2 The list of amendments to the DAP can be found on Page 5 of this document.

Transcription

1 NOTICE OF UPDATE 1 DAP 101A , dated JAN 2018 (Iss 08) supersedes DAP 101A B, dated Nov 2015 (Iss 07). 2 The list of amendments to the DAP can be found on Page 5 of this document. 3 The DAP can also be accessed via the internet under RAF Brize Norton, Organisation, Lodger Units, JADTEU: 4 Users are to contact Hels Technical Co-ordinator at JADTEU, with comments and observations via at emma.wrigley673@mod.gov.uk or telephone

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3 AIR TRANSPORT OPERATIONS MANUAL ROPING FROM HELICOPTERS GENERAL AND TECHNICAL INFORMATION Issue No 08 Jan 2018 Sponsored for use in the United Kingdom Ministry of Defence and Armed Forces by ROYAL AIR FORCE ACAS RTSA RW1 CONDITIONS OF RELEASE. This document is the property of Her Britannic Majesty s Government. The information in this document (excluding the Departmental logo) may be reproduced for use by UK Government employees for Ministry of Defence business, providing it is reproduced accurately and not used in a misleading context. This document may be re-used under the terms of the Open Government Licence version 2.0, and must be acknowledged in the following manner: Air Transport Operations Manual, Carriage of Cargo by Helicopters, Underslung Load Clearances. MOD. Crown copyright Crown copyright 2015 Publication Authority: ACAS RTSA RW1 Prepared by JOINT AIR DELIVERY TEST AND EVALUATION UNIT PUBLICATION AUTHORITY DETAILS. Service users should send their comments through the channel prescribed for the purpose by the publications Sponsor. Preliminary Page 3

4 Book Chapters Preliminary Material PREFACE 6 section A Chapter 1: abseiling general (completely revised) 14 Chapter 1 Annex A: Abseiling Pre-Training BRIEFS 20 Chapter 2: The Helicopter Abseil Instructor (Completely Revised) 22 Chapter 3: Helicopter Abseil Equipment (Completely Revised) 28 Chapter 4: Abseiling Training Procedures And Techniques 36 Chapter 4 Annex A: Abseiler And Despatcher Training SYLLABUS 63 Chapter 4 Annex B: Abseiling Despatcher And Abseiler Currency Certificates 65 Chapter 4 Annex C: Abseiling - Despatcher And Abseiler Log SHEETS 69 Chapter 4 Annex D: Fitting The Autrailian Tape Harness (ATH) 73 Chapter 4 Annex E: Tying A Figure-Of-Eight-KNOT 77 Chapter 5 - Abseiling: Despatch And Aircraft PROCEDURES 78 Chapter 5 Annex A: Lynx Mk9a - Abseil PROCEDURES 89 Chapter 5 Annex B: Puma Hc Mk2 - Abseiling PROCEDURES 91 Chapter 5 Annex C: Chinook Hc Mk4 - Abseiling PROCEDURES 94 Chapter 5 Annex D: Chinook Hc Mk6 - Abseiling PROCEDURES 96 Chapter 5 Annex E: Bell Abseiling PROCEDURES 101 Chapter 5 Annex F: Dauphin - Abseiling PROCEDURES 103 Chapter 5 Annex G: Merlin Mk3 - Abseiling PROCEDURES 105 Chapter 5 Annex H: Generic Night Abseiling PROCEDURES 109 section B Chapter 1 - Fast Roping (General) 119 Chapter 1 Annex A: Fast Roping: Pre-Training BRIEFS 126 Chapter 2: The Helicopter Fast Roping INSTRUCTOR 128 Chapter 3: Fast Roping EqUIPMENT 135 Chapter 4: Fast Roping Training Procedures And TechniqUES 144 Chapter 4 Annex A: Fast Roping And Despatcher Training SYLLABUS 168 Chapter 4 Annex B: Fast Roping CERTIFICATES 170 Chapter 4 Annex C: Fast Roping Log SHEETS 174 Chapter 5 - Aircraft PROCEDURES 178 Chapter 5 Annex A - Chinook Hc Mk4 Fast Roping PROCEDURES 183 Chapter 5 Annex B - Chinook Hc Mk6 Fast Roping PROCEDURES 188 Chapter 5 Annex C - Wildcat Ah Mk1 / Wildcat Hma Mk2 Fast Roping Procedures 197 Chapter 5 Annex D - Merlin Mh Mk2 Fast Roping PROCEDURES 200 Chapter 5 Annex E Dauphin - Fast Roping PROCEDURES 204 Chapter 5 Annex F - Merlin Mk3 Fast Roping PROCEDURES 207 Chapter 5 Annex G - Lynx Mk9a - Fast Roping PROCEDURES 210 Chapter 5 Annex H - Puma Hc Mk2 - Fast Roping PROCEDURES 213 Preliminary Page 4

5 Preliminary Material DAP ISSUE RECORD PREVIOUS UPDATES Issue Number Date Issue Number Date Issue Number Date Initial Sep Jun Feb LATEST UPDATE Issue Number Date Details of Change 8 Jan 2018 Removed DAP Record Index Section A Section B Inserted DAP Record Index Section A Section B Preliminary Page 5

6 PREFACE General The aim of this publication is to provide a base document for use by the 3 Services that covers roping procedures with helicopters. It is published in 2 elements, these elements consist of: Section A Abseiling and Section B - Fast Roping. A third element, that covers the Ladder Troop Extraction System (LTES), Rope Troop Extraction System (RTES) and Deplaning Rope Descender (DRD), is published in DAP 101A , Roping from Helicopters, General and Technical Information, Available from JADTEU Only (AJO). This publication can only be obtained from the Joint Air Delivery Test and Evaluation Unit (JADTEU) Training Section. Each leaf of this publication bears the date of issue. Subsequent amendments to the Initial Issue bear the date and Issue number of the Digital Air Publication (DAP) with which they were issued. New or amended technical matter will be indicated by side lining on the outer margins. When a page is reissued without any changes whatsoever but solely because it backs onto a changed page, the issue number will remain unchanged from the previous issue. When a chapter is completely re-written the note (Completely revised) will appear below the chapter title. A line in the margin will not be used. Throughout this publication, all references to the masculine gender include the female gender unless specified otherwise. Maintaining this DAP This DAP is maintained by JADTEU, Helicopter and Training Section. Comments, queries or proposals relating to DAP 101A should be submitted to: In writing: OC Helicopter and Training Section Joint Air Delivery Test and Evaluation Unit Brize Norton CARTERTON Oxon OX18 3LX Telephone: (Civ) (Mil) alan.swann143@mod.gov.uk List of associated publications Air Transport Operations Manuals (ATOMS) DAP 101A Roping from Helicopters, General and Technical Information, Specialist Roles Helicopter Underslung Load Equipment (HUSLE) AP 108G (NAR)1 AP 108G E AP 108G F AP 108G G AP 108G H AP 108G J AP 108G K HUSLE: General Orders and Maintenance Quick Release Mechanism: General and Maintenance Deplaning Rope Assemblies: General and Maintenance Rope Troop Extraction System: General and Maintenance Ladder Troop Extraction System: General and Maintenance Deplaning Rope Descender (DRD) Kit: General and Maintenance Abseil System: General and Maintenance Joint Service Publication JSP 515 Hazardous Stores Information System Preliminary Page 6

7 section A Contents Chapter 1: abseiling general (completely revised) 14 Introduction 1 General Training Techniquies and procedures Responsibilities Roles...14 Currency Requirements 6 Abseiler and Despatcher...14 Safety Parameters For Conducting Abseiling 7 Limitations Briefings Progressive training...16 The Gantry 10 Safety Medical cover Risk assessment Videoing of training serials...17 Training with foreign nations 14 Foreign aviation platforms Foreign abseiling techniques...18 Incident, Accident, Near Miss Reporting 16 General Statements...18 Chapter 1 Annex A: Abseiling Pre-Training BRIEFS 20 Gantry Training 18 Briefing...20 Live Flying Sorties Abseilers 19 Briefing...20 Live Flying Sorties - Aircrew 20 Briefing...21 Chapter 2: The Helicopter Abseil Instructor (Completely Revised) 22 The Helicopter Abseil Instuctor (Hai) 21 General Responsibilities...23 Instructor Currency 23 HAI...24 The Assistant HaI 24 General Responsibilities...24 TEAM LEADER 26 General Responsibilities...25 HELICOPTER DESPATCH INSTRUCTOR 28 General Responsibilities...25 HELICOPTER DESPATCHER 30 General Responsibilities...26 Endorsed Abseiling Units 32 General Endorsed units...27 Section A Page 7

8 Chapter 3: Helicopter Abseil Equipment (Completely Revised) 28 The Abseil System 34 Introduction MoD Form F749H - Log Cards Before and After Use Examination (HLSEI or HAI) Storage and Cleaning Maintenance support literature...28 The Abseil Harness 39 Description Life...29 The Horned Lowering Link (HOLK) 41 Description Life...29 Karabiner LA812 (30KN) or A812 (32KN) 43 Description Life...30 Abseil Rope 45 Description Life Storage and Cleaning...31 Dispenser Assembly 48 Description Life...31 Universal Harness, Light Stores Dropping 50 Description Life...32 Australian Tape Harness (ATH) 52 Description Life...32 Gloves Outer - UK MoD Rapid Rappelling Glove With Toggle 54 Before use checks After use checks...33 Despatcher Equipment Belt Safety Despatchers 56 General Maintenance support literature...35 Knife Rescue (J-Knife) 58 General Before use checks...35 Chapter 4: Abseiling Training Procedures And Techniques 36 Introduction Abseil Training - The Abseiler 60 Prerequisites Responsibilities of the Abseiler...36 Personal Equipment 62 General Fitting the abseil harness...37 Despatch Procedure 64 Gantry/Single point despatch procudre...39 Abseil Technique 65 Abseil Body Position Controlling Speed and Braking The Brakeman 67 General Responsibilities Signals Braking Landing...46 Section A Page 8

9 72 Brakeman Change over procedure...48 Emergency Procedure 73 General Immediate Action The Lock Off Make Safe...50 Abseiling With Equipment 77 General Carriage and preparation of weapons Checks Carrying the rife Personal Equipment Bergens Quick release method...54 Stores Loads 84 General Weight Universal Harness, Light Stores Dropping Preparing stores Improvised stores load Lowering stores loads...57 Rope Preparation 90 General Dispenser bag packing Improvised dispenser bag Chain-linking an abseil rope...60 Chapter 4 Annex A: Abseiler And Despatcher Training SYLLABUS 63 Chapter 4 Annex B: Abseiling Despatcher And Abseiler Currency Certificates The Abseil Despatcher certificate The Abseiler certificate...67 Chapter 4 Annex C: Abseiling - Despatcher And Abseiler Log SHEETS Despatcher Log Sheets Abseiler log sheets...71 Chapter 4 Annex D: Fitting The Autrailian Tape Harness (ATH) 73 Fitting The Australian Tape Harness (ATH) 98 The sequence of fitting the ATH is shown as follows:...73 Chapter 4 Annex E: Tying A Figure-Of-Eight-KNOT 77 The figure of eight knot 99 Tying the knot...77 Chapter 5 - Abseiling: Despatch And Aircraft PROCEDURES 78 Introduction 100 General...78 The Despatcher 101 Prerequisites Responsibilities of the despatcher...78 Aircraft Despatch Procedures 103 Generic aircraft procedures Specific aircraft procedures...79 Generic Aircraft Procedures 105 Pre-emplaning Emplaning Multi point emplaning...80 Section A Page 9

10 108 Approaching the operating area Arrival in the operating area...81 Exit And Despatch Procedures 110 Single point despatch Multi-point despatch Abseiler(s) Landing...83 Despatching A Stores Load Procedure 113 General Procedure Hang-up Procedure...83 Emergency Procedures 116 Abseiler hung-up Single point recovery Multi-point recovery Unconcious Abseiler Aircraft Emergency...85 Voice Marshalling ProcedureS 121 Introduction General Standard terminology Range and closing speed Height...85 Chapter 5 Annex A: Lynx Mk9a - Abseil PROCEDURES 89 Introduction 126 General Aircraft exits Equipment...89 Aircraft Preparation And Specific Procedures 129 Aircraft Preparation Aircraft specific procedures...90 Emergency Procedures Restrictions Aircraft Limitations Chapter 5 Annex B: Puma Hc Mk2 - Abseiling PROCEDURES 91 Introduction 131 General Aircraft exits Equipment Aircraft preparation Aircraft specific procedures...93 EMERGENCY PROCEDURES RESTRICTIONS AIRCRAFT LIMITATIONS Chapter 5 Annex C: Chinook Hc Mk4 - Abseiling PROCEDURES 94 Introduction 136 General Aircraft exits Equipment Aircraft preparation Aircraft specific procedures...95 Emergency Procedures Restrictions Aircraft Limitations Chapter 5 Annex D: Chinook Hc Mk6 - Abseiling PROCEDURES 96 Introduction Section A Page 10

11 141 Aircraft Exits Equipment Ramp preparation Abseil rope attachment Ramp specific procedures...98 Emergency Procedures Restrictions Aircraft Limitations Chapter 5 Annex E: Bell Abseiling PROCEDURES 101 Introduction 146 Aircraft exits Equipment Aircraft preparation Aircraft specific procedures Emergency Procedures Restrictions Aircraft Limitations Chapter 5 Annex F: Dauphin - Abseiling PROCEDURES 103 Introduction 150 Aircraft exits Equipment Aircraft preparation Aircraft specific procedures Emergency Procedures Restrictions Aircraft Limitations Chapter 5 Annex G: Merlin Mk3 - Abseiling PROCEDURES 105 Introduction 154 Aircraft exits Equipment Aircraft preparation Aircraft specific procedures Emergency Procedures Restrictions Aircraft Limitations Chapter 5 Annex H: Generic Night Abseiling PROCEDURES 109 Introduction 158 Aircraft preperation De-planning Despatcher Abseiler Brakeman Despatching a stores load at night Emergency Procedure Figures Figure 1 - F140 Helicopter abseiling certificate...22 Figure 2 - Instructor s log sheet...23 Figure 3 - Harness...29 Figure 4 - HOLK...29 Figure 5 - Karabiner A812 (32KN) Figure 6 - Abseil rope and dispenser bag...30 Figure 7 - Dispenser Assembly and Abseil Rope...31 Section A Page 11

12 Figure 8 - Universal Harness, Light Stores Dropping...32 Figure 9 - Australian Tape Harness (ATH)...32 Figure 10 - UK MOD rapid rappelling glove with toggle...33 Figure 11 - Belt safety despatcher...35 Figure 12 - Cutting the Abseil rope...35 Figure 13 - Abseiler PPE - Helmet, ear protection, Eye protection, Inner Gloves and Outer Gloves Figure 14 - Fitting the Harness step Figure 14 - Fitting the Harness step Figure 14 - Fitting the harness step Fig 14b - Fitting the Harness step Figure 15 - Attaching the abseiler to the rope step Figure 15 - Attaching the abseiler to the rope step Figure 15 - Attaching the abseiler to the rope step Figure 15 - Attaching the abseiler to the rope step Figure 15 - Attaching the abseiler to the rope step Figure 15 - Attaching the abseiler to the rope step Figure 16 - The Brakeman signalling SAFE TO DESPATCH...41 Figure 17 - Despatcher signalling rotate...41 Figure 18 - Lay Back signal (safety strop too long)...42 Figure 19 - GO Signal (safety strop too long)...42 Figure 20 - Abseil Body Position...43 Figure 21 - Controlling speed and Braking - step Figure 21 - Controlling speed and Braking - step Figure 22 - No rope on the ground...45 Figure 23 - Less than 20ft of rope on the ground...45 Figure 24 - Safe to despatch...45 Figure 25 - Brakeman applying the brake Figure 26 - Method 1 for detaching the abseiler on landing...47 Figure 26 - Method 2 for detaching the abseiler on landing...47 Figure 27 - Abseiler signalling Clear of the Rope...47 Figure 28 - Brakeman Change over Procedure...48 Figure 29 - The Lock Off step Figure The Lock Off step Figure The Lock Off step Figure The Lock Off step Fiugre 30 - The Make Safe step Fiugre 30 - The Make Safe step Fiugre 30 - The Make Safe step Fiugre 30 - The Make Safe step Figure 31 - Fitting the sling and carrying the rifle step Figure 31 - Fitting the sling and carrying the rifle step Figure 32 - Attaching the Bergan...54 Figure 33 - Bergan Quick Release Method step Figure 33 - Bergan Quick Release Method step Figure 34 - Required equipment: Karabiner LA812 (30kN)...55 Figure 35 - Universal Harness, Light Stores Dropping prepared stores load...56 Figure 36 - Improvised Stores Load step Figure 36a - Improvised Stores Load step Figure 36b - Improvised Stores Load step Figure 37 - Dispenser Bag Packing step Figure 37 - Dispenser Bag Packing step Figure 37 - Dispenser Bag Packing step Figure 37 - Dispenser Bag Packing step Figure 37 - Dispenser Bag Packing step Figure 38 - Improvised Dispenser Bag...60 Figure 39a - Chain Linking a Rope step Figure 39b - Chain Linking a Rope step Figure 39d - Chain Linking a Rope step Figure 39e - Chain Linking a Rope step Figure D1 - Step Figure D2 - Step Section A Page 12

13 Figure D3 - Step Figure D4 - Step Figure D5 - Step Figure D6 - Step Figure D7 - Step Figure D8 - Step Figure E1 - Figure-Of-Eight On The Bight...77 Figure 40- Locked off and awaiting inspection...80 Figure 41 - Paired off by despatcher...81 Figure 42 - UNLOCK...82 Figure 43 - LAY BACK...82 Figure 44 - GO...82 Figure 46 - Abseil rope floor attachment points...90 Figure 47 - Abseil rope floor attachment points (looking forward)...92 Figure 48 - Abseil rope floor attachment points (looking aft)...92 Figure 49 - Abseil rope attachment to primary and secondary points...95 Figure 50 - RRB/BQRM component check...97 Figure 51 - RRB/BQRM functional check...97 Figure 52 - RRB/BQRM release lever operation...98 Figure 53 - Primary and secondary attachment of MK4 rope...98 Figure 54 - Abseilers preparing to exit...99 Figure 55 - Abseilers in despatch position...99 Figure 56 - Rope caught between ramp edge and ramp sill protector Figure 58 - Bell 212 rope attachment points (four abseil ropes) Figure 59 - Primary and secondary attachment of abseil rope to roping beam Figure 60 - Primary and secondary attachment of abseil rope to roping beam Figure 61 - Abseiler behind aircraft centre line Figure 62 - Abseil position Figure 63 - Marlow safety strop location Figure 64 - Marlow safety strop stowed Figure 65 - SAFE TO DESPATCH Figure 66 - STOP Tables Table 1 - Abseil and Despatcher currency requirements...15 Table 2 - Personal Protection Equipment Gloves...34 Table 3 - Abseiling: Voice marshalling...86 Table 4 - Aircraft Manoeuvre: Voice marshalling...88 Table 6 - Abseil equipment requirement...89 Table 7 - Abseil equipment requirement...91 Table 8 - Abseil equipment requirement...94 Table 9 - Abseil equipment requirement...96 Table 10 - Abseil equipment requirement Table 11 - Abseil equipment requirement Table 12 - Abseil equipment requirement Section A Page 13

14 Chapter 1: abseiling general (completely revised) Introduction WARNING ONLY PERSONNEL TRAINED AND AUTHORISED UNDER THE direction OF THIS DOCUMENT MAY CONDUCT THE ACTIVITY. PERSONNEL CONDUCTING ABSEILING TRAINING OR CARRYING OUT ACTIONS NOT DETAILED IN THIS DOCUMENT DO SO AT THEIR OWN, AND THE PLATFORM OPERATOR S, RISK. 1 General Helicopter Abseling is a technique used to insert lightly equiped troops and light stores loads into an area where a helicopter cannot land. The technique involves an abseiler wearing a harness cleared for helicopter abseiling to decend a rope using a compatably tested friction device. A brakeman is employed to reduce the risk of an uncontrolled descent. Light stores loads may also be lowered down the rope under control of a brakeman. Note Operationally the first abseiler can descend the rope without a brakeman, this should not be practiced. 2 Training Abseil training can only be carried out under the direct supervision of a qualified and current Helicopter Abseil Instructor (HAI) who has attended a Joint Air Delivery Test and Evaluation Unit (JADTEU) HAI course. Once qualified, an HAI is authorised to train and qualify personnel as despatchers and abseilers on a certified gantry and on the helicopter type(s) for which the HAI is qualified; this information is found on the instructor s Form 142 (Instructor s certificate) and can only be issued by JADTEU. 3 Techniquies and procedures Section A is designed to inform all personnel participating in abseiling activities of the techniques and procedures employed. It is of particular use to the HAI as an aid to planning, teaching and supervising abseil activities. 4 Responsibilities Due to the hazardous nature of abseiling, only personnel that have an operational need to abseil are to be trained in these techniques and procedures. In the training environment, the HAI must be satisfied that all personnel involved in abseiling activities hold a valid qualification for the role they are undertaking. For operations, this responsibility lies with the operational Commander. 5 Roles The following roles are employed in the Helicopter Abseil environment: 5.1 The HAI (see Chapter 2 for responsibilities). 5.2 The HDI (see Chapter 2 for responsibilities). 5.3 The HD (see Chapter 2 for responsibilities). 5.4 The Assistant (see Chapter 2 for responsibilities). 5.5 The Team Leader (see Chapter 2 for responsibilities). 5.6 The Abseiler (see Chapter 4 for responsibilities). 5.7 The Brakeman (see Chapter 4 for responsibilities). 5.8 The Despatcher (see Chapter 5 for responsibilities). Currency Requirements 6 Abseiler and Despatcher The following abseiler and despatcher currency requirements must always be enforced and supervised by a current and qualified HAI: Section A Page 14

15 6.1 Table 1 details the minimum currency requirements; however JADTEU advises that HAIs carry out in depth training with abseil and despatchers more often where realistically possible to ensure there is minimum skill fade and that a safe practice is maintained by all. Table 1 - Abseil and Despatcher currency requirements ABSEILER Duration Requirements Notes 6 months 2 x descents no equipment. Just in time. 2 x descents with equipment. 1 x emergency procedure with equipment. On gantry Must include the emergency procedure and a minimum of 2 descents with the individual s operational equipment worn (if applicable) All should be observed in their ability to perform the duties of a break man. (within 28 days of an exercise or operational abseil descent) 1 x emergency procedure with equipment. Gantry only 2 x descents with operating equipment. From a helicopter Despatch position relevant to airframe type. All should be observed in their ability to perform the duties of a break man. 1 x descents with operating equipment. 6 years Minimum of 5 x dispatches every 6 months. Practiced at the height anticipated above ground level. DESPATCHER With 12 month skills review by HDI. 12 months Full skills assessment Must include equipment before and after use criteria, despatching and voice marshalling 6.2 The Abseiler qualifications are valid for two years providing that currency is maintained the despatcher qualifications are valid for 6 years providing currency is maintained Individuals are to be re-trained in full, by the HAI or HDI if: the 6 month currency is not maintained, and/or the two year qualification is exceeded. 6.3 Currency training is to be carried out from a certified gantry; however, if the individual being trained is within their existing currency a live aircraft may be used. Safety Parameters For Conducting Abseiling 7 Limitations The following limitations are applicable when conducting abseiling: 7.1 The maximum height for abseiling is 180 ft (54m). 7.2 There is to be a minimum of 20 ft (6m) of rope on the ground at all times. 7.3 The maximum all up weight (AUW) of an individual with full equipment must not exceed 250 lb/113 kg. Limitations relating to stores loads can be found in Chapter 4, and limitations which are specific to aircraft Section A Page 15

16 type can be found in the relevant aircraft annex in Chapter 5. 8 Briefings Before abseil training commences, the HAI is to thoroughly brief all personnel involved to ensure that all safety parameters are explained and adhered to. The brief should include the following personnel as a minimum: 8.1 The Assistant and support staff. 8.2 The team leader 8.3 Despatchers. 8.4 Abseilers. 8.5 Brakemen. 8.6 Aircrew (if live aircraft is to be used). Pre-training briefs can be found at Annex A to this Chapter. 9 Progressive training WARNING COMPETENCE. IF THE HAI, AT ANY POINT WHILST CONDUCTING ABSEIL ACTIVITIES, DEEMS THAT AN INDIVIDUAL IS EMPLOYING INCORRECT TECHNIQUES OR IS UNSAFE IN ANY WAY, THEY ARE TO REMOVE THAT INDIVIDUAL FROM THE ACTIVITY IMMEDIATELY. RE-TRAINING SHOULD THEN BE CARRIED OUT AS APPROPRIATE. Abseil training is always to be progressive in nature. The HAI is to ensure that the abseiler s ability, experience and confidence allow them to safely move through training serials as detailed below: 9.1 Height. All abseiling should be carried out at as close to representative height as can be achieved from a certified gantry. 9.2 Weight. Initial training should always be undertaken with students wearing PPE only. The HAI should only allow individuals to abseil with additional equipment and loads once they are content that a student s abseil ability, experience and confidence allows them to do so. When adding personal equipment and loads, it must be understood by the abseilers that the AUW weight limit is not exceeded. The Gantry WARNING THE HAI QUALIFICATION DOES NOT ALLOW THE INDIVIDUAL TO IMPROVISE ANCHOR POINTS. THIS CAN ONLY BE DONE BY A SUITABLY QUALIFIED PERSON. 10 Safety The HAI is to ensure that any gantry used to carry out abseil training is fit for purpose and deemed safe for use. In addition to statutory Health and Safety (H&S) regulations, JADTEU recommends the following: 10.1 Certified gantry: All anchor points on the gantry are inspected every 6 months by a qualified structural engineer in accordance with Lifting Operations and Lifting Equipment Regulations (LOLER) 1998 and certificates are held at a central location within the unit A qualified person is to ensure that the gantry is securely locked when not in use. The keys are to be held centrally All exit/despatch points are guarded by gates; closed and secure when not in use To prevent falling from height, the walkways to and from the despatch points are to be safeguarded by railings A qualified person is to carry out a risk assessment which is to be current at the time of training. The assessment must be specific to the gantry to be used The despatcher is able to secure themselves to a certified anchor point whilst carrying Section A Page 16

17 out despatching drills or preparing equipment for training A set of Gantry Standing Orders which also contain the current risk assessment, are issued with the gantry key. The HAI is to sign for the key and confirm procedures laid down in the Gantry Standing Orders will be adhered to The HAI is to give a comprehensive safety brief to all personnel before training commences in accordance with (iaw) this chapter Place warning signs around the training area to warn of abseiling in progress Temporary/improvised gantry. If a gantry is of a temporary nature then it is to be constructed by suitably qualified personnel only and a safety certificate is to be obtained stating it is safe and fit for purpose. All the points referred to under certified gantry are still applicable. 11 Medical cover Whenever abseil training is being conducted, medical cover and a casualty evacuation plan should be in place. Where live aircraft are being used, prior communication with the crew is necessary to plan casualty evacuation by air. An aircraft compatible stretcher must be present if using the aircraft as part of the evacuation plan. JADTEU recommends the following degree of cover: 11.1 Gantry training on military base. Suitably qualified medic to be present on site and equipped for first line treatment of minor and major injuries resulting from a fall from height. Emergency services are to be used for casualty evacuation if necessary Live aircraft training on military base. Suitably qualified medic present on site and equipped for first line treatment of minor and major injuries resulting from a fall from height. If possible the aircraft is to evacuate with an aircraft compatible stretcher, otherwise emergency services are to be used for casualty evacuation Live aircraft training on exercise areas. Suitably qualified medic present on site and equipped for first line treatment of minor and major injuries resulting from a fall from height. A military ambulance is to be on site with a driver. If possible the aircraft is to evacuate with an aircraft compatible stretcher, otherwise emergency services are to be used to support casualty evacuation. 12 Risk assessment HAIs must ensure that a risk assessment has been conducted by a suitably qualified person and deemed acceptable at the appropriate level within the chain of command. The assessment must be valid and current at the time of training and be specific to the platform being used to train from i.e. the particular gantry or aircraft being utilised. When aviation assets are provided by a unit other than the HAI s own, then thorough communication is necessary to ensure this is in place prior to the sortie being flown. 13 Videoing of training serials JADTEU recommends that where possible and practical, abseil training is videoed by the unit photographer or equivalent. This allows the HAI to use the footage as a training aid for developing individual techniques, and provides evidence to support an investigation should an incident/accident occur. Training with foreign nations Whilst training alongside foreign nations, a scenario may arise which requires UK personnel to conduct abseil from foreign aviation platforms. 14 Foreign aviation platforms JADTEU recommends the following: 14.1 All UK participants are qualified and current iaw this publication A JADTEU trained HAI is present to ensure safe practice iaw this publication A qualified foreign instructor, in conjunction with the UK HAI, trains all participants covering any differences in equipment, techniques and procedures to that used by UK forces. Section A Page 17

18 14.4 All participants should be briefed on the aircraft to be used followed by rehearsals. This should include aircraft specific hazards, routine and exit technique The activity should be risk assessed as described above with all necessary parameters in place. 15 Foreign abseiling techniques JADTEU does not give authorisation to conduct training using foreign-nation techniques but should always be consulted for advice and best practice. Authorisation to train using foreign techniques and platforms is to be granted by the operational commander after consulting the HAI. Incident, Accident, Near Miss Reporting 16 General It is necessary to report any accident, incident or near miss involving aircraft by completing a Defence Air Safety Occurrence Report (DASOR) iaw the Air Safety Information Management System (ASIMS) within 48 hours of its occurrence. This can be found at Although in most cases this process will be initiated by the aviation squadron providing the aircraft, the supervising HAI is to provide any necessary information to the report as required. The HAI is also required to report any accident, either from an aircraft or from a certified gantry, iaw the Unit H&S Policy and JSP 375 Part 2 Volume 1 Chapter 16 Table1 Accident/ Incident Investigation and Reporting. Any equipment involved in an incident is to be immediately quarantined and taken under the control of a person independent of the incident. It is necessary to inform JADTEU within 24 hours in the event of any incident or accident which results in more than superficial injuries, or any incident, accident or near miss that highlights a potential hazard, equipment or procedure failure. This can be done using the In-Form reporting form. The In-Form is a paper reporting form that is designed to be accessible to all personnel and will compliment the electronic method of reporting through ASIMS. A copy is to be faxed to JADTEU Training Section on or It is also recommended that the JADTEU Lead Roping Instructor is invited to attend any resultant SI or OSI of inquiry as an advisor. 17 Statements Particularly in the event of injury, written statements are to be taken as soon as possible. Normally, these statements do not need to be sent to JADTEU Statements must be taken from: HAI Despatcher Abseiler (if possible) Brakeman Any independent witness(es) Aircrew (if accident/incident occurs from an aircraft) The instructor s statement should include information such as: Stage and type of training Location, weather and time of day Height from which abseiling was carried out Equipment (if any) carried All-up weight of abseiler Aircraft type Number and type of descents carried out by injured abseiler before the accident. Section A Page 18

19 Stick position of the injured abseiler A statement about the abseilers individual Abseil equipment system including: Condition of the equipment involved Copy of all log card information and total number of descent on the abseil rope Conditions in which the equipment was stored Details of the injury Specific details of the accident Any outside influences Any other pertinent information. Section A Page 19

20 Chapter 1 Annex A: Abseiling Pre-Training Briefs Gantry Training CAUTION Any abseiler who becomes injured, fatigued or unable to continue training safely for whatever reason is to inform the HAI immediately. 18 Briefing When briefing for gantry training, the following points are to be covered: 18.1 Layout of the area, to include: Admin area Fire escapes Toilets Entry to the gantry Smoking area Out of bounds Location of the nearest phone Actions on: Fire Casualty (minor or major) Medical: Location of the medic Evacuation plan PPE and Individual dress: Helmets to be worn (where and when) Gloves only cleared inner and outer gloves are to be used and must be inspected iaw Chapter 3 of this book Harnesses to be inspected iaw AP108G K Jackets worn; sleeves must be rolled down No watches, bracelets, rings or other jewellery to be worn Pockets must be empty of loose articles. No multi-tools, berets on belts etc All equipment has been inspected and is fit for use Brief routine for training. Live Flying Sorties Abseilers 19 Briefing The following points are to be briefed to the abseiler when conducting live flying sorties: 19.1 Explain the sortie Explain locations of personalities ie where the HAI will be situated, who the despatcher will be etc Aircraft type and relevant points Snagging hazards Movement about the cabin or start position Aircaft limitations (from SOP) Location of sortie Type of sortie (circuits, press ups, DOP/PUP etc) Height Above Ground Level (AGL) for descents Phases: Section A Page 20

21 Emplaning Flight Deplaning PPE to be worn - helmets, eye and ear protectors, gloves (inner and outer) Equipment to be worn and when. Ensure all equipment is checked Size of sticks Reminder of hand signals from despatcher to abseiler and brakeman to despatcher Reminder of brakeman duties and minimum rope length on floor Reminder of emergency procedures (including lock off and make safe) and the foreseeable reasons when this may need to be employed Aircraft emergencies to be covered by the aircrew in stage Medical: Location of medic and ambulance Nearest hospital Casualty evacuation plan Available flying time Timings Any questions Rehearsals. Live Flying Sorties - Aircrew 20 Briefing The following points are to be briefed to the aircrew when conducting live flying sorties: 20.1 Introduction, to include: Training purpose Training previously carried out Location of flying area No fly areas (where relevant) Height AGL for descents How many abseilers in total and individual stick sizes Ropes and other equipment used. Inspected and fit for purpose Responsibilities. Who will be doing what and where Despatching drills and voice marshalling explained Equipment that will be worn by the abseiler and when Type of sortie Estimated No of sorties Confirm actual flying time available and re-fuelling requirements Reinforce the need to remain in the steady hover until all abseilers are clear of the rope Explain medical cover in place and discuss option of CASEVAC by air. Nearest hospital with HLS Any requirements for abseilers to carry out emergency procedures? Aircraft emergencies (aircrew to cover) Winch recovery options (aircrew to cover if fitted) Any questions or points appropriate to the task. Section A Page 21

22 Chapter 2: The Helicopter Abseil Instructor (Completely Revised) The Helicopter Abseil Instuctor (Hai) 21 General The prerequisites for attending the JADTEU HAI course are as follows: 21.1 Hold the minimum rank of Officer or substantive SNCO, although substantive JNCOs (or equivalent) from endorsed units. LCpl from 7 Flt AAC and 8 Flt AAC can be nominated to attend Hold a current abseiler s certificate (F140B) Hold a recognised military instructional technique qualification. On successfully completion of the JADTEU HAI course, the qualified instructor is issued with a Form 140 (Figure 1) listing the helicopter types they can instruct on; additionally, their details are recorded in the JADTEU HAI database. Form 140 is issued by JADTEU only and the qualification is valid for 2 years. Figure 1 - F140 Helicopter abseiling certificate Current and competent HAIs can train and qualify despatchers and abseilers on a certified gantry and on those helicopter types that they are authorised to instruct on; the HAI is to record all training serials on the Instructors Log Sheet (Figure 2). Section A Page 22

23 INSTRUCTORS LOG SHEET (Sheet...) Name Rank Number Aircraft Type Expiry Date Dry Training Location (dtg) Live Flying Location (dtg) Remarks Figure 2 - Instructor s log sheet The HAI is able to extend the validity of despatcher and abseiler qualifications; the instructor must ensure that all despatchers and abseilers they train or re-qualify have their details recorded in the ship/unit Helicopter Abseil log sheets. The qualification is also to be annotated in the individual s personal documents and the HAI must complete and sign the Despatchers or Abseilers certificate of competency (F140a or F140b). The despatcher or abseiler may only conduct abseiling or Brakeman duties once they have received their certificates. HAIs are to qualify and re-qualify on additional aircraft types under the supervision of an HAI qualified and current on type. Familiarisation training is to consist of aircraft role, one live descent and one despatch. On completion of training, the supervising HAI is to sign and date the F140 of the qualifying HAI. Although it is not a mandatory requirement, it is recommended that HAIs work in pairs wherever possible; in this instance, one HAI is to accept the role of the supervising HAI in overall charge of the training and the other should act as an Assistant (paragraph 24 and 25). Working in pairs enables better supervision of training and gives added benefit when instructing abseiling techniques using the recognised explanation, demonstration, imitation and practice (EDIP) method. The supervising HAI is responsible for enforcing the procedures contained within this publication. 22 Responsibilities CAUTION If the HAI cannot be in the aircraft during abseiling practice, they are to be visible at all times and to be in radio contact with the aircraft in case of an emergency. The HAI has to have a thorough knowledge of all aspects of abseiling and is to be present whenever abseiling training is undertaken; the instructor is responsible for: 22.1 Ensuring their copy of DAP 101A is the latest issue and is fully conversant with the publication Planning and supervision of all abseiling training Ensuring all safety parameters are in place iaw Chapter Ensuring that all participants are thoroughly briefed iaw Chapter 1, Annex A The correct storage, care and maintenance of all abseiling equipment (Chapter 3) Instructing abseiling and despatching using a certified gantry and aircraft Instructing abseil, brakeman and despatching techniques and procedures iaw Chapter 4 and 5. Section A Page 23

24 22.8 Ensuring the relevant aircraft is rolled correctly for abseiling operations iaw the specific aircraft annex in Chapter Teaching and supervising abseiling training from helicopters Maintain currency as an instructor Maintaining the currency of Abseilers and Despatchers Recording all abseiling training carried out under the supervision on the unit/ships abseiling log sheets and on each participants currency card (F140a or F140b) Knowing the responsibilities of: The despatcher/aircrew The assistant The team leader The abseiler The brakeman The HAI, in accordance with aviation unit SOPs, is to produce a passenger manifest for all personnel boarding the aircraft for roping sorties. Instructor Currency 23 HAI The HAI is to maintain currency as both an Abseiler and as a Despatcher. This ensures that the instructor maintains the skills necessary to give accurate and complete demonstrations to students whilst continuingly enhancing their own experience. The HAI is to adhere to the following: 23.1 HAIs may only renew their qualification by attending another HAI course. JADTEU do not remind personnel when their qualification is due to lapse The HAI must remain current by carrying out currency training as a abseiler and despatcher iaw the currency requirements in Chapter 1, paragraph If the HAI currency lapses for despatching and abseiling, the HAI is to regain currency under the supervision of another in-date HAI. The supervising HAI is to record the activity on the individual s F140 before the individual can continue as an instructor HAI self-validation is prohibited All training carried out by the HAI should be logged on the unit/ship helicopter abseiling log sheet. The Assistant HaI 24 General A HAI may employ an assistant in a supporting role when carrying out abseiling training. Where possible, this should be a qualified HAI. If this is not possible, the assistant is to be a minimum of a current abseiler. In this case they are not to carry out instruction of any kind but can be employed for demonstration purposes. The HAI is to brief the assistant on their responsibilities prior to the activity. 25 Responsibilities The assistant s responsibilities include but are not limited to: 25.1 Acting as a demonstration troop for the HAI Assisting the HAI in the movement of equipment for aircraft preparation Controlling equipment at ground level Monitoring for Foreign Object Debris (FOD) Control of personnel prior to emplaning Inspecting each stick to ensure appropriate PPE & equipment is correctly fitted prior to emplaning Controlling the brakemen/abseilers on the ground. Section A Page 24

25 Team Leader 26 General A HAI may train a team leader in a supporting role when carrying out Abseiling weather during training or during operations. This should be a qualified and competent abseiler. In this case they are not to carry out instruction of any kind but can be employed for demonstration purposes during training. The team leader is responsible for taking charge of a abseiling team during operations when it is not practical to have an HAI present. The HAI is responsible for training a team leader on their responsibilities prior to any abseiling activity. 27 Responsibilities 27.1 Having a though knowledge of the abseiling procedures & currencies described in the latest issue of the DAP Acting as a demonstration troop for the HAI Despatching from a gantry under the direct supervision of a HAI, including: Inspecting abseiling equipment and PPE are correct prior to despatching Control the exit point at all times Assisting the abseiler with equipment when exiting the despatch point where necessary Responsible for checking abseilers are current and in date Compiling the roping assurance certificate for the providing aviation unit. During training this will be inspected by the supervising HAI if present and the senior air crewman Control of personnel and equipment prior to emplaning Inspecting all abseilers to ensure correct PPE & equipment is worn prior to emplaning Conducts briefing of team members after the aircrew briefing Determines sequence of the descents of the abseilers and reports it to the helicopter despatcher In consultation with the helicopter despatcher assists with rehearsal of abseilers prior to sortie unless operationally unable or inappropriate Final selection of the target landing area in conjunction with the helicopter despatcher. This may be delegated to the first abseiler in the stick. Helicopter Despatch Instructor 28 General The HDI (Helicopter Despatch Instructor) is primarily responsible for the Instruction of all HD (Helicopter Despatchers) within an aviation squadron. The squadron HDI s may only gain their HDI qualification from training section, JADTEU. The HDI qualification is a 2 year currency, once the 2 year currency has lapsed an HDI must re-attend the TIES course at JADTEU. The HDI must be: 28.1 A qualified and current despatcher A qualified and current aircrew May only qualify despatchers on the aircraft type for which they are qualified (signed 146). Conversion process 28.4 Be in possession of form F146 whilst conducting training 29 Responsibilities CAUTION The HDI cannot assume the responsibilities of the HAI whilst conducting flying sorties i.e. the HDI cannot be the supervising Instructor on the ground for flying sorties. The HDI has to have a thorough knowledge of all aspects of Abseiling and is to be present whenever despatcher training is undertaken; the instructor is responsible for: Section A Page 25

26 29.1 Ensuring his copy of DAP 101A is to the latest issue and is fully conversant with the publication Instructing in the despatch procedures in the DAP 101A and the relevant aircraft SOPs Planning and supervision of helicopter despatcher training Ensuring that all participants are thoroughly briefed iaw Chap 1, para Instruct and supervise the correct storage, care and maintenance of all fast roping equipment (Chap 3), including all necessary before and after use inspections Maintain currency as a helicopter despatch instructor Maintaining the currency of helicopter despatchers Recording all helicopter despatcher training carried out under supervision on the Roping log sheets and on each participants Log book. Helicopter Despatcher 30 General The HD (helicopter despatcher) must be a minimum of a substantive JNCO or above unless stated as an endorsed units see chapter 2 para 27. The HD can only be trained and qualified by an in date JADTEU trained helicopter despatch instructor (HDI). A HD may only despatch from an aircraft on which they are current. 31 Responsibilities CAUTION The helicopter despatcher is responsible for the safety of fast ropers whilst in the aircraft. The helicopter despatcher s responsibilities are as follows: 31.1 Having a thorough knowledge of the procedures described in the latest issue of the DAP and the relevant aircraft Standard Operating Procedure (SOP) The care, maintenance and preparation of Abseiling equipment (Chap 3) provided by the squadron, including all necessary before and after use inspections Preparation of the aircraft for abseiling (see relevant aircraft annex) Checks the roping assurance certificate produced by the team leader. This will be done with the support of the supervising HAI. In an operational environment a HAI may not be present In consultation with the team leader, carry out rehearsals with fast ropers prior to the sortie unless operationally unable or inappropriate. This should include a minimum of loading the troops onto the aircraft, movement within the aircraft, exit procedures and any potential hazards and inform team leader of any change to the intended abseil height Reconnoitre the target landing point Final selection of the target landing area in conjunction with the team leader (the team leader may delegate to the first fast roper in the stick) Directing the pilot to ensure the position of the aircraft over the landing site is maintained throughout. Dispatchers are to ensure that the rope trail angle does not increase beyond the point at which the fast roper is able to maintain hold of the rope. This may occur if: The rope is deployed too early and the aircraft is not in the hover The aircraft drifts during deplaning The aircraft transitions before abseilers are clear of the rope Deployment of the rope. Ensuring there is a minimum of 20 ft of rope on the ground at all times whilst abseiling descents are being conducted. Section A Page 26

27 31.10 Ensuring that ropes are as vertical as possible and controlled against undue movement. Movement of the rope may be caused by rotor downwash, recirculation or poor positioning. Use of a ground handler must be considered Controlling the exit point at all times Assisting the abseiler with equipment during emplaning and exiting where necessary Recovering the abseil rope The physical act of jettisoning the rope in case of an aircraft emergency. This can only be done on the direct order of the aircraft commander Maintaining the currency of helicopter despatchers (only when in a crewman instructor/trainer role). Endorsed Abseiling Units 32 General The minimum rank for personnel from the endorsed abseiling units, listed below, is JNCO (or RN equivalent). This qualification is valid for 2 years. SNCOs from any other units who have an operational need to conduct abseiling should apply to the HAI course sponsor, in writing through their Formation HQ, stating the unit s requirement to conduct abseil training. This qualification is also valid for 2 years. 33 Endorsed units The following Units are endorsed fast roping units: 33.1 Fleet sponsored: Surveillance and Reconnaissance Squadron (SRS), 30 Cdo IX Group RM Cdo, Fleet Protection Group RM (FPGRM) Fleet Diving Unit (FDU). UHD RN MAOT Royal Marine Mountain Leaders (RMML) Designated CHF MCT Sqn FOST 1AGRM Board and Search School (BSS) 33.2 DSF sponsored: UKSF UKSF(R) Special Forces Support Group Avn Units: Sqn RAF Sqn AAC Sqn AAC RNAS Qualified and current observer/aircrewman of service helicopter units AA Bde sponsored: Bde Pathfinders. Section A Page 27

28 The Abseil System Chapter 3: Helicopter Abseil Equipment (Completely Revised) Personnel engaged in abseiling from helicopters must only use the equipment listed in this chapter. The equipment must be maintained and inspected by authorised personnel as defined in AP 108G (NAR)1. 34 Introduction The Abseil System is made up of several components as detailed in this chapter; all components must have a log card (paragraph 29), a before and after use examination (paragraph 30), and must be stored and cleaned as detailed below (paragraph 31). 35 MoD Form F749H - Log Cards All abseil equipment must have a MoD Form 749H Log Card. The Helicopter Load Slinging Equipment Inspector (HLSEI) raises the log card when the equipment is first removed from its packaging, and the in-service date is recorded on it; refer to the Life paragraph for the individual equipment for further details. All faults are recorded on the log card For more information on the log card MF749H see AP 108G (NAR)1. 36 Before and After Use Examination (HLSEI or HAI) All helicopter abseil equipment is to be examined before and after use by a HLSEI or a HAI, as detailed in the AP 108G K. All faults are to be recorded on the MoD Form 749H. If any faults are found on the Abseil Harness, the Horned Lowering Link (HOLK) or the Karibiner, they are to be withdrawn from service and returned for repair or replacement. If any faults, actual or suspected, are found on the Abseil Rope, Dispenser Assembly, Light Stores Universal Harness, or Australian Tape Harness (ATH) this will render them unserviceable and they are to be withdrawn from service and scrapped. 37 Storage and Cleaning All abseil equipment is to be cleaned of all dirt and debris and completely dry before being stored; when not in use it must be stored in a cool, dry place away from sources of direct sunlight, moisture, sand, dust, etc. If cleaning is required after use all dirt and debris must be removed, and if the equipment has been contaminated by seawater they will need to be washed with copious amounts of clean fresh water as soon as possible and be allowed to dry naturally. For details on storage and cleaning of the Abseil Rope see paragraph Maintenance support literature Full maintenance support literature and all technical information for the Abseil System equipment, including NATO Stock Number (NSN), is published in AP 108G K, Abseil System. The Abseil Harness 39 Description The Abseil Harness is manufactured from 44mm nylon webbing in three loops. One loop for each leg and the adjustable third loop for the upper body. A waist belt is positioned between the leg and body loops. A D ring provides a suspension point for the harness. Section A Page 28

29 40 Life Figure 3 - Harness The harness has a finite life of 10 years from the date of manufacture. Within the finite life, the harness is limited to an in-service life of 4 years. The in-service life commences from the date it is removed from its sealed bag; once removed from its packaging, the harness is to be inspected by a Helicopter Load Slinging Equipment Inspector (HLSEI). The HLSEI raises a log card (MF749H) and writes the life expiry date on the white harness identification label with an indelible pen. The 4 year in-service life is not to be exceeded regardless of the condition of the harness. A harness may be destroyed before the completion of the in-service life if it is deemed to be unsafe by the user or during technical examination. The Horned Lowering Link (HOLK) 41 Description The HOLK is manufactured from light alloy and allows the controlled descent of abseilers or stores from a hovering helicopter to the ground. Figure 4 - HOLK 42 Life The HOLK is not subject to an in service or finite life and is to be rejected only on condition. Before the first use the HOLK is to be inspected by a HLSEI. The HLSEI raises a log card (MF749H). A HOLK may be withdrawn before the completion of the in-service life if it is deemed to be unsafe by the user or during technical examination. Karabiner LA812 (30KN) or A812 (32KN) 43 Description Either karabiner LA812 (30kN) (not shown) or karabiner A812 (32kN) (Fig 3) may be used with the abseil system. The karabiner is used to connect the HOLK to the abseil harness. Section A Page 29

30 44 Life Figure 5 - Karabiner A812 (32KN). The karibiner is not subject to an in service or finite life and is to be rejected only on condition. Before the first use the karibiner is to be inspected by a HLSEI. The HLSEI raises a log card (MF749H). A karibiner may be withdrawn before the completion of the in-service life if it is deemed to be unsafe by the user or during technical examination. Abseil Rope 45 Description The Abseil Rope is an 11 mm diameter, polyester rope consisting of a 16 plait outer sheath around a parallel core of twisted fibre. The outer sheath is coloured either black or white with a contrasting core. The rope is 200ft (61m) long and has a minimum breaking load of 2.8 Tonne (6160lb) (2794kg). Figure 6 - Abseil rope and dispenser bag 46 Life The Abseil Rope is subject to a 10 year life from the date of manufacture or a 4 year in service life whichever is the sooner. The Abseil Rope is subject to a maximum usage life of 40 descents. The Abseil Rope may be rejected on condition within the 10 years from manufacture or 4 years in service life or prior to 40 descents being reached. The in-service life commences from the date it is removed from its sealed bag; once removed from its packaging, the rope is to be inspected by a HLSEI The HLSEI is to carry out the following procedure: Remove the Abseil Rope from the manufacturer s lightproof packaging. Ensure that the Section A Page 30

31 Log Card supplied with the Abseil Rope contains the correct information for the rope Raise a MoD Form 749H Log Card and record the serial number and Life Expiry date of the rope Attach the manufactures Rope Log Card to the MoD Form 749H Log Card Ensure the Abseil Rope details on the ferrule label are legible and correct and mark the life-expiry date on the label with an indelible pen. Do not mark the Abseil Rope or obscure any of the manufacturer s details. 47 Storage and Cleaning Ropes are to be stored as follows: 47.1 Ropes are to be kept with their log cards in either the abseil rope dispenser assembly GQD41131 or a lightproof cardboard box Alternatively ropes are to be kept with their log cards in black polythene heavy duty bags, away from sources of heat and ultra-violet light, in well aired, damp free conditions Ropes are never to be left in sunlight and every effort is to be made to keep them covered until required for use Wet ropes are to be dried naturally away from direct sources of heat or ultra-violet light. Abseil Ropes that have been contaminated by seawater they will need to be washed with copious amounts of clean fresh water as soon as possible, and be allowed to dry naturally. Any contamination, other than this, will render the Abseil Rope unserviceable. Dispenser Assembly 48 Description The Dispenser Assembly (Figure 7) is manufactured from a plasticized material which forms a dispensing bag. The bag has weights sewn into it to provide stability and has elasticated retaining loops to hold the abseil rope. Figure 7 - Dispenser Assembly and Abseil Rope 49 Life The Dispenser Assembly, is not subject to an in service or finite life and is to be rejected only on condition. Before the first use the assembly is to be inspected by a HLSEI. An assembly may be withdrawn before the completion of the in-service life if it is deemed to be unsafe by the user or during technical examination. Universal Harness, Light Stores Dropping 50 Description Universal Harness, Light Stores Dropping (Fig 6). The Universal Harness, Light Stores Dropping consists Section A Page 31

32 of a cruciform webbing assembly to which is attached a central D ring with a buckle at each end of the cruciform arms. Note that on later production harnesses the D ring may not be of the cranked type. 51 Life Figure 8 - Universal Harness, Light Stores Dropping The Universal Harness is subject to a 10 year life from the date of manufacture or 4 year in service life whichever is the sooner. The Universal Harness may be rejected on condition within the 10 years from manufacture or 4 years in service life. Before the first use the harness is to be inspected by a HLSEI. The HLSEI raises a log card (MF749H). A harness may be withdrawn before the completion of the in-service life if it is deemed to be unsafe by the user or during technical examination. Australian Tape Harness (ATH) 52 Description The Australian Tape Harness (Figure 9) consists of two separate loops of webbing; a top chest harness and a bottom harness. The two loops combine to support an abseiler during descent. Figure 9 - Australian Tape Harness (ATH) 53 Life The ATH is subject to a 10 year life from the date of manufacture or 4 year in service life whichever is the sooner. The ATH may be rejected on condition within the 10 years from manufacture or 4 years in service life. Before the first use the ATH is to be inspected by a HLSEI. The HLSEI raises a log card (MF749H). An ATH may be withdrawn before the completion of the in-service life if it is deemed to be unsafe by the user or during technical examination. Section A Page 32

33 Gloves WARning Only the gloves listed in this chapter are currently cleared for abseiling. No other gloves are to be used. Gloves are classed as part of an individual s Personal Protection Equipment (PPE) and are not classed as HUSLE or maintained by a HLSEI; therefore, it is essential that all abseil trained personnel are conversant with the manufacturers Before use and After use checks. Note Abseilers must wear both inner and outer gloves. Inner gloves can be of any type (deemed suitable by the HAI) that will prevent against burns when handling the metalwork, however ONLY the following outer gloves can be worn. Outer - UK MoD Rapid Rappelling Glove With Toggle The UK MOD rapid rappelling gloves (Figure10) are cleared for abseiling from all heights within current limitations. Currently they can only be local purchased through the stores system from the manufacturer Details of manufacturers part numbers and sizes are at Table Before use checks Personnel are to carry out before use checks as follows: 54.1 Ensure the glove is of the correct size Damaged or faulty gloves will not provide the level of protection required After severe wear on the gloves the stitching may become damaged and subsequently holes form in the seams. If this happens the gloves should be discarded and replaced These gloves have been designed to protect the wearer s hands with a reinforced palm and lining during rappelling and fast roping. This activity subjects the gloves to severe abrasion, which may cause the suede to get a polished look. This is normal wear and tear. If holes begin to appear in the reinforcement from the abrasion then the gloves should be discarded as they will not offer the same thermal protection for abseiling. If holes in the leather appear in the unreinforced areas of the palm then the yellow fabric under the palm will become visible. If this happens the gloves should be discarded. Figure 10 - UK MOD rapid rappelling glove with toggle 55 After use checks Personnel are to carry out after use checks as follows: 55.1 Gloves should be visually inspected after wearing for signs of damage which may impair the performance of the glove. Damaged gloves will not provide the protection stated in the user information sheet and should not be used Dirty gloves may lead to a reduction in protection. Gloves should be brushed clean with a soft bristle brush to remove dirt. Section A Page 33

34 55.3 Soiled gloves should be cleaned with a damp lint free cloth. If the gloves are heavily soiled they could be rinsed in clean water as if washing your own hands. Strong cleaning agents eg bleach should not be used The glove finger tips should be held whilst partially removing your hand. This helps the glove retain its shape and will minimise the liner movement. Squeeze out the surplus water from the finger tips downwards; never wring the gloves. Pull the gloves gently into shape. This should be done whilst alternating your hands to minimise your contact with the used gloves which may have become contaminated during use Remove the gloves and thoroughly rinse in several changes of clear lukewarm water. It is essential that the gloves are rinsed in water after cleaning to remove all traces of mild detergent if used. They can then be hung up to dry in a current of air but away from a direct heat source or sunlight. Do not dry on a hot surface. Table 2 - Personal Protection Equipment Gloves UK MOD rapid rappelling glove with toggle. 1490B/Toggle 08P/2290 Size Manufacturers Part No Small Medium Large XLarge XXLarge Despatcher Equipment Belt Safety Despatchers 56 General These belts are designed to prevent the despatcher from accidently exiting the aircraft during operations. If used for live flying, the aviation unit should supply suitable means of securing to the aircraft on request The belt is to be fitted as follows: The belt should be adjusted to fit snugly around the waist The fabric tabs should be passed through the metal loops and fully inserted into the metal tabs as shown The tail of the belt should be attached to the designated strong point in the aircraft as indicated by the crew; the tail must be adjusted to ensure the operator cannot egress the aircraft unintentionally. Section A Page 34

35 57 Maintenance support literature Figure 11 - Belt safety despatcher The despatcher safety belt is to be maintained by approved maintainers as listed in DAP 108A-0002 (NAR)1. Inspection criteria can be found in the DAP 108D Note Aircraft operators may require despatchers to wear different aircraft harnesses, it is the responsibility of the aircraft operator to provide, maintain and fit the harness. Knife Rescue (J-Knife) 58 General The J-Knife (NSN ) allows the despatcher to cut the abseil rope in an emergency or when operationally required. The J-Knife is to be stored in its pouch and fitted to the aircraft where it must be easily accessible to the despatcher at all stages of flight. The knife is be used as illustrated (Figure 12) Figure 12 - Cutting the Abseil rope 59 Before use checks The knife should be checked before any live flying serial for: 59.1 Rust - any rust found should be removed Screws - ensure all screws are done up and secure. Section A Page 35

36 Introduction Chapter 4: Abseiling Training Procedures And Techniques This chapter describes the responsibilities, methods and techniques to be taught by the HAI to all abseilers and despatchers from a certified gantry. All aircraft specific procedures are covered in Chap 5 and in the relevant aircraft SOP. All HAI s are to ensure that safe practice is maintained when conducting abseiling training as stated in the procedures and methods contained within this document. Abseil Training - The Abseiler 60 Prerequisites There are a number of prerequisites for an individual to be trained as an abseiler; they are as follows: 60.1 Only personnel that are required by their parent unit s operational role should be trained Individuals must be medically fit ie no medical limitations on conducting routine unit tasking, to participate in abseiling training Abseiling is a physical and potentially dangerous activity, therefore any rank partaking in training must be a volunteer. Any individual refusing to take part in abseil training is not to be forced to continue. There is no minimum rank requirement to be trained as a abseiler. 61 Responsibilities of the Abseiler The HAI must teach and ensure that abseiler possess accurate knowledge of their individual responsibilities whilst carrying out abseiling. The abseiler s responsibilities are: 61.1 The care and maintenance of his personal abseil equipment, including inner and outer gloves The preparation and checking of personal equipment including weapons The correct descent techniques To be fully competent with emergency procedures and implementing them when necessary Correctly attaching or detaching themselves from the rope Abseiling with equipment and weapons in single and multi-point descents Being primarily responsible for braking Able to carry out duties of a brakeman Maintaining currency as an abseiler. Personal Equipment 62 General Prior to abseiling, each abseiler is responsible for ensuring that their personal equipment is serviceable. The procedures for inspecting personal abseil equipment and PPE are in Chap 3. The minimum PPE and dress requirements for abseiling from a gantry are as per Figure 13. WARNING WHEN ABSEILING FROM AN AIRCRAFT EAR PROTECTION AND EYE PROTECTION MUST BE WORN. Section A Page 36

37 Figure 13 - Abseiler PPE - Helmet, ear protection, Eye protection, Inner Gloves and Outer Gloves 63 Fitting the abseil harness Once the abseiler has completed the before and after use checks and signed the MH749H the abseil harness is to be fitted as per Figure 14a - d 63.1 Hold the abseil harness with the two leg loops downward and the D-ring facing away from the wearer Step into the two leg loops and pull the loops up the thighs to form a seat support Hold the chest strap in the right hand and pass the left arm and head through the chest loop, so the loop sits on the right shoulder. Check that the D-ring is facing forward, the shoulder strap sits on the right shoulder and the label portion of the strap sits in the middle of the chest Place the right hand down through the right leg loop. Figure 14a - Fitting the Harness step Grasp the waist strap with the right hand that is underneath the right leg loop, then pull the hand up so that the waist strap passes underneath the right leg loop. Section A Page 37

38 Figure 14b - Fitting the Harness step Pass the waist strap around the small of the back and back into the right hand. Place the left hand down through the left leg loop. Take hold of the waist strap in the left hand and pull it up through the left leg loop and rearwards until tight. Figure 14c - Fitting the harness step Fasten the waist strap at the buckle and secure any loose waist strap. Then pull up on the adjustable strap to ensure the harness is a tight fit. Fig 14d - Fitting the Harness step The abseiler then attaches the HOLK and karabiner to the D ring on the front of the harness. The screw gate of the karabiner must be uppermost and opens away from the abseiler As an alternative to the HOLK harness an Australian Tape Harness (ATH) can be used. Details for fitting an ATH can be found at Annex A to this chapter. Section A Page 38

39 Despatch Procedure 64 Gantry/Single point despatch procudre Once the abseilers PPE is in place as per Figure 13 the abseiler is attached to the rope by the despatcher as per Figure 15a - f The abseiler detaches the HOLK from his karabiner and hands it to the despatcher. Figure 15a - Attaching the abseiler to the rope step The despatcher makes a bight in the rope with the dead end on the right (the same side as the abseiler s braking hand) and feeds the bight down through the large hole of the HOLK and up and over the small end. Figure 15b - Attaching the abseiler to the rope step The despatcher fits the HOLK to the karabiner using the small hole. Figure 15c - Attaching the abseiler to the rope step Ensure the screw gate is uppermost and faces away from the abseiler. Lock the screwgate finger tight. Section A Page 39

40 Figure 15d - Attaching the abseiler to the rope step The despatcher checks the attachment of the rope and HOLK to the abseiler and when satisfied signals the abseiler to check the configuration is correct by pointing to the karabiner Figure 15e - Attaching the abseiler to the rope step The abseiler visually checks the attachment of the HOLK to the rope and karabiner for confirmation he pushes down on the screwgate to ensure it is done up. He then replies with a THUMBS UP signal. Figure 15f - Attaching the abseiler to the rope step The abseiler is then offered the dead end of the rope by the despatcher and upon taking it demostrates the brake postion The despatcher blocks the despatch point with an outstrectched arm and visulally confirm the brakeman is still in position and signalling SAFE TO DESPATCH (Figure 16). A full description of this can be found in Chapter 4, Abseil Training- The Brakeman. Section A Page 40

41 Figure 16 - The Brakeman signalling SAFE TO DESPATCH When instructed by the despatcher, the abseiler moves to the exit gathering in any slack rope between him and the anchor point Once the abseiler has taken in all the slack and has control of the rope the despatcher will remove his physical block at the despatch point and signal to the abseiler to rotate 180 degrees in the exit (Figure 17). Figure 17 - Despatcher signalling rotate The abseiler looks at the despatcher and when given the signal to LAY BACK adopts a position between 45 and 90 (Figure 18) Section A Page 41

42 Figure 18 - Lay Back signal (safety strop too long) When given the GO signal (Figure 19) the abseiler pushes off from the Gantry/aircraft, looks down immediately to the brakeman and descends the rope under control, using the correct abseil technique. Abseil Technique 65 Abseil Body Position Figure 19 - GO Signal (safety strop too long) During all abseil training and operations the abseiler must adopt the correct body position as shown in Figure 20. The body is to be horizontal with the feet together. The upper hand has a light grasp on the dead side of Section A Page 42

43 the rope with the lower (braking) hand controlling the live end of the rope and the abseilers descent speed. The abseiler is to look down at all times to monitor the his descent and the ground. Figure 20 - Abseil Body Position 66 Controlling Speed and Braking. It is imperative that the abseiler be competent in controlling speed and braking. The system works by the abseiler controlling the friction on the rope through the HOLK. Increasing or decreasing this friction controls the rate of descent on the rope. This is achieved by moving the braking hand towards or away from the body as follows (Figure 21): 66.1 To increase his descent the abseiler pushes the rope away from his body, to slow the descent the abseiler brings the rope in closer to his body. Figure 21 - Controlling speed and Braking - step To brake, the live end of the rope is to be pulled in tight under the buttocks. Section A Page 43

44 Figure 21 - Controlling speed and Braking - step 72.2 Note For training a brakeman must always be present but the prime responsibility for braking is always with the abseiler. The Brakeman 67 General The brakeman must be an in-date abseiler who is current in helicopter abseiling, including emergency techniques. The brakeman is required to be in control of the rope and ready to apply the brake if the abseiler is unable to control his descent or when a stores load is being lowered. The signals used are illustrated below. Note A brakeman must be used whenever abseiling training takes place. However, with the prior authority of the operational or theatre commander, a brakeman may be excluded from the first descent if there is an operational necessity to conduct abseiling without a brakeman. 68 Responsibilities It is the brakeman s responsibility to: 68.1 Ensures that a minimum of 20 ft (6 m) of rope is on the ground at all times Is positioned directly below the abseiler or correctly positioned for a stores load, maintaining control of the rope throughout the descent of the abseiler or stores load If, at any time the brakeman considers that he does not have control either of the abseiler or the stores load he is to apply the brake Assists in removing the abseiler or stores load from the rope when either has reached the ground. 69 Signals The hand signals used by the brakeman are as follows (see Figures 22-24): 69.1 Both arms spread with no rope there is NO ROPE on the ground. Section A Page 44

45 Figure 22 - NO ROPE on the ground signal 69.2 Holding the bottom of the rope above his head with his arms spread LESS THAN 20 FT (6 M) OF ROPE on the ground. Figure 23 - LESS THAN 20 FT (6 M) OF ROPE on the ground signal 69.3 The brakeman is in control of the rope - it is SAFE TO DESPATCH the abseiler/stores load. Figure 24 - SAFE TO DESPATCH signal Note The rope must pass freely between the brakeman s hands. Section A Page 45

46 70 Braking Note The prime responsibility for braking and remaining in control throughout the descent lies with the abseiler. By varying the downward pressure on the rope and therefore regulating the friction through the HOLK, the brakeman can control the descent of the abseiler or stores load. Normally the abseiler regulates his own braking pressure; the brakeman is there in case of an emergency. If the brakeman decides the abseiler is unable to carry out a safe descent and landing he is to apply the brake. This is achieved by holding the abseil rope and applying a constant downward pressure (Figure 25). Figure 25 - Brakeman applying the brake. Once the brakeman has applied the brake he will need to communicate with the abseiler either visually or verbally to allow the abseiler to continue with the descent taking over prime responsibility for braking. If the brakeman is unable to communicate with the abseiler the brakeman is to control the abseilers rate of descent by regulating the tension applied to the abseil rope. WARNING THE BRAKEMAN IS TO BE FULLY BRIEFED ON THE HAZARDS OF FALLING ARTICLES FROM THE ABSEILER OR AIRCRAFT AND MUST MONITOR BOTH DURING HIS DUTIES. 71 Landing When the abseiler reaches the ground the brakeman takes charge of the abseiler. Using one of two methods illustrated in Figures 26 the brakeman is responsible for detaching the abseiler from the rope. Method 1. This is the preferred method as it is the quickest. The brakeman pulls 8-10 ft (2.4-3 m) of rope through the HOLK (Figure 41), detaches the HOLK from the karabiner, inverts the HOLK and re-attaches to the karabiner with the large hole and then unthreads the rope. Section A Page 46

47 Figure 26 - Method 1 for detaching the abseiler on landing Method 2. The brakeman takes the standing end of the rope and pulls it through the system; the abseiler crosses their arms and runs backward off the rope protecting their face with their hands. Figure 26 - Method 2 for detaching the abseiler on landing WARNING PERSONAL INJURY. TO AVOID THE RISK OF BURNING HIS HANDS WHEN HANDLING THE HOLK THE BRAKEMAN MUST WEAR SUITABLE INNER GLOVES WHEN AIDING THE ABSEILER TO DETACH HIMSELF FROM THE ROPE. WARNING PERSONAL INJURY. TO AVOID GETTING FINGERS CAUGHT IN THE ABSEIL SYSTEM. FINGERS SHOULD NOT BE PLACED INSIDE THE HOLK OR KARABINER. When safely on the ground and clear of the rope the brakeman quickly resumes his duty signalling SAFE TO DESPATCH and the abseiler signals the aircraft despatcher CLEAR OF THE ROPE by raising both arms and giving the thumbs up with both hands (Figure 27). Figure 27 - Abseiler signalling Clear of the Rope Section A Page 47

48 72 Brakeman Change over procedure DAP 101A The brakeman can either remain in place or change over. The change over procedure is as follows (see Figure 28): 72.1 The relief takes hold of the rope placing one hand either above or below the brakeman s hands. He then gives two firm taps on the in-situ brakeman s shoulder to indicate the relief is ready to take over The brakeman confirms the relief has hold of the rope then moves away allowing the relief to assume the brakeman s responsibilities. Emergency Procedure Figure 28 - Brakeman Change over Procedure 73 General There can be various reasons why an abseiler may have to halt their descent. These include but are not limited to: 73.1 Less than 20ft of rope on the ground 73.2 Rope off target/brakmen not in position The rope not passing freely through the HOLK due to clothing or equipment jammed in the system Any other reason that prevents a controlled descent and a safe landing. 74 Immediate Action Having established that it is not safe to continue his descent the abseiler has to carry out the following actions: 74.1 Stop, by applying the brake Apply the lock off. 75 The Lock Off Once the abseiler has stopped by applying the brake the lock-off is performed as per Figures 29a - d. Section A Page 48

49 75.1 Take the non-braking hand across the body and around the front of the rope; grip the rope just below the HOLK. Figure 29a - The Lock Off step Force the rope against itself by pulling the rope downwards, forwards and across. This maintains the braking effect and applies extra friction on the system. Concurrently release the braking hand and use it to grip the small end of the HOLK and the karabiner to prevent them from twisting. Figure - 29b - The Lock Off step Take the free end of the rope up, across the front (side facing the abseiler) of the HOLK and down to engage it on to the opposite horn. Figure - 29c - The Lock Off step 75.3 Section A Page 49

50 75.4 Once complete, the abseiler resumes the brake position then informs the despatcher there is a problem by waving his non-braking arm in a chopping motion. Figure - 29d - The Lock Off step 75.4 The lock off is now complete and a quick assessment of the situation can be made. The despatcher, with the pilot, will at this point try to resolve the problem. If the problem is resolved the descent can be continued normally. 76 Make Safe If the problem still exists or the aircraft begins to manouver then the abseiler must MAKE SAFE. This drill is carried out as follows (see Figures 30a - d): 76.1 The rope is pulled up from below and turns are taken around the thighs (Figure 51). A minimum of four turns must be taken and it is important that the legs are held tightly together whilst the turns are taken. If there is a lot of rope below the abseiler, it is a good idea to take more turns around the legs. This will be more comfortable and reduces the risk of the rope falling free. Fiugre 30a - The Make Safe step Take a bight of rope from the free end above the HOLK and tie it off on the supporting rope with a round turn. Two half hitches are then placed on the supporting rope that follows from the HOLK down to the left thigh.this is then secured and the remainder made into a hand loop for added security. Section A Page 50

51 Fiugre 30b - The Make Safe step If the end of the rope is not snagged the excess rope has to be pulled up, coiled and stowed between the legs. Fiugre 30c - The Make Safe step When the abseiler has completed the MAKE SAFE drills, he signals the despatcher, by laying back and waving both arms in a chopping motion, showing the MAKE SAFE here signal. Fiugre 30d - The Make Safe step The MAKE SAFE signal is continued until the despatcher acknowledges with a single chop motion. Section A Page 51

52 76.6 The MAKE SAFE is now complete. The abseiler will then hug the rope and make an assessment of the situation. It is important that all abseilers are competent in the application of the emergency procedure. The emergency procedure remains the same for the abseiler however the recovery action may differ depending on aircraft type. These actions will be briefed prior to live flying (See Chapter 5). Abseiling With Equipment 77 General When the HAI deems that an individual has proved competent in all of the above techniques, then the All Up Weight (AUW) of the abseiler can be increased. The end requirement is to have a abseiler capable of safely carrying the equipment that they require operationally. It is recommended that abseilers conduct training descents from a gantry carrying this equipment prior to abseiling from an aircraft in a training or operational scenario. Abseilers must be fully aware of any additional snagging hazards specific to the equipment carried. Note The maximum All Up Weight of a abseiler including equipment must not exceed 113 kg/ 250 lb. WARNING THE HAI MUST BE CONSULTED ON THE CARRIAGE OF ANY EQUIPMENT NOT ILLUSTRATED IN THIS PUBLICATION. 78 Carriage and preparation of weapons It is important that weapons are prepared, fitted and carried in the correct manner. An incorrectly fitted weapon is likely to be the cause of an accident by becoming snagged on the aircraft while the individual is exiting onto the rope. Most in-service weapons can be carried when abseiling providing the weight limitations are adhered to. Weapons are to be prepared using the associated slinging equipment. When slinging the weapon the abseiler must ensure the weapon does not impede carrying out the brake. 79 Checks Prior to abseiling, the weapon should be checked for the following: 79.1 The magazine is securely fitted All ancillaries/attachments are securely fitted The weapon is made safe and the safety catch is applied The weapon is slung correctly The weapon is close to the body to avoid it swinging around All loose ends are taped away once the weapon is fitted. Note Due to the diverse nature of weapons carried it is recommended that dry training and rehearsals are conducted with the weapons prior to a live descent being carried out. 80 Carrying the rife In addition to slinging the rife in the usual manner, it is important that the sling is passed through both sides of the sling attachment when preparing for abseiling and a thumb knot is placed in the sling to prevent it feeding through the sling attachment. Illustrated is an example of fitting the sling and carrying the rifle: 80.1 Pass the sling through both sides of the sling attachment point. Tie a thumb knot to prevent the sling inadvertantly from coming loose. Section A Page 52

53 Figure 31 - Fitting the sling and carrying the rifle step The rife must be carried as shown. 81 Personal Equipment Figure 31 - Fitting the sling and carrying the rifle step 86.2 WARNING PERSONAL INJURY OR DEATH. WHEN ABSEILING, HEAVY DAYSACKS, BERGANS OR EQUIPMENT MUST NOT BE WORN ON THE SHOULDERS. DOING SO WILL ALTER THE CENTRE OF GRAVITY AND MAY CAUSE THE ABSEILER TO BECOME INVERTED ON THE ROPE AND THEREFORE LOSING CONTROL. For all personal equipment such as body armour, plate carriers and belt kit the abseil harness is to be worn over the top as long as the buckles can be securely fastened and the D ring is free from obstruction. A light daysack can be carried in the normal fashion but the abseiler is to be aware that it can affect the centre of gravity (see WARNING above). 82 Bergens To ensure that the abseilers centre of gravity is not displaced, the bergen is carried behind the thighs and secured by the harness waist strap. When fitting a bergen, it is recommended that the buddy-buddy method is used to ensure the bergen is correctly fitted. If assistance is not available the abseiler is to fit the bergen using the procedure described below: Section A Page 53

54 82.1 Place the bergen on the ground with the frame or strong points uppermost. Pull the shoulder straps tight Sit on the ground with your back against the bergen and pass the free end of the waist strap through the strong points of the bergen. All slack must be brought in and, if wearing webbing, the waist strap is placed over the top of the webbing Pass the free end of the waist strap through the release buckle. Secure the waist strap by the quick release method to the buckle (Figure 32). Figure 32 - Attaching the Bergan 83 Quick release method The quick release method is as follows (see Figure 33a - b): 83.1 Pass the strap through the buckle as normal. Figure 33a - Bergan Quick Release Method step Tighten the waist strap sufficiently to ensure that the bergen is not loose. If it is secured to the body too loosely, it will drag and restrict movement, especially while trying to enplane. Once content, feed the loose end of the strap back through the buckle Pull the strap through the buckle ensuring there is a minimum 4 fingers loop behind the buckle. Section A Page 54

55 Figure 33b - Bergan Quick Release Method step Stand up and centralise the bergen. It is important that the bergen is positioned opposite to the brake hand so as not to impede braking. Stores Loads 84 General There are two methods of preparing a load for delivery by abseil; using the Universal Harness, Light Stores Dropping or if this equipment is unavailable or in an operational situation the improvised method can be used at the duty holders discretion. The HAI is responsible for ensuring that the load is correctly prepared whichever method is used. 85 Weight Whilst care must be taken to ensure that the total weight of each individual stores load does not exceed 250 lb (113 kg) the load must be heavy enough to descend the rope unaided. The minimum weight of a load is dependent on the height from which it will be delivered; 85.1 At 90 ft (27 m) the minimum load is 41 kg (90 lb) At 170 ft (52 m) it is 50 kg (110 lb). If necessary, the weight of the load can be increased using whatever materials are available, for example water or rocks. 86 Universal Harness, Light Stores Dropping This is the only purposely designed way of preparing a stores load. The following equipment is required: 86.1 Universal Harness, Light Stores Dropping and webbing strap (see Chapter 3 Figure 8) 86.2 Karabiner LA812 (30kN) (Figure 34) or (32kN) A812 (see Chapter 3 Figure 5). Figure 34 - Required equipment: Karabiner LA812 (30kN) 86.3 Horned Lowering Link (HOLK) (see Chapter 3 Figure 4) Section A Page 55

56 87 Preparing stores The method of preparing a stores load using this method is as follows: 87.1 Pack the load into a suitable container or tie together using para cord and all loose straps are taped up Lay two suitable lengths of webbing on the ground in the shape of a cross and place the load over the intersection of the webbing Place the cruciform D-ring and tensioner assembly on top of the load, orientated to match the webbing straps laid out beneath the load Feed the free ends of the webbing straps through the tensioners and pull the straps tight to secure the store boxes. Ensure the cruciform D-ring is central Fold back the free ends of the webbing straps and secure to the fixed length of webbing strap with tape or elastics if fitted Use a karabiner to secure a HOLK to the D-ring The rope is attached to the HOLK using the usual procedure. Figure 35 - Universal Harness, Light Stores Dropping prepared stores load 88 Improvised stores load This method may be used at the Duty Holders discretion for lowering bergans or personnel equipment if purpose made equipment is not available to secure a load The equipment required is a length of 11 mm Marlow abseil rope with a figure-of-eight on the bight knot at each end of the rope, a HOLK, a Karabiner and Nylon Braided Cord. Section A Page 56

57 Figure 36a - Improvised Stores Load step Place the bergens together and pass the Marlow rope through the three strong points on each bergen (shoulder straps and carry handle). The Marlow strop should be sized so that when the bergens are secured, the HOLK hangs approximately 18 in. (45 cm) above the top of the bergens. Figure 36b - Improvised Stores Load step Pull the bergens together and attach the karabiner to the two figure-of-eight knots. Further secure the load by tying para cord around the outside and bottom of the bergens. Attach the HOLK to the karabiner and the HOLK to the rope. 89 Lowering stores loads Figure 36c - Improvised Stores Load step 88.3 WARNING SERIOUS INJURY OR DEATH. IN CASE THE LOAD OR PART OF IT BECOMES DETACHED DURING THE DESCENT THE BRAKEMAN SHOULD NOT BE POSITIONED DIRECTLY BENEATH THE AIRCRAFT. Section A Page 57

58 When the brakeman receives the signal STORES LOAD from the despatcher he is to move away from directly beneath the aircraft and keep a very loose grip of the rope. The brakeman allows the load to fall cleanly away from the aircraft and build up momentum before gently applying the brake. Note It is difficult for the load to build up momentum if the brakemen brakes the load as it leaves the aircraft. The brakeman controls the stores loads rate of descent by regulating the tension applied to the abseil rope. Once the stores load has reached the ground the brake man detaches the load from the abseil rope and signals CLEAR OF THE ROPE. WARNING PERSONAL INJURY. TO AVOID THE RISK OF BURNING HIS HANDS WHEN HANDLING THE HOLK THE BRAKEMAN MUST WEAR SUITABLE GLOVES WHEN DETACHING THE STORES LOAD FROM THE ROPE. Rope Preparation 90 General There are three methods of preparing and deploying an abseil rope from a helicopter: 90.1 The dispenser bag assembly The improvised dispenser bag (Operational use only) Chain-linking a rope. The preferred method is the dispenser bag assembly, it ensures that the rope deploys cleanly and is more reliable than chain linking a rope. The improvised dispenser bag, using a weighted sandbag, is restricted to operational use only. 91 Dispenser bag packing The abseil rope is fitted into the dispenser bag so that the plastic information sleeve crimped on the rope is attached to the Aircraft. The procedure is as follows: 91.1 Lay the dispenser bag assembly out on a flat, dry surface with the small flap to the right and the large flap facing away. Figure 37a - Dispenser Bag Packing step Starting at the end of the bag nearest the small flap (ensuring that approximately 4 ft (1.2 m) of rope is free) loop the rope as shown and tuck the rope into the elasticated loops. Section A Page 58

59 Figure 37b - Dispenser Bag Packing step Two bights of rope fit in each elastic loop. Continue down the bag until all the rope is stowed. Figure 37c - Dispenser Bag Packing step Fold the top flap over the stowed rope and secure the flap in place with the Velcro strips. Figure 37d - Dispenser Bag Packing step Roll up the bag towards the side flap. Secure the side flap with the Velcro strip. Place the end cap over the closed end of the bag. Section A Page 59

60 Figure 37e - Dispenser Bag Packing step 91.5 The rope is then tied off with two Fig of 8s in preparation for flying or the excess is wrapped around the open end and tied off for storage. 92 Improvised dispenser bag This method of deploying an abseil rope from a sandbag is used if a provisioned dispenser bag is not readily available. The method of fitting the rope in to the sandbag is as follows: 92.1 Place a suitable weight in the bottom of a sandbag Feed the rope loosely into the sandbag and ensure there is sufficient length of rope to attach to the aircraft Knot the top of the sandbag, ensure the rope can run freely. Figure 38 - Improvised Dispenser Bag NOTE The Improvised dispenser bag method is only cleared for operational use. It is not to be used for exercises or training. 93 Chain-linking an abseil rope Although it is not as reliable a method as the dispenser bag method, chain-linking the rope is a convenient method of handling and deploying a rope from a helicopter. The method is as follows 93.1 Ensuring that the serial number is at the end of the rope to be attached to the aircraft, hold the rope as shown and form two or three similar sized loops of rope. Section A Page 60

61 Figure 39a - Chain Linking a Rope step Grasp the trailing rope with the free hand and form a small loop (Figure 39b). Feed this loop through the large loops formed. Figure 39b - Chain Linking a Rope step Take the trailing rope and, using a sufficient length of rope, form a second small loop (Figure 39b); a similar sized loop to the one formed in Figure 39c. Feed this loop through the first small loop formed, ensuring the rope passes inside the main coil of rope as shown (Fig 39d).. Figure 39c - Chain Linking a Rope step Repeat Paragraphs 93.2 and 93.3 to form a third loop. This procedure is repeated until most of the rope is used. Section A Page 61

62 Figure 39d - Chain Linking a Rope step Finish the chain link ensuring sufficient rope is left over to form the figure of 8 knots for attachment to the gantry or aircraft (Figure 39d). Figure 39e - Chain Linking a Rope step 93.5 Section A Page 62

63 Chapter 4 Annex A: Abseiler And Despatcher Training Syllabus Abseiler training syllabus - from a certified gantry Ser Subject Equipment Standard Remarks 1 Abseiling principles N/A Satisfaction of the HAI. Theory and limitations. Responsibilities of the Abseiler and Brakeman. 2 Introduction to Abseiling equipment and inspection criteria. AP 108G K. 3 Fitting of Abseil Equipment & PPE. 4 Abseil Technique, duties of a brakeman and single or multi point despatch procedure. 5 Fitting and carriage of equipment. Principles and practice. 6 Preparing a prepared and improvised stores load. Principles and practice Abseil Harness, HOLK, karabiner, rope, helmet, gloves & stores lowering equipment. Abseil Harness, HOLK, karabiner & helmet, gloves. Abseil equipment and PPE. As required for operational scenarios. Abseil equipment, PPE & Stores lowering equipment. Satisfaction of the HAI. DAP 101A , Sect A, Chap 4 and 5. Satisfaction of the HAI. DAP 101A , Sect A, Chap 4. Satisfaction of the HAI. DAP 101A , Sect A, Chap 4. Satisfaction of the HAI. Theory. Basic overview of design and purpose. Theory Explain, demonstrate and practice. Explain, demonstrate and practice. Theory. Explain, demonstrate and practice. 7 Emergency procedure. Abseil equipment and PPE. AP 101A , Sect A, Chap 4. Satisfaction of the HAI. Explain, demonstrate and practice. MANDATORY assessment before. 8 Rope coiling. 200 ft rope & Dispenser Assembly. DAP 101A , Sect A, Chap 4. Satisfaction of the HAI. Explain, demonstrate and practice. 9 Briefing and rehearsals. All equipment to be used. DAP 101A , Sect A, Chap 1, Annex A. 10 Live flying sorties. As necessary. DAP 101A , Sect A, Chap 4 and 5. Relevant aircraft SOP. Brief to abseilers, despatchers, aircrew and any support staff. Rehearse emplaning, in flight, on target, deplaning. Progression should be used as per DAP 101A , Sect A, Chap De-brief. N/A N/A On completion by the HAI and despatcher. Section A Page 63

64 DESPATCHER TRAINING SYLLABUS - FROM A CERTIFIED GANTRY Ser Subject Equipment Standard Remarks 1 Principles of despatching. Resonsibilities of the despatcher. N/A DAP 101A , Sect A, Chap 5. Theory 2 Inspection criteria and fitting of Abseiling equipment. 3 Fitting of despatching PPE 4 Gantry preperation for abseiling. 5 Single and Multi point despatch position and technique. All equipment. AP 108G K. Theory. Full equipment specifications, inspection criteria and service requirements. Mk15 helmet, crew belt. Satisfaction of the HAI. All equipment. Satisfaction of the HAI. HAI to explain the gantry Risk Assessment and gantry Standing Orders. All equipment. DAP 101A , Sect A, Chap 4 and 5. 6 Voice Marshalling. All equipment. DAP 101A , Sect A, Chap 5. Explain, demonstrate and practice. Explain, demonstrate and practice. DESPATCHER TRAINING SYLLABUS - LIVE FLYING SORTIES Ser Subject Equipment Standard Remarks 6 Briefing and rehearsals. All equipment to be used. DAP 101A , Sect A, Chap 1, Annex A. 7 Live flying sorties. As necessary. DAP 101A , Sect A, Chap 4 and 5. 8 Live flying sorties. De-brief. Relevant aircraft SOP. Brief to abseilers, despatchers, aircrew and any support staff. Rehearse emplaning, in flight, on target, deplaning. Despatcher to be supervised by a HAI on initial training. N/A N/A On completion by the HAI. Section A Page 64

65 Chapter 4 Annex B: Abseiling Despatcher And Abseiler Currency Certificates 94 The Abseil Despatcher certificate This certificate is to be printed on BLUE card. Front Page Section A Page 65

66 Back Page Section A Page 66

67 95 The Abseiler certificate This certificate is to be printed on PINK card Front Page Section A Page 67

68 Back Page Section A Page 68

69 Chapter 4 Annex C: Abseiling - Despatcher And Abseiler Log Sheets 96 Despatcher Log Sheets DAP 101A Section A Page 69

70 Section A Page 70

71 97 Abseiler log sheets Section A Page 71

72 Section A Page 72

73 Chapter 4 Annex D: Fitting The Autrailian Tape Harness (ATH) Fitting The Australian Tape Harness (ATH) 98 The sequence of fitting the ATH is shown as follows: 98.1 Take the larger loop and place the sewn portion in the small of the back whilst holding the two loops over the hands. Figure D1 - Step Reach between the legs and pull this loop up. Figure D2 - Step Place one thumb in the two newly formed loops and pass the sewn portion of the shorter loop through these loops. Section A Page 73

74 Figure D3 - Step Pass the sewn portion of the shorter loop over the head and one shoulder. Figure D4 - Step Grasp the opposite end of the short loop then turn it through 180 and place it over the head and the opposite shoulder. Figure D5 - Step 98.5 Section A Page 74

75 98.6 Clip the karabiner to the two loops in the waist harness. Figure D6 - Step Invert the karabiner and clip it into the two vertical pieces of the chest harness. Figure D7 - Step Pull the chest harness apart and feed the karabiner so it is held in place by the harness. Once attached to the rope the karabiner is inverted. Figure D8 - Step 98.8 Section A Page 75

76 98.9 Ensure the harness is fitted correctly by trying to move the horizontal part of the chest harness from side to side. This should not be possible. When the harness is fitted correctly, the karabiner should be in the area of the sternum (bottom of the rib cage). NOTE: If the harness is too large, an overhand knot is tied in the shoulder loop of the chest harness. Section A Page 76

77 The figure of eight knot Chapter 4 Annex E: Tying A Figure-Of-Eight-Knot NOTE The figure-of-eight knot is the only knot that is used when securing the abseil rope to the gantry or aircraft. 99 Tying the knot Follow the illustrated sequence shown below to tie a figure-of-eight on the bight. Figure E1 - Figure-Of-Eight On The Bight Section A Page 77

78 Introduction Chapter 5 - Abseiling: Despatch And Aircraft Procedures 100 General The following paragraphs detail the generic techniques taught to the despatchers on initial training. Specific aircraft procedures are detailed in the annexs to this chapter. In most cases, the despatcher will be an aircrewman, who is a qualified and in-date HAI or despatcher, nominated by the squadron supplying the aircraft. If the unit carrying out the abseiling supplies the despatcher, then that person has to be qualified to do so in accordance with this document. The despatcher must remain current: the currency requirments are detailed in Chapter 1. The Despatcher 101 Prerequisites The prerequisites for an individual to be trained and qualified as a helicopter abseil despatcher are as follows: The individual must hold the minimum rank of substansive Cpl (less 657 Sqn, 7 Flt AAC (Brunei) and 8 Flt AAC) Must be a qualified and current abseiler. 102 Responsibilities of the despatcher The HAI must ensure thorough training is carried out for all individuals to be qualified and employed as despatchers. This is paramount due to the responsibility held by the individual. The despatchers responsibilities are as follows: Having a though knowledge of the procedures described in the latest issue of the DAP 101A and the relevant aircraft Standing Operating Procedures (SOP) The care and maintenance and preparation of abseiling equipment, including all necessary before and after use inspections. For training evolutions, this will be in support of the supervising HAI. In an operational environment a HAI may not be present Assist with the training of abseilers under the direct supervision of a HAI Preparation of the gantry or aircraft for abseiling and the visual inspection of the abseil anchor points Carrying out rehearsals with abseilers prior to the sortie unless operationally unable or inappropriate. This should include a minimum of emplaning the troops onto the aircraft, movement within the aircraft, exit procedures, stores loads sequence and any potential hazards Reconnoitre the target landing point Final selection of the target landing area in conjunction with the commander of the party to be inserted Directing the pilot to ensure the position of the aircraft over the landing site is maintained throughout Deployment of the rope. Ensuring there is minimum of 20ft of rope on the ground at all times whilst abseiling descents are being conducted Control the exit point at all times Threading and attachment of the HOLK correctly to the abseiler or stores load Assist the abseilers with equipment during the emplaning and deplaning where nessesay. Section A Page 78

79 Deployment of the stores loads Maintain visual contact with the abseilers, brakemen and stores load throughout each descent Maintaining situational awareness for the pilot throughout the abseiling sortie The physical act of jettisoning the rope. This can only be done on the direct order of the aircraft commander. Aircraft Despatch Procedures 103 Generic aircraft procedures This part of the chapter describes the generic aircraft procedures that are commonly used by despatchers and HAIs on all types of rotary wing aircraft. Abseilers must be aware of the contents of this chapter. 104 Specific aircraft procedures Aircraft preparation and certain procedures are specific to the aircraft type being employed for abseiling operations. These details are fully described within the aircraft specific annexes at the end of this chapter and within the relevant aircraft Standard Operating Procedures (SOP). Generic Aircraft Procedures 105 Pre-emplaning Prior to emplaning, the HAI, the despatcher and the assistant are to ensure that: The aircraft is prepared for abseiling in accordance with this publication. This is to include: Any sharp edges are tapped or protected using bolsters as detailed in the relevant aircraft annex The HAI visually inspects the anchor point(s) The abseil rope is correctly attached to the aircraft anchor points as detailed in the relevant aircraft annex The aircraft is fitted with a J Knife and the despatcher is aware of its location All equipment being used is authorised for use as detailed in Chap 3, has been inspected and meets the required standard The despatcher and HAI, if both are on board, have suitable head protection, a means of communicating with the aircrew and a recognised restraint system to be used in the aircraft All abseilers and their equipment are within the designated weight limit as detailed in Chap Any current aircraft limitations, restrictions or service deviations are confirmed with the aircrew The aircrew, assistant/support staff and abseilers are briefed as detailed in Chap 1, Annex A A MANDATORY Stage 1 brief is given to all personnel flying in JHC aircraft. This can be presented by the aircrew or by use of the JHC Helicopter Passenger Safety Brief DVD (BFDL D038/07). When operating with other organisations, arms or nations the requirement for pre-flight safety briefings must be confirmed with the supplying aviation unit The HAI is to carry out rehearsals with all abseiling personnel. This is to include: Emplaning Moving to the exit Despatching drills & exit technique, including hand signals. Snag hazards are to be clearly identified Emergency drills. Section A Page 79

80 105.9 Prior to emplaning the abseilers are to ensure they are wearing the correct PPE as detailed in Chap The assistant is to ensure that all abseilers of the emplaning stick are correctly dressed and equipment is prepared as detailed in Chap Emplaning When the despatcher is on-board he is to carry out the following: Communications check with the aircrew Fit and check the security of the despatchers harness and inform the pilot once secure. An example of voice marshalling and hand signals is detailed in Table The despatcher is then to ask permission of the pilot to embark the troops. When granted, the despatcher is to give a clear thumbs-up to the assistant or, in the absence of an assistant, the point man of the embarking stick The stick is then to approach and board the aircraft. NOTE For speed of training whilst conducting press-up sorties the ropes may be laid out to its/their full length by the brakeman. WARNING INJURY OR DEATH. THERE IS A DANGER THAT A SLACK ROPE MAY BE SUCKED INTO THE MAIN OR TAIL ROTOR BLADES, THEREFORE ROPE(S) SHOULD ALWAYS BE WALKED OUT TO ITS / THEIR FULL LENGTH UNDER THE CONTROL OF THE BRAKEMAN/MEN The abseilers are to take their positions as detailed in the relevant aircraft SOP The despatcher is then to give the aircraft pilot/aircrew the standard pre-abseiling brief as detailed in Table Multi point emplaning Multipoint emplaning is a variation of the emplaning procedure and should be used in replacement of para 12 as follows: The abseilers attach to the prepared ropes and lock themselves off in the same way as the lockoff is described in Chap 4 of the Emergency Procedure. Once locked off they raise their non-brake hand to show they are ready to be checked. (Figure 40) Figure 40- Locked off and awaiting inspection The despatcher checks that the abseilers are correctly locked-off. Section A Page 80

81 107.3 The despatcher then gives a THUMBS UP to the abseiler confirming he is satisfied they are correctly locked-off The despatcher takes the abseilers non-braking hand and places it on the appropriate aircraft handhold The despatcher informs the pilot when all the abseilers are correctly locked-off The despatcher pairs off the abseilers diagonally, so as to avoid a collision under the helicopter (Figure 41). Figure 41 - Paired off by despatcher The abseilers then ready themselves for the flight. 108 Approaching the operating area The despatcher is to inform the abseilers using the relevant hand signals, shown in Table 1, when the aircraft is 2 minutes out, 1 minute out and 30 seconds out from the target area. Specific actions taken by the abseiler and despatcher will depend on the aircraft type and is detailed in the aircraft annex and SOP. 109 Arrival in the operating area When the aircraft is in the operating area the despatcher must be positioned so that they can continuously control the exit whilst being able to monitor the aircrafts position and height. The despatcher then: Positions the aircraft and checks with the stick/patrol leader. The despatcher obtains clearance from the pilot to deploy the rope(s), using the voice procedure detailed in Table Checks that the rope(s) has deployed cleanly and that there is a minimum of 20 ft (6 m) of rope on the ground Checks that a brakeman is in position (per rope) signalling SAFE TO DESPATCH Asks the pilot for permission to despatch the abseiler(s), using the voice procedure detailed in Table 1. Exit And Despatch Procedures During the sortie, the despatcher is to be in communication with the pilot at all times using the voice marshalling procedures detailed in Tables 1 and 2. If it is necessary to stop the abseiling procedure, the despatcher will signal this to the abseiler(s) who will remain secured to the airframe. There are two despatch procedures which are dependent on the airframe type. These procedures are single point despatch and multi-point despatch. Section A Page 81

82 110 Single point despatch The despatcher is to follow the single-point abseil procedures as stated in Chapter Multi-point despatch Dependent on the aircraft type, up to four ropes may be deployed allowing two, three or four abseilers to be despatched simultaneously. Although the basic procedures are the same as those described for single point abseiling there are additional drills that the despatcher must know. These are as follows: The despatcher gives the signal to UNLOCK (Figure 42). All the abseilers then unlock and adopt the brake position. Figure 42 - UNLOCK The despatcher then signals to LAY BACK to all abseilers (Figure 43). Figure 43 - LAY BACK All the abseilers continue to lay back on the despatchers signal The despatcher will then give the GO signal to the first pair (Figure 44), ensuring they are clear, then to the second pair. Figure 44 - GO Section A Page 82

83 112 Abseiler(s) Landing DAP 101A During the descent, the despatcher maintains visual contact with the abseiler(s) and brakemen whilst keeping the pilot informed of any necessary height/position corrections that are required and of the abseilers progress. On reaching the ground, the abseilers are detached from the rope and signal a THUMBS UP. The despatcher informs the pilot and despatches the next abseiler. Repeat until all the abseilers have been despatched. NOTE Any additional variations to the despatching procedures are captured in the relevant aircraft annex. When all the abseilers or stores are clear of the rope(s) the despatcher informs the aircraft pilot. The aircraft then climbs to a safe height and the despatcher pulls the ropes in. When the rope(s) are on-board and secured, clearance to fly away is given. To save time, during training sorties the helicopter may land with the rope(s) deployed. As the aircraft descends, the brakeman/men walk the rope(s) out to its/their full length from either the three, six or nine o clock position, dependent on aircraft type, whilst ensuring there is no slack and maintaining control of the rope(s). CAUTION If an aircraft wheel or skid lands on an abseil rope the rope is immediately written off. Despatching A Stores Load Procedure 113 General The despatcher and the crewman are jointly responsible for despatching any stores load. The despatcher must be positioned so he can monitor the stores load and the brakeman at all times. The despatcher must also ensure his hand signals can be seen and the aircraft maintains a safe altitude. 114 Procedure The despatchers procedure for lowering a stores load is: Ensures the rope is clear of abseilers Attaches the HOLK to the rope in the same manner as that for an abseiler Ensures the HOLK is correctly threaded and securely attached to the karabiner on the stores load Unlashes the stores load from the floor and moves it into the door, taking up any slack rope Signals STORES LOAD by signalling a chopping motion over the rope to the brakeman Ensures the brakeman is in position and ready to receive the store load Pulls enough rope through the HOLK so the load cannot snag on the sill of the aircraft or damage the aircrafts undercarriage. The load is then despatched Continues to update the aircraft pilot of the stores loads progress on the rope Informs the aircraft pilot when the stores load is on the ground and then clear of the rope. 115 Hang-up Procedure It is common for a stores load to temporarily hang-up in close proximity to the airframe after being despatched. This is due to a combination of lack of momentum when the load is despatched and the weight of the trailing rope acting as a natural brake on the HOLK. The despatcher will need to make the pilot aware in the first instance. Using the airframe the pilot will need to create additional momentum on the load. This is controlled by the despatcher who instructs the pilot to DOWN TEN. Section A Page 83

84 Emergency Procedures When operating with aircraft there is always the posibility of an emergency occuring. Due to the nature of abseiling it is very difficult to communicate between personallities whilst a decent is in progress. Therefore it is essential that all those involved in abseling from helicopters are trained and are fully conversant with the actions that will be taken by each personnality. There are three potential emergency that may arrise when conducting abseiling sorties from a live aicraft, these are Abseiler hung-up, Unconcious Abseiler or Aircraft Emergency 116 Abseiler hung-up There can be various reasons why an abseiler may have to halt their descent to become hung-up. These include but are not limited to: Less than 20ft of rope on the ground Rope off target/brakeman not in position The rope not passing freely through the HOLK due to clothing or equipment becoming jammed in the system Any other reason that prevents a controlled descent and safe landing. The despatcher must also be aware that depending on the aircraft type an abseiler may also become hung up in close proximity of the skid by equipment catching. In most situations, this are easily cleared by the despatcher. It is encumbunt on the abseiler to make the decision to halt his descent. Once he has carried out the immediate action and LOCK OFF as detailed in Chapter 4 it is then the despatcher and pilot who then need to make the appropriate decision. These are: Decend to an altitude which will enable the abseiler(s) to continue his descent Manouver the aircraft back onto target enabaling the abseiler(s) to contine his descent. If neither options are acheivedle the despatcher will need to communicate with the pilot and carry out the Single point/multi point recovery. 117 Single point recovery Having carried out the LOCK OFF the abseiler willl MAKE SAFE as the aircraft begins to manouver. There are then three options available to recover the abseiler. Factors that can dictate the method of recovery can include, for example, if equipment has become jammed in the abseil system. Ultimately, it is the responsibility of the pilot, advised by the despatcher, to select the most suitable option. These options are: Lower the abseiler to the ground by aircraft manoeuvre Fly the abseiler away to a safe location where the first options can be achieved Winch the abseiler into the helicopter or to the ground (as briefed prior to live flying sortie). It is important that the abseiler understands what decision has been made and what actions are required of him. 118 Multi-point recovery 37 The basic principles for multi-point recovery are the same as for single point recovery, although up to four abseilers may be hung up at the same time. NOTE The multi-point recovery applies only to those abseilers in difficulty. Abseilers not in difficulty will continue to descend. Section A Page 84

85 Once the abseilers have locked off and made safe they (if more than one abseiler is in difficulties) will then attempt to pull themselves together. This is to represent a single load rather than separate loads. The ropes that are not being used are retrieved into the aircraft. The signals used between the aircraft despatcher and the abseilers for multi-point recovery are the same as for single point recovery. If the rope is not on the ground or brakemen aren t signaling SAFE TO DESPATCH, under no circumstance will the abseiler(s) unlock. CAUTION If multiple abseilers are seperated, the airspeed is restricted to 20 knots. 119 Unconcious Abseiler The despatcher is to communicate the situation with the pilot and treat the unconcious abseiler as a stores load. If practical the aircraft should decend as low as possible this will aid to releasing the weight of the rope which will be acting as a natural brake. If the decision is made to land, the despatcher must be aware of the abseilers position in relation to the skids/wheels. 120 Aircraft Emergency If there is a danger to the aircraft during abseiling operations the pilot may call for the rope to be jettisoned using the pro-words JETTISON, JETTISON or words to that effect as detailed in the pre-flight emergencies brief. If there is a direct danger to the aircraft during training the despatcher is to cut the rope once the abseiler(s) is on the ground. Voice Marshalling ProcedureS 121 Introduction Some aircraft Delivery Duty Holders only permit the helicopter crew to provide voice marshalling and dispatch of troops. This needs to be established with the ac operator in the planning stage of the task. An example of voice marshalling procedures used when fast roping is detailed in Table 1. Depending on aircraft type voice marshalling will vary and therefore it is incumbent on the despatcher and HAI to be fully conversant with the aircraft SOP which will detail specific voice marshalling procedures. 122 General Voice marshalling is a running commentary of events for the pilot who cannot generally see what is occurring. Brevity is the key element and try to keep to short clear sentences. Be aware of the aircraft call sign and do not talk over incoming/outgoing radio calls. On a rare occasion, a non-aircrew HAI may be called upon to despatch troops for training and to act as the crewman. 123 Standard terminology Standard terminology is used to manoeuvre an aircraft either along a safe flight path clear of obstacles, or to maintain a hover over a selected point. In order to achieve this, voice marshalling procedures should include guidance in range, rate of closure, line and height. The phraseology to be used is specified in Table 2 but is to be confirmed with the ac pilot prior to departure. 124 Range and closing speed The unit of distance used is 2 m, and should remain constant. The standard method of indicating range is 200, 150, 120, 100, 80, 60, 40, 30, 20, 15, 10, 8, 6, 5, 4, 3, 2, 1, STEADY. STEADY is used to indicate that the aircraft has arrived over the target, although the aircraft height may still need to be adjusted. Provided the size of the unit remains constant, the speed and cadence at which the ranges are called should reflect the aircraft speed. 125 Height Section A Page 85

86 The unit of height is one foot, with the use of UP and DOWN to indicate this axis; unit increments are the same as those used for range. The use of the phrase HEIGHT IS GOOD indicates that vertical movement should stop. Table 3 - Abseiling: Voice marshalling Condition/Stage of flight Commands Actions/Hand Signals Responses Despatcher headset/helmet on and secure in ac Despatcher, Secure in the cabin. Comms Check? Loud and Clear (or words to that effect) If any problems speaking/hearing or both, check comms lead attachment to ac, then attachment to helmet, then if speaking only helmets microphone lead Communication has been established with the pilot(s) and the abseilers are ready to emplane Permission to emplane abseilers? Clear abseilers in (or words to that effect) If no intercom sortie is to be cancelled Communication has been established with the pilot(s) and the abseilers are ready to emplane Permission to emplane abseilers? Negative (or words to that effect) Abseilers locked-off and checked by the despatcher. When the abseilers are on board and secure prior to lift (If no crewman) Prior to aircraft lifting If conducting Multi-point despatch Abseiler No_ Locked-off and secure Abseil Brief: The brief should contain the following: 1. Number of Abseilers 2. Type of Dress 3. Height in Feet above ground level (AGL) 4. Location 5. POB (Total number of persons on board including Despatcher and aircrew) Pilot Repeats key points Clear above and behind Hold abseilers outside disc As described in multi-point despatch procedures Example Four Abseilers on board in clean fatigue, request 150 ft AGL this location, we are now 7 POB There is nothing above or behind to prevent transition into forward flight Section A Page 86

87 Condition/Stage of flight Commands Actions/Hand Signals 2 mins out call from Pilot Responses Refer to aircraft type Annex and SOP for actions 1 mins out call from Pilot Refer to aircraft type Annex and SOP for actions Running in call from Pilot Refer to aircraft type Annex and SOP for actions When at deployment location, at required height and in the hover Rope deployed with a minimum of 20 ft (6m) of rope on the ground and brakemen have taken control of the rope(s) signalling it is safe to despatch Abseiler indicated by the despatcher and moves to the attachment point. Abseiler is then attached and demonstrates the brake. Abseiler are locked-off on the skids/step Permission to clear rope(s) Clear Rope(s) There is 20ft of rope on the ground & brakemen are in position Clear troops? If conducting Single point despatch Despatcher provides running commentary of activities for the pilot. Abseiler attached to the rope At the door Abseiler away Halfway Three quarters On the ground Clear of the rope Continue until all troops are on the ground. If conducting Multi-point despatch Despatcher provides running commentary of activity for the pilot. 2 abseilers away 4 abseilers away Last abseiler halfway Last abseiler three quarters All on the ground All clear of the ropes Continue using single point despatch until all troops are on the ground. Despatcher deploys rope(s) keeping control of the exit Despatcher points at abseiler(s) who move to the attachment point. As described in single point despatch procedures As described in multi-point despatch procedures Section A Page 87

88 Condition/Stage of flight Commands Actions/Hand Signals After the last abseiler has decended safely to the ground and is clear of the rope. After the last abseiler has descended safely to the ground and is clear of the rope. In an Emergency situation Responses If training in same location. Brakeman has control of the rope, and is walking it out to the (clock code as appropriate) position Clear Below to land on If the rope(s) is to be recovered into the ac, ditched or cut. Last man clear of rope Recovering rope rope is in or Ditching rope.rope is on the ground or Cutting rope.rope is on the ground Clear above and behind Pilot Jettison, Jettison Despatcher Rope(s) Gone Brakeman keeps control of the rope and walks the rope to the required position as the aircraft descends Last man clear is given when the last abseiler signals he is clear of the rope. There is nothing above or behind to prevent transition into forward flight As briefed. Table 4 - Aircraft Manoeuvre: Voice marshalling Key Words Forward (5) Back (5) Left (5) Right (5) Up (5) Down (5) Steady Tail clear Tail clear left/right Tail steady Nose clear left/right Nose steady Height is good Clear below to land on Clear above Clear above and behind Overshoot, overshoot Meaning/Action Go forward (5) units Go back (5) units Go left (5) units Go right (5) units Go up (5) units Go down (5) units Stop horizontal movement The aircraft s tail is clear vertically below The aircraft s tail is cleared to move left/right as required Stop tail movement The aircraft s nose is cleared to move left/right as required Stop nose movement Stop vertical movement It is safe to descend and land The aircraft is clear above to lift vertically There is nothing above or behind to prevent transition into forward flight Initiate overshoot action to avoid a hazardous situation developing Section A Page 88

89 Chapter 5 Annex A: Lynx Mk9a - Abseil Procedures Introduction WARNINGS SERIOUS PERSONAL INJURY OR DEATH MAY RESULT IF THE TECHNIQUES AND PROCEDURES DESCRIBED IN THIS ANNEX ARE IGNORED. Warning THIS DOCUMENT MUST BE USED IN CONJUNCTION WITH THE LYNX MK9A ABSEILING STANDARD OPERATING PROCEDURE (SOP). 126 General This chapter applies to the Lynx Mk9A only. The procedures in this Annex are to be used in conjunction with Chaps 1, 4 and Aircraft exits The starboard and port aircraft cargo doors can be used for abseiling. The number of abseilers and exits to be used will be determined by the aircrew depending on the aircraft role. 128 Equipment The equipment cleared for abseiling from the Lynx Mk9A is shown in Table 1. Table 6 - Abseil equipment requirement Nomenclature Reference No. per attachment point Rope, abseil, black or Rope, abseil, white AP 108G K 1 Dispenser assembly, abseil rope AP 108G K 1 30 kn or 32 kn karabiner AP 108G K 2 Aircraft Preparation And Specific Procedures 129 Aircraft Preparation The aircraft must be rolled by an aircraft maintainer or aircrewman. An in-date HAI or Despatcher must check and confirm the following: That the rope is correctly attached to the floor points with the primary on the inboard attachment and the secondary attached to the outboard (Figure 46). Section A Page 89

90 Figure 46 - Abseil rope floor attachment points Ensure a bolster is fitted to both cabin doorsills and secured to the aircraft floor in such a way that the doors can be closed Ensure that the cabin footstep, incorporating abseiling guards (MOD 694), is correctly fitted and masking tape is applied over the abrasive surface. 130 Aircraft specific procedures There are 2 types of abseil procedure for the Lynx Mk9A, for both procedures any aircraft specific points will be briefed by the aircrew on the Stage 1 brief (pre-flight brief) Single-point Abseil The abseilers and despatcher are to follow the single-point abseil procedures as stated in Chapter Multi-point Abseil The abseilers and despatcher are to follow the multi-point abseil procedures as stated in Chapter 5. Emergency Procedures A member of the aircrew will give a briefing on aircraft emergencies prior to the commencement of the fast roping sortie. Refer to Chapter 4 for immediate action drills (emergency brake) and locking-off. The rope is only to be jettisoned on the direct order of the aircraft captain or pre-flight brief. Restrictions Refer to the current RTS and SOP for restrictions. Aircraft Limitations Refer to the current Lynx Mk9A RTS. The aircraft crew will brief any relevant limitations at the Stage 1 brief. Section A Page 90

91 Chapter 5 Annex B: Puma Hc Mk2 - Abseiling Procedures Introduction WARNINGS SERIOUS PERSONAL INJURY OR DEATH MAY RESULT IF THE TECHNIQUES AND PROCEDURES DESCRIBED IN THIS ANNEX ARE IGNORED. Warning THIS DOCUMENT MUST BE USED IN CONJUNCTION WITH THE PUMA HC MK2 ABSEILING STANDARD OPERATING PROCEDURES (SOP). 131 General This chapter applies to the Puma HC Mk2 only. The procedures in this Annex are to be used in conjunction with Chaps 1, 4 and Aircraft exits Both the port and starboard aircraft doors can be used for abseiling concurrently using the standard multipoint despatch procedures. The number of abseilers and exits used will be determined by the aircrew depending on the aircrafts role. 133 Equipment The equipment cleared for abseiling from the Puma HC Mk2 is shown in Table 1. Table 7 - Abseil equipment requirement Nomenclature Reference No. per attachment point Rope, abseil, 11 mm, polyester, black, 61 m (200 ft) ( Marlow ) AP 108G K 1 Alternative Item Rope, abseil, 11 mm, polyester, white, 61 m (200 ft) ( Marlow ) AP 108G K 1 Additional Equipment Dispenser assembly, abseil rope AP 108G K 1 30 kn or 32 kn karabiner AP 108G K 2 Aircraft Preparation And Specific Procedures 134 Aircraft preparation The aircraft must be rolled by an aircraft maintainer or aircrewman. An in-date HAI or despatcher must check and confirm that the rope is correctly attached to the floor tie down points (TDP) with the primary on the TDP in the corner of the door and the secondary attached to the TDP that is inboard (Figures 47 and 48). Section A Page 91

92 Figure 47 - Abseil rope floor attachment points (looking forward) Figure 48 - Abseil rope floor attachment points (looking aft) Section A Page 92

93 135 Aircraft specific procedures Up to 4 abseilers (2 each side) can be deployed using the standard multipoint despatch techniques as per Chapter 4. EMERGENCY PROCEDURES A member of the aircrew will give a briefing on aircraft emergencies prior to the commencement of the sortie. Refer to Chapter 4 for immediate action drills (emergency brake) and locking-off. The rope is only to be jettisoned on the direct order of the aircraft captain or pre-flight brief. RESTRICTIONS Refer to the current RTS and SOP for restrictions. AIRCRAFT LIMITATIONS For all limitations, refer to the current Puma HC Mk2 RTS. The aircraft crew will brief any relevant limitations at the Stage 1 brief (pre-flight brief). Section A Page 93

94 Introduction Chapter 5 Annex C: Chinook Hc Mk4 - Abseiling Procedures WARNING SERIOUS PERSONAL INJURY OR DEATH MAY RESULT IF THE TECHNIQUES AND PROCEDURES DESCRIBED IN THIS ANNEX ARE IGNORED. Warning THIS DOCUMENT MUST BE USED IN CONJUNCTION WITH THE CHINOOK HC MK4 ABSEILING STANDARD OPERATING PROCEDURES (SOP). NOTE The brakeman has to be in position and in control of the abseil rope before abseiling commences. 136 General This chapter applies to the Chinook HC Mk4 only. The procedures in this Annex are to be used in conjunction with Chaps 1, 4 and Aircraft exits The aircraft ramp is used for abseiling via a Rear Fast Roping Frame (RFRF) (Figure 49). The number of abseilers will be determined by the aircrew depending on the aircraft role. 138 Equipment The equipment cleared for abseiling from the Chinook HC Mk4 is shown in Table 1. Table 8 - Abseil equipment requirement Nomenclature Reference No. per attachment point Rope, abseil, black or Rope, abseil, white, AP 108G K 1 Dispenser assembly, abseil rope AP 108G K 1 30 kn or 32 kn karabiner AP 108G K 2 Aircraft Preparation And Specific Procedures 139 Aircraft preparation The aircraft must be rolled by an aircraft maintainer or aircrewman. NOTE Abseiling is conducted from the aircraft using a Rear Fast Roping Frame (RFRF). When the aircraft is airborne the ramp is lowered and the RFRF is raised into position and secured with a pip-pin located into each side of the RFRF. The position of the ramp and the RFRF is the responsibility of the No 1 Crewman. Five Quick Release Mechanisms (QRM) are incorporated into the frame into which karabiner adapters are fitted. These adapters are part of the aircraft role. An in-date HAI or despatcher must check and confirm the following: The abseil ropes (2 max) are attached via karabiners to the karabiner adapters to the primary and secondary points as shown in Figure The rear edge of the ramp must have a rope protector fitted to prevent rope snagging. Section A Page 94

95 140 Aircraft specific procedures Figure 49 - Abseil rope attachment to primary and secondary points The following procedures are to be read in conjunction with Chap 4: When the aircraft is airborne, the ramp is lowered and the RFRF is raised into position Ropes are to be deployed in the hover on permission from the aircraft captain Abseilers are to remain forward of the ramp hinge until they are attached to the rope and are about to commence abseiling Once attached to the rope the abseiler approaches the RFRF taking in the slack before applying the brake and swinging out to the despatch position At no stage are abseilers to be aft of the ramp hinge until they are attached to the rope. Emergency Procedures A member of the aircrew will give a briefing on aircraft emergencies prior to the commencement of the fast roping sortie. Refer to Chap 4 for immediate action drills (emergency brake) and locking-off. The rope is only to be jettisoned on the direct order of the aircraft captain or pre-flight brief. Restrictions Refer to the current RTS and SOP for restrictions. Aircraft Limitations Refer to the current Chinook Mk4 RTS. The aircraft crew will brief any relevant limitations at the Stage 1 brief (pre-flight brief). Section A Page 95

96 Introduction Chapter 5 Annex D: Chinook Hc Mk6 - Abseiling Procedures WARNING SERIOUS PERSONAL INJURY OR DEATH MAY RESULT IF THE TECHNIQUES AND PROCEDURES DESCRIBED IN THIS ANNEX ARE IGNORED. Warning THIS DOCUMENT MUST BE USED IN CONJUNCTION WITH CHINOOK HC MK6 ABSEILING STANDARD OPERATING PROCEDURE (SOP). This chapter applies to the Chinook HC MK6 only. The procedures in this chapter are to be used in conjunction with Chapters 4 and Aircraft Exits The aircraft ramp is the only exit to be used for abseiling, utilising an aircraft fitted Ramp Roping Beam (RRB) with integral Boeing Quick Release Mechanism (BQRM). The number of abseilers will be determined by the aircrew and depending on the aircraft role. 142 Equipment The equipment cleared for abseiling from the Chinook HC MK6 is shown in Table 1. Table 9 - Abseil equipment requirement Nomenclature NSN No. per attachment point Rope, abseil, 11 mm, polyester, black, 61 m (200 ft) ( Marlow ) Alternative item Rope, abseil, 11 mm, polyester, white, 61 m (200 ft) ( Marlow ) Additional requirement using centre hatch Dispenser assembly, abseil rope Aircraft Preparation And Specific Procedures CAUTION The BQRM is not designed to be routinely released under load as damage to the internal mechanism may result. 143 Ramp preparation A BQRM is incorporated into each Chinook RRB; these are part of the aircraft role. The rear edge of the ramp must have a ramp sill protector fitted to prevent rope snagging. Functional checks of each RRB and BQRM are to be conducted prior to use as follows: Ensure that each BQRM has a serviceable pip-pin fitted and that it is connected to the lever arm with a serviceable lanyard. Each RRB should be in the fully forward position (Figure 50). Section A Page 96

97 Figure 50 - RRB/BQRM component check Insert the safety pip-pin into the BQRM. Apply pressure to the beam; there should be no action in the BQRM Remove the safety pip-pin without pulling down on the lanyard Apply pressure to the BQRM, this should not release and there should be no action in the mechanism (Figure 51). Figure 51 - RRB/BQRM functional check Remove the load and push against the release lever (Figure 52), the mechanism should operate, releasing the BQRM Check the overall condition of the BQRM for the security of bolts, nuts and screws and any signs of metal fatigue, cracks or obvious damage. Section A Page 97

98 144 Abseil rope attachment Figure 52 - RRB/BQRM release lever operation A maximum of two abseil ropes can be used from the ramp Figure 53) and are attached as follows: Each BQRM is to be inspected to ensure no sharp edges have developed. In the case of sharp edges in the region of rope contact the rope bight should be taped to prevent chaffing Primary attachment point for each rope is to be fitted to the outer (starboard and port) RRBs Secondary attachment point for both ropes is the centre RRB Apply tension from the abseil position to ensure that the primary attachment point takes the entire load. If necessary, adjust the primary figure-of-eight knot to give no more than mm of slack between the two attachment points. Figure 53 - Primary and secondary attachment of MK4 rope When attached to the RRB, the free ends of the abseil ropes should be stowed in their bags and stored securely so as they are not at risk from falling out of the aircraft. 145 Ramp specific procedures WARNING BOTH DESPATCHER AND ABSEILER ARE TO BE AWARE THAT THERE IS A POTENTIAL FOR THE ROPE TO BE CAUGHT BETWEEN THE RAMP EDGE AND THE RAMP SILL PROTECTOR. In addition to the techniques detailed in Chapter 4 the following specific procedures are to be adhered to when abseiling from the ramp: Section A Page 98

99 145.1 Abseilers are to remain in the aircraft cabin, behind the ramp hinge The despatcher is to pull sufficient rope into the cabin to enable the abseiler to attach to the rope. Once attached, and to the satisfaction of both the despatcher and abseiler, the despatcher can clear the abseiler onto the ramp A maximum of two abseilers or a single stores load and No 1 crewman may be on the ramp at any one time (this is a procedural limitation, not a weight limitation). The maximum weight of an abseiler and all of their equipment is 113 kg (250 lb) When instructed by the despatcher, the abseilers are to move the aircraft exit gathering in any slack between them and the aircraft attachment point. The abseilers are then to apply the brake (Figure 54). Figure 54 - Abseilers preparing to exit When the despatcher signals to do so, the abseilers are to swing out, right shoulder leading and adopt the despatch position (Figure 55). Figure 55 - Abseilers in despatch position The abseilers are then to continue with the techniques, under the despatcher s direction, as described in Chapter In the event that the rope becomes caught between the ramp edge and the sill protector (Figure 56), the despatcher is to make the abseiler aware of the situation before untangling the rope. This is to prepare the abseiler for a short jolt as the rope is released. Section A Page 99

100 Emergency Procedures Figure 56 - Rope caught between ramp edge and ramp sill protector A member of the aircrew will give a briefing on aircraft emergencies prior to the commencement of the abseiling sortie. Refer to Chapters 4 and 5 for emergency immediate action drills. The rope is only to be jettisoned on the direct order of the aircraft commander. Restrictions Refer to the current SOP for restrictions. Aircraft Limitations Refer to the current Chinook Mk6 RTS. The aircraft crew will brief any relevant limitations at the stage 1 brief (pre-flight brief). Section A Page 100

101 Chapter 5 Annex E: Bell Abseiling Procedures Introduction WARNING SERIOUS PERSONAL INJURY OR DEATH MAY RESULT IF THE TECHNIQUES AND PROCEDURES DESCRIBED IN THIS ANNEX ARE IGNORED. Warning THIS DOCUMENT MUST BE USED IN CONJUNCTION WITH THE BELL 212 ABSEILING STANDARD OPERATING PROCEDURES (SOP). NOTE The brakeman has to be in position and in control of the abseil rope before abseiling commences. This chapter applies to the Bell 212 only. The procedures in this Annex are to be used in conjunction with Chapters 1, 4 and Aircraft exits both aircraft doors can be used for abseiling. The number of abseilers will be determined by the aircrew depending on the aircraft role. 147 Equipment The equipment cleared for abseiling from the Bell 212 is shown in Table 1. Table 10 - Abseil equipment requirement Nomenclature Reference No. per attachment point Rope, abseil, black or Rope, abseil, white AP 108G K 1 Dispenser assembly, abseil rope AP 108G K 1 30 kn or 32 kn karabiner AP 108G K 2 Aircraft preparation and specific procedures 148 Aircraft preparation the aircraft must be rolled by an aircraft maintainer or aircrewman. An in-date HAI or despatcher must check and confirm the following: Ensure all the rear cabin seats have been removed except for the rear two man seats Ensure that the cabin door forward panels are locked in the closed position Ensure that the port and starboard rear sliding cabin doors have locking pins to secure them in the open position while abseiling is taking place Ensure a bolster is fitted to each of the cabin doorsills and secure to the aircraft floor so, if required, the cabin doors can be closed for flight Ensure MOD 212/3853 has been carried out (fitting of anti-chaff strips) or alternatively apply black masking tape to the skids Ensure a hand loop is fitted to the roof mountings above each abseil position The winch hook is tied to the cabin roof, to reduce the hazard to the front right abseiler Ensure that the ropes are attached to the bespoke floor attachment points (Figure 57) in the manner shown in Figure 58. Section A Page 101

102 149 Aircraft specific procedures Single-point Abseil Figure 58 - Bell 212 rope attachment points (four abseil ropes) The abseilers and despatcher are to follow the single-point abseil procedures as stated in Chapter 4. Any aircraft specific points will be briefed by the aircrew on the Stage 1 brief (pre-flight brief). Multi-point Abseil The abseilers and despatcher are to follow the multi-point abseil procedures as stated in Chapter 5. Any aircraft specific points will be briefed by the aircrew on the Stage 1 brief (pre-flight brief). Emergency Procedures A member of the aircrew will give a briefing on aircraft emergencies prior to the commencement of the fast roping sortie. Refer to Chapter 4 for immediate action drills (emergency brake) and locking-off. The rope is only to be jettisoned on the direct order of the aircraft captain or pre-flight brief. Restrictions Refer to the current RTS and SOP for restrictions Aircraft Limitations Refer to the current Bell 212 RTS. The aircraft crew will brief any relevant limitations at the Stage 1 brief (pre-flight brief). Section A Page 102

103 Chapter 5 Annex F: Dauphin - Abseiling Procedures Introduction Warning SERIOUS PERSONAL INJURY OR DEATH MAY RESULT IF THE TECHNIQUES AND PROCEDURES DESCRIBED IN THIS ANNEX ARE IGNORED. Warning THIS DOCUMENT MUST BE USED IN CONJUNCTION WITH THE DAUPHIN ABSEILING STANDARD OPERATING PROCEDURE (SOP). NOTE The brakeman has to be in position and in control of the abseil rope before abseiling commences. This chapter applies to the Dauphin only. The procedures in this Annex are to be used in conjunction with Chapters 1, 4 and Aircraft exits both aircraft cargo doors can be used for abseiling via the roping beam (Figure 59). The number of abseilers will be determined by the aircrew and depending on the aircraft role. 151 Equipment The equipment cleared for abseiling from the Dauphin is shown in Table 1. Table 11 - Abseil equipment requirement Nomenclature Reference No. per attachment point Rope, abseil, black or Rope, abseil, white AP 108G K 1 Dispenser assembly, abseil rope 1 Aircraft Preparation And Specific Procedures 152 Aircraft preparation The aircraft must be rolled by an aircraft maintainer or aircrewman. An in-date HAI or despatcher must check and confirm that the rope is correctly attached to the roping beam with the primary on the outer most attachment and the secondary on to the inner most attachment (Figure 59). Figure 59 - Primary and secondary attachment of abseil rope to roping beam Section A Page 103

104 153 Aircraft specific procedures Single-point Abseil The abseilers and despatcher are to follow the single-point abseil procedures as stated in Chapter 4. Any aircraft specific points will be briefed by the aircrew on the Stage 1 brief (pre-flight brief). Multi-point Abseil The abseilers and despatcher are to follow the multi-point abseil procedures as stated in Chapter 5. Any aircraft specific points will be briefed by the aircrew on the Stage 1 brief (pre-flight brief). Emergency Procedures A member of the aircrew will give a briefing on aircraft emergencies prior to the commencement of the fast roping sortie. Refer to Chapter 4 for immediate action drills (emergency brake) and locking-off. The rope is only to be jettisoned on the direct order of the aircraft captain or pre-flight brief. Restrictions Refer to the current RTS and SOP for restrictions. Aircraft Limitations Refer to the current RTS. The aircraft crew will brief any relevant limitations at the Stage 1 brief (pre-flight brief). Section A Page 104

105 Chapter 5 Annex G: Merlin Mk3 - Abseiling Procedures Introduction WARNING SERIOUS PERSONAL INJURY OR DEATH MAY RESULT IF THE TECHNIQUES AND PROCEDURES DESCRIBED IN THIS ANNEX ARE IGNORED. Warning THIS DOCUMENT MUST BE USED IN CONJUNCTION WITH THE MERLIN MK3 ABSEILING STANDARD OPERATING PROCEDURE (SOP). NOTE The brakeman has to be in position and in control of the abseil rope before abseiling commences. This chapter applies to the Merlin Mk3 only. The procedures in this Annex are to be used in conjunction with Chapters 1, 4 and Aircraft exits The starboard aircraft cargo door is used for abseiling via the roping beam (Figure 60). The number of abseilers will be determined by the aircrew and depending on the aircraft role. 155 Equipment The equipment cleared for abseiling from the Merlin Mk3 is shown in Table 1. Table 12 - Abseil equipment requirement Nomenclature Reference No. per attachment point Rope, abseil, black or Rope, abseil, white AP 108G K 1 Dispenser assembly, abseil rope AP 108G K 1 30 kn or 32 kn karabiner AP 108G K 2 Aircraft Preparation And Specific Procedures 156 Aircraft preparation The aircraft must be rolled by an aircraft maintainer or aircrewman. An in-date HAI or despatcher must check and confirm that the rope is correctly attached to the roping beam with the primary on the outboard attachment and the secondary on to the inboard attachment (Figure 60). Figure 60 - Primary and secondary attachment of abseil rope to roping beam Section A Page 105

106 157 Aircraft specific procedures The abseiler is not to venture beyond the aircraft centre line until attached to the rope and cleared to do so by the despatcher (Figure 61). Figure 61 - Abseiler behind aircraft centre line The despatcher is to operate and control the exit from the aft side of the door. The abseiler is to exit the aircraft with his right shoulder leading and adopts the abseil position, ensuring his feet are braced against the door sill and not the aircraft door or fuselage (Figure 62). Figure 62 - Abseil position Section A Page 106

107 The marlow safety strop is to be attached at the forward edge of the door (Figure 63) and coiled behind the seat (Figure 64). Figure 63 - Marlow safety strop location Emergency Procedures Figure 64 - Marlow safety strop stowed A member of the aircrew will give a briefing on aircraft emergencies prior to the commencement of the fast roping sortie. Refer to Chap 4 for immediate action drills (emergency brake) and locking-off. The rope is only to be jettisoned on the direct order of the aircraft captain or pre-flight brief. Section A Page 107

108 Restrictions Refer to the current RTS and SOP for restrictions. Aircraft Limitations Refer to the current Merlin Mk3 RTS. The aircraft crew will brief any relevant limitations at the Stage 1 brief (pre-flight brief). Section A Page 108

109 Chapter 5 Annex H: Generic Night Abseiling Procedures Introduction WARNING Night abseiling must only be conducted when there is an operational need to do so, night abseiling should not be included in day-to-day training. Any aircraft that is cleared for abseiling can conduct night operations at the duty holder s discretion. Inherently more safety factors are incorperated into night abseiling procedures, for this reason night abseiling can only be carried out by experienced abseilers and despatchers. To achieve the experience required for night abseiling all personalities involved must practice the procedures under conditions of darkness from a certified gantry prior to live flying under a qualified and current HAI. Also rehersals must to be carried out on the specific aircraft type identifying any additional aircraft despatching procedures. Aircraft Preparation And Procedures 158 Aircraft preperation in addition to the Specific Aircraft preperation annex the following should be considered: Using white ropes to assist the brakeman identify 20ft of rope on the ground Any snagging hazards or anchor points that may interfer with the activity are marked with a cylume(s) or equivelant. 159 De-planning Prior to the aircraft arriving in the operating area the HAI/Assistant is to mark the abseil landing point with a cylume or equivemant. The HAI/Assistant must ensure all envolved move away to a safe distance. Once the rope(s) is deployed and landed a brakeman is to retrieve the abseil landing point marker. 160 Despatcher When abseiling at night, the despatchers responsibilities do not change although the level of responsibility is increased. The Despatcher is key to ensuring the safety of the night abseiling sortie. The despatcher must be practiced in the night abseiling procedures from a certified gantry prior to live flying. The additional dispatcher responsibilities are: Being practiced in checking the abseilers and stores loads using a NVG or a suitable light from both a gantry and specific aircraft To ensur a cyclume is attached to the bottom of the despencer bag or rope Ensuring he is holding a cylume (2 for muti point despatch) to carry out all despatching signals. 161 Abseiler When abseiling at night the abseiler has to control his descent to a much greater degree than daylight. Prior to abseiling, it is the responsibility of the abseiler to be competent in checking that their equipment is fully serviceable and prepared for abseiling. This is to include; Personnel equipment. Ensures weapons(s), bergans, belt order, assault vest or equivelant are correctly fitted and all loose ends taped. All pouches and compartments are secure A though check for the abseiling equipment including inner and outer gloves Ensures a cylume or equivelant is fitted and secure. This needs to be visible for both the despatcher and brakman during the descent. Section A Page 109

110 161.4 Ensure he is carrying at least one additional cylume is case of an emergency and requireing to preform the MAKE SAFE. 162 Brakeman To reduce the risk of injury, when the dispenser bag(s) is despatched, the brakeman must always be aware of his position in relation to the aircraft. When the rope is landed, the cylume fitted is removed. Only when it is SAFE TO DESPATCH does the brakeman show his cylume or equivalent. This can either be held or attached as for abseiling Figure 65. Figure 65 - SAFE TO DESPATCH If it is not safe to despatch all cylumes or equivalent are not to be visible to the aircraft. 163 Despatching a stores load at night The despatchers procedures for despatching a stores load does not change at night however, the despatcher is responsible for ensuring a cylume is attached to the top and bottom of a stores load. Emergency Procedure When operating with aircraft there is always the possibility of an emergency occurring. Due to a reduced level of visibility this can be much harder to communicate to all personalities envolved. The only variation to the emergency procedure already stated in Chap 4 for night abseiling is the abseiler will communicate he has completed the LOCK OFF using the cylume attached to himself. To communicated the MAKE SAFE the abseiler will signal with the additional cylume he is carrying. There could be many reasons why an emergency may arise. If communication with the aircraft has failed the following method is to be used as a standard to cease any further despatches and STOP the sortie: The HAI/Assistant uses 2 red cylumes and waves in the direction of the aircraft. Figure 66. Section A Page 110

111 Figure 66 - STOP Upon receiving the signal the despatcher must cease any further despatches until comunication with the ground can be resumed and the emergency resolved. Section A Page 111

112 section B CONTENTS Chapter 1 - Fast Roping (General) 119 Introduction 1 General Training Roles Currency requirements Special Forces currency requirements Safety Parameters For Conducting Fast Roping 6 Limitations Briefings Progressive Training 8 Height Weight Soft / hard landing Duration The Gantry 12 Certified gantry Temporary / improvised gantry Medical cover Risk assessment Videoing of training serials Training With Foreign Nations 17 JADTEU recommendation JADTEU authorisation Incident Reporting 19 General Personnel JADTEU Statements Chapter 1 Annex A: Fast Roping: Pre-Training BRIEFS 126 Gantry Training 23 Briefing Live Flying Sorties 24 Fast Ropers Aircrew Chapter 2: The Helicopter Fast Roping INSTRUCTOR 128 The Helicopter Fast Roping Instuctor (HFRI) 26 General Completion Training Responsibilities Instructor currency The Assistant 31 General Responsibilities TEAM LEADER 33 General Responsibilities HELICOPTER DESPATCH INSTRUCTOR 35 General Responsibilities HELICOPTER DESPATCHER 37 General Section B Page 112

113 38 Responsibilities Endorsed Fast Roping Units 39 Endorsed units Chapter 3: Fast Roping EqUIPMENT 135 Introduction 40 General The Deplaning Rope 41 General Safe working load Rope life Rope care and storage Rope log cards Maintenance support literature Emergency jettison The Quick Release Mechanism (QRM) 48 Deplaning rope attachment Maintenance support literature Before use operation check Karabiner 45 kn 51 Maintenance support literature Gloves 52 UK MOD Rapid Rappelling Glove with Toggle Before use checks After use checks Blackhawk assault glove (SOLAG Kevlar Full Finger Light Assault 8114) Use Royal Marine Maritime Counter Terrorist Team Gloves (RMMCTT) Despatcher Equipment 58 Belt safety despatchers Maintenance support literature Chapter 4: Fast Roping Training Procedures And TechniqUES 144 Introduction 60 General Fast Roping Training 61 Prerequisites Assessment test Responsibilities Of The Fast Roper 63 General Fast Roping Technique 64 General Feet On Roping Technique 65 Exit procedure Standing exit procedure Sitting exit procedure The descent The landing Feet Off Technique 70 Exit procedure Standing exit procedure Sitting exit procedure The descent The landing Emergency Procedure 75 General Immediate action drill Emergency drill Fast Roping With Equipment 78 General Section B Page 113

114 79 Maximum weight Fitting Carriage and preparation of weapons Rope Coiling 82 General Technique Fast Roper Certification And Currency Requirements 84 Post Qualification Fast Roping Despatcher Training 85 General Prerequisites Responsibilities of the despatcher Despatching Technique 88 Despatcher s position Standing position Kneeling position Despatching technique Voice procedure Despatcher Certification And Currency Requirement 93 Post Qualification Fast Roping At Night 94 General JADTEU Reccommendation Specialist Procedures 96 General Specialist limitations The Encumbered Assessment Test Specialist Fast Roping Technique 99 Exit technique The descent The landing Chapter 4 Annex A: Fast Roping And Despatcher Training SYLLABUS 168 Chapter 4 Annex B: Fast Roping CERTIFICATES Fast Roping Despatcher and Fast Roper currency certificates Chapter 4 Annex C: Fast Roping Log SHEETS Fast Roping - Despatcher and Fast Roper log sheets Chapter 5 - Aircraft PROCEDURES 178 Introduction 104 Generic aircraft procedures Aircraft specific procedures Generic Aircraft Procedures 106 Pre-emplaning Emplaning Approaching the operating area Arrival in the operating area Exit and descent procedures Landing procedures Emergency procedures Voice Marshalling (Vm) 113 Standard terminology Range and closing speed Height Manouvering The Aircraft Chapter 5 Annex A - Chinook Hc Mk4 Fast Roping PROCEDURES 183 Section B Page 114

115 Introduction 116 General Aircraft exits Equipment Aircraft Preparation And Specific Procedures Caution 119 Ramp preparation Ramp specific procedures Centre hatch preparation Centre hatch specific procedures Forward crew door preparation Forward crew door specific techniques Emergency Procedures Restrictions Aircraft Limitations Chapter 5 Annex B - Chinook Hc Mk6 Fast Roping PROCEDURES 188 Introduction 125 General Aircraft exits Equipment Aircraft Preparation And Specific Procedures 128 Ramp preparation Ramp specific procedures Centre hatch preparation Centre hatch specific procedures Forward crew door preparation Forward crew door specific techniques Emergency Procedures Restrictions Aircraft Limitations Chapter 5 Annex C - Wildcat Ah Mk1 / Wildcat Hma Mk2 Fast Roping Procedures 197 Introduction 134 General Aircraft exits Equipment Aircraft preparation Aircraft Preparation And Specific Procedures 138 Aircraft specific procedures Emergency Procedures Restrictions Aircraft Limitations Chapter 5 Annex D - Merlin Mh Mk2 Fast Roping PROCEDURES 200 Introduction 139 General Aircraft exits Equipment Aircraft Preparation And Specific Procedures 142 Aircraft preparation Hoist lifting eye Fast rope hook Aircraft specific procedures Emergency Procedures Restrictions Aircraft Limitations Chapter 5 Annex E Dauphin - Fast Roping PROCEDURES 204 Introduction Section B Page 115

116 146 General Aircraft exits Equipment Aircraft Preparation And Specific Procedures 149 Aircraft preparation Aircraft specific procedures Emergency Procedures Restrictions Aircraft Limitations Chapter 5 Annex F - Merlin Mk3 Fast Roping PROCEDURES 207 Introduction 151 General Aircraft exits Equipment Aircraft preparation Aircraft specific procedures (with or without GPMG and pintle) Emergency Procedures Restrictions Aircraft Limitations Chapter 5 Annex G - Lynx Mk9a - Fast Roping PROCEDURES 210 Introduction 156 General Aircraft exits Equipment Aircraft preparation Despatching procedures Emergency Procedures Restrictions Aircraft Limitations Chapter 5 Annex H - Puma Hc Mk2 - Fast Roping PROCEDURES 213 Introduction 161 General Aircraft exits Equipment Aircraft preparation Aircraft specific procedures Emergency Procedures Restrictions Aircraft Limitations Figures Figure 1 - F142 Helicopter fast roping certificate (example) Figure 2 - Instructor s log sheet Figure 3 - Mk4 rope with clevis and link Figure 4 Life expiry date engraved on Mk4 rope Figure 5 - The QRM with Mk4 rope fitted Figure 6 - Load applied to rope with pip-pin fitted Figure 7 - Pulling on lanyard Figure 8 - Load applied to rope with pip-pin out Figure 9 - Rope released from QRM Figure 10 - Karabiner (45 kn) Figure 11 - UK MOD rapid rappelling glove with toggle Figure 12 - Blackhawk assault glove (SOLAG Kevlar Full Finger Light Assault 8114) Figure 13 - Royal Marine Maritime Counter Terrorist Team Gloves (RMMCTT) Section B Page 116

117 Figure 14 - Belt safety despatcher Figure 15 - Taking hold of the rope Figure 16 - Positioning the body Figure 17 - Adopting the test position Figure 18 - Preparing to exit, feet on standing Figure 19 - Standing exit position feet on Figure 20 - Preparing to exit, feet on sitting Figure 21 - Exit technique, feet on sitting Figure 22 - Feet on descent Figure 23 - The landing Figure 24 - Preparing to exit, feet off standing Figure 25 - Exit technique, feet off standing Figure 26 - Feet off descent Figure 27 Immediate action Figure 28 - Rope released from lower legs and feet Figure 29 - Feet in crossed position Figure 30 - Emergency drill complete Figure 31 - Thumbs-up Figure 32 Emergency drill confirmed Figure 33 Sling attachment points Figure 34 Sling attachment and adjustment Figure 35 - Thumb knot Figure 36 - Correct carriage of weapon Figure 37 - Rope coiling, start position Figure degree rotation Figure 39 - Rope coiling, the process Figure 40 - Rope coiling, complete Figure 41 - Despatcher standing position Figure 42 - Despatcher kneeling position Figure 43 - Despatcher blocking the exit Figure 44 - Two taps to GO Figure 45 - Blocking the exit, repeated Figure 46 - Encumbered assessment test position Figure 47 - The Specialist descent Figure 48 - The Specialist landing Figure 49 - Despatcher fast roping certificate print on BLUE card Figure 50 - Despatcher fast roping certificate print on BLUE card Figure 51 - Fast roper certificate print on PINK card Figure 52 - Fast roper certificate print on PINK card Figure 53 - Mk4 rope attached to the RFRF via the integral QRM Figure 54 - Mk4 rope attached to CHQRM Figure 55 - Centre hatch exit position Figure 56 - Attachment of MK4 rope to HBB via QRM Figure 57 - RRB/BQRM component check Figure 58 - RRB/BQRM functional check Figure 59 - RRB/BQRM release lever operation Figure 60 - Attachment of MK4 rope to RRB via BQRM Figure 61 - Leading with right shoulder with two ropers Figure 62 - CHSBQRM component check Figure 63 - CHSBQRM functional check Figure 64 - CHSBQRM release lever operation Figure 65 - Attachment of MK4 rope to CHSBQRM Figure 66 - Taping of centre hatch grab handle Figure 67 - Centre hatch exit position Figure 68 - Attachment of MK4 rope to HBB via QRM Figure 69 - Exit procedure from front crew door Figure 70 - Mk4 rope attached to starboard roping frame via the QRM Figure 71 - Guard rails (highlighted by red circles) attached to footstep Figure 72 - Starboard exit seating plan Figure 73 - Mk4 rope attached to hoist lifting eye via a QRM and 45 kn karabiner Section B Page 117

118 Figure 74 - Mk4 rope attached to fast rope hook via a QRM Figure 75 - Roper and despatchers position in the door Figure 76 - Mk4 rope attached to the roping frame via the QRM Figure 77 - Roper and despatchers position in the starboard door Figure 78 - Mk4 rope attached to roping beam via a QRM and 45 kn karabiner Figure 79 - Despatch position without GPMG and pintle fitted Figure 80 - Despatch position with GPMG and pintle fitted Figure 81 - Mk4 rope attached to the roping frame via a QRM Figure 82 - Despatcher controlling exit Figure 83 - Mk4 rope attached to the fast rope beam via a QRM Figure 84 - Port door despatch position, seated using step Figure 85 - Port door despatch position, crouching Figure 86 - Alternative port door despatch position, seated using step Tables Table 1 - Fast Roper and Despatcher currency requirements Table 2 - Fast Roper rolling currency for Special Forces groups Table 3 - Personal Potection Equipment: Gloves Table 4 - Fast Roping voice marshalling patter Table 5 - Voice marshalling the aircraft Table 6 - Fast Roping equipment requirement Table 7 - Fast Roping Equipment requirement Table 8 - Fast Roping equipment requirement Table 9 - Fast Roping requirement Table 10 - Fast Roping equipment requirement Table 11 - Fast Roping equipment requirement Table 12 - Fast Roping equipment requirement Table 13 - Fast Roping equipment requirement Section B Page 118

119 Chapter 1 - Fast Roping (General) Introduction WARNING FAST ROPING IS AN ACTIVITY THAT HOLDS ENHANCED RISK TO LIFE; THEREFORE, ONLY PERSONNEL TRAINED AND AUTHORISED UNDER THE AUSPICES OF THIS DOCUMENT MAY CONDUCT THE ACTIVITY. PERSONNEL CONDUCTING FAST ROPE TRAINING OR CARRYING OUT ACTIONS NOT DETAILED IN THIS DOCUMENT DO SO AT THEIR OWN, AND THE PLATFORM OPERATOR S, RISK. 1 General Fast roping is a technique used to deploy lightly equipped troops rapidly into confined areas where helicopters cannot land. The technique involves the fast roper, wearing specified gloves, sliding down a rope suspended from a helicopter. Only the fast roper s gloved hands are to be in direct contact with the rope. 2 Training Fast Rope training can only be carried out under the direct supervision of a qualified and current Helicopter Fast Roping Instructor (HFRI) who has attended a Joint Air Delivery Test and Evaluation Unit (JADTEU) HFRI course. Once qualified, an HFRI is authorised to train and qualify personnel as despatchers and fast ropers on a certified gantry and on the helicopter type(s) for which the HRFI is qualified; this information is found on the instructor s Form 142 (Instructor s certificate) and can only be issued by JADTEU. Section B is designed to inform all personnel participating in fast roping activities of the techniques and procedures employed. It is of particular use to the HFRI as an aid to planning, teaching and supervising fast roping activities. Due to the hazardous nature of fast roping, only personnel that have an operational need to fast rope are to be trained in these techniques and procedures. In the training environment, the HFRI must be satisfied that all personnel involved in fast roping activities hold a valid qualification for the role they are undertaking. For operations, this responsibility lies with the operational Commander. 3 Roles The following roles are employed in the Helicopter Fast Roping (HFR) environment: 3.1 The HFRI (see Chapter 2 for responsibilities). 3.2 The HDI (see Chapter 2 for responsibilities) 3.3 Team leader (see Chapter 2 for responsibilities) 3.4 The assistant (see Chapter 2 for responsibilities). 3.5 The despatcher (see Chapter 4 for responsibilities). 3.6 The fast roper (see Chapter 4 for responsibilities). 4 Currency requirements the following fast roper and despatcher currency requirements must always be enforced and supervised by a current and qualified HFRI: Although the information in Table 1 details the minimum currency requirements, JADTEU advises that HFRIs carry out in depth training with fast ropers and despatchers more often where realistically possible to ensure there is minimum skill fade and that a safe practice is maintained by all. The fast roper qualifications are valid for two years providing that currency is maintained the despatcher qualifications are valid for 6 years providing currency is maintained Individuals are to be re-trained in full, by the HFRI or HDI if: 4.1 If the 6 month currency is not maintained, and/or 4.2 The two/six year qualification is exceeded. Section B Page 119

120 Table 1 - Fast Roper and Despatcher currency requirements Duration Requirements Notes FAST ROPER 6 months Assessment test. Assessment test relevant to likely operating weight. 2 x descents feet on. 2 x descents feet off. 1 x sitting & 1 x standing. 1 x sitting & 1 x standing. Just in time. (within 28 days of an exercise or operational abseil descent) 2 x descents with likely operating equipment feet on or off. 1 x emergency procedure with equipment. On a gantry Assessment test. 1 x Emergency procedure with operating equipment. 2 x descents with operating equipment feet on/off. From a helicopter Assessment test relevant to weight. Despatch position relevant to airframe type 1 x descents with Practiced at the height anticipated above ground level. operating equipment feet on/off. DESPATCHER Duration Requirements Notes 6 years Minimum of 5 x With 12 month skills review by HDI. dispatches every 6 months. 12 months Full skills assessment Must include equipment before and after use criteria, despatching and voice marshalling Currency training is to be carried out from a certified gantry; however, if the individual being trained is within their existing currency a live aircraft may be used. 5 Special Forces currency requirements (under control of DSF) an operational currency need is identified for the groups/units that come under the control of DSF to meet operational commitments. Once fast ropers have been trained a rolling currency can be used ensuring that all training has been recorded and supervised by an HFRI. Subsequent descents during training or operations can be used to maintain currency. Descents must be recorded in the unit training log. 5.1 Although the information in Table 2 details the minimum currency requirements, JADTEU advises that HFRIs carry out in depth training with fast ropers and despatchers as often as possible, to ensure there is limited skill fade and that best practice is maintained by all. Section B Page 120

121 Duration Requirements Notes Table 2 - Fast Roper rolling currency for Special Forces groups FAST ROPER 2 months 5 x descents The assessment test must include the emergency procedure and a minimum of 2 descents with the individual s operational equipment worn (if applicable) 5.2 Both the fast roper and despatcher qualifications are valid for two years providing that currency is maintained. Individuals are to be re-trained, in full, by the HFRI: If two month currency is not maintained, and/or Two year qualification is exceeded. The assessment test must still be carried out before currency training commences iaw Chapter 4. Currency training is to be carried out from a certified gantry; however, if the individual being trained is within their existing currency, a live aircraft may be used. Although not recommended, should a Special Forces operator currency lapse. His need to fast rope should be assessed by the unit s local command, if there is still a need to fast rope the risk must be held with the individuals unit command after consultation with unit SME not aircraft DDH. Safety Parameters For Conducting Fast Roping 6 Limitations The following limitations are applicable when conducting fast roping: 6.1 The maximum height for fast roping is 55 ft. 6.2 There is to be a minimum of 5 feet of rope on the ground at all times. 6.3 The maximum weight of personal equipment and weapons must not exceed 70 lb/32 kg. 6.4 The maximum all up weight (AUW) of an individual with full equipment must not exceed 250 lb/113 kg. Limitations which are specific to aircraft type can be found in the relevant aircraft annex in Chapter 5, and limitations specific to Specialists can be found in Chapter 4, Paragraph 42 - Specialist procedures. 7 Briefings Before fast roping training commences, the supervising HFRI is to be identified and is to thoroughly brief all personnel involved to ensure that all safety parameters are explained and adhered to. The brief should include the following personnel as a minimum: 7.1 Assisting instructors and support staff. 7.2 Despatchers. 7.3 Exercising troops. 7.4 Aircrew (if live aircraft is to be used). Pre-training briefs can be found at Annex A to this Chapter. Progressive Training WARNING COMPETENCE. IF THE HFRI, AT ANY POINT WHILST CONDUCTING FAST ROPING ACTIVITIES, DEEMS THAT AN INDIVIDUAL IS EMPLOYING INCORRECT TECHNIQUES OR IS UNSAFE IN ANY WAY, THEY ARE TO REMOVE THAT INDIVIDUAL FROM THE ACTIVITY IMMEDIATELY. RE-TRAINING SHOULD THEN BE CARRIED OUT AS APPROPRIATE. Section B Page 121

122 WARNING FATIGUE. THE SUPERVISING HFRI MUST OBSERVE STUDENTS FOR SIGNS OF FATIGUE AT ALL TIMES WHILST CARRYING OUT THE TRAINING TECHNIQUES DESCRIBED IN THIS SECTION. IF THE HFRI IS IN ANY DOUBT ABOUT ANY FAST ROPER S ABILITY TO CONTINUE THE ACTIVITY SAFELY, THEY ARE TO IMMEDIATELY STOP THAT FAST ROPER FROM CARRYING OUT FURTHER DESCENTS, REGARDLESS OF THE FAST ROPER S RANK, STATURE OR PREVIOUS FAST ROPING EXPERIENCE. RE-TRAINING SHOULD BE CARRIED OUT AT A LATER DATE, WHERE POSSIBLE. Fast rope training is always to be progressive in nature. The HFRI is to ensure that the roper s ability, experience and confidence allow them to safely move through training serials as detailed below: 8 Height Initial training should always start at ground level with basic techniques being taught and practised. Trainees should then progress to conducting shorter descents to reduce risk of injury due to poor technique and falls; progress to greater heights should only occur when the HFRI deems a student s fast roping ability, experience and confidence allows them to do so safely. 9 Weight Initial training should always be undertaken with students wearing PPE only. The HFRI should only allow individuals to rope with additional equipment and loads once they are content that a student s fast roping ability, experience and confidence allows them to do so. When adding personal equipment and loads, it should be done gradually to ensure the fast roper can still maintain a safe rate of descent and continue to land safely. 10 Soft / hard landing Initial training descents should be onto a soft landing area where possible; a crash mat is advised. On progression, the type of protective mat can be reduced in depth and eventually removed to provide realism before progressing to live descents from aircraft. A crash mat can and should be re-introduced when increasing the height of descents or when increasing the AUW of a fast roper. 11 Duration There is no set time scale for training a fast roper as it should be determined by the ability of the individual being trained. Common sense should be applied by the HFRI when carrying out fast rope training with regards to training time required and when assessing each fast roper s individual ability. Time must be taken to ensure training progression is managed safely. The Gantry WARNING THE HFRI QUALIFICATION DOES NOT ALLOW THE INDIVIDUAL TO IMPROVISE ANCHOR POINTS. THIS CAN ONLY BE DONE BY A SUITABLY QUALIFIED PERSON. The HFRI is to ensure that any gantry used to carry out fast roping training is fit for purpose and deemed safe for use. Notwithstanding statutory Health and Safety (H&S) regulations, JADTEU recommends the following: 12 Certified gantry 12.1 All anchor points on the gantry are inspected every 6 months by a qualified structural engineer in accordance with Lifting Operations and Lifting Equipment Regulations (LOLER) 1998 and certificates are held at a central location within the unit A qualified person is to ensure that the gantry is securely locked when not in use. The keys are to be held centrally All exit/despatch points are guarded by gates; closed and secure when not in use To prevent falling from height, the walkways to and from the despatch points are to be safeguarded by railings A qualified person is to carry out a risk assessment which is to be current at the time of training. The assessment is to be specific to the gantry to be used. Section B Page 122

123 12.6 The despatcher is able to secure themselves to a certified anchor point whilst carrying out despatching drills or preparing equipment for training A set of Gantry Standing Orders which also contain the current risk assessment, are issued with the gantry key. The HFRI is to sign for the key and to confirm procedures, as laid down in the Gantry Standing Orders, will be adhered to The HFRI is to give a comprehensive safety brief to all personnel before training commences in accordance with (iaw) this chapter Place warning signs around the training area to warn of roping in progress The training area should be monitored by CCTV or training is filmed by a photographer. 13 Temporary / improvised gantry If a gantry is of a temporary nature then it is to be constructed by suitably qualified personnel only and a safety certificate is to be obtained stating it is safe and fit for purpose. All the points referred to under certified gantry are still applicable. 14 Medical cover Whenever fast roping training is being conducted, medical cover and a casualty evacuation plan should be in place. Where live aircraft are being used, prior communication with the crew is necessary for the planning of casualty evacuation by air. An aircraft compatible stretcher should be present. JADTEU recommends the following degree of cover: 14.1 Gantry training on military base. Suitably qualified medic present on site equipped as necessary for first line treatment of minor and major injuries resulting from a fall from height. Emergency services are to be used for casualty evacuation if necessary Live aircraft training on military base. Suitably qualified medic present on site equipped as necessary for first line treatment of minor and major injuries resulting from a fall from height. The aircraft is to evacuate if possible with an aircraft compatible stretcher. Emergency services are to be used for casualty evacuation if necessary Live aircraft training on exercise areas. Suitably qualified medic present on site equipped as necessary for first line treatment of minor and major injuries resulting from a fall from height. A military ambulance is to be on site with a driver. The aircraft is to evacuate if possible with an aircraft compatible stretcher. Emergency services are to be used to support casualty evacuation if necessary. 15 Risk assessment HFRIs must ensure that a risk assessment has been conducted by a suitably qualified person and deemed as acceptable at the appropriate level within the chain of command. The assessment must be valid and current at the time of training and be specific to the platform being used to train from ie the particular gantry or aircraft being utilised. When aviation assets are provided by a unit other than the HFRI s own, then thorough communication is necessary to ensure this is in place prior to the sortie being flown. 16 Videoing of training serials JADTEU recommends that where possible and practical, fast roping training is videoed by the unit photographer or equivalent. This serves two purposes, firstly it allows the HFRI to use the footage as a training aid for developing individual techniques and secondly it serves as evidence to support an investigation should an incident/accident occur. Training With Foreign Nations Whilst training alongside foreign nations, a scenario may arise which requires UK personnel to conduct fast roping from foreign aviation platforms. 17 JADTEU recommendation In this instance JADTEU recommends the following: Section B Page 123

124 17.1 All UK participants are qualified and current iaw this publication A JADTEU trained HFRI is present to ensure safe practice iaw this publication A qualified foreign instructor, in conjunction with the UK HFRI, trains all participants covering any differences in equipment, techniques and procedures to that used by UK forces participants should be briefed on the aircraft to be used followed by rehearsals. This should include aircraft specific hazards, routine and exit technique The activity should be risk assessed as described above with all necessary parameters in place. 18 JADTEU authorisation JADTEU does not give authorisation to conduct training using foreign-nation techniques but should always be consulted for advice and best practice. Authorisation to train using foreign techniques and platforms is to be granted by the operational commander after consulting the HFRI. Incident Reporting 19 General It is necessary to report any accident, incident or near miss involving aircraft by completing a Defence Air Safety Occurrence Report (DASOR) iaw the Air Safety Information Management System (ASIMS) within 48 hours of its occurrence. This can be found at Although in most cases this process will be initiated by the aviation squadron providing the aircraft. The supervising HFRI is to provide any necessary information to the report as required. 20 Personnel The HFRI is also required to report any accident, either from an aircraft or from a certified gantry, iaw the Unit H&S Policy and JSP 375 Pt2 Vol1 Ch16 Table1 Accident/Incident Investigation and Reporting. Any equipment involved in an incident is to be immediately quarantined and taken under the control of a person independent of the accident. 21 JADTEU It is necessary to inform JADTEU within 24 hours in the event of any incident or accident, which results in more than superficial injuries or any incident, accident or near miss that highlights a potential hazard, equipment or procedure failure. This can be done using the In-Form reporting form. The In-Form is a paper reporting form that is designed to be accessible to all personnel and will complement the electronic method of reporting through ASIMS. A copy is to be faxed to JADTEU Training Section on or It is also recommended that the JADTEU Lead Roping Instructor is invited to attend any resultant Service Inquiry (SI) or OSI of inquiry as an advisor. 22 Statements Particularly in the event of injury, written statements are to be taken as soon as possible. Normally, these statements do not need to be sent to JADTEU. Statements must be taken from: 22.1 HFRI Despatcher Fast roper (if possible) Any independent witness(es) Aircrew (if accident/incident occurs from an aircraft). The instructor s statement should include information such as: 22.6 Stage and type of training Location, weather and time of day. Section B Page 124

125 22.8 Height from which fast roping was carried out Equipment (if any) carried All-up weight of fast roper Aircraft type Number and type of descents carried out by injured fast roper before the accident Stick position of the injured fast roper Total number of descents and, if the rope was used and stored previously, history of the rope Condition of rope Details of the injury Specific details of the accident Any outside influences Any other pertinent information. Section B Page 125

126 Chapter 1 Annex A: Fast Roping: Pre-Training Briefs Gantry Training CAUTION Any fast roper who becomes injured, fatigued or unable to continue training safely for whatever reason is to inform the HFRI immediately. 23 Briefing When briefing for gantry training, the following points are to be covered: 23.1 Layout of the area, to include: Admin area Fire escapes Toilets Entry to the gantry Smoking area Out of bounds Location of the nearest phone Actions on: Fire Casualty (minor or major) Medical: Location of the medic Evacuation plan PPE and Individual dress: Helmets to be worn (where and when) Gloves only cleared gloves (DAP 101A , Chap 3, para 16); to be inspected as taught Harnesses to be inspected as taught (where relevant) Jackets worn; sleeves must be rolled down No watches, bracelets, rings or other jewellery to be worn Pockets must be empty of loose articles. No multi-tools, berets on belts etc All equipment has been inspected and is fit for use Brief routine for training. Live Flying Sorties 24 Fast Ropers The following points are to be briefed to the fast roper when conducting live flying sorties: 24.1 Explain the sortie Explain locations of personalities i.e where the HFRI will be situated, who the despatcher will be etc Aircraft type and relevant points: Snagging hazards Number of ropers on the rope Length and type of rope to be used Location of sortie Type of sortie (circuits, press ups, DOP/PUP etc). Section B Page 126

127 24.7 Height Above Ground Level (AGL)ltitude for descents Phases: Emplaning Flight Deplaning PPE to be worn - helmets, eye and ear protectors, gloves; include taping of boots where necessary Equipment to be worn and when. Ensure all equipment is checked Size of sticks Reminder of hand signals from despatcher Reminder of correct rope orientation, trail angle and control Emergency procedures Aircraft emergencies to be covered by the aircrew in stage Medical: Location of medic and ambulance Nearest hospital Casualty evacuation plan Available flying time Timings Any questions Rehearsals. 25 Aircrew The following points are to be briefed to the aircrew when conducting live flying sorties: 25.1 Introduction, to include: Training purpose Training previously carried out Location of flying area No fly areas (where relevant) Height AGLAltitude for descents How many fast ropers in total and individual stick sizes Ropes and other equipment used. Inspected and fit for purpose Responsibilities. Who will be doing what and where Despatching drills and voice marshallingprocedure explained Equipment that will be worn by the roper and when Type of sortie Estimated No of sorties Confirm actual flying time available and re-fuelling requirements Reinforce the need to remain in the steady hover until all ropers are clear of the rope Explain medical cover in place and discuss option of casevac by air. Nearest hospital with HLS Any requirements for ropers to carry out emergency procedures? Aircraft emergencies (aircrew to cover) Any questions or points appropriate to the task. Section B Page 127

128 Chapter 2: The Helicopter Fast Roping Instructor The Helicopter Fast Roping Instuctor (HFRI) 26 General The prerequisites for attending the JADTEU HFRI course are as follows: 26.1 Hold the minimum rank of substantive Cpl; as per letter JADTEU/CO JSFAW dated 5 Feb 14, LCpl aircrewman from 657 and 658 Sqn AAC may also attend. A list of endorsed fast rope units is at paragraph Hold a current fast roper s certificate (F142b) Hold a recognised military instructor qualification ie DIT. 27 Completion On successful completion of the JADTEU HFRI course, the qualified instructor is issued with a Form 142 (Figure 1) listing the helicopter types they can instruct on; additionally, their details are recorded in the JADTEU-maintained HFRI database. Form 142 is available from JADTEU only. 28 Training Current and competent HFRIs can train and qualify despatchers and fast ropers on a certified gantry and on those helicopter types that they are authorised to instruct on; the HFRI is to record all training serials on the Instructors Log Sheet (Fig 2). Additionally, the HFRI is able to extend the validity of despatcher and fast roper qualifications. It is incumbent on the instructor to ensure that all despatchers and fast ropers they train or re-qualify have their details recorded in the ship/unit HFR log sheets. The qualification is also to be annotated in the individual s personal documents and the HFRI has to complete and sign the despatchers or fast ropers certificate of competency (F142a or F142b). The despatcher or fast roper may only conduct fast roping duties once they have received their certificates. HFRIs are to qualify and re-qualify on additional aircraft types under the supervision of an HFRI qualified and current on type. Familiarisation training is to consist of aircraft role, one live descent and one despatch. On completion of training, the supervising HFRI is to sign and date the F142 of the qualifying HFRI. Although it is not a mandatory requirement, it is recommended that HFRIs work in pairs wherever possible; in this instance, one HFRI is to accept the role of the conducting HFRI in overall charge of the training and the other should act as an assistant (para 7). Working in pairs enables better supervision of training and gives added benefit when instructing fast roping techniques using the recognised explanation, demonstration, imitation and practice (EDIP) method. The conducting HFRI is responsible for enforcing the procedures contained within this publication. 29 Responsibilities CAUTION If the HFRI cannot be in the aircraft during fast roping practice, they are to be visible at all times and to be in radio contact with the aircraft in case of an emergency. The HFRI has to have a thorough knowledge of all aspects of fast roping and is to be present whenever fast rope training is undertaken; the instructor is responsible for: 29.1 Ensuring his copy of DAP 101A is to the latest issue and is fully conversant with the publication Planning and supervision of all fast roping training Ensuring all safety parameters are in place iaw Chap Ensuring that all participants are thoroughly briefed iaw Chap 1, para The correct storage, care and maintenance of all fast roping equipment (Chap 3) Instructing fast roping and despatching using a certified gantry and aircraft. Section B Page 128

129 29.7 Instructing fast rope and despatching techniques and procedures iaw Chap 4 and Ensuring the relevant aircraft is rolled correctly for fast roping operations iaw the specific aircraft annex in Chap Teaching and supervising fast roping training from helicopters Maintain currency as an instructor Maintaining the currency of fast ropers and despatchers Recording all fast roping training carried out under the supervision on the unit/ships fast roping log sheets and on each participants currency card (F142a or F142b) Knowing the responsibilities of: The despatcher/aircrew The assistant/team leader The fast roper The HFRI, in accordance with aviation unit SOPs, is to produce a passenger manifest for all personnel boarding the aircraft for roping sorties. 30 Instructor currency The HFRI is to maintain currency as both a fast roper and as a despatcher. This ensures that the instructor maintains the skills necessary to give accurate and complete demonstrations to students whilst continuingly enhancing their own experience. The HFRI is to adhere to the following: 30.1 HFRIs may only renew their qualification by attending another HFRI course. JADTEU do not remind personnel when their qualification is due to lapse The HFRI must remain current by carrying out currency training as a fast roper and despatcher iaw the currency requirements in Chapter 1, paragraph If the HFRI currency lapses for despatching and fast roping, the HFRI is to regain currency under the supervision of another in-date HFRI. The supervising HFRI is to record trg activity on the individual s F142 before the individual can continue as an instructor HFRI self-validation is prohibited All training carried out by the HFRI should be logged on the unit/ship fast roping log sheet. The Assistant 31 General A HFRI may employ an assistant in a supporting role when carrying out fast roping training. Where possible, this should be a qualified HFRI. If this is not possible, the assistant is to be a minimum of a current fast roper. In this case they are not to carry out instruction of any kind but can be employed for demonstration purposes. The HFRI is to brief the assistant on their responsibilities prior to the activity. 32 Responsibilities The assistant s responsibilities include but are not limited to: 32.1 Acting as a demonstration troop for the HFRI Assisting the HFRI in the movement of equipment for aircraft preparation Controlling equipment at ground level. Section B Page 129

130 32.4 Monitoring for Foreign Object Damage (FOD) Control of personnel prior to emplaning Inspecting each stick to ensure appropriate PPE & equipment is worn prior to emplaning Helping coil and load the rope and, if required, assisting the stick No 1 to place the rope on his lap. This requirement will vary according to aircraft type and the nature of operation (see the relevant aircraft annex at the end of Chapter 5) Team Leader Figure 1 - F142 Helicopter fast roping certificate (example) 33 General A HFRI may train a team leader in a supporting role when carrying out fast roping weather during training or during operations. This should be a qualified and competent fast roper. In this case they are not to carry out instruction of any kind but can be employed for demonstration purposes during training. The team leader is Section B Page 130

131 responsible for taking charge of a fast roping team during operations when it is not practical to have an HFRI present. The HFRI is responsible for training a team leader on their responsibilities prior to any fast roping activity. 34 Responsibilities 34.1 Having a though knowledge of the fast roping procedures & currencies described in the latest issue of the DAP Acting as a demonstration troop for the HFRI Despatching from a gantry under the direct supervision of a HFRI, including: Inspecting fast roper s equipment and PPE are correct prior to despatching Control the exit point at all times Assisting the fast roper with equipment when exiting the despatch point where necessary Responsible for checking fast ropers are current and in date Compiling the roping assurance certificate for the providing aviation unit. During training this will be inspected by the supervising HFRI Control of personnel and equipment prior to emplaning Inspecting all fast ropers to ensure correct PPE & equipment is worn prior to emplaning Conducts briefing of team members after the aircrew briefing Determines sequence of the descents of the fast ropers and reports it to the helicopter despatcher In consultation with the helicopter despatcher assists with rehearsal of fast ropers prior to sortie unless operationally unable or inappropriate Final selection of the target landing area in conjunction with the helicopter despatcher. This may be delegated to the first fast roper in the stick. Helicopter Despatch Instructor 35 General The HDI (Helicopter Despatch Instructor) is primarily responsible for the Instruction of all HD (Helicopter Despatchers) within an aviation squadron. The squadron HDI s may only gain there HDI qualification from training section JADTEU. The HDI qualification is a 2 year currency, once the 2 year currency has lapsed an HDI must re-attend the TIES course at JADTEU. The HDI must be: 35.1 A qualified and current despatcher A qualified and current aircrew May only qualify despatchers on the aircraft type for which they are qualified (signed 146). Conversion process 35.4 Be in possession of form F146 whilst conducting training 36 Responsibilities CAUTION The HDI cannot assume the responsibilities of the HFRI whilst conducting flying sorties i.e. the HDI cannot be the supervising Instructor on the ground for flying sorties. Section B Page 131

132 The HDI has to have a thorough knowledge of all aspects of fast roping and is to be present whenever despatcher training is undertaken; the instructor is responsible for: 36.1 Ensuring his copy of DAP 101A is to the latest issue and is fully conversant with the publication Instructing in the despatch procedures in the DAP 101A and the relevant aircraft SOPs Planning and supervision of helicopter despatcher training Ensuring that all participants are thoroughly briefed iaw Chap 1, para Instruct and supervise the correct storage, care and maintenance of all fast roping equipment (Chap 3), including all necessary before and after use inspections Maintain currency as a helicopter despatch instructor Maintaining the currency of helicopter despatchers Recording all helicopter despatcher training carried out under supervision on the Roping log sheets and on each participants Log book. Helicopter Despatcher 37 General The HD (helicopter despatcher) must be a minimum of a substantive JNCO or above, unless stated as an endorsed units see chapter 2 para 33. The HD can only be trained and qualified by an in date JADTEU trained despatch instructor (HDI). A HD may only despatch from an aircraft on which they are current. 38 Responsibilities CAUTION The helicopter despatcher is responsible for the safety of fast ropers whilst in the aircraft. The helicopter despatcher s responsibilities are as follows: 38.1 Having a thorough knowledge of the procedures described in the latest issue of the DAP and the relevant aircraft Standard Operating Procedure (SOP) The care, maintenance and preparation of fast roping equipment (Chap 3) provided by the squadron, including all necessary before and after use inspections Preparation of the aircraft for fast roping (see relevant aircraft annex) Checks the roping assurance certificate produced by the team leader. This will be done with the support of the supervising HFRI. In an operational environment a HFRI may not be present In consultation with the team leader, carry out rehearsals with fast ropers prior to the sortie unless operationally unable or inappropriate. This should include a minimum of loading the troops onto the aircraft, movement within the aircraft, exit procedures and any potential hazards and inform team leader of any change to the intended fast rope height Reconnoitre the target landing point Final selection of the target landing area in conjunction with the team leader (the team leader may delegate to the first fast roper in the stick) Directing the pilot to ensure the position of the aircraft over the landing site is maintained throughout. Dispatchers are to ensure that the rope trail angle does not increase beyond the point at which the fast roper is able to maintain hold of the rope. This may occur if: Section B Page 132

133 The rope is deployed too early and the aircraft is not in the hover The aircraft drifts during deplaning The aircraft transitions before fast ropers are clear of the rope Deployment of the rope. Ensuring there is a minimum of 5 ft of rope on the ground at all times whilst fast roping descents are being conducted Ensuring that ropes are as vertical as possible and controlled against undue movement. Movement of the rope may be caused by rotor downwash, recirculation or poor positioning. Use of a ground handler must be considered Controlling the exit point at all times Assisting the fast roper with equipment during emplaning and exiting where necessary Recovering the fast rope The physical act of jettisoning the rope in case of an aircraft emergency. This can only be done on the direct order of the aircraft commander Maintaining the currency of helicopter despatchers (only when in a crewman instructor/trainer role). Endorsed Fast Roping Units The minimum rank for personnel from the endorsed fast roping units listed below, is JNCO (or RN equivalent). This qualification is valid for 2 years. SNCOs from any other units who have an operational need to conduct fast roping should apply to the HFRI course sponsor, in writing through their Formation HQ, stating the unit s requirement to conduct fast rope training. This qualification is also valid for 2 years. 39 Endorsed units The following Units are endorsed fast roping units: 39.1 Fleet sponsored: Surveillance and Reconnaissance Squadron (SRS), 30 Cdo IX Group RM Cdo, Fleet Protection Group RM (FPGRM) Fleet Diving Unit (FDU) RN MAOT Royal Marine Mountain Leaders (RMML) Designated CHF MCT Sqn FOST 1AGRM Board and Search School (BSS) 39.2 DSF sponsored: UKSF UKSF(R) Special Forces Support Group Avn Units: Sqn RAF Sqn AAC Sqn AAC RNAS Qualified and current observer/aircrewman of service helicopter units. Section B Page 133

134 AA Bde sponsored: Bde Pathfinders. Name Rank Number Aircraft Type Despatchers Log Sheet Expiry Date Dry Training Location (dtg) Live Flying Location (dtg) (g) Remarks Figure 2 - Instructor s log sheet Section B Page 134

135 Chapter 3: Fast Roping Equipment Introduction 40 General Personnel engaged in fast roping techniques from helicopters must only use the equipment listed in this chapter. The equipment must be maintained and inspected by authorised personnel as defined in AP 108G (NAR)1. The Deplaning Rope 41 General All technical information for the Mk4 deplaning rope (Figure 3) is found in AP 108G F, Deplaning Rope Assemblies. The rope is an olive green, non-rotating nylon synthetic rope. The rope is of a multiplait construction and is designed for flexibility, easy handling and sure grip for controlled descents in most conditions. The rope has a nominal diameter of 50 mm and is supplied in four lengths, 40 ft, 50 ft, 60 ft and 90 ft. The nominal length of a rope increases dependent on the tensile load placed upon it. This change in length largely recovers when the tensile load is reduced. If the rope is used in tropical conditions ie hot and humid environments, the rope shrinks to a degree dictated by the severity of the conditions. Ropes used in these conditions are to be measured prior to further use. Figure 3 - Mk4 rope with clevis and link The rope has a top fitting with clevis and a link. Only the clevis is used for connecting the rope to a Quick Release Mechanism (QRM). The link is utilised for Chinook integrated QRM operations. 42 Safe working load The Safe Working Load (SWL) of the Mk4 rope is 816 kg (1799 lb) however, aircraft restrictions are to be adhered to; the rope has an individual serial number for identification and maintenance purposes. 43 Rope life The Mk4 rope has a finite life of 10 years from the date of manufacture. Within the finite life, the rope is limited to an in-service life of 4 years. The in-service life commences from the date it is removed from its sealed bag; once removed from its packaging, the rope is to be inspected by a Helicopter Load Slinging Equipment Inspector (HLSEI). The HLSEI raises a log card (MF749H) and etches the life expiry date on the end fitting. The 4 year in-service life is not to be exceeded regardless of the condition of the rope. A rope may be destroyed before the completion of the in-service life if it is deemed to be unsafe by the user or during technical examination. Section B Page 135

136 44 Rope care and storage Figure 4 Life expiry date engraved on Mk4 rope The ropes are very robust and hard wearing. However, if the ropes are not stored and cared for correctly, they can degrade in a very short period of time, resulting in them becoming dangerous and unsafe to use. Contamination from POL, chemicals, alkalies and over exposure to ultra violet light can render the rope unserviceable Care. Ensure the rope is clean. If ropes are soiled or have been exposed to seawater, wash thoroughly in fresh water and allow to dry naturally without force drying Storage. When the ropes have been maintained and examined, store in a bag (NSN A4/ ) in a dry and well ventilated area away from direct heat and any possible source of contamination. Never place ropes on shelves in direct sunlight as ultra violet light is detrimental to the life of the ropes. 45 Rope log cards Deplaning ropes are a log card item. The log card is used to record the dates and details of transfers, modifications, engineering instructions, examination, repair and before and after use examinations. The log card gives a full and detailed history of the rope and is to be completed by an authorised person as detailed in sub-para 7.1. If the rope is transferred between units, the log card must accompany the rope Log Card MF749H. When a new rope is issued it requires initial examination by a qualified HLSEI who completes the MF749H log card. All ropes must have a MANDATORY annual examination by a qualified HLSEI and this is recorded on the log card. Before and after each use, the rope is to be examined for serviceability by either a Helicopter Fast Roping Instructor, Helicopter Fast Roping Despatcher or authorized Helicopter Crewman and recorded on the log card For more information on log card MF749H see AP 108G (NAR)1. 46 Maintenance support literature Full maintenance support literature, including NATO Stock Number (NSN), for the MK4 rope is published in AP 108G F, Deplaning Rope Assemblies. 47 Emergency jettison If the rope is jettisoned from the aircraft, the rope is to be withdrawn from use, the log card is to be annotated UNSERVICEABLE and the rope, log card and details of the jettison passed to the HLSEI. The HLSEI is to carry out the Post Jettison Maintenance procedures in accordance with AP 108G F. Section B Page 136

137 The Quick Release Mechanism (QRM) The QRM (Figure 3) is the interface between the clevis of the Mk4 rope and the aircraft attachment point. Each QRM is individually serial numbered for identification and maintenance purposes. Its function is to effect quick release of the rope in an emergency situation. 48 Deplaning rope attachment The Mk4 rope is attached to the QRM with the clevis only; the link faces the opposite side to the pip pin as shown in Figure Maintenance support literature Full maintenance support literature, including NSN, for the QRM is published in AP 108G E, Quick Release Mechanism. Figure 5 - The QRM with Mk4 rope fitted 50 Before use operation check Before use, the QRM is to be checked and tested prior to use as follows: 50.1 Ensure the before use checks have been carried out in accordance with AP108G E and that MF749H has been annotated accordingly Suspend the QRM from the aircraft attachment point. Fit the deplaning rope and insert the pin quick release Check the pin quick release will not pull out without the release button being depressed Apply a load to the rope and ensure the mechanism does not release (Figure 6). Section B Page 137

138 Figure 6 - Load applied to rope with pip-pin fitted 50.5 With the pin quick release fitted, pull on the lanyard to ensure the rope does not release (Figure 7). Figure 7 - Pulling on lanyard 50.6 Remove the pin quick release and again apply a load to the rope to ensure the mechanism does not release (Figure 8). Section B Page 138

139 Figure 8 - Load applied to rope with pip-pin out 50.7 Supporting the weight of the rope with one hand, pull down on the lanyard (not the pin itself) to ensure the mechanism releases and the rope disengages from the QRM (Figure 9). Karabiner 45 kn Figure 9 - Rope released from QRM The 45 kn karabiner (Figure 10) is used for the attachment of the QRM to specific aircraft fast roping attachment points, refer to Chapter 5, aircraft annexes. Section B Page 139

140 51 Maintenance support literature Figure 10 - Karabiner (45 kn) Full maintenance support literature, including NSN, for the Karabiner 45 kn is published in AP 108G G, Rope Troop Extraction System (RTES). Gloves Only the gloves listed in this chapter are currently cleared for fast roping. No other gloves are to be used. Gloves are classed as part of an individual s Personal Protection Equipment (PPE) and are not classed as HUSLE or maintained by a HLSEI; therefore, it is essential that all fast rope trained personnel are conversant with the manufacturers Before use and After use checks. 52 UK MOD Rapid Rappelling Glove with Toggle The UK MOD rapid rappelling gloves (Figure 11) are cleared for fast roping from all heights within current limitations. Currently they can only be local purchased through the stores system from the manufacturer Details of manufacturers part numbers and sizes are at Table 1. Figure 11 - UK MOD rapid rappelling glove with toggle 53 Before use checks Personnel are to carry out before use checks as follows: 53.1 Ensure the glove is of the correct size, this is important All rings should be removed before wearing gloves. Section B Page 140

141 53.3 Gloves should be inspected before use Damaged or faulty gloves will not provide the level of protection required After severe wear on the gloves the stitching may become damaged and subsequently holes form in the seams. If this happens the gloves should be discarded and replaced These gloves have been designed to protect the wearer s hands with a reinforced palm and lining during rappelling and fast roping. This activity subjects the gloves to severe abrasion, which may cause the suede to get a polished look. This is normal wear and tear. If holes begin to appear in the reinforcement from the abrasion then the gloves should be discarded as they will not offer the same mechanical protection and thermal insulation. If holes in the leather appear in the unreinforced areas of the palm then the yellow fabric under the palm will become visible. If this happens the gloves should also be discarded and replaced. 54 After use checks Personnel are to carry out after use checks as follows: 54.1 Gloves should be visually inspected after wearing for signs of damage which may impair the performance of the glove. Damaged gloves will not provide the protection stated in the user information sheet and should not be used Dirty gloves may lead to a reduction in protection. Gloves should be brushed clean with a soft bristle brush to remove dirt Soiled gloves should be cleaned with a damp lint free cloth. If the gloves are heavily soiled they could be rinsed in clean water as if washing your own hands. Strong cleaning agents eg bleach should not be used The glove finger tips should be held whilst partially removing your hand. This helps the glove retain its shape and will minimise the liner movement. Squeeze out the surplus water from the finger tips downwards; never wring the gloves. Pull the gloves gently into shape. This should be done whilst alternating your hands to minimise your contact with the used gloves which may have become contaminated during use Remove the gloves and thoroughly rinse in several changes of clear lukewarm water. It is essential that the gloves are rinsed in water after cleaning to remove all traces of mild detergent if used. They can then be hung up to dry in a current of air but away from a direct heat source or sunlight. Do not dry on a hot surface. Table 3 - Personal Potection Equipment: Gloves UK MOD rapid rappelling glove with toggle. 1490B/Toggle 08P/2290 Small Medium Large XLarge XXLarge Manufacturers Part No. 55 Blackhawk assault glove (SOLAG Kevlar Full Finger Light Assault 8114) CAUTION Specialist Personnel (as defined in Chapter 4, Paragraph 89) Authorised Use Only. CAUTION It is the user unit s responsibility to ensure that gloves are used for no more than 10 descents. 56 Use Section B Page 141

142 For Specialist (as defined in Chapter 4, Paragraph 89) use only, the Blackhawk assault gloves (SOLAG Kevlar Full Finger Light Assault 8114) (Fig 12) can be used under the following limitations: 56.1 No more than 10 fast rope descents Descents are to be no higher than 30 feet Ropers are to carry no more than 50 lbs Each roper is to inspect their issued gloves before each descent for any signs of damage to the palms and fingers. Gloves are to be discarded under the following conditions: Stitching becomes worn through/detached Any area of the glove palm/fingers becomes excessively worn/shiny Any area of the glove palm/fingers becomes deformed or damaged. Figure 12 - Blackhawk assault glove (SOLAG Kevlar Full Finger Light Assault 8114) 57 Royal Marine Maritime Counter Terrorist Team Gloves (RMMCTT) Although now obsolete, the RMMCTT gloves (Figure 13) are still cleared and authorised for use should any units hold any in stock. The same before and after use checks as applicable to the UK MOD rapid rappelling gloves are to be adhered to. Figure 13 - Royal Marine Maritime Counter Terrorist Team Gloves (RMMCTT) Section B Page 142

143 Despatcher Equipment 58 Belt safety despatchers These belts are designed to prevent the despatcher from accidently exiting the aircraft during operations. If used for live flying, the aviation unit should supply suitable means of securing to the aircraft on request. The belt is to be fitted as follows: 58.1 The belt should be adjusted to fit snugly around the waist The fabric tabs should be passed through the metal loops and fully inserted into the metal tabs as shown The tail of the belt should be attached to the designated strong point in the aircraft as indicated by the crew; the tail must be adjusted to ensure the operator cannot egress the aircraft unintentionally. Figure 14 - Belt safety despatcher 59 Maintenance support literature The despatcher safety belt is to be maintained by approved maintainers as listed in DAP 108A-0002 (NAR)1. Inspection criteria can be found in the DAP 108D Section B Page 143

144 Introduction Chapter 4: Fast Roping Training Procedures And Techniques WARNING BEFORE ANY OF THE TRAINING DESCRIBED IN THIS CHAPTER IS CONDUCTED, THE SAFETY PARAMETERS DESCRIBED IN CHAP 1 MUST BE ADHERED TO. 60 General This chapter describes the responsibilities, methods and techniques to be taught by the HFRI to all fast ropers and despatchers from a certified gantry. All aircraft specific procedures are covered in Chap 5 and in the relevant aircraft SOP. All HFRIs are to ensure that safe practice is maintained when conducting fast roping training as stated in the procedures and methods contained within this document. Fast Roping Training 61 Prerequisites There are a number of prerequisites for an individual to be trained as a fast roper; they are as follows: 61.1 Only personnel that are required by their parent unit s operational role should be trained Individuals must be medically fit ie no medical limitations on conducting routine unit tasking, to participate in fast roping training Fast roping is a physical and potentially dangerous activity, therefore any rank partaking in training must be a volunteer. The only exclusion to this rule is for members of Board and Search teams. If an individual is selected to become a member of a Board and Search team, it is MANDATORY for the individual to carry out fast roping training; refusal to do so would result in the individual being removed from the team. Any individual refusing to take part in fast roping training is not to be forced to continue 61.4 There is no minimum rank requirement to be trained as a fast roper An individual must pass the MANDATORY assessment test, as detailed below, before partaking in fast roping training. 62 Assessment test Before a volunteer can be considered for fast roping training, a MANDATORY assessment requiring the trainee to support their own body weight on the rope for no less than 25 seconds must be undertaken. Each individual is only to be given a maximum of two attempts to pass the test during each training evolution. Potential fast ropers should be advised not to partake in arduous training involving upper body exercise, where possible, for 24 hours prior to commencing fast rope training. Before the assessment test is attempted by the individuals to be trained, a full and comprehensive demonstration must be given by the HFRI. The test criteria should also be explained at this point. When supervising the assessment test, the HFRI is responsible for ensuring that: 62.1 The individual does not wear gloves The individual maintains the correct position for the duration of the test. Failure by the individual to maintain the correct position for the duration of the test should be recorded as an unsuccessful attempt If the individual begins to slip down the rope at any point during the test before achieving the pass mark, it is to be recorded as an unsuccessful attempt The time keeping is diligently monitored and standards are enforced. The pass mark is 25 seconds; the test is not to go on any longer than required. Section B Page 144

145 62.5 An individual who fails an initial assessment test is given a minimum of 25 minutes rest before attempting the test for the second and final time. The assessment test is described and illustrated (Figures 1 to 3) as follows: 62.6 Stand on a raised platform. Take hold of the rope with outstretched arms. The arms should be parallel to the ground and the strong hand should be uppermost. At this stage the grip should be loose (Figure 15). Figure 15 - Taking hold of the rope 62.7 Bring the rope into the chest so that the elbows point away from the body. Now tighten the grip on the rope and twist in opposing directions to create a Chinese burn type effect. The elbows should now be locked tight into the side of the body and the head should be positioned to one side of the rope looking directly down at the ground. Figure 16 - Positioning the body 62.8 Step off the raised platform and adopt the position as shown, Figure 17. The legs are to be positioned roughly shoulder width apart and raised to a sitting type position. At the point of adopting this position the test begins and the clock is to start. Section B Page 145

146 Responsibilities Of The Fast Roper 63 General Figure 17 - Adopting the test position The HFRI must teach and ensure that fast ropers possess accurate knowledge of their individual responsibilities whilst carrying out fast roping. The fast roper s responsibilities are: 63.1 Passing the assessment test Being in possession of their F142b currency certificate Inspecting and fitting PPE as taught by the HFRI Fitting personal equipment as taught by the HFRI Being able to competently carry out the emergency procedure as taught by the HFRI in accordance with this chapter Ensuring the rope is safely orientated to affect a safe exit. The rope is to be as vertical as possible and stable with a minimum of 5 ft on the ground Carrying out a safe exit from the dispatch point as taught by the HFRI. The fast roper must mount the rope such that they are able to straddle the rope with their legs Maintaining a safe rate of descent throughout Using only the techniques taught by the HFRI Carrying out a safe landing as taught by the HFRI. Fast Roping Technique 64 General There are two techniques for fast roping; feet on and feet off. Both techniques can be used from the standing or sitting position depending on the aircraft type. When delivering initial training on a gantry, the standing procedure (as described in this chapter) is to be taught first; this is the easiest and safest procedure for new students to perform. The sitting procedure can be taught as a progression or, when required by the aircraft type. A fast roper must be competent in both feet on and feet off techniques. Section B Page 146

147 Feet on is the primary technique used to fast rope. Placing feet on the rope enables the roper to apply additional frictional control whilst descending. It is critical that the legs and feet are correctly applied to the rope. Feet off enables the fast roper to continue descending should their feet lose contact with the rope. It is also the preferred technique when the fast roping height is less than 20ft above the target. The time required to successfully mount the rope with the feet on, before then adopting the correct feet off landing position is too short. Lightly equipped fast ropers may use the feet off technique as this enables a more efficient build-up of troops due to the swift nature of the exit. Ultimately the roper has responsibility for deciding which technique to employ to effect a safe landing. Feet On Roping Technique 65 Exit procedure Carrying out the correct exit procedure is a critical part of the fast roping procedure. Firstly, the roper must carry out a correct and positive exit from the despatch point to ensure that their equipment avoids interaction with any snagging hazards. Secondly, they must mount the rope by adopting the correct fast roping position to ensure that they have the ability to keep control of the rope throughout the descent. In short, a correct exit provides the foundations from which a safe and successful descent is executed. 66 Standing exit procedure The standing exit procedure is described and illustrated as follows: 66.1 The fast roper must take hold of the rope in the same manner as for the assessment test (Figure 18). Figure 18 - Preparing to exit, feet on standing 66.2 When in the standing position, one foot remains firmly planted on the platform. The other (leading) foot is used to reach out and stabilise the rope by hooking around the rope as parallel to the platform as possible (Figure 5). The leading foot used to hook the rope directs which shoulder the roper leads with i.e. if the roper is required to exit the aircraft by leading with the right shoulder, then the right foot is used to hook the rope and vice versa. With a step the roper will then bring the foot from the platform to meet the other, squeezing the feet together around the rope. Section B Page 147

148 67 Sitting exit procedure Figure 19 - Standing exit position feet on The sitting exit procedure is described and illustrated as follows: 67.1 The fast roper must take hold of the rope in the same manner as for the assessment test (Figure 18) When in the sitting position, the roper will take hold of the rope with both feet. If a skid or step is available the roper stands on their heels and then hops off with both feet (Figure 20). At the same time the roper forces there leading shoulder around the rope to orientate the body 90 degrees to the platform and squeezes their feet together. If no skid or step is available the feet remain on the rope and the thigh and leading shoulder are used to propel the body 90 degrees to the platform (Figure 21). Figure 20 - Preparing to exit, feet on sitting Section B Page 148

149 68 The descent Figure 21 - Exit technique, feet on sitting It is imperative that the fast roper, after carrying out a positive exit from the despatch point, adopts and then maintains the correct body position throughout the descent (Figure 22). The techniques described below have been developed to allow the fast roper to maintain a safe and controlled rate of descent and therefore to carry out a successful and safe landing. The descent is to be conducted as follows: Figure 22 - Feet on descent 68.1 The hands must be positioned together and work in conjunction to apply simultaneous pressure to ensure a safe rate of descent is maintained The chin must be tucked between the shoulder and chest. The roper must constantly look down one side of the body keeping the elbows tucked into the body thereby enabling the roper to assess the landing area and the rate of descent To ensure the rope is held between the legs the knees must be bent with the waist twisted in the opposite direction to the side the roper is looking To slow the descent the fast roper must apply the braking technique. This is done by simply Section B Page 149

150 twisting the rope with the hands in opposing directions creating the Chinese burn type effect. At the same time the roper must firmly squeeze the feet and knees together onto the rope. Increasing this pressure on the rope with the legs will help the fast roper to adjust their rate of descent It is essential that the roper maintains bent legs and looks down during the descent to assess the landing area. 69 The landing The fast roper s ability to land without causing personal injury is essential to the success of any fast rope insertion. Even on a flat landing area there will always be excess rope present. This is automatically a landing hazard as it makes any surface uneven. It is therefore imperative that the fast roper employs the following technique (Figure 23) to ensure a successful landing: Figure 23 - The landing 69.1 It is important that the legs are kept bent throughout the decent. If the legs are straightened and this position is maintained to the point of landing it will likely result in injury. Therefore, when preparing for the landing, the legs are to be removed from the rope at approximately 5 ft above ground level The roper must land with both feet simultaneously. This must be done with the feet approximately shoulder width apart and with the legs bent at the knees and hips to ensure that the impact of landing is absorbed effectively through the body Once the landing has been carried out effectively, the roper should release the rope and move out of the landing area immediately. This ensures that any other descending ropers are not affected by any unnecessary movement of the rope from below and have a clear landing area. Feet Off Technique 70 Exit procedure Carrying out the correct exit procedure is a critical part of the fast roping procedure. Firstly, the roper must carry out a correct and positive exit from the despatch point to ensure that their equipment avoids interaction with any snagging hazards. Secondly, they must mount the rope by adopting the correct fast roping position to ensure that they have the ability to keep control of the rope throughout the descent. In short, a correct exit provides the foundations from which a safe and successful descent is executed. 71 Standing exit procedure The standing exit procedure is described and illustrated as follows: 71.1 The fast roper must take hold of the rope in the same manner as for the assessment test (Figure 15). On being despatched the rope is brought into the chest and the correct grip, as previously described Section B Page 150

151 in the assessment test, is adopted. This must happen in one swift motion which should be practised to ensure that the exit remains smooth When in the standing position, one foot should be placed forward and the other back as shown (Figure 24). This provides the platform from which, when despatched, the roper can positively project the exit to end up 180 degrees away from the exit point. By ensuring that the rope is mounted correctly, any snagging hazards should be cleared (Figure 25). The forward leg must be the opposite side to the leading shoulder i.e. if the fast roper is required to exit by leading with the left shoulder, then the right leg must be forward and vice versa. Figure 24 - Preparing to exit, feet off standing 72 Sitting exit procedure. The sitting exit procedure is described as follows: Figure 25 - Exit technique, feet off standing 72.1 The hand and arm position is the same as when conducting a standing exit When in the sitting position, placing the feet on a step or skid provides the platform from which a positive and committed exit can be performed. Section B Page 151

152 72.3 Where there is no step or skid, a positive and committed exit from the sitting position becomes more difficult. It is carried out by bringing the rope into the chest as previously described, leading with the relevant shoulder and using the backs of the thighs to propel the body away from the platform. 73 The descent It is imperative that the fast roper, after carrying out a positive and committed exit from the despatch point, adopts and then maintains the correct body position throughout the descent (Figure 26). The techniques described below have been developed to allow the roper to maintain a safe and controlled rate of descent and therefore carry out a successful and safe landing. The descent is to be conducted as follows: Figure 26 - Feet off descent 73.1 The hands must be positioned together and work in conjunction to apply simultaneous pressure to ensure a safe rate of descent is maintained The chin must be tucked into the chest to ensure that the roper is constantly looking down and therefore able to assess the landing area and the rate of descent. The hand and head position also ensures that the roper maintains an upright position To slow the descent the roper must apply the braking technique. This is done by simply twisting the rope in opposing directions creating the Chinese burn type effect The legs of the fast roper should remain in the seated type position with the legs approximately shoulder width apart throughout. This allows the fast roper to view the landing area down the line of the rope between the legs. It also ensures that the fast roper is prepared for the landing. 74 The landing The landing is largely the same as that described in the feet on landing. The only difference is that the roper, by default, is already in the correct position to land. It is important that the roper does not splay their feet prior to landing or attempt to reach for the ground by straightening the legs, both of which will likely result in an injury. Emergency Procedure 75 General Whilst fast roping, it is of great importance that an individual has the ability to firstly halt their descent and secondly sustain a suspended position comfortably for an unspecified period of time, in the case of an emergency. This can be for, but not limited to, any of the following reasons: 75.1 There is less than 5 feet of rope on the ground. Section B Page 152

153 75.2 The aircraft is no longer over the target location There is an obstruction in the landing area Any other reason that prevents a safe landing The roper s rate of descent is to fast or uncontrolled. It is a MANDATORY requirement for an individual to be able to perform the following drills confidently and competently before being allowed to progress to descents from a live aircraft. The drills should be practised extensively so that it becomes instinctive to the fast roper. 76 Immediate action drill The primary concern for a roper in an emergency is to slow and then halt the descent as soon and as safely as possible by carrying out the immediate action drill. The drill for braking in the event of an emergency is as follows: 76.1 The fast roper must first apply the braking technique by twisting the rope in opposing directions as described in paragraph This is to be immediately followed by trapping the rope between the legs and feet (Figure 27). Figure 27 Immediate action 76.2 The maximum surface area on the inside of the legs should be utilised to help halt the descent and then support the fast roper s weight. This also ensures that the fast roper gains control of the rope when under the downwash of a helicopter before progressing with the emergency drill. 77 Emergency drill After carrying out the immediate action drill, the fast roper will not be able to support their weight for very long. To be able to hold the suspended position on the rope safely and securely until the problem has been resolved, the fast roper carries out the following emergency drill: 77.1 The fast roper must momentarily take the feet and lower part of the legs off the rope; the rope should still remain trapped between the thighs and knees (Figure 28). Section B Page 153

154 Figure 28 - Rope released from lower legs and feet 77.2 One foot should now be repositioned around the rear of the rope, with the other foot being placed around the front. The legs are now in a crossed position with the rope again trapped between the legs and feet (Figure 29). Figure 29 - Feet in crossed position WARNING THE FAST ROPER IS TO ENSURE THAT THE FEET ARE POSITIONED AS DESCRIBED IN PARAgraph 18.3 (below), FIGure 13, WITHOUT DEVIATION, BEFORE PROGRESSING WITH THE DRILL The front foot should now be used to drag the rope over the rear foot to create an S shape. Both legs should be fully locked as if the fast roper is standing to attention and the toes of the rear foot must be forced upwards to stop the rope slipping off the boot (Figure 30). Section B Page 154

155 Figure 30 - Emergency drill complete 77.4 The rope is now released with one hand and the arm is placed around the rope and a secure grip is taken of the smock or kit on the opposite shoulder. This ensures that the body position remains upright without placing the arms under strain. The free arm is now positioned to one side and a thumbs-up is given; this signals to the despatcher that the fast roper has completed the emergency drill (Figure 31). Figure 31 - Thumbs-up 77.5 Once the despatcher has returned the signal, the hand is replaced on the rope (Figure 32). The fast roper maintains this position until they deem it safe to recommence the descent. Section B Page 155

156 Figure 32 Emergency drill confirmed Fast Roping With Equipment 78 General When the HFRI deems that an individual has proved competent in all of the above techniques, then the All Up Weight (AUW) of the fast roper can be increased as progression as described in Chap 1. The end requirement is to have a fast roper capable of carrying out safe descents from a relevant height carrying the same equipment that they require when carrying out a fast rope insertion in a tactical scenario. It is of paramount importance that all fast ropers conduct training descents from a gantry carrying the same equipment that they are expected to carry when fast roping from an aircraft in a tactical scenario. Fast ropers must be fully compliant with the snagging hazards specific to the relevant gantry or aircraft type to be utilised. 79 Maximum weight The maximum weight of equipment to be carried by any one individual must not exceed 31 kg/70 lb. The maximum All Up Weight of a fast roper including equipment must not exceed 113 kg/ 250 lb. 80 Fitting The equipment that is worn when fast roping is determined by the role of the fast roper. The main criteria that must be applied when fitting any equipment for fast roping are that: 80.1 The equipment must be serviceable Weight limits must not be exceeded Equipment must be evenly distributed around the body. Incorrectly fitted equipment can affect he fast ropers centre of gravity and become detrimental to the descent The chest and stomach area of the body should be kept as clear as practicable to allow the fast roper to maintain the correct position with the rope close to the body During the descent, equipment must not impede or get between the body, hands or legs and the rope Equipment must have all loose ends taped away once fitted to reduce any snagging hazards Equipment should be a tight and snug fit and not be able to swing around. Section B Page 156

157 80.8 Hooked or open type eyelets on boots should be taped to avoid snagging or causing damage to the rope should there be interaction. 81 Carriage and preparation of weapons Weapons are to be slung using two attachment points (front and rear); this ensures that the weapon is carried as high as possible on the body, avoiding snagging and the muzzle driving into the ground on landing. The attachment of a weapon sling is as follows: 81.1 Pass the sling through both sides of the sling attachment point (Figure 33). Figure 33 Sling attachment points 81.2 Attach and adjust the sling to the weapon (Figure 34) Tie a thumb knot (Figure 35). Figure 34 Sling attachment and adjustment Section B Page 157

158 Figure 35 - Thumb knot WARNING WEAPONS SHOULD NEVER BE SLUNG ACROSS THE CHEST WHEN FAST ROPING. Weapons should be slung across the back with the muzzle pointing downwards. Most in-service weapons can be carried when fast roping providing the weight limitations are adhered to. Weapons are to be prepared using the associated slinging equipment. Prior to fast roping, the weapon should be checked for the following: Figure 36 shows the correct method for slinging the SA80 A2 rifle for fast roping The magazine is securely fitted All ancillaries/attachments are securely fitted The weapon is made safe and the safety catch is applied The weapon is slung correctly The weapon is close to the body to avoid it swinging around All loose ends are taped away once the weapon is fitted. Figure 36 - Correct carriage of weapon Section B Page 158

159 Rope Coiling 82 General The method of coiling a rope is extremely simple. However, it is of great importance that it is done correctly to ensure that when the rope is despatched from the aircraft, it does so without any knots being formed which would result in an unsuccessful troop insertion. Where possible when training, a 60 ft or 90 ft rope should be used to ensure fast ropers become competent at coiling the maximum rope lengths; shorter lengths are then more manageable. 83 Technique The technique to be used is as follows: 83.1 Start by grasping the rope with an underhand grip at the whipped end of the rope. The rope is now passed across the chest and caught on the wrist of the opposite arm. At all times during the coiling process the arms should remain fully extended (Figure 37). Figure 37 - Rope coiling, start position 83.2 Rotate 180 degrees, again passing the rope across the chest and catching it on the opposite wrist (Figure 38). Figure degree rotation Section B Page 159

160 83.3 Continue the process along the full length of the rope letting the coils fall naturally down the arms towards the shoulder. The coils should not be allowed to overlap at any point (Figure 39). Figure 39 - Rope coiling, the process 83.4 Once the length of the rope has been coiled it should be placed down where necessary. Keep hold of the whipped end of the rope, pull it out of the coils and place it on top (Figure 40). Figure 40 - Rope coiling, complete Fast Roper Certification And Currency Requirements 84 Post Qualification After training and qualifying individuals as fast ropers, the HFRI is to issue those personnel with the F142b certificate of fast roper qualification (template at Annex B). The qualification is valid for two years subject to maintaining currency standards. The individual s details should be recorded in the ship/unit fast ropers log sheet (template at Annex C) and on the individuals F142b. Fast roper currency requirements are detailed in Chapter 1. Fast Roping Despatcher Training 85 General Section B Page 160

161 The following paragraphs detail the basic and generic techniques taught to despatchers on initial training; aircraft procedures are detailed in Chapter 5. In most cases, the despatcher will be an aircrewman, who is a qualified and in-date HFRI or despatcher, nominated by the Squadron that supplies the aircraft. If the unit carrying out the fast roping supplies the despatcher, then that person has to be qualified to do so in accordance with this document. The despatcher must remain current; the currency requirements are detailed in Chapter Prerequisites To be trained and qualified as a helicopter fast roping despatcher the individual must hold the minimum rank of substantive JNCO. 87 Responsibilities of the despatcher The HFRI/HDI must ensure thorough training is carried out for all individuals to be qualified and employed as despatchers. This is paramount due to the responsibility held by the individual. The despatchers responsibilities are as follows: 87.1 Having a thorough knowledge of the procedures described in the latest issue of the DAP and the relevant aircraft Standard Operating Procedure (SOP) The care, maintenance and preparation of fast roping equipment, including all necessary before and after use inspections. For training evolutions, this will be in support of the supervising HFRI. In an operational environment, a HFRI may not be present Preparation of the aircraft for fast roping Carrying out rehearsals with fast ropers prior to the sortie unless operationally unable or inappropriate. This should include a minimum of loading the troops onto the aircraft, movement within the aircraft, exit procedures and any potential hazards Reconnoitre the target landing point Final selection of the target landing area in conjunction with the commander of the party to be inserted Directing the pilot to ensure the position of the aircraft over the landing site is maintained throughout. Dispatchers are to ensure that the rope trail angle does not increase beyond the point at which the fast roper is able to maintain hold of the rope. This may occur if: The rope is deployed too early and the aircraft is not in the hover The aircraft drifts during deplaning The aircraft transitions before fast ropers are clear of the rope Deployment of the rope. Ensuring there is a minimum of 5 ft of rope on the ground at all times Whilst fast roping descents are being conducted Ensuring that ropes are as vertical as possible and controlled against undue movement. Movement of the rope may be caused by rotor downwash, recirculation or poor positioning. Use of a ground handler must be considered Controlling the exit point at all times Assisting the fast roper with equipment during emplaning and exiting where necessary jettisoning the rope in case of an aircraft emergency. This can only be done on the direct order of the aircraft commander. Section B Page 161

162 Despatching Technique 88 Despatcher s position The despatcher s position must be such that they can intervene at any given moment should they deem it necessary to do so for reasons of safety or otherwise. Equally, the despatcher must occupy a position that allows them to monitor the descents of those individuals exiting the gantry or aircraft whilst having the ability to control those exits. The despatcher must always be in control of any open exit point. Despatching can be carried out from a standing or kneeling position. The position of the despatcher is detailed in the Annex for each specific aircraft in Chap 5. Generic points for the position of the despatcher are detailed as follows: 89 Standing position 89.1 The Despatcher must take up a standing position to one side of the exit (Figure 41) The inboard arm must be used to bar the exit The outboard arm is be used to bring the rope closer to the exit to allow the fast roper to grasp it without overstretching. Figure 41 - Despatcher standing position 90 Kneeling position. Where the size of an exit point does not allow for the despatcher to adopt a standing position, the kneeling position should be used (Figure 42). The same principles apply as for standing. Section B Page 162

163 91 Despatching technique Figure 42 - Despatcher kneeling position The fast roper s positive and successful exit from the despatch point is critical; therefore, it is imperative that the despatcher gives clear instructions and carries out the correct procedures. This should mirror the pre-sortie briefings and rehearsals exactly to ensure there is no confusion on behalf of the fast ropers. The despatching technique is clear and simple to understand to provide smooth transition for the fast ropers. Despatching technique is described as follows: 91.1 The despatcher blocks the exit to prevent the fast ropers departure (Figure 43). Figure 43 - Despatcher blocking the exit 91.2 The despatcher must now observe and be satisfied that the fast roper has control of the rope with two hands Once satisfied that it is safe for the fast roper to exit, the despatcher removes the inboard arm from the blocking position and gives a firm two taps on the fast ropers back (Figure 44) Simultaneously, the despatcher is to release the grip of the rope with the outboard arm and move back to allow the fast roper as much space to exit as possible. Section B Page 163

164 Figure 44 - Two taps to GO 91.5 As soon as the fast roper is clear of the exit, the despatcher moves back into the blocking position ready for the next fast ropers approach to the exit point (Figure 45) As soon as it is physically possible to do so, the rope should be brought in to the next fast roper with the outboard arm. Figure 45 - Blocking the exit, repeated 91.7 The despatching technique is to be repeated until all fast ropers have exited. The despatcher must also monitor the progress of each fast roper and ensure that the landing area remains safe to continue throughout the process. If at any time the despatcher observes a hazard including, drift; high rope trail angle, rope off the ground, roper emergency, and injury to the fast ropers, they are to block the exit thus preventing any fast roper from commencing a descent. 92 Voice procedure The generic voice procedure for despatchers is detailed in Chapter 5, aircraft procedures. Section B Page 164

165 Despatcher Certification And Currency Requirement 93 Post Qualification After training and qualifying individuals as a despatcher, the HFRI/HDI is to issue those personnel with the F142a certificate of despatcher qualification (template at Annex B). The qualification is valid for two years subject to maintaining currency standards and completing a written and practical test after every 12 months to the satisfaction of the HFRI. The individual s details should be recorded in the ship/unit despatchers log sheet (template at Annex B) and on the individuals F142a. Despatcher currency requirements are detailed in Chap 1. Fast Roping At Night 94 General Helicopter insertion by fast roping at night should only be conducted by units that have an operational requirement to do so. There are no additional techniques utilised to achieve this, however there are additional pieces of personal equipment that individuals may require to use ie. night vision equipment. It is therefore imperative that fast ropers conduct training wearing night vision equipment and any other additional equipment before progressing to descents from live aircraft. 95 JADTEU Reccommendation Fast roping at night can only be conducted from aircraft that have an SOP in place and which is endorsed by the relevant Delivery Duty Holder. Where fast roping at night is to be conducted, JADTEU recommends the following: 95.1 Comprehensive training from a gantry is carried out with fast ropers wearing/carrying the same equipment as for aircraft descents Progression with reducing light levels where possible Full rehearsals are carried out prior to the sortie An IR cyalume may be attached 5 ft from the end of the rope to aid in observation The despatcher is to pull on the rope as a precautionary measure, to ensure that all fast ropers are clear before informing the pilot they are clear to transit away from the target area. Specialist Procedures 96 General There are additional limitations and differences in some techniques that are applicable to Specialist personnel due to the type of operations conducted and the amount of equipment that an individual is required to carry; these limitations and techniques are described below. Specialist procedures may only be used by JADTEU Instructors or by Specialist personnel. Specialist means those units of the armed forces of the Crown, the maintenance of whose capabilities is the responsibility of the Director of Specialist personnel or which are for the time being subject to the operational command of that Director. It is not the responsibility of JADTEU to offer clearance to proceed with any of the following techniques. 97 Specialist limitations The following limitations and techniques are the only additional procedures and they should be taught in conjunction with and replace where necessary, the procedures already described in this chapter The AUW of the fast roper must not exceed 165 kg/363 lb Fast roping with loads in excess of 45 kg/99 lb and up to a maximum of 56 kg/123 lb should only be performed from heights of 20 ft or less. Only one person should be on the rope at any time For heights in excess of 20 ft, the maximum weight of personal equipment including weapons is not to exceed 45 kg/99 lb kg. Only one person should be on the rope at any time Personnel can fast rope up to a maximum height above ground level of 85 ft. Section B Page 165

166 98 The Encumbered Assessment Test If individual s are required to carry weights exceeding that of the regular limitations and up to the Specialist limitations stated, then they are first to carry out an additional assessment test as laid down in JADTEU report (120/07/Trg) dated May 09. The HFRI is to conduct the appropriate assessment test dictated by the roper s likely operating equipment. The test is to be carried out under the same circumstances as detailed in paragraphs 4, 5 and 6 of this chapter. However the criterion differs and is as follows: 98.1 The student is to carry out the assessment encumbered with an additional weight of 30kg/66 lb The student may use both hands and feet to maintain the suspended position The pass mark is 15 seconds The techniques used for the encumbered assessment test are as follows: The rope is to be grasped using the same technique as described for the regular assessment test. The head position is also the same When stepping off the platform to commence the test, the rope is to be trapped between the legs utilising the thighs, knees, calves and feet to aid in supporting the ropers weight (Figure 46). Specialist Fast Roping Technique Figure 46 - Encumbered assessment test position 99 Exit technique The exit technique for Specialist fast roping is largely the same as for a regular exit. On carrying out a positive exit by rotating 180 degrees away from the despatch point as described and illustrated earlier in this chapter, the legs are to be placed directly onto the rope in the same manner as shown in Figure 47. This ensures that the fast ropers weight is supported by both the hands and feet from the very beginning of the descent. 100 The descent Due to the increased weight of the fast roper, there is a necessity to descend using both the hands and legs (Figure 30). This technique should be maintained throughout the duration of the descent to ensure that the fast roper has continued control. The descent technique is as follows: The hand position and grip on the rope remains the same as for a regular fast roping descent and is a primary means of braking. Section B Page 166

167 100.2 The legs are used to apply extra friction on the rope to support the fast ropers weight as shown. It is important that the full inside surface of the legs are utilised to do this. The rope is to be squeezed by using the inner thighs, knees, calves and feet. Increasing the pressure on the rope with the legs will also help the fast roper to adjust the rate of descent It remains paramount that the fast roper looks down during the descent to help keep the body upright and assess the landing area. Figure 47 - The Specialist descent 101 The landing The descent technique utilises the legs in a straightened position. However, it is of paramount importance that this position is not continued to the point of landing as to do so would likely result in injury. Therefore, the same technique is to be used as for the regular landing (Figure 48): When preparing for the landing, the legs are to be removed from the rope at approximately 5 ft above ground level and the position as for regular fast roping descents should be adopted This ensures that the body position is such that the landing can be absorbed as described in the regular landing technique. Figure 48 - The Specialist landing Section B Page 167

168 Chapter 4 Annex A: Fast Roping And Despatcher Training Syllabus DAP 101A Fast roping training syllabus - from a certified gantry Ser Subject Equipment Standard Remarks 1 Assessment test. Clean fatigues DAP 101A , Sect MANDATORY B, Chap 4. 2 Fast roping principles and limitations. Responsibilities of the fast roper. N/A Satisfaction of the HFRI. Theory 3 Introduction to fast roping equipment. Deplaning rope and QRM. AP 108G E and AP 108G F. Theory. Basic overview of design and purpose. Satisfaction of the HFRI. 4 Inspection and fitting of PPE. Helmets and gloves. DAP 101A , Sect B, Chap 4 Theory. 5 Fast roping technique. Exit procedure and technique. Descent and landing technique. Fast roping equipment and PPE. 6 Emergency procedure. Fast roping equipment and PPE. Satisfaction of the HFRI.. DAP 101A , Sect B, Chap 4. Satisfaction of the HFRI. DAP 101A , Sect B, Chap 4. Satisfaction of the HFRI. Explain, demonstrate and practice. Explain, demonstrate and practice. MANDATORY assessment before progression to live aircraft. 7 Fitting and carriage of equipment. Principles and practice. As required for operational scenarios. DAP 101A , Sect B, Chap 4. Satisfaction of the HFRI. 8 Rope coiling. 60 ft/90 ft rope if available. Fast roping training syllabus - live flying sorties 9 Briefing and rehearsals. All equipment to be used. DAP 101A , Sect B, Chap 1, Annex A 10 Live flying sorties. As necessary. DAP 101A , Sect B, Chap 4 and 5. Relevant aircraft SOP. Explain, demonstrate and practice. Explain, demonstrate and practice. Brief to fast ropers, despatchers, aircrew and any support staff. Rehearse emplaning, in flight, on target, deplaning. Progression should be used as per DAP 101A , Sect B, Chap De-brief. N/A N/A On completion by the HFRI and despatcher. Section B Page 168

169 Despatcher training syllabus - from a certified gantry Ser Subject Equipment Standard Remarks 1 Principles of despatching. Responsibilities of the despatcher. N/A DAP 101A , Sect B, Chap 4. Theory. 2 Inspection criteria and fitting of fast roping equipment. 3 Fitting of despatching PPE. 4 Despatching position and technique. All equipment. Mk15 helmet, crew belt. All equipment AP 108G E and AP 108G F. Satisfaction of the HFRI DAP 101A , Sect B, Chap 4. 5 Voice Marshalling. All equipment DAP 101A , Sect B, Chap 5. Despatcher training syllabus - live flying sorties 6 Briefing and rehearsals. All equipment to be used. DAP 101A , Sect B, Chap 4, Annex A 7 Live flying sorties. As necessary DAP 101A , Sect B, Chap 4 and 5. Relevant aircraft SOP. Theory. Full equipment specifications, inspection criteria and service requirements. Explain, demonstrate and practice. Explain, demonstrate and practice. Brief to fast ropers, despatchers, aircrew and any support staff. Rehearse emplaning, in flight, on target, deplaning. Despatcher to be supervised by a HFRI on initial training. 8 De-brief. N/A N/A On completion by the HFRI. Section B Page 169

170 Chapter 4 Annex B: Fast Roping Certificates 102 Fast Roping Despatcher and Fast Roper currency certificates Figure 49 - Despatcher fast roping certificate print on BLUE card Section B Page 170

171 Figure 50 - Despatcher fast roping certificate print on BLUE card Section B Page 171

172 Figure 51 - Fast roper certificate print on PINK card Section B Page 172

173 Figure 52 - Fast roper certificate print on PINK card Section B Page 173

174 Chapter 4 Annex C: Fast Roping Log Sheets 103 Fast Roping - Despatcher and Fast Roper log sheets Name Rank Number Despatchers Log Sheet Aircraft Type Date Trained Instructor Dry Training Live Flying Remarks Section B Page 174

175 Name Rank Number Despatchers Log Sheet Aircraft Type Date Trained Instructor Dry Training Live Flying Remarks Section B Page 175

176 Name Rank Number Despatchers Log Sheet Aircraft Type Date Trained Instructor Dry Training Live Flying Remarks Section B Page 176

177 Name Rank Number Despatchers Log Sheet Aircraft Type Date Trained Instructor Dry Training Live Flying Remarks Section B Page 177

178 Chapter 5 - Aircraft Procedures Introduction 104 Generic aircraft procedures There are some procedures that are generic across all aircraft. The initial part of this chapter describes the procedures that are commonly used by Despatchers and HFRI s on all types of rotary wing aircraft. 105 Aircraft specific procedures Aircraft preparation & certain procedures are specific to the aircraft type being employed for fast roping operations. These details can be found within the dedicated aircraft specific annexes at the end of this chapter & within the relevant aircraft SOP. Generic Aircraft Procedures 106 Pre-emplaning Prior to emplaning, the HFRI, the Despatcher and the Assistant are to ensure the following; The aircraft is prepared correctly for fast roping in accordance with this publication That all equipment being used is authorised for use (as per Chapter 3 Annex A) has been inspected & meets the required standard That the Despatcher and HFRI (if both are on board) have suitable head protection, a means of communicating with aircrew and a recognised restraint system to be used in the aircraft That all Fast Ropers and their equipment are within the designated weight limit as per the relevant paragraph in Chapter Confirm any current aircraft limitations, restrictions or service deviations with the aircrew Brief the aircrew, assistant/ support staff & fast ropers as per Chapter 1 Annex A A stage 1 brief is mandatory for all personnel flying in JHC aircraft. This can be given by the aircrew or by the use of the JHC Helicopter Passenger safety Brief DVD (BFDL D038/07). In addition the HFRI is advised to carry out rehearsals with all exercising personnel. This should include; Emplaning Moving to the exit Despatching drill, including hand signals. Snag hazards should be clearly identified Exit technique Emergency drills. NOTE When operating with other organisations, arms or nations the requirement for pre-flight safety briefings must be confirmed with the supplying aviation unit. Prior to emplaning the Fast Ropers are to ensure they are wearing the correct PPE as stated in Chapter 1.The assistant is to ensure that all members of the emplaning stick are correctly dressed and equipment is prepared as per Chapter Emplaning Once the Despatcher is on board he should carry out the following; Communications check to the aircrew Fit & check the security of the dispatchers harness. Inform the pilot once secure (an example of generic voice marshalling and hand signals can be found at Table 1). The Despatcher should then ask the permission of the pilot to embark troops. Once permission is given, the Section B Page 178

179 Despatcher should give a clear thumbs-up to the assistant or, in the absence of an assistant, the point man of the embarking stick. The stick is then to approach & board the aircraft. This is also the signal for the rope to be coiled & placed on board if it has not already been done. The Fast Ropers should then take their positions as per the aircraft SOP. The Despatcher is then to give the aircrew the standard pre roping brief as per Serial 4 Table Approaching the operating area 2 minutes out, 1 minute out and 30 seconds out from the target area the Despatcher is to inform the Fast Ropers by the relevant hand signals (as per Table 1). What actions are to be taken by the Ropers or Despatcher will depend on the aircraft type. Any specifics will be detailed in the Aircraft Annex and the SOP. 109 Arrival in the operating area When the aircraft is in the operating area the Despatcher must be positioned so he can continuously control the exit whilst being able to monitor the aircrafts position and height. The Despatcher then: Positions the aircraft and checks with the stick/patrol leader. The Despatcher obtains clearance from the pilot to deploy the rope (Serial 8,Table 1) The Despatcher checks that the rope is deployed cleanly and there is a minimum of 5 ft (1.5 m) of rope on the ground (Serial 9, Table 1) The Despatcher then asks the Aircraft Captain for permission to despatch the Fast Ropers (Serial 9, Table 1). 110 Exit and descent procedures During the sortie, the Despatcher is to be in communication with the pilot at all times using the voice marshalling patter detailed in Table 1 and Table 2. If it is necessary to stop the fast roping procedure, the Despatcher will block the exit with an outstretched arm. The exit and descent procedures are as follows: The Despatcher blocks the exit position with a outstretched arm The Despatcher will indicate to the stick No 1 to move to the exit point and take hold of the rope The Despatcher will ensure the Fast Roper has hold of the rope and that 5 ft (1.5 m) of rope is on the ground The Despatcher will remove his arm from the exit and tap the Fast Roper twice on the shoulder. This is the signal to go The Fast Roper positively exits the helicopter and descends the rope under control When the Despatcher has confirmed the previous Fast Roper is either half way down or clear of the rope (refer to the relevant Helicopter Annex), The next Fast Roper can be Despatched. 111 Landing procedures The landing procedures are as follows: The Despatcher checks that all the Fast Ropers are clear then recovers or jettisons the rope. NOTE When training, the last man can walk the rope out to the three, six or nine o clock position, dependent on aircraft type. He then controls the rope as the aircraft descends taking in all slack rope. WARNING SERIOUS INJURY OR DEATH. THERE IS A DANGER THAT A SLACK ROPE CAN BE SUCKED UP INTO THE MAIN OR TAIL ROTOR BLADES THEREFORE THE ROPE IS TO BE WALKED OUT TO ITS FULL LENGTH. Section B Page 179

180 112 Emergency procedures If there is a danger to the aircraft during roping operations the Aircraft Captain may call for the rope to be jettisoned using the prowords Jettison, Jettison or words to that effect as detailed in the pre flight emergencies brief. If there is a direct danger to the aircraft during training the Despatcher is to jettison the rope once the last man is on the ground and clear of the rope. Voice Marshalling (Vm) The following table is an example of the patter used when fast roping. Depending on type it will vary, Despatchers and HFRI s must be fully conversant with the aircraft SOP where any specific VM will be detailed. Table 4 - Fast Roping voice marshalling patter Condition/ stage of flight Commands Actions/ Hand Signals Responses Despatcher Headset/ Helmet on and Secure in ac Despatcher, Secure in the cabin. Comms Check? Loud and Clear (or words to that effect) If any problems speaking/ hearing or both, check comms lead attachment to ac, then attachment to helmet, then if speaking only helmets microphone lead. If no intercom sortie is to be cancelled. Communication has been Permission to emplane fast ropers? established with the pilot(s) and the Fast Ropers are Clear ropers in (or words to that effect) ready to emplane. As Above Permission to emplane fast ropers? Hold ropers outside disc Negative (or words to that effect) When the ropers are on board and secure prior to lift. (If no Crewman) Prior to aircraft lifting. The Roping Brief should contain the following: 1. Number of Ropers 2. Type of Dress 3. Height in Feet above ground level (AGL) 4. Location 5. POB (Total number of persons on board including Despatcher and aircrew) Pilot Repeats key points Clear above and behind 2 Mins Out Call from Pilot. Refer to aircraft Type Annex and SOP for Actions. 1 Mins Out Call from Pilot. Refer to aircraft Type Annex and SOP for Actions. Running in Call from Pilot. Refer to aircraft Type Annex and SOP for Actions. When at deployment Permission to clear rope location, at required height Clear Rope and in the hover. Example Five Ropers on board in clean fatigue, request 40 ft AGL this location, we are now 10 POB. There is nothing above or behind to prevent transition into forward flight. Despatcher deploys rope keeping control of the exit. Section B Page 180

181 Condition/ stage of flight Commands Actions/ Hand Signals Rope deployed with a minimum of 5ft (1.5m) of rope on the ground. First roper in door and in control of rope. Despatcher blocks exit with arm, then gives roper 2 taps on shoulder to exit ac. After the last man has landed safely on the ground. After the last man has landed safely on the ground. In an Emergency Situation. Responses There is 5ft of rope on the ground Clear troops? Clear Troops Despatcher provides running commentary of activities for the Aircraft Captain. First man on the rope Halfway Second man on the rope First man on the ground/deck First man clear Etc until all troops are on the ground. If training in same location. Last man has control of the rope, and is walking it out to the (clock code as appropriate) position Clear Below to land on If ropes are to be recovered into ac or ditched. Last man clear of rope Troops clear Recovering rope rope is in Or Ditching rope.rope is on the ground Clear above and behind Aircraft Captain Jettison, Jettison Despatcher Rope(s) Gone Despatcher points at roper he moves to the door and takes control of the rope. On receipt of 2 taps roper positively exits the aircraft. Last man keeps control of the rope and walks the rope to the required position as the aircraft descends. Troops clear is given when clear of the disc. There is nothing above or behind to prevent transition into forward flight. As Briefed. VM is a running commentary of events for the pilots who cannot generally see what is going on. Brevity is the key element and try to keep to short clear sentences. Be aware of the aircrafts callsign and don t talk over incoming/outgoing radio calls. On a rare occasion a non aircrew HFRI may called upon to despatch troops for training and to act as the crewman. Below is a brief guide to manoeuvring the aircraft around the operating area should this be required. 113 Standard terminology Standard terminology is used to VM an aircraft either along a safe flight path clear of obstacles, or to maintain a hover over a selected point. In order to achieve this, patter should include guidance in range, rate of closure, line and height. The phraseology to be used is specified in Table Range and closing speed The unit of distance used is 2 m, and should remain constant. The standard method of indicating range is 200, 150, 120, 100, 80, 60, 40, 30, 20, 15, 10, 8, 6, 5, 4, 3, 2, 1, STEADY. STEADY is used to indicate that the aircraft has arrived over the target, although the aircraft height may still need to be adjusted. Provided the size of the unit remains constant, the speed and cadence at which the ranges are called should reflect the aircrafts speed. 115 Height The unit of height is one ft with the use of UP and DOWN to indicate this axis; unit increments are the same as those used for range. The use of the phrase HEIGHT IS GOOD indicates that vertical movement should stop. Manouvering The Aircraft Table 5 - Voice marshalling the aircraft Key words FORWARD (5) BACK (5) LEFT (5) Meaning/Action Go forward (5) units Go back (5) units Go left (5) units Section B Page 181

182 Key words RIGHT (5) UP (5) DOWN (5) STEADY TAIL CLEAR TAIL CLEAR LEFT/RIGHT TAIL STEADY NOSE CLEAR LEFT/RIGHT NOSE STEADY HEIGHT IS GOOD CLEAR BELOW TO LAND ON CLEAR ABOVE CLEAR ABOVE AND BEHIND OVERSHOOT, OVERSHOOT Meaning/Action Go right (5) units Go up (5) units Go down (5) units Stop horizontal movement The aircraft s tail is clear vertically below The aircraft s tail is cleared to move left/right as required Stop tail movement The aircraft s nose is cleared to move left/right as required Stop nose movement Stop vertical movement It is safe to descend and land The aircraft is clear above to lift vertically There is nothing above or behind to prevent transition into forward flight Initiate overshoot action to avoid a hazardous situation developing Section B Page 182

183 Introduction Chapter 5 Annex A - Chinook Hc Mk4 Fast Roping Procedures WARNING SERIOUS PERSONAL INJURY OR DEATH MAY RESULT IF THE TECHNIQUES AND PROCEDURES DESCRIBED IN THIS ANNEX ARE IGNORED. Warning THIS DOCUMENT MUST BE USED IN CONJUNCTION WITH CHINOOK HC MK4 FAST ROPING STANDARD OPERATING PROCEDURE (SOP). 116 General This chapter applies to the Chinook HC Mk4 only, and the procedures in this chapter are to be used in conjunction with Chapters 1, 4 and Aircraft exits The following aircraft exits can be used for fast roping: Forward crew door via a Quick Release Mechanism (QRM) attached to the Hoist Belay Bracket (HBB) Centre hatch utilising an aircraft fitted Centre Hatch Quick Release Mechanism (CHQRM) Ramp utilising an aircraft fitted Ramp Fast Rope Frame (RFRF) with integral releasemechanism. The number of ropers and exits to be used will be determined by the aircrew and depending on the aircraft role. 118 Equipment The equipment cleared for fast roping from the Chinook HC Mk4 is shown in Table 6. Table 6 - Fast Roping equipment requirement Nomenclature Reference No. per attachment point Mk4 Deplaning Rope (40 ft, 50 ft, 60 ft or 90 ft) AP 108G F 1 Additional requirement using front crew door Quick Release Mechanism Mk2 AP 108G E 1 45 kn Karabiner AP 108G G 1 Aircraft Preparation And Specific Procedures Caution The QRM is not designed to be routinely released under load as damage to the internal mechanism may result. 119 Ramp preparation There are five QRM s incorporated into the Chinook RFRF; these are part of the aircraft role. Preparation to be carried out prior to ramp roping operations is as follows: The rear edge of the ramp must have a ramp sill protector fitted to prevent rope snagging Check the RFRF for general condition, correct installation and security; pay particular attention to the floor locking points Check that the QRM fitted to each of the five suspension points is not beyond its scheduled maintenance check date Ensure that each QRM has a serviceable pip-pin fitted and that it is connected to the lever arm with a serviceable lanyard Functionally check each QRM as follows: Section B Page 183

184 Fit a rope into the QRM and insert the safety pip-pin. Apply pressure to the rope, there should be no action in the QRM Remove the safety pip-pin without pulling down on the lanyard. Apply pressure to the rope, the rope should not release and there should be no action in the QRM Remove the load from the rope and pull down on the lanyard, the mechanism should action smoothly, releasing the unloaded rope from the QRM Check the overall condition of the QRM for the security of bolts, nuts and screws and any signs of metal fatigue, cracks or obvious damage. Each Mk4 rope is attached directly to the RFRF via the integral QRM (Figure 53). Figure 53 - Mk4 rope attached to the RFRF via the integral QRM 120 Ramp specific procedures When multiple ropes are deployed it is suggested that adjacent QRM s are not to be used. All ropers are to positively exit the aircraft from the standing position leading with their right shoulder to avoid confliction with each other on the ramp. 121 Centre hatch preparation CAUTION The QRM is not designed to be routinely released under load as damage to the internal mechanism may result. The centre hatch is to be configured as follows: Remove the centre hatch torque limiter and cranking handle, ensure they are stowed securely out of the way Attach the CHQRM, then attach the rope (Figure542). Carry out a functional check to ensure a clean rope release is possible as follows: Fit a rope into the QRM and insert the safety pip-pin. Apply pressure to the rope, there Section B Page 184

185 should be no action in the QRM Remove the safety pip-pin without pulling down on the lanyard. Apply pressure to the rope, the rope should not release and there should be no action in the QRM Remove the load from the rope and pull down on the lanyard, the mechanism should action smoothly, releasing the unloaded rope from the QRM Check the overall condition of the QRM for the security of bolts, nuts and screws and any signs of metal fatigue, cracks or obvious damage. Figure 54 - Mk4 rope attached to CHQRM 122 Centre hatch specific procedures It is recommended that the ropers approach from the rear of the aircraft and straddle the centre hatch (Figure 55). This will minimise the chance of the roper swinging forward or aft and impacting the edge of the hatch. The despatcher is to position himself accordingly to assist the roper through the hatch or untangle the roper should he get hung up. Section B Page 185

186 Figure 55 - Centre hatch exit position Due to the limited space when exiting the centre hatch, it is recommended that this drill is practised on the ground with the roper wearing the equipment that he intends to rope in to assess potential snagging hazards before doing this at height. 123 Forward crew door preparation The forward crew door preparation and functionality checks are as follows: Functionally check the QRM prior to use in accordance with the instructions detailed in Chapter Ensure that the 45 kn karabiner screwgate functions smoothly and correctly Ensure that the provisioned AGS shackle (belay ring) is serviceable and securely fitted to the HBB Attach the 45 kn karabiner to HBB and then attach the QRM to the 45 kn karabiner (Figure 56). Attach the clevis of the rope into the QRM. Section B Page 186

187 124 Forward crew door specific techniques Figure 56 - Attachment of MK4 rope to HBB via QRM The roper is to positively exit the aircraft from the standing position with right shoulder leading and then carry out the roping techniques described in Chapter 4. Emergency Procedures A member of the aircrew will give a briefing on aircraft emergencies prior to the commencement of the fast roping sortie. Refer to Chapter 4 for fast roping immediate action and emergency drills. The rope is only to be jettisoned on the direct order of the aircraft captain or pre-flight brief. Restrictions Refer to the current RTS and SOP for restrictions. Aircraft Limitations Refer to the current Chinook Mk4 RTS. The aircraft crew will brief any relevant limitations at the Stage 1 brief (pre-flight brief). Section B Page 187

188 Introduction Chapter 5 Annex B - Chinook Hc Mk6 Fast Roping Procedures DAP 101A WARNING SERIOUS PERSONAL INJURY OR DEATH MAY RESULT IF THE TECHNIQUES AND PROCEDURES DESCRIBED IN THIS ANNEX ARE IGNORED. Warning THIS DOCUMENT MUST BE USED IN CONJUNCTION WITH CHINOOK HC MK6 FAST ROPING STANDARD OPERATING PROCEDURE (SOP). 125 General This chapter applies to the Chinook HC Mk6 only. The procedures in this Annex are to be used in conjunction with Chapters 1, 2 and Aircraft exits The following aircraft exits can be used for fast roping: Forward crew door via a Quick Release Mechanism (QRM) attached to the Hoist Belay Bracket (HBB) Centre hatch utilising an aircraft fitted Centre Hatch Suspension Boeing Quick Release Mechanism (CHSBQRM) Ramp utilising an aircraft fitted Ramp Roping Beam (RRB) with integral Boeing Quick Release Mechanism (BQRM). The number of ropers and exits to be used will be determined by the aircrew and depending on the aircraft role. 127 Equipment The equipment cleared for fast roping from the Chinook HC Mk6 is shown in Table 7. Table 7 - Fast Roping Equipment requirement Nomenclature Reference/NSN No. per attachment point Mk4 Deplaning Rope (40 ft, 50 ft, 60 ft or 90 ft) AP 108G F 1 Additional requirement using front crew door Quick Release Mechanism Mk2 AP 108G E 1 45kN Karabiner AP 108G G 1 Additional requirement using centre hatch Tape, Adhesive, 2 in A/R Aircraft Preparation And Specific Procedures CAUTION The BQRM is not designed to be routinely released under load as damage to the internal mechanism may result. 128 Ramp preparation A BQRM is incorporated into each Chinook RRB; these are part of the aircraft role. The rear edge of the ramp must have a ramp sill protector fitted to prevent rope snagging. Functional checks of each RRB and BQRM are to be conducted prior to use as follows: Ensure that each BQRM has a serviceable pip-pin fitted and that it is connected to the lever arm with a serviceable lanyard. Each RRB should be in the fully forward position (Figure 57) Insert the safety pip-pin into the BQRM. Apply pressure to the beam; there should be no action in the BQRM. Section B Page 188

189 Figure 57 - RRB/BQRM component check Remove the safety pip-pin without pulling down on the lanyard Apply pressure to the BQRM, this should not release and there should be no action in the mechanism (Figure 58). Figure 58 - RRB/BQRM functional check Section B Page 189

190 128.5 Remove the load and push against the release lever (Fig 59), the mechanism should operate, releasing the BQRM Check the overall condition of the BQRM for the security of bolts, nuts and screws and any signs of metal fatigue, cracks or obvious damage. Figure 59 - RRB/BQRM release lever operation The MK4 rope is attached directly to the RRB via the BQRM (Figure 60) using the link. It is MANDATORY that the rope is orientated as shown to minimise metal on metal contact during flight. Figure 60 - Attachment of MK4 rope to RRB via BQRM Section B Page 190

191 129 Ramp specific procedures The following specific procedures are to be adhered to when fast roping from the ramp: When two sticks are to be despatched simultaneously only the left and right beams are to be used For single stick despatch any beam can be utilised; it is recommended that the centre beam is used for training purposes When two ropes are used both ropers are to exit the aircraft leading with their right shoulder to avoid confliction with each other on the ramp (Figure 61) Figure 61 - Leading with right shoulder with two ropers 130 Centre hatch preparation CAUTION The CHSBQRM is not designed to be routinely released under load as damage to the internal mechanism may result. Functional checks of the CHSBQRM are to be conducted prior to use as follows: Ensure that the CHSBQRM has a serviceable pip-pin fitted and that it is connected with a serviceable lanyard (Figure 62) Insert the safety pip-pin into the CHSBQRM. Apply pressure to the beam; there should be no action in the BQRM. Section B Page 191

192 Figure 62 - CHSBQRM component check Remove the safety pip-pin without pulling down on the lanyard Apply pressure to the CHSBQRM, this should not release and there should be no action in the mechanism (Figure 63). Figure 63 - CHSBQRM functional check Remove the load and push against the release lever, the mechanism should operate, releasing the BQRM (Fig 64) Check the overall condition of for the security of bolts, nuts and screws and any signs of metal fatigue, cracks or obvious damage. Section B Page 192

193 Figure 64 - CHSBQRM release lever operation The MK4 rope link is attached directly to the CHSBQRM as shown (Figure 65). It is MANDATORY that the rope is orientated as shown to minimise metal on metal contact during flight. Figure 65 - Attachment of MK4 rope to CHSBQRM The aircrew grab handle in the centre hatch is to be covered with tape adhesive 2 in. prior to roping operations to minimise the potential for the roper or his equipment to be snagged during descent (Figure 66). The Despatcher is to be aware of this hazard and is to position himself accordingly. Section B Page 193

194 131 Centre hatch specific procedures Figure 66 - Taping of centre hatch grab handle It is recommended that the ropers approach from the rear of the aircraft and straddle the centre hatch as shown (Figure 67). This will minimise the chance of the roper swinging forward or aft and impacting the edge of the hatch. The Despatcher is to position himself accordingly to assist the roper through the hatch or untangle the roper should he get hung up. Figure 67 - Centre hatch exit position Section B Page 194

195 Due to the limited space when exiting the centre hatch, it is recommended that this drill is practised on the ground with the roper wearing the equipment that he intends to rope in to assess potential snagging hazards before doing this at height. 132 Forward crew door preparation The forward crew door preparation and functionality checks are as follows: Functionally check the QRM prior to use in accordance with the instructions detailed in Chap Ensure that the 45 kn karabiner screwgate functions smoothly and correctly Ensure that the provisioned AGS shackle (belay ring) is serviceable and securely fitted to the HBB Attach the 45kN karabiner to HBB and then attach the QRM to the 45 kn karabiner (Figure 68). Attach the clevis of the rope into the QRM. Figure 68 - Attachment of MK4 rope to HBB via QRM 133 Forward crew door specific techniques The roper is to positively exit the aircraft with right shoulder leading as shown (Figure 69) and then carry out the roping techniques described in Chapter 4. Emergency Procedures Figure 69 - Exit procedure from front crew door. A member of the aircrew will give a briefing on aircraft emergencies prior to the commencement of the fast roping sortie. Refer to Chapter 4 for fast roping immediate action and emergency drills. The rope is only to be jettisoned on the direct order of the aircraft commander (Chapter 5 refers). Section B Page 195

196 Restrictions Refer to the current RTS, SOP and Chapter 4 for restrictions. Aircraft Limitations Refer to the current Chinook Mk6 RTS. The aircraft crew will brief any relevant limitations at the Stage 1 brief (pre-flight brief). Section B Page 196

197 Chapter 5 Annex C - Wildcat Ah Mk1 / Wildcat Hma Mk2 Fast Roping Procedures Introduction WARNING SERIOUS PERSONAL INJURY OR DEATH MAY RESULT IF THE TECHNIQUES AND PROCEDURES DESCRIBED IN THIS ANNEX ARE IGNORED. Warning THIS DOCUMENT MUST BE USED IN CONJUNCTION WITH WILDCAT SOP ** FAST ROPING. 134 General This chapter applies to the Wildcat only. The following procedures are to be used in conjunction with Chapter Aircraft exits The Starboard door (primary exit) can be used for fast roping. The number of ropers and exits to be used will be determined by the aircrew depending on the aircrafts role. 136 Equipment The equipment cleared for fast roping from the Wildcat is shown in Table 8. Table 8 - Fast Roping equipment requirement Nomenclature Reference No. per attachment point Mk4 Deplaning Rope (40 ft, 50 ft, AP 108G F 1 60 ft or 90 ft) Quick Release Mechanism Mk2 AP 108G E Aircraft preparation The aircraft must be rolled by an aircraft maintainer or aircrewman. An in-date HFRI or despatcher must check and confirm that: The QRM is functionally checked prior to use as detailed in Chapter The QRM is fitted to the roping frame and that the slotted clevis of the Mk4 rope engages the QRM jaws (Figure 70). Section B Page 197

198 Figure 70 - Mk4 rope attached to starboard roping frame via the QRM The Wildcat footstep is fitted for fast roping operations The removable guard rails (WG ) are connected to the footstep (Figure 71). The guard rails provide an extra preventative measure against ropes becoming caught around the back of the footstep. Figure 71 - Guard rails (highlighted by red circles) attached to footstep Aircraft Preparation And Specific Procedures 138 Aircraft specific procedures Section B Page 198

199 The fast roper sits in the door with his feet on the step. On exiting the aircraft, and to avoid equipment snagging in the door or behind the step, the fast roper should lead with his right shoulder (starboard door) or left shoulder (port door). The step is used to aid a positive exit ensuring that the roper rotates 180 and descends the rope under control as described in Chapter 4. The despatcher is to operate and control the exit from the forward side of the door, as shown for a starboard exit (Figure 72); this is reversed when exiting from the port door. Emergency Procedures Figure 72 - Starboard exit seating plan A member of the aircrew will give a briefing on aircraft emergencies prior to the commencement of the fast roping sortie. Refer to Chapter 4 for fast roping immediate action and emergency drills. The rope is only to be jettisoned on the direct order of the aircraft captain or pre-flight brief. Restrictions Refer to the current RTS and SOP for restrictions. Aircraft Limitations Refer to the current Wildcat RTS. The aircraft crew will brief any relevant limitations at the Stage 1 brief (preflight brief). Section B Page 199

200 Introduction Chapter 5 Annex D - Merlin Mh Mk2 Fast Roping Procedures WARNING SERIOUS PERSONAL INJURY OR DEATH MAY RESULT IF THE TECHNIQUES AND PROCEDURES DESCRIBED IN THIS ANNEX ARE IGNORED. Warning THIS DOCUMENT MUST BE USED IN CONJUNCTION WITH THE MERLIN MH MK2 FAST ROPING STANDARD OPERATING PROCEDURE (SOP). 139 General This chapter applies to the Merlin Mk2 only. The procedures in this Annex are to be used in conjunction with Chapters 1, 4 and Aircraft exits The starboard aircraft door is used for fast roping via a QRM and 45 kn karabiner if attached to the hoist lifting eye (Figure 73) or QRM only if attached to the fast rope hook (Figure 73). The number of ropers will be determined by the aircrew depending on the aircraft role. 141 Equipment The equipment cleared for fast roping from the Merlin Mk2 is shown in Table 9. Table 9 - Fast Roping requirement Nomenclature Reference/NSN No. per attachment point Mk4 Deplaning Rope (40 ft, 50 ft, 60 ft or 90 ft) AP 108G F 1 Quick Release Mechanism Mk2 AP 108G E 1 Additional equipment if using the hoist lifting eye 45 kn Karabiner AP 108G G 1 Tape, Adhesive, 2 in RO Aircraft Preparation And Specific Procedures 142 Aircraft preparation The aircraft must be rolled by an aircraft maintainer or aircrewman. 143 Hoist lifting eye An in-date HFRI or despatcher must check and confirm that: The QRM is functionally checked prior to use as detailed in Chap A 45 kn karabiner is fitted to the hoist lifting eye with the twist-lock facing downwards The QRM is attached to the 45 kn karabiner. The despatcher is to ensure that the QRM is fitted with the release mechanism facing inward (Figure 73) Consideration should be given to placing sacrificial protective tape over the long boom to prevent chaffing should the QRM come into contact with the boom during fast roping operations. Section B Page 200

201 144 Fast rope hook Figure 73 - Mk4 rope attached to hoist lifting eye via a QRM and 45 kn karabiner An in-date HFRI or despatcher must check and confirm that: The QRM is functionally checked prior to use as detailed in Chapter The QRM is fitted to the fast rope hook with the pin quick release facing inwards towards the aircraft. WARNING ENSURE THAT THE PIN QUICK RELEASE LANYARD IS NOT LOOPED OVER THE FAST ROPE HOOK The despatcher is to ensure that the pin quick release lanyard is not routed over the fast rope hook. This can be achieved by rotating the pin quick release so that the pin end attached to the lanyard is at the opposite side to where the lanyard attaches to the QRM (Figure 74). Section B Page 201

202 145 Aircraft specific procedures Figure 74 - Mk4 rope attached to fast rope hook via a QRM WARNING IF THE LANYARD BECOMES LOOPED OVER THE HOOK IT IS POSSIBLE THAT THE DESPATCHER WOULD BE UNABLE TO OPERATE THE QUICK RELEASE MECHANISM IN AN EMERGENCY. To mitigate this it is recommended that the following amendment is made to Merlin Mk2 voice marshalling: Once over the drop position the aircrew/despatcher reports Good location, Height is good, Lanyard is good, the pilot in turn replies Rope, Rope. The aircrew/despatcher deploys the rope and reports 5 ft of Rope on the Deck. The fast roper must exit the aircraft from the standing position and the despatcher is to operate and control the exit from the aft side of the door (Figure 75). On exiting the aircraft, and to avoid equipment snagging in the doorsill, the fast roper should lead with his left shoulder, rotates 180 to face the aircraft and descends the rope under control. Section B Page 202

203 Emergency Procedures Figure 75 - Roper and despatchers position in the door A member of the aircrew will give a briefing on aircraft emergencies prior to the commencement of the fast roping sortie. Refer to Chapter 4 for fast roping immediate action and emergency drills. The rope is only to be jettisoned on the direct order of the aircraft captain or pre-flight brief. Restrictions Refer to the current RTS and SOP for restrictions. Aircraft Limitations Refer to the current Merlin RTS. The aircraft crew will brief any relevant limitations at the Stage 1 brief (preflight brief). Section B Page 203

204 Chapter 5 Annex E Dauphin - Fast Roping Procedures Introduction WARNINGS SERIOUS PERSONAL INJURY OR DEATH MAY RESULT IF THE TECHNIQUES AND PROCEDURES DESCRIBED IN THIS ANNEX ARE IGNORED. Warning THIS DOCUMENT MUST BE USED IN CONJUNCTION WITH THE DAUPHIN FAST ROPING STANDARD OPERATING PROCEDURE (SOP). 146 General This chapter applies to the Dauphin only. The procedures in this Annex are to be used in conjunction with Chapters 1, 4 and Aircraft exits The starboard and port aircraft doors can be used for fast roping via a Quick Release Mechanism (QRM) attached to a roping frame. The number of ropers and exits to be used will be determined by the aircrew depending on the aircraft role. 148 Equipment The equipment cleared for fast roping from the Dauphin is shown in Table 10. Table 10 - Fast Roping equipment requirement Nomenclature Reference No. per attachment point Mk4 Deplaning Rope (40 ft, 50 ft, 60 ft or 90 ft) AP 108G F 1 Quick Release Mechanism Mk2 AP 108G E 1 Aircraft Preparation And Specific Procedures 149 Aircraft preparation The aircraft must be rolled by an aircraft maintainer or aircrewman. An in-date HFRI or despatcher must check and confirm that: he aircraft is fitted with a step, however the Release to Service (RTS) allows for fast roping without the step The QRM is functionally checked prior to use as detailed in Chap The QRM is fitted to the roping frame, ensuring that the pin release is facing towards the aircraft, and that the slotted clevis of the Mk4 rope engages the QRM jaws (Figure 76). Section B Page 204

205 150 Aircraft specific procedures Figure 76 - Mk4 rope attached to the roping frame via the QRM The fast roper sits in the door with his feet on the step (if fitted). On exiting the aircraft, and to avoid equipment snagging in the door or behind the step, the fast roper should lead with his right shoulder (starboard door) or left shoulder (port door). The step is used to aid a positive exit ensuring that the roper rotates 180 and descends the rope under control as described in Chapter 4. The despatcher is to operate and control the exit from the front side of the door (Figure 77). Figure 77 - Roper and despatchers position in the starboard door Section B Page 205

206 Emergency Procedures A member of the aircrew will give a briefing on aircraft emergencies prior to the commencement of the fast roping sortie. Refer to Chapter 4 for fast roping immediate action and emergency drills. The rope is only to be jettisoned on the direct order of the aircraft captain or pre-flight brief. Restrictions Refer to the current RTS and SOP for restrictions. Aircraft Limitations Refer to the current Dauphin RTS. The aircraft crew will brief any relevant limitations at the Stage 1 brief (pre-flight brief). Section B Page 206

207 Chapter 5 Annex F - Merlin Mk3 Fast Roping Procedures Introduction warning SERIOUS PERSONAL INJURY OR DEATH MAY RESULT IF THE TECHNIQUES AND PROCEDURES DESCRIBED IN THIS ANNEX ARE IGNORED. warning THIS DOCUMENT MUST BE USED IN CONJUNCTION WITH THE MERLIN MK3 FAST ROPING STANDARD OPERATING PROCEDURE (SOP). 151 General This chapter applies to the Merlin Mk3 only. The procedures in this Annex are to be used in conjunction with Chapters 1, 4 and Aircraft exits The starboard aircraft cargo door is used for fast roping via a QRM and a 45kN karabiner attached to the roping beam (Figure 1). The number of ropers will be determined by the aircrew depending on the aircrafts role fit. 153 Equipment The equipment cleared for fast roping from the Merlin Mk3 is shown in Table 11. Table 11 - Fast Roping equipment requirement Nomenclature Reference/NSN No. per attachment point Mk4 Deplaning Rope (40 ft, 50 ft, 60 ft or 90 ft) AP 108G F 1 Quick Release Mechanism Mk2 AP 108G E 1 45 kn Karabiner AP 108G G 1 Aircraft Preparation And Specific Procedures 154 Aircraft preparation The aircraft must be rolled by an aircraft maintainer or aircrewman. WARNING ONLY THE OUTBOARD ATTACHMENT POINT OF THE ROPING BEAM IS TO BE USED. An in-date HFRI or despatcher must check and confirm that: The QRM is functionally checked prior to use as detailed in Chapter A 45 kn karabiner is fitted to the outboard attachment point of the roping beam with the twist-lock facing downwards The QRM is attached to the 45 kn karabiner. The despatcher is to ensure that the QRM is fitted with the pin quick release facing in toward the aircraft (Figure 78). Section B Page 207

208 Figure 78 - Mk4 rope attached to roping beam via a QRM and 45 kn karabiner 155 Aircraft specific procedures (with or without GPMG and pintle) WARNING THE ROPERS MUST BE BRIEFED ABOUT MOVEMENT IN THE CABIN DUE TO THE PROPORTION OF THE CABIN DOOR APERTURE THAT IS UNGUARDED WITHOUT THE GPMG PINTLE FITTED (FIG 2). The fast roper must exit the aircraft from the standing position. On exiting the aircraft, and to avoid equipment snagging in the doorsill, the fast roper is to lead with his right shoulder, rotates 180 to face the aircraft and descends the rope under control. It is recommended that the despatcher operates and controls the exit from the aft side of the door (Figures 79 and 80). NOTE Ropers are to be briefed about unguarded gap at rear of cabin door. Figure 79 - Despatch position without GPMG and pintle fitted Section B Page 208

209 NOTE GPMG orientated away from roper. Emergency Procedures Figure 80 - Despatch position with GPMG and pintle fitted A member of the aircrew will give a briefing on aircraft emergencies prior to the commencement of the fast roping sortie. Refer to Chapter 4 for fast roping immediate action and emergency drills. The rope is only to be jettisoned on the direct order of the aircraft captain or pre-flight brief. Restrictions Refer to the current RTS and SOP for restrictions. Aircraft Limitations Refer to the current Merlin Mk 3 RTS. The aircraft crew will brief any relevant limitations at the Stage 1 brief (pre-flight brief). Section B Page 209

210 Chapter 5 Annex G - Lynx Mk9a - Fast Roping Procedures Introduction WARNINGS SERIOUS PERSONAL INJURY OR DEATH MAY RESULT IF THE TECHNIQUES AND PROCEDURES DESCRIBED IN THIS ANNEX ARE IGNORED. Warning THIS DOCUMENT MUST BE USED IN CONJUNCTION WITH THE LYNX MK9A FAST ROPING STANDARD OPERATING PROCEDURE (SOP). 156 General This chapter applies to the Lynx Mk9A only. The procedures in this Annex are to be used in conjunction with Chapter Aircraft exits The starboard and port aircraft doors can be used for fast roping via a Quick Release Mechanism (QRM) attached to a roping frame. The number of ropers and exits to be used will be determined by the aircrew depending on the aircraft role. 158 Equipment The equipment cleared for fast roping from the Lynx Mk9A is shown in Table 12. Table 12 - Fast Roping equipment requirement Nomenclature Reference/NSN No. per attachment point Mk4 Deplaning Rope (40 ft, 50 ft, 60 ft or 90 ft) As per Table 1, Chapter 3 1 Quick Release Mechanism Mk2 AP 108G E 1 Tape, adhesive, 2 in RO Aircraft Preparation And Specific Procedures 159 Aircraft preparation NOTE The aircraft will normally be roled by an aircraft maintainer/aircrewman. An in date HFRI or Despatcher can role the aircraft by following the instructions in this document. Functionally check the Quick Release Mechanism (QRM) prior to use as per Chapter: The rope will be attached by the QRM fitted to the Roping Frame. The slotted clevis in the rope end fitting engages QRM jaws. Fig 1 shows a Mk 4 rope fitted to the QRM Ensure a headset is available for the stick IC The footstep must be fitted for fast roping operations. This is done by the Aircraft maintainers/ Aircrewman only. The edges of the step must be taped to protect the rope using Tape, Adhesive 2 in. Section B Page 210

211 160 Despatching procedures Figure 81 - Mk4 rope attached to the roping frame via a QRM Note: To avoid any misunderstanding that may result in an accident it is important that the following drills are clearly understood and regularly practised by all those involved in Fast Roping. The following actions are carried out at the period as instructed at the Stage 1 Brief (pre-flight brief) when approaching the operating area: Fast Ropers locate and place their hands on the seat belt mechanism The Aircrewman/Despatcher opens the door The Aircrewman/Despatcher position the aircraft, confirming with the stick/patrol leader The Aircrewman/Despatcher requests clearance to deploy the rope When given, the rope is deployed and the Aircrewman/Despatcher will confirm a minimum of 5 ft (1.5 m) of rope is on the ground. The Despatcher must block the exit position with an outstretched arm, controlling the exit as the Fast Ropers move towards the door The Despatcher will ask permission to despatch troops which is acknowledged by the pilot Fast Ropers: The Despatcher will indicate to the stick No 1 to move to the exit point and take hold of the rope with both hands and placing both feet on the step in a sitting position. This may be indicated by the rope being dispatched, depending on the brief The Despatcher will ensure the Fast Roper has hold of the rope with both hands and that 5 ft (1.5 m) of rope is on the ground. Section B Page 211

212 Figure 82 - Despatcher controlling exit The Despatcher will give the roper two taps on the shoulder as a signal for the roper to exit The Fast Roper will positively exit the aircraft to ensure missing the step and descend the rope under control. The Despatcher is to push the rope out to aid the Roper to miss the step The next roper will place his hands on the rope and feet on the step in a sitting position The Despatcher will repeat the procedure until all ropers are despatched When the last Fast Roper is safely on the ground, depending on the situation, the Aircrewman/Despatcher will either retrieve the rope into the aircraft or jettison it if ordered to by the aircraft pilot or as per the pre-flight brief Emergency Procedures Aircraft emergencies are covered by the aircrew as part of the pre-flight brief. If the Fast Roper encounters a problem when descending, the priority is to apply the brake and lock-off (Chapter 4). The rope is only to be jettisoned on the direct order of the aircraft captain or pre-flight brief Restrictions This aircraft has a Safe Working Load (SWL) on the attachment point of 600 lb (273 kg); this is the aircraft s restriction. Aircraft Limitations Aircraft Limitations are laid out in the Release To Service (RTS) for the Aircraft type. The Aircraft Crew will brief any relevant limitations at the Stage 1 Brief (pre-flight brief) Section B Page 212

213 Introduction Chapter 5 Annex H - Puma Hc Mk2 - Fast Roping Procedures WARNING SERIOUS PERSONAL INJURY OR DEATH MAY RESULT IF THE TECHNIQUES AND PROCEDURES DESCRIBED IN THIS ANNEX ARE IGNORED. Warning THIS DOCUMENT MUST BE USED IN CONJUNCTION WITH THE PUMA HC MK2 FAST ROPING STANDARD OPERATING PROCEDURES (SOP). 161 General This chapter applies to the Puma HC Mk2 only. The procedures in this Annex are to be used in conjunction with Chapters 1, 4 and Aircraft exits Both the port and starboard aircraft doors can be used for fast roping concurrently via a QRM(s) attached to the fast rope beam(s) (Figure 83). The number of ropers and exits used will be determined by the aircrew and depending on the aircrafts role. Figure 83 - Mk4 rope attached to the fast rope beam via a QRM 163 Equipment The equipment cleared for fast roping from the Puma HC Mk2 is shown in Table 13. Table 13 - Fast Roping equipment requirement Nomenclature Reference/NSN No. per attachment point Mk4 Deplaning Rope (40 ft, 50 ft, 60 ft or 90 ft) AP 108G F 1 Quick Release Mechanism Mk2 AP 108G E 1 Aircraft Preparation And Specific Procedures 164 Aircraft preparation The aircraft must be rolled and the fast rope beam deployed by an aircraft maintainer or aircrewman. An in-date HFRI or despatcher must check and confirm that: Section B Page 213

214 164.1 The QRM is functionally checked prior to use as detailed in Chapter The QRM is fitted to the fast roping beam, ensuring that the pin release is facing towards the aircraft, and the slotted clevis of the Mk4 rope engages the QRM jaws (see Figure 82). 165 Aircraft specific procedures WARNING UNLESS OPERATIONAL REQUIREMENTS DICTATE OTHERWISE, JADTEU RECOMMENDS THAT A DESPATCHER MUST MONITOR EACH EXIT THAT IS TO BE USED FOR FAST ROPING. IF ONLY ONE DESPATCHER IS AVAILABLE ONLY ONE EXIT IS TO BE USED. The fast roper can exit the aircraft from the seated position using the step (Figure 84) or by crouching in the door (Figure 85). Figure 84 - Port door despatch position, seated using step Figure 85 - Port door despatch position, crouching Section B Page 214

215 On exiting the aircraft, and to avoid equipment snagging in the doorsill, the fast roper is to lead with his left shoulder (port door) or right shoulder (starboard door), rotates 180 to face the aircraft and descends the rope under control. The despatcher is to operate and control the exit from the aft side of the door, in a training environment (Figures 83 and 84). Should the despatcher need to operate from the forward side of the door a thorough brief is to be given to the ropers regarding to the unguarded gap at the aft side of the door (Figure 86). Emergency Procedures Figure 86 - Alternative port door despatch position, seated using step A member of the aircrew will give a briefing on aircraft emergencies prior to the commencement of the fast roping sortie. Refer to Chapter 4 for immediate action and emergency drills. The rope is only to be jettisoned on the direct order of the aircraft captain or pre-flight brief. Restrictions Refer to the current RTS and SOP for restrictions. Aircraft Limitations For all limitations, refer to the current Puma HC Mk2 RTS. The aircraft crew will brief any relevant limitations at the Stage 1 brief (pre-flight brief). Section B Page 215