PART- I WEATHER SUPPORT

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP78-03639A000500070001-2
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 23
• Document Creation Date: December 22, 2016
• Document Release Date: May 3, 2011
• Sequence Number: 1
• Content Type: REPORT

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PART I - WEATHER SUPPORT
1. The request for overall weather support for ~ was initially 125X1
P/AND
,
made to the USAF, Hqs, Air Weather Service (AWS) in Washington through P
the official KUBARK channel. Headquarters AWS approved the request and di-
rected, by pouch, the 1st Weather Wing, Tokyo, to provide the support required.
would
AGO A//144672
The pouched instructions stated that
,
25X1
t them on his arrival in Tokyo. made contact through Colonels 2bX1
t
ac
con
McDavid and Wright, NA/ANID. Two meet s were held in Tokyo. The first meet-
ing covered the general requirements of_______ Only lst Weather Wing Head- 25X1
quarters personnel were present, and the 30th Weather Squadron (K-55 Korea)
was designated as the unit to provide support. At the second meeting, Lt.
Colonel Pusin, Operations Officer, 30th Weather Squadron, was called to Tokyo,
and specific requirements were spelled out. Going through the proper channels
established the fact in each AWS command that had the approval of the 25X1
next higher command; unnecessary questions were not asked, and in every case
full cooperation was received.
2. On arrival in Korea, visited the 25X1
mechanics of transmitting the forecasts presented difficulty. The 25X1
Net Control Station (NCS) was located in Seoul and the forecasts originated
at K-55, 60 miles south of Seoul and a good two hours ride by jeep. The
most secure system was to use the 8th Army Headquarters classified teletype
system from K-55 to the Seoul area. The forecasts were then picked up at
8th Army Message Center by special courier and delivered to NCS. 25X1
NCS encoded the forecasts and transmitted them to the island base via a bi-
lateral radio network. This handling was not the most desirable, but had
to be accepted because of security of transmission. Six to eight hours
delay was incurred from the time the forecasts were put on the teletype at
K-55 until they were deciphered at the Island Base.
3. The overall target was divided into seven areas for purposes of
forecasting, security and brevity of transmission (see Attachment A)a .24The
30th Weather Squadron was requested to make up daily, at midnight., and
48-hour forecast. These forecasts were too far in advance, but were dictated
by two factors: (a) the 6 - 8 hours required for transmission, and (b) the
ship's travel time, also 6 - 8 hours, from the Island Base to its Approxi-
mate Launch Position (ALP). The lengthy forecasts were alleviated somewhat
by an arrangement with K-55 wherein the Island Base, on receipt of a favor-
able 24-hour forecast, immediately requested a 12-hour forecast for the
same valid time as the 24-hour. In this event, the launch ship departed
from the Island Base and received the 12-hour forecast enroute to its ALP.
If the 12-hour verified the 24,-hour, the launch ship proceeded on course;
if not, it changed course to coincide with wind directions of the later
forecast.
4. Arrangements were also made wherein summaries (hindcasts) were
supplied upon request. After each mission a summary was re uested cover-
ing the area of operations and the period of time involved launching
period, uptime and downtime). These summaries were used in comparison wiTh
the conditions thought to be in existence at the time of the launch.
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5. A basic principle of free launchings is that an on-the-spot
pibal reading be taken just prior to release. This principle was neces-
sarily violated to some extent. During the months of June and July, low
and middle clouds plus fog and overcast prevented taking pibal readings
over 10,000 - 15,000 feet. However, there is one Rawinsonde station,
K-14 (Kimpo AFB) in Korea where four daily readings are made and broad-
casted in the weather code. These readings were monitored by the launch
ship and helped to compensate somewhat for the inability to take on-the-
spot readings. The Kimpo broadcasts were not to be relied on for regular-
ity, as difficulties of one kind or another prevented them from broadcasting
every reading.
6. In addition to the daily forecasts received from K-55, 25X1
set up a weather detachment on the Island Base. The personnel consisted
of himself, one Chief Petty Officer and two Weathermen. The weather per-
sonnel could read morse code, and monitored daily weather forecasts, in-
cluding Chinese, using a RS-1 receiver. From these broadcasts two weather
charts were drawn up daily. Pibal readings were also taken from the Island
Base three times daily or when visibility permitted. This small but-sur-
prisingly good weather detachment proved to be invaluable throughout the
season; it should be encouraged and better equipped for next year.
7. The AWS have a detachment at PY-Do (Island). Weather data from
PY-Do is fed into Weather Central (K-55) through the AACS communications
system. This data was returned to the Island Base in the form of the
sonde facilities and were also handicapped in taking good visual ibal
reading because of low ceilings. PY-Do proved to be the hub of 25X1
launchings, as all ship launchings were made within a forty-mile radius
of it. PY-Do is 8 - 10 hours ship's travel time from the Island Base.
Later during the 1955 launching season arrangements were made wherein
at the Island Base, could monitor FY-Do. The proper ARCS fre-
quencies were obtained from the 30th Weather aquadron, and additional
weather information was available to the island weather detachment direct
from source. Weather from PY-Do was important as it was received direct
and it originated in the area of most interest to 25X1
8. There are several changes possible in the mechanics of transmit-
ting weather information that will greatly improve the overall picture.
Emphasis should be placed on reducing the time lag between K-55 and the
Island Base. Particularly when the launching ships are on missions more
frequent and later forecasts should be supplied. The 30th Weather Squadron
will cooperate completly, but security aspects of using telephones and
codes must be worked out and approved. The 30th Weather Squadron agreed
to requisition on 1 March 1956, 500 each Air Weather Charts bland for
use by the island weather detachment. They also will provid
with other miscellaneous items that might, be needed if an emergency s ort-
age should arise.
9. paid a visit to 30th Weather Squadron on
12 September for a discuss
on Qf_the 1955 season and the coming 1956 season.
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25X1
1956 to assist in planning. 25X1
10. On 21 September (Colonel'Wright, called on 25X1
the 1st leather Wing, Toky st Weather personnel-present, weres Colon
on his return visit to 1st Weather Wing request a climatology study for
case officer from the Air Force standpoint. Major Havard is scheduled
for rotation in January 1956. Colonel Hogland suggested that 25X1
Cbt. Colon] Hogland had taken command of the 30th Weather Squadron since
the implementation o~ and will remain in command until June 1956. 25X1
CMajor) Jesse ward, Chief Forecaster, 30th Weather Squadron is the
gren, C.O.; Lt. Colons illiamson, Intelligence Officer; and jorsJ
old an raik. These fficer were witting and-a. general discu sion
of took place. ~ I expressed appreciation for the excellent 25X1
support already received and the support anticipated for 1956. A specific
request was made for a climatology study for the months of April, May,
August and September. Studies for April and May are to be used in planning
for the actual date of activation of the Island Base. Six copies are to
be delivered to Colonel Wright for KUBARK distribution. It was requested
that the studies be made as sterile as possible, particularly as it is
desirable to turn over one copy to the R.OKN in its original form.
in 1956 SHOULD BE Lr:FT OPEN until the entire supply system is thoroughly
investigated. The number of cylinders required will depend directly on
the "refill time lag". "Refill time lag" should be considered as that
period of time between the departure of the empty cylinders from the
Island Base until they aru refilled and returned to the Base. A brief
resume of difficulties in 1955 will present the problem and should help
in overcoming it in 1956. It must be accepted tact the consumption of
hydro,-en will alwR;ys be erratic. Its overall use is entirely dependent;
upon favorablei weather conl'_lions and it is further restricted by the
number of.cylinders that can be carried on each of the launching ships.
The r.,aximum number carried on the YP-1 was 130 and it is estimated that
250 will be carried on the 11~b. In addition to the ships, la.unchinds
will be made from the Island Base.
1. The final quantity of hydrogen cylinders to be used for
occurred and the remaining 650 cylinders were used. The Island Base was
without hydrogen for sixteen days and on at least five of these days,
launchings could have been made*
time lag required that an additional 50U cylinders be requested on a
crash basis. Initially, consumption was slow due to the limited carry-
ing capacity of the single launching ship. Only 339 were expended be-
tween 3 June and 16 June and were returned for refill. Prior to their
return to the Island Base, four consecutive favorable launching days
2-, One thousand cylinders were planned for and put into use on
in the first part of the season. The unexpected lengthy refill
SLULUU
25X1
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3. Movement of cylinders for was handled through normal MSTS
channels and schedules. Timewise, this means of movement was entirely un-
ti f t An average of three ships departed Yokohama for Inchon per
r
y.
sa sac W
month and vice versa, this is a result of the US forces in Korea and cannot
be expected to be more regular in 1956. Apparently, even these ships were
not scheduled but on an as need be basis. Refilling hydrogen cylinders by
normal rSTS movement encompassed:
a. Arranging for on ICU to pick up empties at the Island Base
and delivery to Inchon -- 3 to 4 days.
b. Scheduling bottom space and waiting for ship's departure
from Inchon to Yokohama - 2 to 10 days.
c. Sea travel time Yokohama to Inchon -- 6 to 10 days.
d. Truck transportation to and from the point of refill --
7 to 10 days.
e. Awaiting bottom space for return to Inchon -- 2 to 10 days.
f. Return sea travel time -- 6 to 10 days.
g. Off loading to pier at Inchon and transhipment by ICU to the
Island Base - 3 to 5 days.
The only refill time factor at this writing is 41 days, however, this should
not be taken an indicative for?1956.
4. There are several alternatives to insure that there is an adequate
supply of hydrogen on hand at all times, they are:
a. Procuring the entire seasonal hydrogen requirements in
cylinders, approximately 9,500, and stockpile on the Island
Base before the beginning of the launching season. This
would eliminate rotation of the cylinders completely. How-
ever, it is very doubtful if this quantity of cylinders are
in the Theater.
b. Using a sufficient quantity of cylinders in the pipe line,
probably 6,000, in order to be able to continue operations
even against a lengthy refill time lag. Again, availability
of the cylinders is a question.
c. Using a more logically available number of cylinders, prob-
ably 3,000, and arranging "charter ship" sea transportation
direct from the Island Base to Japan and return. In con-
junction with this, an intensive survey should be made to
determine if there is a "port" source of hydrogen in closer
proximity to Inchon (sea travel time). This approach to the
problem seems to be the most logical. In exploiting this
means of movement, it should be dete ed if the cost of
sea transportation is to be charged to and, if so,
how much? If applicable, the estimate co hould be
included in the0 budget request. 25X1
5. The outlying AWS detachments use two types of "portable" hydrogen
generators. These were investigated and neither will fulfill the operational
requirements of The smaller type generator was used to inflate 25X1
pibal balloons on a and Base where time was of no concern and thereby
saving the "imported" hydrogen for missions. 25X1
VF
i E1
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6. The use of a metal barge at the Island Base would greatly facili-
tate handling of the cylinders. The exceedingly high tide (24 to 31 feet)
hampers loading and unloading cylinders from the launching ships when the
cylinders are stored on the beach. A barge would permit changing of cylin-
ders at any time of the day or night. Ship's fuel could also be stored on
the barge.
7. Comments: Problems of proper dro en support will always be
inherent in any project similar t owever, they can be mimimized
by due cognizance thereof and proper planning.
H. On covert operations security problems will always ecist.
Large quantities of yellow hydrogen cylinders are almost
a dead giveaway unless proper cover is established. Pro-
cured through channels, regulations require that
they be promin stenciled and dated.
b. Transportation and handling of cylinders generally require
heavy duty vehicles, fork lifts and labor. The cylinders
may require palletizing for shipment and depalletizing for
operational use, this requires steel banding machines,
extra wooden separators and palates.
c. safety precautions must be always observed.
PART III - TRAINING JF INDIC.NOUS Pa101IEL
1. In the original minute of understanding between and
the latter had agreed to provide a launching crew o men, one
meteorologist and a strip with crew for launchings.
On arrival in the field and in the initial discussion
~
with i was agreed that: (a) only the :duK meteorologist,
11---__4. 4. x"1
of free balloon launchings and, (b) three launching personnel
would be trained in the handling of equipment, weigh ng leaflets, techni-
1ues of inflations and safety precau j.s in handling hydrogen. Consequently,
d
-
i
. pay
ng boar
one week was spent in Seoul training on the plott
training and experience in Korea and Japan. Therefore, the majority of the
time was spent on "ballooning" and establishing a sound working relation-
ship.
3. On 8 May, staff employee and nine of the launching crew
were sent to the Island Base to set up camp and to receive the initial ship-
ment of 674 hydrogen cylinders.
4. On 21 May and the remaining personnel of
the launching crew moved to the Island Base. Prior to this time, the launch-
ing ship could not be physically inspected, modified nor outfitted due to
security reasons; only pictures were available. Minor modification of the
25X1
25X1
25X1
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ship, primarily clearing the decks, was done at the Island Base. Proper
deck loading and lashing of cylinders to the deck was worked out. Initially
only 102 cylinders were carried per mission, later this was increased to
130. Inflation shields were made and also lashed to the deck. Unfortunately,
without proper port facilities, the lashing of cylinders was inadequate and
37 cylinders were lost overboard when very rough seas were encountered.
5. Intense ground training of the launching personnel was conducted,
starting with the hydrogen cylinder and continuing chronologically through
to the release of the Inflated balloon. During training, emphasis was
placed on bringing each individual to the point that they could perform any
of the duties required. During an extremely long launchingperiod, job
versatility is highly desirable among the launching crew. Comparatively
little actual inflation experience was given in an effort. to conserve hydro-
gen for operations. However, two trips were made to sea to accustom the
crew to the roll and pitch of the ship and a minimum number of balloons
were inflated and released (without leaflets). During the entire training
period, the language barrier was somewhat of a problem because of the tech-
nical terminology involved. However, the subject of instruction was enti:Fly
new and all personnel were interested and eager to learn.
6. June 1, the planned target date, the launch ship was mission-ready
and the launching crews were trained. However, conditions were unfavorable
on that date. On 2 June, the ship departed X at 1640 hours, began launch-
ing at 2240 hours and completed the first mission 3 June at 0530 hours.
All launching personnel proved to be "land-based" sailors and consequently
seasickness prevailed.
7. The launching crew became progressively more proficient on each
mission and were highlyd in every aspect of balloon inflations at
the end of the season. has agreed to augment the launching crew 25X1
but these same personnel will constitute the cadre for the increased launch-
ing crew in 1956.
8. After s veral successful. missions assigned two additional 25X1
officers to The first was an executive officer; the second was 25X1
othe meteorologist. The meteorologist was an understudy t
9. It i opinion that is technically qualified 25X1
to handle weather requirements and balloon launchings. His greatest handi-
cap is his lack of approach to mass production techniques which are essential.
PART IV - TECHNICAL Ei&UIPM IfT
1. Manifold systems for supplying hydrogen to the inflation stations
were not included in the initial planning for 0 The deck loading 25X1
and arrangement of the cylinders on the launching vessel were details that
had to be worked out at the last minute and precluded designing a suitable
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manifold system in advance. The only approach was to rely on using the
gas from individual cylinders simultaneously, which required employing a
number of regulator valves to expedite inflations. In the latter part of
the launching season, a versatile type manifold system was designed to
accommodate the ship's cylinder loading arrangement. Six manifolds were
tested to :etermine the minor modifications that might be required prior
to final procurement action. These six manifolds can be attached to 10
cylinders each and are so designed that as many cylinders as desired can
be fed into the outlet hose (see photos). Detailed drawings are attached.
rnr 1Q a sufficient number of manifold system.3 should be supplied for
het will completely eliminate using individual cylinders on either
launching ship. In addition, there should be ap:roxLrmate ly 20 manifolds
(2uu cylinders or approximately n0O balloons) that remain attached to the
full cy'linaers on t".^ Island Base. This will provide an ever-ready maxi-
mum capability of making launchings from the Island Base ?;ith a minimum
number of men. The manifold requirements are included in the logistical
annex for 1956.
2. Inflation wields. The r.rst inflation shields were to,, small.
it balloon with a 2-pound load was inflated with 400 grams free lift and
its lismet,er w,"s used as a basis for the dimensions of the shields. Later,
when two 11'2-pound loads were released, the shields were too small and
required building new and larger ones. The shields were made at the Is-
lard f3ase, -using "jackleL," carpenters. sandpaper and rasps had been over-
looked but were needed to smooth up the rough surfaces that punctured the
balloons. The final recommended size of shields for the J-100 balloon
(shipboard launching) is 5'6" wide by 5'6" deep by 6'6" high (see photos).
This size will accommodate maximum payloads and the necessary free lifts.
Six shields were lost overboard due to high surface winds and rough seas.
?ecure lashing with proper hardware is essential, and the shields their-
selvees must be of sturdy construction. One-quarter inch plywood did not
prove satisfactory for0 It warps, and the standard size sheet,
4' by 8', requires splicing. Personnel and facilities were not available
to design and construct a satisfactory type of "collapsible" shield. The
non-collapsible shields used were damaged or destroyed by high winds even
while on the Island Base. Non-collapsible shields were a security risk
when the launching ship was enroute to or returning from a mission. Also,
it was necessary to remove the shields when the ships went into port for
maintenance or refueling. A canvas covered, folding type shield should be
designed.
3. Inflation nozzles. The several types used on Pre strictly
makeshift and field expedients. The balance weigh-off princip e of inflation
had to be discarded completely; this necessitated that a light-weight nozzle
be used and free lift regulated by the addition of the proper gram weights
to the nozzle. A light-weight nozzle was not available and therefore had
to be improvised. Even though these were used successfully they should be
improved.
4. Valves. The screw-type valves supplied b3 were satisfactory, 25X1
but a quick action type would expedite inflations. Using the screw-type
valve over inflations will occur and this requires releasing the excess
gas. Over inflations unnecessarily waste time and gas. The rubber hose
di ' r 1
25X1
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1 4 p !T-. ? f'V A , 1
leading from the cut-off valve to the inflation nozzle should be the
light-weight chemists type.
5. Foot spreaders. designed and made a prototype foot spreader.25X1
This is a device, activated y foot, to hold the mouth of the balloon open
while the leaflets are being inserted. The design principle of the proto-
type was very good but required strengthening. The spreaders used ono 25X1
were made in the motor pool and satisfied the requirement; 25X1
however, several improvements are recommended. They are: roller-bearing
pulley or runner; the flexible steel cable be adjustable in length; and the
foot pedal be placed at an angle to the prongs (see photos).
1. Weighing leaflets and loading them into the balloons is not a dif-
ficult nor time consuming job when given the proper equipment and sufficient
personnel. The basic items of equipment are; (a) foot spreaders (see Part
IV); (b) five pound grocery scales are obtainable on the open market, the
balance type is preferable to the clock-face type and (c) a sufficient
quantity of footlockers (see photos) or suitable substitutes for packing
and handling the balloons after loading. Footlockers are more of a pre-
requisite for shipboard launchings than land launchings.
2. Mass production techniques are called for when loading large quanti-
ties of balloons and proper thought should be given to layout and organiza-
tion of the loading site. Twenty men should be able to load 1,000 balloons
in four hours. A tpical eration should consist of; (a) one supervisor;
(b) three men handling boxed leaflets and loaded footlockers; (c) five men
weighing leaflets; (d) six men operating the foot spreadersand inserting
the leaflets in the balloons and, (e) five men packing the loaded balloons
in the footlockers. Bulk leaflets should start on one end of the table,
the loaded balloons finish on the opposite end.
3. The Launching Officer places his estimated requirements on the
Supervisor, that is, the total number of balloons required, a quantity
breakdown with the respective payloads and the leaflet themes to be used.
The Supervisor keeps a record of all loading and marks each footlocker to
show the number of balloons, their payload and the theme number. In addi-
tion, he keeps a record of the number of balloons ruptured on the foot
spreaders. The three men handling the new or boxed leaflets merely "feed"
the men weighing leaflets and also take care of the footlockers after they
have been filled with balloons. The men weighing leaflets do not actually
weigh each stack (see photo). The first stack is weighed and then used
over and over as a leveling-off stack for the succeeding loads. The scales
are placed handy and occasi6nally a leveled-off stack is weighed to check
on accuracy. The spreader operator simply inserts a stack of leaflets in
each balloon (see photo). The J-100 balloons are packaged ten to an in-
dividual box and 25 to 40 boxes to the shipping carton. The shipping
cartons should Dot be opened until the balloons are ready for loading.
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When the cartons are opened, the boxes of ten balloons should be placed
beneath the spreader table where they are handy to the spreader operator
(see photo). The min packing the footlockers with the loaded balloons
drain the excess air from the balloon, to save space, and carefully pack
them in footlockers. Careful handling of the balloons should be exercised
throughout the loading process to prevent tears and punctures. Rough,
careless handling will increase the percentage of premature bursts on inr-
flation. The standard metal QM footlocker 15" deep by 18" wide by 29" long
will hold: 45 J-100 balloons with a if pound load; 30 with a 2 pound load
or 25 with a 21 pound load. The number of footlockers required will de-
pend on the launching capability.
4. Balloons should not be loaded in anticipation of missions, but
only on receipt of a very favorable forecast. Even then, loading should
be planned for completion just prior to the ship's departure. This criteria
was used throughout0 but one mission was cancelled at the last minute. 25X1
Several weeks later these balloons were launched and the percentage of pre-
mature burst ran 19%. On another occasion 1,100 balloons were loaded for a
mission; not only did the winds change but policy also, the leaflets were
thrown out completely. A "down-side" up version of the foot spreader had
to be improvised to unload the leaflets from the balloons. 194 balloons
were ruptured in the process of unloading. Premature bursts ran 16% when
the unloaded balloons were reloaded and finally launched.
5. Loading balloons on shipboard enroute to the launching position did
not prove feasible or practical. The space required, properly protected
from the winds, did not exist on the launching ship. The launching crew
were land-based sailors and seasickness prevailed on every mission.
/0
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MISSION
DATE
TOTAL NUMB
BALLOONS USED WT.(LBS) INFL
ER
ATION
TIME
REQ'D FOR
NUMBER
CYLINDERS
NUMBER
1955
P.BURSTS' LAUNCHED LAUNCHED (SHI
ELDS)
LAUNCH
EXPENDED
1
2 June
24
322 644
4
6 hrs. 50 min.
98
2
14 June
34
471 1,058
4
6 hrs. 10 min.
116
3
16 June
57
413 1,248
4
6 hrs. 40 min.
120
4
30 June
97
583 1,214
5
7 hrs.
167
5
14 July
67
509 974
4
5 hrs. 30 min.
130
6
15 July
49
204 437
5
1 hr. 45 min.
54
7
16 July
30
325 575
4
3 hrs. 30 min.
66
8
17 July
80
819 1,638
5
8 hrs. 05 min.
208
9
3 Sept
200
1,064 1,881
2
11 hrs.
296
10
13 Sept
27
323 646
4
4 hrs.
78
REMLRKS
10 balloons were burst by
hitting rough edges of
the shields an release.
15 balloons were burst
by contact with the
superstructure of !-192,
This was first time ship
was used.
NOTE: 1. During the period 16 June to 30 June the launching ship was out for repairs.
2. During the period 18 July to 7 August the hydrogen supply was completely exhausted.
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The cove looking west fr4r th
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Inflatir$ J-100 balloons for pi-bel reading. Portable hydrogen generator wes
used in as effort to conserve gas. Procedure requires 2o minutes.
Theodolta reading.
SEC
if El
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 nr
Weigh ng leaflets. A stack of leaflets is weighed =nd thereafter used as a
.'' F
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measu ink stic4. ucces31onally the stacks are weighed to check acuracy.
11 I
/)
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J
9. The foot spreader. A device, activated by foot, for holding the mouth of the
ba_lloonsopen for the insertion of leaflets. The table top or working
surface ~s acetate covered.
SEOREJT______
Inserting leaflets in J-100 balloons. It is recomunended that the foot pedal
b
l
e p
Eca?1 at a different angle to eliminate possible puncture.
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11. After insertion of leaflets, excess air is drained from the balloon prior to
packing in foot lockers. Care in handling balloons throughout the entire
loading procedure is essential.
12, The ne,,tballoons ere stored on shelves beneath the spreader table and hr:ndy
for the operator.
it
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A footlocker containing loaded balloons for ship board operation or a
suitble substitute should be used to protect balloons in handling.
14. Each footlocker is laded. The label indicates that the footlocker sho'1n is
the hind locker to be loaded. It contains 35 balloons with pink leaflet ,'-#9
and blue leaflet #12, each balloon has a 2 pound load of leaflets.
SEORET______
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 15.. F dotlocker3 icaded with balloons ready to be put on ship.
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own side up version of the' foot spreader.
or s neOeSSery to unload 1 ~ - 1 a
This device was improvised when
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17. An Army CU- delivering hydrogens cylinders to the island b&se of operation,
18. L aunchin J-100 balloons from the island base of operations.
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SEOng.r
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22. Inflation of the J-100 galloon.
C R
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-10U balloons using a vac-tia hand tool End sterile clamps. The
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ying off and is very si:'ple to usel
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four inflaion shields during a launching; period from the island base.
elessing ?_b00 balloons. S,E
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