collected by GPS
against existing verified forms of MSL elevations (e.g., map, DTED, mensurated
elevations).
A6.1.8.4. Block 8D. Select quantity and type of aircraft that meet dimensional
requirements, based upon either largest aircraft or primary aircraft projected for HLZ use.
Other aircraft may utilize HLZ even though they are not listed in quantity and type as long
as they meet their minimum dimensional requirements for mission.
A6.1.8.4.1. Reference Figures A6.1 through A6.5 for minimum HLZ training
dimensions.
A6.1.8.4.2. For multi-ship training operations, multiply single-ship dimensions by the
number of aircraft to determine HLZ capacity.
A6.1.8.4.3. For contingency operations reference Figures A6.1 through A6.5
Contingency data for minimum HLZ dimensions.
A6.1.8.5. Block 8E. Quadrant obstructed or unobstructed.
A6.1.8.5.1. Enter “Unobstructed” if all quadrants have a GSR of 7:1 (8.13°, 14.29%)
or greater from the most restrictive controlling obstacle(s) to center of HLZ. NOTE:
GSR is calculated distance over rise.
A6.1.8.5.2. Enter “Obstructed, see remarks” if any quadrant(s) have a GSR less than
7:1 (8.13°, 14.29%) from the most restrictive controlling obstacle to center of HLZ.
List quadrants’ obstruction(s) in block 9. Include in each obstructed quadrant;
Obstruction height (in relation to height of HLZ center), name of controlling obstacle,
distance from controlling obstacle to center of HLZ in feet and the GSR and/or deg.
Illustrate those obstructions in diagram/block 10.
A6.1.8.6. Block 8F. Enter degrees of slope based on surveyed geometric long axis, (block
6A-C). NOTE: For circular HLZ list surveyed geometric axis utilized for slope, in addition
to slope data. Enter upslope as "+"; enter downslope as "-". Enter the HLZ right slope (right
is 90° right from axis) in the same manner. For example, a “+2° right -0.5°”, HLZ indicates
a positive 2°upslope and a negative 0.5°right downslope on the surveyed geometric long
axis.
A6.1.8.6.1. UH-1 slope limits: Ten degrees. (TH-1 restricted to seven degrees nose
down).
A6.1.8.6.2. CV-22 slope limits: Nine degrees.
A6.1.8.6.3. HH-60 slope limits: Six degrees nose-down, 15° degrees nose-up, 15°
degrees left/right. Aircrew will subtract 2 degrees from each limit for each five knots
of wind. (T-2).
A6.1.8.6.4. MH-139 slope limits: Ten degrees.
A6.1.9. Block 9.* Enter HLZ surface conditions (e.g., grass asphalt, fine dust, etc.). Exercise
extreme care to document the possibility of brown or white out conditions, blowing grass, or
any other flying debris that may restrict visibility or damage aircraft or personnel. Enter other
hazards and remarks as required. For tactical HLZ, send hazards at a minimum if they exist.
DAFMAN13-217 22 APRIL 2021 117
Though no inherent restrictions apply, the standard for communicating general vertical hazards
to HLZ air navigation within remarks is by listing the following in each of four cardinal
quadrants based on magnetic north; “Quadrant Controlling Obstacle: GSR 9:1 or less =
Obstructed/GSR 10:1 or more Unobstructed.” Example remarks and formats can be found in
Figure A6.1. NOTE: this is not a comprehensive list of examples. Not all required. Examples
may modified, added or removed to meet requirements.
A6.1.10. Block 10. Provide detailed diagram of the HLZ. Diagram will be to scale and
annotate HLZ dimensions. (T-2). A computer-generated diagram is desired but not required.
At a minimum, display all prominent landmarks and man-made or natural features that may
help identify the HLZ (e.g., roads, rivers, buildings). Indicate the recommended approach axis
and include an arrow designating true north. Document and describe all hazards both within
the boundaries of the HLZ (e.g., rocks, tree stumps, holes, depressions, mounds, fences, poles,
trees, wires, ditches) as well as hazards to the approach (e.g., wires, towers, poles, trees). A
remark in bold letters must be included if the potential for brown or white out conditions exist.
(T-2). Unit HLZs used for day-to-day training should include aerial photography and/or
imagery. Other HLZ surveys should be supplemented with aerial photography and/or imagery
whenever possible.
A6.1.11. Block 11. Annotate if photography is available. If available, surveyor, quality
control, or safety of flight reviewer will attach photo product(s) with survey submission (T-3).
Indicate whether a low level route is associated with the LZ. Individual completing the safety
of flight review should know this information and will mark accordingly. (T-1).
A6.2. Host Nation HLZ Surveys. For review of a HN HLZ survey in accordance with
paragraph 5.4.2.5, validate as much source data as possible for the blocks in the AF Form 4303.
At a minimum, safety of flight must review the following items: items 4B, 6, 7 and 8 and attach a
copy of the host nation HLZ to the review. (T-1). NOTE: AF Form 4303 and tactical HLZ surveys
and/or assessments conducted in accordance with this this manual by validated RAAF CCT HLZ
Surveyors certified in accordance with paragraph 5.4.1.3 may be used for USAF and USSF
operations.
118 DAFMAN13-217 22 APRIL 2021
Figure A6.1. AF FORM 4303, Helicopter Landing Zone Survey.

DAFMAN13-217 22 APRIL 2021 119
120 DAFMAN13-217 22 APRIL 2021
Figure A6.2. CV-22 HLZ Size.
Figure A6.3. UH-1/TH-1 HLZ Size.

DAFMAN13-217 22 APRIL 2021 121
Figure A6.4. HH-60 HLZ Size.
Figure A6.5. MH-139 HLZ Size.

122 DAFMAN13-217 22 APRIL 2021
Figure A6.6. MH-47E HLZ Size.
Figure A6.7. MH-6/AH-6 HLZ Size.

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Figure A6.8. HLZ Survey Diagram Dimensional Illustration.

124 DAFMAN13-217 22 APRIL 2021
Figure A6.9. Common HLZ Night Markings.

DAFMAN13-217 22 APRIL 2021 125
Attachment 7
GUIDANCE CONCERNING AF FORM 4304, DZ/LZ CONTROL LOG
A7.1. AF Form 4304. In accordance with paragraph 3.13.5.8, it is the responsibility of the DZC
to ensure this form is complete and accurate. Group Tactics, or equivalent, will maintain completed
AF Form 4304 in accordance with Air Force Information Management Systems. (T-2).
A7.2. Use the instructions and sample entries listed below to complete AF Form 4304 in Figure
A7.1.
A7.2.1. DATE. Enter date and year. When a “time” is required, use local or Greenwich Mean
Time consistent with the date.
A7.2.2. LOCATION. Enter DZ name.
A7.2.3. CCT AND UNIT. DZSTL name and unit.
A7.2.4. DZ/LZ CONTROL OFFICER AND UNIT. Self-explanatory.
A7.2.5. DZSO AND UNIT. Self-explanatory.
A7.2.6. LINE NO. Mission sequence number of each aircraft.
A7.2.7. TYPE ACFT. Mission design series.
A7.2.8. UNIT. Unit of aircraft.
A7.2.9. CALL SIGN. Call sign of lead and, if applicable, formation position number.
A7.2.10. TYPE MSN. Refer to “LEGEND” for abbreviations.
A7.2.11. ETA. Estimated time of arrival, estimated TOT, or S3 air brief. Keep the unit of
time consistent throughout the form (e.g., local or Greenwich Mean Time).
A7.2.12. ATA/ATD. Actual time of every pass or actual time of departure.
A7.2.13. STRIKE REPORT.
A7.2.13.1. YDS. Distance first jumper/container/pallet lands from PI in yards. If within
25 yards it is scored a PI.
A7.2.13.2. CLOCK. Use direction of flight as 12 o’clock and back its azimuth as 6
o’clock, estimate direction from PI to first jumper/container/pallet. If time and conditions
permit, the actual measurement is preferred.
A7.2.14. LZ. Mark the “S” box if a landing occurred between the beginning of the touchdown
zone and the first 500 feet. If the landing was not successful (e.g., go-around), short of the
touchdown zone, or 500 feet beyond the beginning of the touchdown zone, mark the “U” box
and provide comments in the REMARKS box.
A7.2.15. SURF WIND. Surface wind direction in degrees, and velocity in knots.
A7.2.16. SCORE METHOD. Refer to “LEGEND” for abbreviations.
A7.2.17. MEAN EFFECTIVE WIND. Time taken and at what altitude.
A7.2.17.1. TIME. Self-explanatory.
126 DAFMAN13-217 22 APRIL 2021
A7.2.17.2. ALT. Should be drop altitude.

A7.2.17.3. DIR & LVL. Wind direction in degrees and velocity in knots.
A7.2.18. REMARKS. Enter remarks as appropriate.
Figure A7.1. AF FORM 4304, Drop Zone/Landing Zone Control Log.

DAFMAN13-217 22 APRIL 2021 127
Attachment 8
ADDITIONAL GUIDANCE CONCERNING TACTICAL LZ SURVEYS.
Table A8.1. Tactical LZ Survey.

Tactical LZ Survey (12-Line)
This brief may be transmitted by voice or data. Units of measure are standard unless briefed and/or denoted.
Include imagery as time and/or conditions permit. Lines 2-6, 12, are mandatory read backs (*). The controller
may request additional read backs.
Controller: “ , this is for Tactical LZ Control” (voice only transmit)

(aircraft call sign) (controller call sign)
1. Call Sign: “_____________”
*2. Runway capability: Controlling CBR “____”

*3. Hazards “____________________________________________________________________”
(By Exception, see Note)
*4. Runway Dimensions (feet): Length: “________” Width: “________” Overrun: “________”
*5. Approach End Location: “_________________” MSL Elevation: ” MSL”

(MGRS, latitude/longitude)
*6. Departure End Location: “_________________” MSL Elevation: ” MSL”
(MGRS, latitude/longitude)
7. Glideslope Ratio (From end unless displaced, primary rwy/opposite direction rwy): “_____________”
8. RWY Longitudinal Slope: “_____________” (ID individual controlling slopes that affect aircraft performance
in Hazards)
9. Surface: “______________________________”
(e.g., sand, gravel, silt, clay, asphalt, concrete)
10. Runway Condition Rating (RCR): “_____________”
11. Surface Wind, Temperature: “_____________________________”

(ex: Wind 240(mag)/8(knots), 60°F)
*12. Restrictions: “__________________________________________________________________”
(e.g., runway in use/approach/egress directions. Tactical approaches)
REMARKS (as appropriate):

Airfield markings/Locations and sizes of taxiways, aprons/threats to aircraft/enemy threat suppression
coordinated/position of friendlies/hazards to ground movement (e.g., structures, terrain, towers)/airspace
de-confliction, SPACI, RFF, center point grid.
Additional WX data: Estimated ceiling and visibility
Timing
Time on Target (TOT): “ _______” or
Time to Target (TTT): “ _______”
NOTE: “By Exception” information includes conditions that affect aircraft performance based on 3.3. LZ
Minimums (e.g., Distresses, WBC, threshold displacements, vertical obstruction clearance violations, steep
transverse slope. Include locations.)
UNCLASSIFIED
128 DAFMAN13-217 22 APRIL 2021
Attachment 9
ADDITIONAL GUIDANCE CONCERNING LZS
Table A9.1. Accident Potential Zones and Exclusion Areas.

Accident Potential Zones (APZ) and Exclusion Areas for LZs
Item
Item # Description Dimensions Remarks
Limit or report the following, where

possible, within the APZ-LZ (T-2):
• Actions that release any substances into
the air that would impair visibility or
otherwise interfere with operating aircraft,
such as steam, dust and smoke.
• Actions that produce electrical
emissions that would interfere with
aircraft and/or communications or
APZ-LZ navigational aid systems.
1 Length 762 meters (2,500') • Actions that produce light emissions,
direct or indirect (reflective), that might
interfere with pilot vision.
• Items that unnecessarily attract birds or
waterfowl, such as sanitary landfills,
feeding stations, or certain types of crops
or vegetation.
• Explosive facilities or activities.
• Troop concentrations, such as housing
areas, dining or medical facilities and
recreational fields that include spectators.
• For cases where a training LZ may be
Unoccupied Area: 152.5 sited near permanently occupied facilities
APZ-LZ meters (500') or where new facilities may be sited near a
2 Width Occupied and Built-up Area: LZ, use 305 meters (1,000') wideAPZ-LZ.
305 meters (1,000')
DAFMAN13-217 22 APRIL 2021 129
Limit or report the following, where

possible, within the exclusion area (T-2):
The purpose of the exclusion area is to restrict
development of facilities around the LZ. Only
features required to operate the LZ or adjacent
runways, such as operational surfaces (e.g.,
taxiways, aprons), navigational aids, airfield
lights/signs, aircraft/ support equipment and
cargo loading and unloading areas/equipment,
are permissible in the exclusion area. Personnel
formations, encampments, parked vehicles,
Unoccupied Area: 213.5 storage areas, buildings, etc. are excluded from
Exclusion meters (700') this area. Roads, fences and trees are
3
Area Occupied and Built-up Area: acceptable. The exclusion area is centered on
305 meters (1,000') the runway and extends the length of the
runway plus 500’ beyond thresholds at each
end. For long-term use LZs, restricting use of
available land beyond the minimum distances
listed here is highly recommended. The goal is
to provide the greatest margin of safety for
personnel, equipment and facilities. For cases
where a training LZ may be sited near
permanently occupied facilities or where new
facilities may be sited near a LZ, use 305
meters (1,000') wide exclusion area.
A9.1. Additional Light Tactical Fixed Wing (LTFW) Minimums. Survey potential LZs that
do not meet minimum C-130 criteria to accommodate the largest possible LTFW category or
aircraft. Table A9.2 lists the minimum LZ dimensions for generic LTFW categories. Survey
potential LZs that cannot accommodate the dimensions for a generic LTFW category for a specific
aircraft’s criteria (e.g., C-145A), however this may restrict use by other aircraft types. Paragraph
A9.2 provides LTFW runway width and lateral obstruction clearance criteria formulas utilized to
identify minimum requirements for specific LTFW airframes.
Table A9.2. Minimum Dimensions for Generic LTFW Aircraft Categories.

LTFW Min Rwy Min Rwy Zone A Width Zone B Width
1 2
Category Width Length
Small 24' 1,000' 34' 8'
Medium 30' 2,000' 42' 6” 10'
Notes:
1. Surveyors should maximize semi-prepared runway widths to allow LZ
controllers/pilots to offset landing points and reduce surface rutting on semi-prepared
surfaces. If vertical obstacles exist near the edge of a paved/prepared surface, reduce the
published width to place these obstacles outside the A/B zones of the surveyed LZ.
2. Runway length should be as long as possible to accommodate multiple aircraft types
and potential need for displaced threshold for various glide slope ratio requirements.
130 DAFMAN13-217 22 APRIL 2021
A9.2. LTFW Runway Width and Lateral Obstruction Clearance Formulas. Minimum
runway width for LTFW is 200% of wheel track. Specific LTFW airframes may require wider
runways for routine/normal operations or based on crew qualification. Lateral obstruction
clearance criteria formula is based A and B zones. Base the size (width) of these zones on aircraft
wing span and wheel track and determined using the formulas provided in AFSOC Figure A9.1.
Zone A extends outward from the edge of the surveyed runway width. Zone B extends outward
from the outside edge of zone A. Figure A9.2 depicts the zone A/B locations.
Figure A9.1. Zone A and B Formulas.
Figure A9.2. Zone A and Zone B Locations.
A9.2.1. It is acceptable to conduct operations on a LZ whose survey lists a zone B width that
is less than the aircraft’s stated requirement, provided the zone A width listed on the survey
exceeds the aircraft’s minimum requirement by an equal or greater distance. For example, a C-
145A may operate on a LZ with a 31' zone A and a 7' zone B. In this case the zone B is 3" less
than required but the zone A is 5" greater than required.
A9.2.1.1. Expand insufficient Zone A and/or Zone B survey distances by reducing runway
width by an equal amount, down to the minimum runway width requirement. For example,
a C-146A aircrew desires to land at a LZ with a runway that is 40' wide, with zone As of
28' and zone Bs of 7'. The LZ zone A is 11" less than the C-146A requirement of 28' and
11". The crew may land at the LZ by treating only 38' of runway width as useable and
adding 1' to both zones. The portion of the runway outside this adjusted width will be
treated as unusable. (T-2).
A9.2.2. Surveyors and LZSO shall report detailed information on any/all vertical obstructions
located within zones A and B (e.g., number and type of obstructions, distance from edge of
surveyed LZ or runway centerline, height above cross-sectional runway edge elevation, etc.).
(T-2).
A9.2.2.1. Maximum obstacle height for LTFW aircraft. For semi-prepared surface
taxiways and runways, obstacles will not be higher than values listed below unless the
aircraft flight manual, pilot operating handbook, or aircraft addendum to this manual is
more restrictive. (T-2).
DAFMAN13-217 22 APRIL 2021 131
A9.2.2.2. Single-Engine Low-Wing Aircraft: zone A – 12", zone B – 60".

A9.2.2.3. Single-Engine High-Wing Aircraft: zone A – 12", zone B – 60".
A9.2.2.4. Multiengine Low-Wing Aircraft: zone A – 4", zone B – 60".
A9.2.2.5. Multiengine High-Wing Aircraft: zone A – 36", zone B – 60".
Table A9.3. C-146 Semi-prepared Soil Surface Strength Chart.

132 DAFMAN13-217 22 APRIL 2021
Table A9.4. C-146 Semi-prepared Aggregate Surface Strength Chart.
A9.3. Semi-Prepared Operations Planning. Recurring use of a LZ with reduced strength risks
increased potential for LZ surface distress. Operation planners may base planned operations
around LZ survey strength to theorize a number of operational cycles before potential surface
distress levels could negatively impact operations; Use the planned number of aircraft and
configuration(s) and reported semi-prepared survey strength to identify predicted number of
cycles. A single aircraft cycle consists of a single aircraft landing, all taxi and single takeoff.
Aircraft cycles are not required to be reported nor tracked, and the distress level is theorized.
Therefore, operations planning does not replace the requirement for assessment conducted in
accordance with paragraph 4.3.3, it is not required in the LZ survey process, and it is not required
for survey approval. Use surveyed controlling CBR profile and/or WBC/allowable passes to
directly correlate cycles. Use Figure A9.3 for assistance to conduct evaluations.
DAFMAN13-217 22 APRIL 2021 133
Table A9.5. C-17 Semi-Prepared Operations Planning Chart.

134 DAFMAN13-217 22 APRIL 2021
Table A9.6. Continued. C-17 \ Semi-Prepared Operations Planning Chart.

DAFMAN13-217 22 APRIL 2021 135
Figure A9.3. Example 1 using C-17 Operations Planning Chart.

136 DAFMAN13-217 22 APRIL 2021
Table A9.7. C-130J Semi-Prepared Operations Planning Chart.

DAFMAN13-217 22 APRIL 2021 137
Table A9.8. Continued. C-130J Semi-Prepared Operations Planning Chart.

138 DAFMAN13-217 22 APRIL 2021

DAFMAN13-217 22 APRIL 2021 139

140 DAFMAN13-217 22 APRIL 2021
Table A9.11. PC-12 or U-28 Semi-Prepared Operations Planning Chart.

DAFMAN13-217 22 APRIL 2021 141
Table A9.12. A-10 Semi-Prepared Operations Planning Chart.

142 DAFMAN13-217 22 APRIL 2021
Table A9.13. AT-6 Semi-Prepared Operations Planning Chart.

DAFMAN13-217 22 APRIL 2021 143
Table A9.14. A-29 Semi-Prepared Operations Planning Chart.
A9.4. LZ Skid Test Procedures. In the absence of pilot reported RCR/braking action, the goal
of conducting the skid tests is to accurately characterize the on-site friction supply (or skid
resistance) of an unpaved airfield. Layout an adequate number of skid tests to be conducted in
several locations on the airfield that, when averaged, will adequately represent the skid resistance
of the runway surface. (T-2). Time permitting, and/or as required, eight tests are recommended for
the typical contingency airfield (4000'x90', Figure A9.4, as an example) which should take
approximately a half hour:
144 DAFMAN13-217 22 APRIL 2021
Figure A9.4. Layout Skid Test Locations.
A9.4.1. Target speed at braking will always be 20 MPH and ensure enough space for run-up.
(T-2). At braking locations, push on the brake as hard as possible to lock up all four tires and
then skid to a complete stop (may require turning off ABS. Use of e-brake in conjunction with
braking may also highlight effective skid-mark.) For the cycle and ATVs, lock up the BACK
BRAKES ONLY, as it is unsafe to lock up both the front and back brakes. Use Table A9.13
to report average.
DAFMAN13-217 22 APRIL 2021 145
Table A9.15. Estimated Unpaved RCR/ICAO Braking Action.

146 DAFMAN13-217 22 APRIL 2021
Table A9.16. Estimated Paved RCAM.
A9.5. SPACI and RFF Procedures.

A9.5.1. Step 1. Divide the entire field into sections and sample areas. Each sample area
located on the runway or taxiway may be 250 feet long and the width of the runway or taxiway.
Make the hammerheads and overruns each be a section. Divide the aprons into sections of
approximately 25,000 square feet. Example in Figure A9.5
DAFMAN13-217 22 APRIL 2021 147
Figure A9.5. Semi-prepared Airfield Layout.
A9.5.2. Step 2. Select samples areas to inspect. As a minimum for contingency operations,
inspect the sections in the touchdown area, in the primary braking area at approximately 1000
to 1500 feet, at the point of aircraft rotation at approximately 2000 to 2500 feet and at the last
500 feet of the runway. (The point of rotation may move due to pressure and altitude changes.)
These sections include the areas most likely to be damaged by landing, braking, stopping,
acceleration and takeoff for the runway in use. Inspect and monitor additional areas where
degradation develops.
A9.5.3. Step 3. Inspect sample areas and record any identified distresses as in figure A9.6
Conduct as detailed and accurate an inspection as time and conditions permit. Note all
distresses and the appropriate severity levels for each, see table A9.15.
Figure A9.6. SPACI Sample Survey.
Table A9.17. Surface Distress Conditions.

C-17 on Semi-prepared and Unprepared Surfaces
Distress Types Green Amber Red
Potholes < 4 inches deep and/or 4 to 9 inches deep and > 9 inches deep and > 15
< 15 inches in diameter > 15 inches in diameter inches in diameter
Loose aggregate Covers < 1/10 of section Covers between 1/10 and Covers > 1/2 of section
coverage 1/2 of section
Loose aggregate Max. < ¾ inch diameter, Max. = ¾ inch to 1inch Max. > 1inch diameter
size Recommended < ½ inch diameter
Ruts Exist but < 4 inches deep 4 to 9 inches deep > 9 inches deep
RRM Exist but < 3.5 inches deep 3.5 to 7.75 inches deep > 7.75 inches deep
Dust Does not obstruct visibility Partially obstructs Thick; obstructs visibility
visibility
Jet blast erosion Exist but < 1 inch deep 1 to 3 inches deep > 3 inches deep
Stabilized layer Exist but < 1 inch deep 1 to 2 inches deep > 2 inches deep
failure
C-130 on Semi-prepared and Unprepared Surfaces
148 DAFMAN13-217 22 APRIL 2021

Potholes < 4 inches deep and/or 4 to 6 inches deep and > 6 inches deep and > 15
< 15 inches in diameter > 15 inches in diameter inches in diameter
Loose aggregate Max. < ¾ inch diameter, Max. = ¾ inch to 1inch Max. > 1inch diameter
Ruts Exist but < 3 inches deep 3 to 6 inches deep > 6 inches deep
RRM Exist but < 1 inch deep 1 to 3 inches deep > 3 inches deep
visibility
Jet blast erosion Exist but < 1 inch deep 1 to 3 inches deep > 3 inches deep
Stabilized layer Exist but < 1 inch deep 1 to 2 inches deep > 2 inches deep
failure
C-146/LTFW on Semi-prepared and Unprepared Surfaces
Potholes < 3 inches deep and/or 3 to 5 inches deep and/or > 5 inches deep and/or >
< 15 inches in diameter > 15 inches in diameter 15 inches in diameter
Loose aggregate Max. < ¾ inch diameter, Max. = ¾ inch to 1inch Max. > 1 inch diameter
Ruts Exist but < 1 inch deep 3 to 5 inches deep > 5 inches deep
RRM Exist but < 1 inch deep 1 to 2 inches deep > 2 inches deep
visibility
Jet blast erosion Exist but < ¾ inch deep < 1 inch deep > 1 inch deep
Stabilized layer Exist but < ¾ inch deep < 1 inch deep > 1 inch deep
failure
Notes: These limits are based upon tests of soils in arid environments and may be too high for soils in more
humid environments. Potholes, ruts and RRM are considered major distresses. Depending upon actual distress
location, any distress types categorized as Red may cause the overall condition of the airfield to be Red.
All Airframes on Surface-Treatment and Macadam Surfaces

< 1 inch deep and/or 1 to 2 inches deep and > 2 inches deep and
Potholes
< 15 inches in diameter > 15 inches in diameter > 15 inches in diameter
Ruts Exist but < 1 inch deep 1 to 3 inches deep > 3 inches deep
DAFMAN13-217 22 APRIL 2021 149
Fine aggregate is missing

and larger pieces are High FOD potential.
Binder is wearing away
dislodged. Moderate FOD Surface texture is very
causing low FOD potential
Loose Aggregate potential. Surface is rough rough and pitted. Loose
over < 10% of surface,
and pitted with loose aggregate covering > 50%
surface mostly intact.
aggregate covering between of the surface
10 and 50% of the surface.
Dust Does not obstruct visibility Partially obstructs visibility Thick, obstructs visibility
Rolling Resistant
Exist but < 1 inch deep 1 to 3 inches deep > 3 inches deep
Material
Jet Blast Erosion Exist but < 1 inch deep 1 to 3 inches deep > 3 inches deep
Stabilized Layer
Exist but < 1 inch deep 1 to 2 inches deep > 2 inches deep
Failure
Notes: If the pavement section is in relatively good condition with only low-severity distresses scattered
across the section, which does not require more than routine maintenance to maintain aircraft operations, the
pavement is considered in Green (good) condition. However, if medium-severity distresses were present in
addition to the low-severity distresses, or the section requires routine to major repair to maintain operations,
then rate the section Amber (fair). If high-severity distresses are prevalent, and the pavement requires constant
maintenance and repairs to maintain operations, then consider the pavement Red (poor). When the condition of
the airfield approaches Red inspect it before and after each aircraft operation.
A9.5.4. Step 4. Assign distress deduct values to each distress type identified, Total the distress
educt values, and compute sample area SPACI, see Figures A9.6 and Figure A9.7 The deduct
values for sections located on the runway/taxiway are different than the deduct values for
sections located on aprons/hammerheads.
Figure A9.7. Assigning SPACI Distress Deduct Values.

150 DAFMAN13-217 22 APRIL 2021
Figure A9.8. SPACI Distress Deduct Values.
A9.5.5. Step 5. Average sample area SPACI values to determine section SPACI. Example
figure A9.9. If samples were inspected at the touchdown, maximum braking, turnaround and
point of rotation areas on the runway and the individual sample area SPACI values were 63,
67, 55 and 71; the runway SPACI is 64.
Figure A9.9. SPACI Curves.
A9.5.6. Step 6. Average section SPACIs to determine airfield SPACI, if desired. A SPACI of
76 - 100 is rated “Green”. A SPACI of 26 – 75 is rated “Amber”. A SPACI of 0 - 25 is rated
“Red”. Maintain training LZs in “Green” condition. Maintain contingency LZs in “Green” or
“Amber” condition. Regardless of the overall SPACI rating, if any individual distress is rated
as “Red”, the LZSO will determine the feasibility of each operation.
DAFMAN13-217 22 APRIL 2021 151
Table A9.18. C-17 RFF Values.

Semi-prepared Runway Dry Till Depth Rolling Friction Factor (Note 2) SPACI
(Refer to 3.4.2.)
Un-stabilized (dry) 0 to 1.5 inches 5
GREEN: use 10
1.51 to 3.5 inches 10
3.51 to 5.75 inches 15
AMBER: use 20
5.76 to 7.75 inches 20
> 7.75 inches Maintenance or Waiver RED: Waiver
Un-stabilized (wet) 0 to 1.0 inches 5 GREEN: use 5
> 1.0 inches Waiver RED: Waiver
Cement Stabilized 0 to 0.5 inches 2
GREEN: use 15
0.51 to 0.99 15
1 to 2 inches 20 AMBER: use 20
> 2 inches Maintenance or Waiver RED: Waiver
Note 1: If RFF is unknown or conditions do not appear to match reported RFF, use 20.
Note 2: C-17 OPCON is rarely transferred from TRANSCOM. If 18th AF or a different Air Component
Commander grants a waiver, they will notify the AMC/A3 of the waiver. (T-1)
152 DAFMAN13-217 22 APRIL 2021
Attachment 10
ADDITIONAL GUIDANCE CONCERNING DZS
A10.1. MEW Procedures.

A10.1.1. Inflate the 10-gram balloon with helium to a circumference of 57 inches for day and
74 inches for night. Substitute two 60 inch balloons tied together if unable to inflate balloon to
74 inches. The increase in size at night compensates for the weight of a small marking light
attached to the balloon.
A10.1.2. Two types of marking lights are authorized: One type activates upon immersion in
water, then affixes to the balloon; the other type is commonly known as a chemical light and
measures six inches in length. NOTE: Using a chemical light other than the 6-inch size will
result in inaccurate mean effective wind measurement. (T-2).
A10.1.3. Time the balloon ascent from release to the required altitude. The ascension tables
reflect the ascent times required for the balloon to reach various altitudes. This method is also
used to estimate the base altitude of cloud layers by determining the ascension time for the
balloon until obscured by the cloud base.
A10.1.4. During ascent, note unusual movement by the balloon; unusual movement indicates
erratic wind conditions. Include the altitude of these occurrences, if significant, in the MEW
report to the aircraft.
A10.1.5. When the balloon reaches drop altitude, measure the elevation angle using a pocket
transit, theodolite, clinometer, or any other accurate means available.
A10.1.6. Measure the magnetic azimuth to the balloon, and note the reciprocal heading. The
noted reciprocal heading is the MEW wind direction.
A10.1.7. Referring to the scale on the left side of Table A10.1, locate the angle that
corresponds to the angle measured. Move horizontally across the table to the vertical column
that corresponds to the drop altitude being used. The value at the intersection of these two lines
is the MEW wind speed in knots.
A10.1.8. When transmitting the MEW, make sure to identify it as the “mean effective wind”
and include the altitude to which it was taken. Phraseology: “TALON ZERO ONE, MEAN
EFFECTIVE WIND AT (DROP ALTITUDE AGL), ESTIMATED THREE FIVE ZERO AT
ONE NINER.” At that time, report any indication(s) of erratic winds or wind shear.
Table A10.1. Mean Effective Wind Computation Table (10-Gram Helium Balloon).
Conversion Chart For Elevation Changes To Wind Speed In Knots
Day Circumference: 57”, Night Circumference: 74”
DROP ALTITUDE IN FEET
500 750 1000 1250 1500 1750 2000 2500 3000 3500 4000 4500
ASCENSION
ELEVATIO
N ANGLES
70 02 02 01 01 01 01 01 01 01 01 01 01
TABLE
60 03 02 02 02 02 02 02 02 02 02 02 02
ALT
55 03 03 03 03 03 03 03 03 03 03 03 03 TIME
(FT)
DAFMAN13-217 22 APRIL 2021 153
50 04 04 03 03 03 03 03 03 03 03 03 03 0:10 80
45 05 04 04 04 04 04 04 04 04 04 04 04 0:20 170
40 06 05 05 05 05 05 05 04 04 04 04 04 0:30 250
35 07 06 06 06 06 05 05 05 05 05 05 05 0:40 330
30 08 07 07 07 07 07 07 07 06 06 06 06 0:50 400
25 10 09 09 09 08 08 08 08 08 08 08 08 1:02 500
24 11 10 09 09 09 09 08 08 08 08 08 08 1:10 540
23 11 10 10 09 09 09 09 08 08 08 08 08 1:20 610
22 12 11 10 10 10 10 09 09 09 09 09 09 1:30 670
21 12 11 11 10 10 10 10 10 10 10 10 10 1:43 750
20 13 12 11 11 11 11 11 10 10 10 10 10 1:50 790
19 14 13 12 12 11 11 11 11 11 11 11 11 2:25 1000
18 15 13 13 12 12 12 12 12 11 11 11 11 2:44 1100
17 16 14 13 13 13 13 12 12 12 12 12 12 3:05 1250
16 17 15 14 14 14 13 13 13 13 13 13 13 3:49 1500
15 18 16 15 15 14 14 14 14 14 14 14 14 4:30 1750
14 19 17 16 16 16 15 15 15 15 15 15 15 5:11 2000
13 21 19 18 17 17 17 17 17 17 17 17 17 6:34 2500
12 22 20 19 19 18 18 18 18 17 17 17 17 7:58 3000
11 24 22 21 21 20 20 20 19 19 19 19 19 9:22 3500
10 27 25 23 23 22 22 22 21 21 21 21 21 10:44 4000
09 30 27 26 26 25 24 24 24 23 23 23 23 12:08 4500
WIND SPEED IN KNOTS (10 GRAM BALLOON)
154 DAFMAN13-217 22 APRIL 2021
A10.2. Moving Target Procedures and Moving Target Pattern Instruction.
Figure A10.1. Jumpmaster Directed Airdrop, Moving Target Procedures.

DAFMAN13-217 22 APRIL 2021 155
A10.3. GMRS Marking Considerations.

A10.3.1. DZ markings must be clearly visible to the aircrew on approach as early as possible.
(T-2). If conditions preclude placing the markings at the computed point, the DZC may have
to adjust the location of the intended PI, ensuring compliance with the requirements in Table
3.1, Table 3.2, Figure 3.1, Figure 3.3, Figure 3.4 and Figure A10.1 Advise both the aircrew
and user of the change in PI location.
156 DAFMAN13-217 22 APRIL 2021
A10.3.2. When conducting operations requiring security, night DZ markings should only be
visible from the direction of the aircraft’s approach. If using flashlights, equip them with
simple hoods or shields and aimed toward the approaching aircraft. Screen omni-directional
lights, fires, or improvised flares on three sides or place in pits with the sides sloping toward
the direction of approach.
A10.3.3. During daylight airdrops, the marker panels may be slanted at a 45-degree angle from
the surface toward the aircraft approach path to increase the aircrew's ability to see them,
smoke (other than red) may be displayed at the release point or corner marker to assist in
aircrew DZ acquisition.
A10.4. GMRS: Determining PI Location.
A10.4.1. After selecting the DZ, calculate the dispersion distance, as stated below, then select
a PI that is compatible with the calculated point and the tactical situation. Once the PI has been
determined, calculate the forward throw distance and wind drift effect to determine the release
point.
A10.4.2. Dispersion distance is the total distance within the impact area where troops or cargo
will land. (T-1). It is in a direct line with the aircraft’s line of flight and is dependent upon
aircraft speed and load exit time (the length of time required for the first through the last object
to clear the aircraft). The formula for calculating dispersion is: ½S x E = L, where S = aircraft
speed in knots, E = exit time in seconds, and L = length of dispersion in yards. This calculation
is normally used to assist with placing the PI, rather than determining the release point.
A10.4.3. Wind drift is the lateral movement of a parachute through the air caused by the wind.
The distance of the wind drift is measured on a direct line from the parachute’s fully deployed
opening point to its actual PI on the ground. Calculate this drift using the formula; D = KAV,
where D = drift in meters, K = the load drift constant, A = drop altitude in hundreds of feet
(i.e., 1,000 feet = 10) and V = wind velocity in knots. Table A10.2 depicts the constants for
different airdrop loads.
A10.4.4. Forward throw distance is the distance along the aircraft flight path traveled by a
parachutist or cargo container after exiting the aircraft, until the parachute fully opens and the
load is descending vertically. Refer to Table A10.3.
Table A10.2. Ground Marked Release System Load Drift Constants (K).
TYPE DROP K (Load Drift Constant)

Personnel (Static Line) 3.0
Heavy Equipment 1.5
CDS/CRL/CRS 1.5
HVCDS/LCLA/Low Cost Low Velocity Zero
Door Bundle 1.5
SATB 2.4
DAFMAN13-217 22 APRIL 2021 157
Table A10.3. Ground Marked Release System Forward Throw Distance Data.
TYPE DROP C-130 C-17

Personnel (Static Line)/Door Bundle 250 yards (229m) 250 yards (229m)
Personnel (MFF) 328 yards (300m) 328 yards (300m)
Heavy Equipment 500 yards (458m) 700 yards (640m)
CDS/CRS/CRL 550 yards (503m) 725 yards (663m)
SATB 160 yards (147m) N/A
A10.4.5. Offset is the distance the aircraft will fly to the right of the marker (100 meters) so
the markers will remain visible to the aircrew. (T-2).
A10.5. GMRS: Marking Placement Techniques.
A10.5.1. Step 1. Stand on the PI facing toward the direction from which the aircraft will
approach (reciprocal of DZ axis). (T-2).
A10.5.2. Step 2. Pace off the distance calculated for forward travel distance. Record the
position coordinates as a GPS markpoint/waypoint.
A10.5.3. Step 3. Face directly into the wind. Pace off into the direction of the wind the
distance calculated for wind drift. This is the actual release point.
A10.5.4. Step 4. Face into the direction from which the aircraft will approach (reciprocal of
DZ axis), turn 90 degrees to the right and pace off 100 meters (110 yards) for the offset. (T-2).
Place the corner or first panel at this point.
A10.5.5. Step 5. Adjust the release point for wind direction/velocity changes by returning to
GPS markpoint/waypoint and following steps above.
A10.5.6. Step 6. Establish the ground markings as shown in Figure 3.5.
158 DAFMAN13-217 22 APRIL 2021
Attachment 11
SOCOM FORM 111
Figure A11.1. SOCOM Form 111 Example.

1. REQUESTING UNIT 2. MISSION TYPE OR EXERCISE NAME PRIORITY (Entered in block 16)
Self-explanatory Self-explanatory 1. Deployment Training
3. SUMMARIZED CONCEPT (To Include number and type of aircraft) (a) Rehearsal-Pending Ops
Describe in detail what is being requested and critical (b) OIF/OEF Prep
(c) CIF Prep
information.
2. JOINT COMBINED
TRAINING
(Samples: LZSO, DZ Survey, CAS, ISR, DZC, LZC, etc., and (a) JCS Exercises
A/R, purpose, background, discussion, recommendations.) (b) Geographic Component
Commander
Exercise
List any coordinating agencies and POCs for funding. (c) CDRSOCOM directed event
(d) SOCOM Component
Commander directed event
4a. AIRCRAFT (A/C) TYPE 4b. PREFERRED // MIN # OF A/C (e) SOATC/19 SOS Joint Training
(e.g., Helo/Tanker/Gunship – not specific unless REQUESTED (f) Test Support
reqt driven) (e.g., Prefer 2 A/C // Min Req’d - 1 A/C)
N/A N/A 3. SERVICE &
INTEROPERABILITY
(a) JRTC
(b) NTC
(c) USAF Flag Exercise
(d) Bilateral Training
(e) JCET
4. OTHER
5a. REQUESTED DATE WINDOW // 5b. PREFERRED // MIN # OF DAYS A/C 6. NUMBER OF PERSONNEL
FLEXIBLEX REQ’D
(e.g., 15 Jan – 6 Feb 06, Yes - Flexible within (e.g., Prefer 2 days // Min 1 day Req’d)
dates))
Self-explanatory N/A Self-explanatory
7. TYPE OF CARGO: N/A
8. SPECIAL EQUIPMENT REQUIRED 9. LOCATION ( /Base/State)

(Denote if you are flexible on location )
Self-explanatory Self-explanatory
10. REQUEST DATE SENT:
Self-explanatory
11. MISSION ITINERARY
DATE/TIME ACTIVITY
Detailed dates and times of any events you’re seeking special tactics support for.
12a. REQUESTING UNIT POC(s) INFO (Name/Tel): 12b. POC(s) UNCLASS E-MAIL ADDRESS (required)
Self-explanatory
13. MISSION STATUS (Dates) TASKED PENDING UNSUPORTED
DATE STATUS ASSIGNED:

14. SUPPORTING UNIT NAME
15. SUPPORTING UNIT POC AND TELEPHONE NUMBER

DAFMAN13-217 22 APRIL 2021 159
16. MISSION PRIORITY NUMBER 17. DATE RECEIVED 18. MISSION NUMBER
SOCOM FORM 111, JAN 06(EF)

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BY ORDER OF THE DEPARTMENT OF THE AIR FORCE

SECRETARY OF THE AIR FORCE MANUAL 13-217

Nuclear, Space, Missile, or Command and

DROP ZONE, LANDING ZONE, AND

COMPLIANCE WITH THIS PUBLICATION IS MANDATORY

ACCESSIBILITY: Publications and forms are available on the e-Publishing website at

OPR: AF/A3S Certified by: AF/A3S

Headquarters Air Force Special Warfare Directorate (AF/A3S) at [email protected]

Chapter 2—ZONE AVAILABILITY MANAGEMENT SYSTEM 8

Chapter 3—DROP ZONE OPERATIONS 11

3.4. Instrument Meteorological Condition Airdrops. ...................................................... 21

Chapter 4—LANDING ZONE OPERATIONS 42

4.6. LZ Communications. ............................................................................................... 60

Chapter 5—HELICOPTER LANDING ZONE OPERATIONS 71

Chapter 6—LC-130 SKIWAY AND SKI LANDING AREA CRITERIA 75

Attachment 1—GLOSSARY OF REFERENCES AND SUPPORTING INFORMATION 85

Attachment 2—WIND/SEA STATE PREDICTION CHARTS 96

Attachment 3—STANDARD/METRIC CONVERSION CHART 98

Attachment 4—GUIDANCE CONCERNING AF FORM 3823, DZ SURVEY 99

Attachment 5—GUIDANCE CONCERNING AF FORM 3822, LZ SURVEY 105

Attachment 6—GUIDANCE CONCERNING AF FORM 4303, HLZ SURVEY 114

Attachment 7—GUIDANCE CONCERNING AF FORM 4304, DZ/LZ CONTROL LOG 125

Attachment 8—ADDITIONAL GUIDANCE CONCERNING TACTICAL LZ SURVEYS. 127

Attachment 9—ADDITIONAL GUIDANCE CONCERNING LZS 128

Attachment 10—ADDITIONAL GUIDANCE CONCERNING DZS 152

Attachment 11—SOCOM FORM 111 158

waivers contained in surveys issued/approved by other MAJCOM/A3s, Air Component

ZONE AVAILABILITY MANAGEMENT SYSTEM

DROP ZONE OPERATIONS

Table 3.1. Standard DZ Size Criteria. (Note 1)

Table 3.2. Standard Point of Impact Placement. (Notes 1, 2 & 3)

TYPE DROP MINIMUM DISTANCE FROM LEADING EDGE OF DZ

Figure 3.1. Circular DZ Computation.

Figure 3.2. Area DZ.

Table 3.3. Surface Wind Limits for CDS/Equipment Airdrops.

Table 3.4. Surface Wind Limits for USAF Personnel Airdrops.

determines the MEW by timing the ascension of a helium-filled balloon to a pre-determined

Figure 3.3. Standard DZ Markings.

Figure 3.4. MFF DZ Markings.

marking considerations, determining PI location, and marking placement techniques in paragraphs

3.13.2.1. U.S. Special Operations Command (USSOCOM). In addition to AFSPECWAR,

3.13.4. DZ Personnel Qualification Training, Certification and Continuation Training. All

LANDING ZONE OPERATIONS

Table 4.1. Minimum LZ Runway/Taxiway Length/Width for Standard Traffic.

Table 4.2. LZ Runway Slopes, Overruns and Vertical Obstruction Clearances.

Figure 4.1. LZ Approach/Departure Vertical Obstruction Clearances.

Figure 4.2. A and B Zone Vertical Obstruction Clearances.

4.3.2.3. Use of LZ Displaced Thresholds. Displaced threshold is a runway threshold that

insufficient takeoff lengths on projected LZ and/or needed equipment being rejected.

Figure 4.3. AMP-1 Day.

4.4.3.2. AMP-1 (Instrument Approach). Instrument approaches for contingency LZs

Figure 4.4. AMP–1, Night/Instrument Approach.

Figure 4.5. AMP-2, Day.

Figure 4.6. AMP-2 Night.

Figure 4.7. AMP-3, Day.

Figure 4.8. AMP-3, Night.

Table 4.3. Standard Air Traffic Control Light Signals.

4.8.3.6. LZ Controller Responsibilities. The LZC provides ATC services. When

HELICOPTER LANDING ZONE OPERATIONS