Dap101a 1114 1

NOTICE OF UPDATE
DAP 101A-1114-1, dated Aug 19 (Iss 10) supersedes DAP 101A-1114-1, dated Jan 2019 (Iss 09).
The list of amendments to the DAP can be found on Page 5 of this document.
The DAP can also be accessed via the internet under RAF Brize Norton, Organisation, Lodger Units,
JADTEU: http://www.raf.mod.uk/rafbrizenorton/organisation/jadteu.cfm
Users are to contact Hels Technical Co-ordinator at JADTEU, with comments and observations via email at
emma.wrigley673@mod.gov.uk or telephone 95461 6174.
DAP 101A-1114-1
AIR TRANSPORT OPERATIONS MANUAL
ROPING FROM HELICOPTERS

GENERAL AND TECHNICAL INFORMATION
Issue No 10
Aug 2019
Sponsored for use in the

United Kingdom Ministry of Defence
and Armed Forces by JOINT HELICOPTER COMMAND – CTS J7 TRG
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, http://www.nationalarchives.gov.uk/doc/open-
government-licence/version/2/, and must be acknowledged in the following manner:
‘Air Transport Operations Manual, Roping from Helicopters: General and Technical
Information. MOD. © Crown copyright 2019’.
© Crown copyright 2019
Publication Authority: JOINT HELICOPTER COMMAND – CTS J7 TRG
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
Aug 19 (Iss 10) Page 3
DAP 101A-1114-1
Book Chapter
PRELIMINARY MATERIAL................................................................................................................................5
Troop Insertion And Extraction Systems (TIES) Governance ........................................................................... 7
SECTION A......................................................................................................................................................10
Chapter 1: Abseiling (General)......................................................................................................................... 18
Chapter 1 Annex A: Abseiling – Pre-Training Briefs......................................................................................... 24
Chapter 2: The Helicopter Abseil Instructor...................................................................................................... 26
Chapter 3: Helicopter Abseil Equipment........................................................................................................... 32
Chapter 4: Abseiling – Training Procedures And Techniques .......................................................................... 40
Chapter 4 Annex A: Abseiler And Despatcher Training Syllabus...................................................................... 66
Chapter 4 Annex B: Abseiling – Despatcher And Abseiler Currency Certificates............................................. 68
Chapter 4 Annex C: Abseiling - Despatcher And Abseiler Log Sheets............................................................. 72
Chapter 4 Annex D: Fitting The Autrailian Tape Harness (ATH)....................................................................... 76
Chapter 4 Annex E: Tying A Figure-Of-Eight-Knot............................................................................................ 80
Chapter 5 - Abseiling: Despatch And Aircraft Procedures................................................................................ 81
Chapter 5 Annex B: Puma HC Mk2 - Abseiling Procedures............................................................................. 92
Chapter 5 Annex C: Chinook HC Mk4 - Abseiling Procedures......................................................................... 95
Chapter 5 Annex D: Chinook HC Mk6 - Abseiling Procedures......................................................................... 97
Chapter 5 Annex E: Bell 212 - Abseiling Procedures..................................................................................... 102
Chapter 5 Annex F: Dauphin - Abseiling Procedures..................................................................................... 104
Chapter 5 Annex G: Merlin Mk3/4 - Abseiling Procedures............................................................................. 106
Chapter 5 Annex H: Generic Night Abseiling Procedures.............................................................................. 110
Chapter 5 Annex I: Wildcat Ah Mk 1 / Wildcat Hma Mk 2- Abseiling Procedures........................................... 113
Appendix A To Annex I - Construction Of Bolster........................................................................................... 120
SECTION B....................................................................................................................................................122
Chapter 1 - Fast Roping (General)................................................................................................................. 129
Chapter 1 Annex A: Fast Roping: Pre-Training Briefs.................................................................................... 136
Chapter 2: The Helicopter Fast Roping Instructor.......................................................................................... 138
Chapter 3: Fast Roping Equipment................................................................................................................ 145
Chapter 4: Fast Roping – Training Procedures And Techniques.................................................................... 154
Chapter 4 Annex A: Fast Roping And Despatcher Training Syllabus............................................................. 178
Chapter 4 Annex B: Fast Roping Certificates................................................................................................. 180
Chapter 4 Annex C: Fast Roping Log Sheets................................................................................................ 184
Chapter 5 - Aircraft Procedures...................................................................................................................... 188
Chapter 5 Annex A - Chinook Hc Mk4 Fast Roping Procedures.................................................................... 193
Chapter 5 Annex B - Chinook Hc Mk6 Fast Roping Procedures.................................................................... 198
Chapter 5 Annex C - Wildcat Ah Mk1 / Wildcat Hma Mk2 Fast Roping Procedures...................................... 207
Chapter 5 Annex E - Dauphin Fast Roping Procedures................................................................................. 210
Chapter 5 Annex F - Merlin MK3/4 Fast Roping Procedures......................................................................... 213
Chapter 5 Annex H - Puma Hc Mk2 - Fast Roping Procedures..................................................................... 216
Preliminary
DAP 101A-1114-1
PRELIMINARY MATERIAL
DAP ISSUE RECORD
PREVIOUS UPDATES
Issue Number Date Issue Number Date Issue Number Date
Initial Sep 2011 6 2015-10-15

1 Jun 2012 7 2015-11-25
2 Feb 2015 8 Jan 2018
3 2015-02-27 9 Jan 2019
4 2015-03-27
5 2015-07-30
LATEST UPDATE
Issue Number Date Details of Change
10 Aug Removed Inserted
DAP Record DAP Record
Preliminary Material Preliminary Material
Chapter 3 Chapter 3
Preliminary
DAP 101A-1114-1
INTRODUCTION
1 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-1114-2, 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.
Throughout this publication, all references to the masculine gender include the female gender unless
specified otherwise.
ASSOCIATED PUBLICATIONS
Publication Title DAP Reference
2 Air Transport Operations Manuals (ATOMS)

Roping from Helicopters, General and Technical Information, Specialist Roles DAP 101A-1114-2
3 Helicopter Underslung Load Equipment (HUSLE)

HUSLE: General Orders and Maintenance AP 108G-0002-2(NAR)1
Quick Release Mechanism: General and Maintenance AP 108G-0002-1E
Deplaning Rope Assemblies: General and Maintenance AP 108G-0002-1F
Rope Troop Extraction System: General and Maintenance AP 108G-0002-1G
Ladder Troop Extraction System: General and Maintenance AP 108G-0002-1H
Deplaning Rope Descender (DRD) Kit: General and Maintenance AP 108G-0002-1J
Abseil System: General and Maintenance AP 108G-0002-1K
4 Joint Service Publication

Hazardous Stores Information System JSP 515
5 DAP Maintanance
This DAP is maintained by JADTEU, Helicopter and Training Section. Comments and proposals relating to
this publication should be submitted to OC Helicopter and Training Section via email to:
Bjorn.Richards214@mod.gov.uk
For queries and issues with the content of the publication an MAA MOD Form 765 should be completed and
submitted to the Helicopter and Training Section Technical Co-ordinator via email to.
Emma.Wrigley673@mod.gov.uk
Or in a hard copy to:
Technical Co-ordinator
Helicopter and Training Section
Joint Air Delivery Test and Evaluation Unit
Brize Norton
CARTERTON
Oxon OX18 3LX
Preliminary
DAP 101A-1114-1
TROOP INSERTION AND EXTRACTION SYSTEMS (TIES) GOVERNANCE
BACKGROUND
6 General
Troop Insertion and Extraction Systems (TIES) from helicopters is a well-established method of delivering
and recovering trained troops in an expeditious manner to and from an area which, due to its size, nature of
surface or proximity to obstructions, prohibits the aircraft from landing. Following one fatal accident in 2006
and several serious occurrences involving major injury a Defence AIB investigation was conducted, which
delivered its report on 21 Jun 16. Following the release of the findings JHC were identified as the Lead
Training Requirements Authority (TRA) for Defence and convened the inaugural Customer Executive Board
(CEB) in Nov 16. The CEB established a governance regime and identified and clarified the ownership of
responsibility and the associated the Risk to Life (RtL) for the various stages of the activities. The CEB also
clarified the assurance process and responsibilities for TIES activities.
TIES includes Fast Roping (FR) Abseiling, Deplaning Rope Descender (DRD), Ladder Troop Extraction
System (LTES), Rope Troop Extraction System (RTES), Dispatcher and Team Leader Training.
7 Ownership of Responsibilities and the Associated Risk

There are 4 distinct phases of TIES activities and the following details the RtL ownership during each phase:
7.1 Training of troops. The troops’ CoC has a Duty of Care in ensuring that the troops are fully
trained, competent, current, suitably equipped and fit to conduct the TIES activity.
7.2 In Flight.
7.2.1 The ADH is responsible for providing a suitable airframe and crew, trained and
competent to conduct TIES activity.
7.3 Deployment.
7.3.1 The ADH is responsible for assuring the operating risk of the ac, associated role
equipment and aircrew prior to, and during TIES activities. Additionally, they are responsible for
assuring the CoC that all requirements have been met.
7.3.2 The Troops’ CoC, as a DH-facing organisation, are responsible for assuring troops are
fully trained, appropriately equipped, competent and physically able to conduct the TIES activity.
Additionally, they are responsible for assuring the ADH that all requirements have been met.
7.4 Clearing the area of ac influence. This includes on board the ac, downwash, within the area of
the ac disk and within the area that the ac may land or equipment may be jettisoned. Once clear of the
area of ac influence the troops’ CoC are responsible for RtL.
8 1st, 2nd & 3rd Party Assurance (PA) Process

1st, 2nd, and 3rd Party Assurance is to be conducted upon user units and the training system as follows:
8.1 1st PA. To be conducted at the unit by the unit Senior Instructor, and at the Training Provider,
JADTEU, level by the unit QA Mgr and Chief Instructor.
8.2 2nd PA. To be conducted on the unit by JADTEU personnel and on the Training Provider,
JADTEU by JHC Assurance and Aviation Standards Teams (JAASTs).
8.3 3rd PA. To be conducted on the Training Delivery Authority (TDA) and Training Provider,
JADTEU by 22(Trg) Gp, JITAT or ARDT by way of their normal 2nd Party Assurance process.
9 JAASTs
The organisation of the JAASTs will be based on the JHC Assurance team and will include Single Service
Standards Units (SSSU) input from the relevant SSSU to compliment the unit being visited.
Preliminary
DAP 101A-1114-1
10 Audit
The method of conducting the assurance will be the responsibility of the JAAST/JADTEU leader who should
take account of the unit’s internal audits reports. Consideration should also be given to incidents reported
through the defence Air Safety Information Management System (ASIMS) and through the respective single
service reporting mechanisms.
11 Qualifications
11.1 Personnel will be required to be SQEP when conducting assurance. As a minimum, 1st PA Team
personnel should have completed at least one of the following courses depending on requirement:
11.1.1 Defence Audit and Evaluation Skills Course.

the 2 day, basic audit course for defence held at MOD Abbeywood by the Defence Academy.
11.1.2 Cse 9008 Training Audit Course (TA).

This is a DCTS course for 1st and 2nd Party Auditors checking training documentation and
should to have been completed prior to undertaking their assurance role (RAF Halton).
12 Audit Timings
The following periods are suggested for 1st, 2nd and 3rd PA:
12.1 1st PA. Every 12 months (unless local orders direct a shorter period).
12.2 2nd PA. Every 12 months.
12.3 3rd PA. Every 24 months.
Table 1 - TIES Table of Assurance

Units 1st Party 2nd Party 3rd Party SQEP Requirements
Trg Trg Trg Trg Trg Trg

Docs Delivery Docs Delivery Docs Delivery
JADTEU 22(Trg) 22(Trg) JADTEU JAAST
– TDA and Gp Gp
Trg Provider
TIES QA Mgr Chief JAAST DAES DAES
Instr TA TA
HF & EM HFFC
TIES Instr FSC
FAC
FSOC
MASRAMP
Air Units Unit

Aircrew / OC Trg Snr Cmn JADTEU DAES
Dispatchers Flt STANO TA
HF & EM
Ground Units Unit
TIES Snr Unit Instr JADTEU DAES
TA
13 SQEP Details
13.1 DAES - Defence Audit and Evaluation Skills Course (Once only) - Defence Academy.
13.2 HF & EM Human Factors and Error Management (Foundation and Continuation).
13.3 TA - Cse 9008 Training Audit Course is a DCTS cse that 1st and 2nd Party Auditors (checking the
training documentation).
Preliminary
DAP 101A-1114-1
13.4 HFFC – Human Factors Facilitators Course (Valid 5 years).
13.5 FSC - Flying Supervisors Course (Valid 5 years).
13.6 FAC – Flying Authorisers Course (Valid 5 years).
13.7 FSOC – Flight Safety Officers Course (Valid 5 years).
13.8 MASRAMP - MAA Air Safety Risk Assessment & Management Practitioners Course (once only).
Preliminary
DAP 101A-1114-1
SECTION A
Contents
Chapter 1: Abseiling (General) 18
Introduction
1 General�� 18
2 Training�� 18
3 Techniquies and procedures�� 18
4 Responsibilities�� 18
5 Roles�� 18
Currency Requirements
6 Abseiler and Despatcher�� 19
Safety Parameters For Conducting Abseiling
7 Limitations�� 19
8 Briefings�� 20
9 Progressive training�� 20
The Gantry
10 Safety�� 20
11 Medical cover�� 21
12 Risk assessment�� 21
13 Videoing of training serials�� 21
Training with foreign nations
14 Foreign aviation platforms�� 21
15 Foreign abseiling techniques�� 22
Incident, Accident, Near Miss Reporting
16 General�� 22
17 Statements�� 22
Chapter 1 Annex A: Abseiling – Pre-Training Briefs 24

Gantry Training
18 Briefing�� 24
Live Flying Sorties – Abseilers
19 Briefing �� 24
Live Flying Sorties - Aircrew
Chapter 2: The Helicopter Abseil Instructor 26

The Helicopter Abseil Instuctor (Hai)
21 General�� 26
22 Training�� 26
Instructor Currency
24 The HAI�� 28
The Assistant HaI
25 The Assistant HAI�� 28
Team Leader
27 General �� 29
28 Responsibilities �� 29
Helicopter Despatch Instructor
29 General�� 29
Helicopter Despatcher
31 General�� 30
Endorsed Abseiling Units
33 General�� 31
34 Endorsed units�� 31
Section A
DAP 101A-1114-1
Chapter 3: Helicopter Abseil Equipment 32

The Abseil System
35 Introduction�� 32
36 MoD Form F749H - Log Cards�� 32
37 Before and After Use Examination (HLSEI or HAI) �� 32
38 Storage and Cleaning �� 32
39 Maintenance support literature�� 32
The Abseil Harness
40 Description�� 32
41 Life�� 33
The Horned Lowering Link (HOLK)
43 Life�� 33
Karabiner LA812 (30kN) or A812 (32kN)
45 Life�� 34
Abseil Rope
47 Life�� 34
48 Storage and Cleaning�� 35
Dispenser Assembly
50 Life�� 35
Universal Harness, Light Stores Dropping
52 Life�� 36
Australian Tape Harness (ATH)
54 Life�� 36
Gloves
Outer - UK MoD Rapid Rappelling Glove With Toggle
55 Before use checks�� 37
56 After use checks�� 37
Despatcher Equipment
Belt Safety Despatchers
57 General�� 38
Knife Rescue (J-Knife)
59 General�� 39
Chapter 4: Abseiling – Training Procedures And Techniques 40

Introduction
Abseil Training - The Abseiler
61 Prerequisites�� 40
62 Responsibilities of the Abseiler�� 40
Personal Equipment
63 General�� 40
64 Fitting the abseil harness�� 41
Despatch Procedure
65 Gantry/Single point despatch procudre�� 43
Abseil Technique
66 Abseil Body Position�� 46
67 Controlling Speed and Braking.�� 47
The Brakeman
68 General�� 48
70 Signals�� 48
71 Braking�� 50
72 Landing�� 50
Section A
DAP 101A-1114-1
73 Brakeman Change over procedure�� 52

Emergency Procedure
74 General�� 52
75 Immediate Action�� 52
76 The Lock Off�� 52
77 Make Safe�� 54
Abseiling With Equipment
78 General�� 56
79 Carriage and preparation of weapons�� 56
80 Checks�� 56
81 Carrying the rife�� 56
82 Personal Equipment �� 57
83 Bergens�� 57
84 Quick release method �� 58
Stores Loads
85 General�� 59
86 Weight�� 59
87 Universal Harness, Light Stores Dropping �� 59
88 Preparing stores�� 59
89 Improvised stores load�� 60
90 Lowering stores loads�� 61
Rope Preparation
91 General�� 62
92 Dispenser bag packing�� 62
93 Improvised dispenser bag�� 63
94 Chain-linking an abseil rope�� 64
Chapter 4 Annex A: Abseiler And Despatcher Training Syllabus 66
Chapter 4 Annex B: Abseiling – Despatcher And Abseiler Currency Certificates 68

95 The Abseil Despatcher certificate �� 68
96 The Abseiler certificate �� 70
Chapter 4 Annex C: Abseiling - Despatcher And Abseiler Log Sheets 72

97 Despatcher Log Sheets�� 72
98 Abseiler log sheets�� 73
Chapter 4 Annex D: Fitting The Autrailian Tape Harness (ATH) 76

Fitting The Australian Tape Harness (ATH)
99 The sequence of fitting the ATH is shown as follows:�� 76
Chapter 4 Annex E: Tying A Figure-Of-Eight-Knot 80

The figure of eight knot
100 Tying the knot�� 80
Chapter 5 - Abseiling: Despatch And Aircraft Procedures 81

Introduction
101 General�� 81
The Despatcher
103 Responsibilities of the despatcher�� 81
Aircraft Despatch Procedures
104 Generic aircraft procedures�� 82
105 Specific aircraft procedures�� 82
Generic Aircraft Procedures
106 Pre-emplaning�� 82
107 Emplaning�� 82
108 Multi point emplaning�� 83
Section A
DAP 101A-1114-1
109 Approaching the operating area�� 84

110 Arrival in the operating area�� 84
Exit And Despatch Procedures
111 Single point despatch�� 84
112 Multi-point despatch�� 84
113 Abseiler(s) Landing�� 85
Despatching A Stores Load Procedure
115 Procedure�� 86
116 Hang-up Procedure�� 86
Emergency Procedures
117 Abseiler hung-up�� 86
118 Single point recovery�� 87
119 Multi-point recovery�� 87
120 Unconcious Abseiler�� 87
121 Aircraft Emergency�� 88
Voice Marshalling ProcedureS
122 Introduction�� 88
124 Standard terminology�� 88
125 Range and closing speed�� 88
126 Height�� 88
Chapter 5 Annex B: Puma HC Mk2 - Abseiling Procedures 92

Introduction
128 Aircraft exits�� 92
129 Equipment�� 92
130 Aircraft preparation�� 92
131 Aircraft specific procedures�� 94
Restrictions
Aircraft Limitations
Chapter 5 Annex C: Chinook HC Mk4 - Abseiling Procedures 95

Introduction
136 Aircraft specific procedures �� 96
Restrictions
Chapter 5 Annex D: Chinook HC Mk6 - Abseiling Procedures 97

Introduction
137 Aircraft Exits�� 97
139 Ramp preparation�� 97
140 Abseil rope attachment�� 99
141 Ramp specific procedures�� 99
Restrictions
Chapter 5 Annex E: Bell 212 - Abseiling Procedures 102

Introduction
Section A
DAP 101A-1114-1

Restrictions
Chapter 5 Annex F: Dauphin - Abseiling Procedures 104

Introduction
Restrictions
Chapter 5 Annex G: Merlin Mk3/4 - Abseiling Procedures 106

Introduction
Restrictions
Chapter 5 Annex H: Generic Night Abseiling Procedures 110

Introduction
154 Aircraft preperation�� 110
155 De-planning�� 110
156 Despatcher�� 110
157 Abseiler�� 110
158 Brakeman��111
159 Despatching a stores load at night��111
Emergency Procedure
Chapter 5 Annex I: Wildcat Ah Mk 1 / Wildcat Hma Mk 2- Abseiling Procedures 113

Introduction
AIRCRAFT PREPARATION and procedures
161 Aircraft Preparation�� 113
CLove hitch knot
162 To tie a clove hitch knot �� 117
Procedures
163 Communication procedures�� 118
164 Deplaning�� 118
165 Normal procedures�� 119
166 Emergency procedures�� 119
AIRCRAFT LIMITATIONS
Appendix A To Annex I - Construction Of Bolster 120

Bolster construction
167 The construction of the Bolster is as follows.�� 120
Section A
DAP 101A-1114-1
Figures
Chapter 1: Abseiling (General)

Chapter 1 Annex A: Abseiling – Pre-Training Briefs
Chapter 2: The Helicopter Abseil Instructor
Figure 1 – F140 Helicopter abseiling certificate.............................................................................................26
Figure 2 – Instructor’s log sheet.....................................................................................................................27
Chapter 3: Helicopter Abseil Equipment
Figure 3 – Harness.........................................................................................................................................33
Figure 4 – HOLK............................................................................................................................................33
Figure 5 – Karabiner A812 (32kN)..................................................................................................................34
Figure 6 – Abseil rope and dispenser bag......................................................................................................34
Figure 7 – Dispenser Assembly and Abseil Rope..........................................................................................35
Figure 8 – Universal Harness, Light Stores Dropping....................................................................................36
Figure 9 – Australian Tape Harness (ATH).....................................................................................................36
Figure 10 – UK MOD rapid rappelling glove with toggle................................................................................37
Figure 11 – Belt safety despatcher.................................................................................................................38
Figure 12 – Cutting the Abseil rope................................................................................................................39
Chapter 4: Abseiling – Training Procedures And Techniques
Figure 13 – Abseiler PPE - Helmet, ear protection, Eye protection, Inner Gloves and Outer Gloves............41
Figure 14 – Fitting the Harness step 64.4......................................................................................................41
Figure 15 – Fitting the Harness step 64.5......................................................................................................42
Figure 16 – Fitting the harness step 64.6......................................................................................................42
Figure 17 – Fitting the Harness step 64.7.....................................................................................................42
Figure 18 – Attaching the abseiler to the rope step 64.1................................................................................43
Figure 21 – Attaching the abseiler to the rope step 64.4...............................................................................44
Figure 22 – Attaching the abseiler to the rope step 64.5...............................................................................44
Figure 24 – The Brakeman signalling ‘SAFE TO DESPATCH’ ......................................................................45
Figure 25 – Despatcher signalling rotate........................................................................................................45
Figure 26 – “Lay Back” signal (safety strop too long) ....................................................................................46
Figure 27 – “GO” Signal (safety strop too long).............................................................................................46
Figure 28 – Abseil Body Position....................................................................................................................47
Figure 29 – Controlling speed - step 67.1......................................................................................................47
Figure 30 – Braking - step 67.2......................................................................................................................48
Figure 31 – ‘NO ROPE’ on the ground signal.................................................................................................49
Figure 32 – ‘LESS THAN 20 FT (6 M) OF ROPE’ on the ground signal.......................................................49
Figure 33 – ‘SAFE TO DESPATCH’ signal.....................................................................................................49
Figure 34 – Brakeman applying the brake.....................................................................................................50
Figure 35 – Method 1 for detaching the abseiler on landing..........................................................................51
Figure 36 – Method 2 for detaching the abseiler on landing..........................................................................51
Figure 37 – Abseiler signalling “Clear of the Rope”........................................................................................51
Figure 38 – Brakeman Change over Procedure.............................................................................................52
Figure 39 – The ‘Lock Off’ step 76.1..............................................................................................................53
Figure 43 – The Make Safe step 77.1............................................................................................................54
Figure 44 –The Make Safe step 77.2.............................................................................................................55
Figure 47 – Fitting the sling and carrying the rifle step 81.1...........................................................................57
Figure 48 – Fitting the sling and carrying the rifle step 81.2...........................................................................57
Figure 49 – Attaching the Bergan...................................................................................................................58
Figure 50 – Bergan Quick Release Method step 84.1...................................................................................58
Figure 51 – Bergan Quick Release Method step 84.3...................................................................................59
Figure 52 – Required equipment: Karabiner LA812 (30kN)...........................................................................59
Figure 53 – Universal Harness, Light Stores Dropping prepared stores load................................................60
Section A
DAP 101A-1114-1
Figure 54 – Improvised Stores Load step 89.1..............................................................................................61

Figure 57 – Dispenser Bag Packing step 92.1...............................................................................................62
Figure 61 – Improvised Dispenser Bag..........................................................................................................64
Figure 62 – Chain Linking a Rope step 94.1..................................................................................................64
Figure 64 –Chain Linking a Rope step 94.3...................................................................................................65
Figure 66 –Chain Linking a Rope step 94.5...................................................................................................65
Chapter 4 Annex A: Abseiler And Despatcher Training Syllabus
Chapter 4 Annex B: Abseiling – Despatcher And Abseiler Currency Certificates
Figure 67 – Front Page .................................................................................................................................68
Figure 68 – Back Page...................................................................................................................................69
Figure 69 – Front Page..................................................................................................................................70
Figure 70 – Back Page...................................................................................................................................71
Chapter 4 Annex C: Abseiling - Despatcher And Abseiler Log Sheets
Chapter 4 Annex D: Fitting The Autrailian Tape Harness (ATH)
Figure 71 – Step 99.1.....................................................................................................................................76
Figure 72 – Step 99.2.....................................................................................................................................76
Figure 73 – Step 99.3.....................................................................................................................................77
Figure 74 – Step 99.4....................................................................................................................................77
Figure 75 – Step 99.5.....................................................................................................................................77
Figure 76 – Step 99.6.....................................................................................................................................78
Figure 77 – Step 99.7.....................................................................................................................................78
Figure 78 – Step 99.8.....................................................................................................................................78
Chapter 4 Annex E: Tying A Figure-Of-Eight-Knot
Figure 79 – Figure-Of-Eight On The Bight......................................................................................................80
Chapter 5 - Abseiling: Despatch And Aircraft Procedures
Figure 80 – Locked off and awaiting inspection.............................................................................................83
Figure 81 – Paired off by despatcher.............................................................................................................84
Figure 82 – ‘UNLOCK’...................................................................................................................................85
Figure 83 – ‘LAY BACK’ ................................................................................................................................85
Figure 84 – ‘GO’.............................................................................................................................................85
Chapter 5 Annex B: Puma HC Mk2 - Abseiling Procedures
Figure 85 – Abseil rope floor attachment points (looking forward).................................................................93
Figure 86 – Abseil rope floor attachment points (looking aft).........................................................................93
Chapter 5 Annex C: Chinook HC Mk4 - Abseiling Procedures
Figure 87 – Abseil rope attachment to primary and secondary points...........................................................96
Chapter 5 Annex D: Chinook HC Mk6 - Abseiling Procedures
Figure 88 – RRB/BQRM component check....................................................................................................98
Figure 89 – RRB/BQRM functional check......................................................................................................98
Figure 90 – RRB/BQRM release lever operation...........................................................................................99
Figure 91 – Primary and secondary attachment of MK4 rope........................................................................99
Figure 92 – Abseilers preparing to exit...........................................................................................................100
Figure 93 – Abseilers in despatch position.....................................................................................................100
Figure 94 – Rope caught between ramp edge and ramp sill protector..........................................................101
Chapter 5 Annex E: Bell 212 - Abseiling Procedures
Figure 95 – Bell 212 rope attachment points (four abseil ropes)....................................................................103
Chapter 5 Annex F: Dauphin - Abseiling Procedures
Figure 96 – Primary and secondary attachment of abseil rope to roping beam.............................................104
Chapter 5 Annex G: Merlin Mk3/4 - Abseiling Procedures
Figure 97 – Primary and secondary attachment of abseil rope to roping beam.............................................106
Figure 98 – Abseiler behind aircraft centre line..............................................................................................107
Figure 99 – Abseil position.............................................................................................................................107
Figure 100 – Marlow safety strop location......................................................................................................108
Figure 101 – Marlow safety strop stowed.......................................................................................................108
Section A
DAP 101A-1114-1
Chapter 5 Annex H: Generic Night Abseiling Procedures

Figure 102 – ‘SAFE TO DESPATCH’.............................................................................................................111
Figure 103 – ‘STOP’.......................................................................................................................................112
Chapter 5 Annex I: Wildcat Ah Mk 1 / Wildcat Hma Mk 2- Abseiling Procedures
Figure 104 – Pin inserted and secure in the anchor with twisted Shackle (Left)............................................113
Figure 105 – Attaching the Bolster to the Aircraft...........................................................................................114
Figure 106 – Attaching the Bolster to the Aircraft behind the aft facing seats................................................114
Figure 107 – Position of the safety strop attachment point............................................................................115
Figure 108 – Karabiner anchor point..............................................................................................................116
Figure 109 – Tension between firgure of eight knot and clove hitch...............................................................116
Figure 110 – Guard Rail WG1383-0483-103 (highlighted with red circles) attached to footstep....................117
Figure 111 – Step 1........................................................................................................................................117
Figure 112 – Step 2........................................................................................................................................117
Figure 113 – Step 3........................................................................................................................................118
Figure 114 – Step 4........................................................................................................................................118
Figure 115 – Position of Abseilers (multi-abseil).............................................................................................119
Appendix A To Annex I - Construction Of Bolster
Figure 116 – Components..............................................................................................................................120
Figure 117 – Chamfered Hardwood...............................................................................................................120
Figure 118 – Step 1........................................................................................................................................121
Figure 119 –Step 2.........................................................................................................................................121
Figure 120 – A Clove hitch used on the Bolster.............................................................................................121
Tables
Table 1 – Mandatory Abseil and Despatcher currency requirements�� 19

Table 2 – Personal Protection Equipment – Gloves�� 38
Table 3 – Abseiling: Voice marshalling�� 88
Table 4 – Aircraft Manoeuvre: Voice marshalling�� 91
Table 5 – Abseil equipment requirement�� 92
Section A
DAP 101A-1114-1
CHAPTER 1: ABSEILING (GENERAL)
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.
WARNING
PRIOR TO ANY FAST ROPING ACTIVITY TAKING PLACE, ALL ROPERS MUST BE WEIGHED USING
AN ACCURATE AND CALIBRATED SET OF SCALES. ROPERS SHOULD NOT EXCEED THEIR STATED
MAXIMUM ALL UP WEIGHT (AUW). REGULAR TROOPS SEE CHAPTER 1 PARAGRAPH 7 FOR AUW’S.
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.
An in date HDI who has attended JADTEU HDI module during TIES can qualify aircrew as HD to despatch
using abseil techniques. The HDI can train and qualify HD on those helicopter types that they are authorised
to instruct on. HD must be qualified on the helicopter type intended for use and meet the currencies once
trained laid down in the despatcher section of Table 1 of Paragraph 6 of DAP 101A-1114-1.
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).
Section A
DAP 101A-1114-1
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:
6.1 Table 1 details the minimum currency requirements; however JADTEU advises that HAI’s 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 – Mandatory Abseil and Despatcher currency requirements

ABSEILER
Duration Mandatory Requirements Notes
6 months 2 x descents no equipment. Must include the emergency procedure and a minimum
of 2 descents with the individual’s operational equipment
2 x descents with worn (if applicable)
equipment.
All should be observed in their ability to perform the duties
1 x emergency procedure of a brakeman.
with equipment.
Just in time. On gantry
(within 28 days 1 x emergency procedure Despatch position relevant to airframe type.

of an exercise with equipment. Gantry
or operational only
abseil descent)
2 x descents with operating All should be observed in their ability to perform the duties
equipment. of a brakeman.
From a helicopter
1 x descents with operating Practiced at the height anticipated above ground level.
equipment.
DESPATCHER
6 years Minimum of 5 x dispatches With 12 month skills review by HDI.
every 6 months.
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:
6.2.1 the 6 month currency is not maintained, and/or
6.2.2 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.
Section A
DAP 101A-1114-1
Limitations relating to stores loads can be found in Chapter 4, and limitations which are specific to aircraft
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 in “Chapter 1 Annex A: Abseiling – Pre-Training Briefs”.
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:

10.1.1 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.
10.1.2 A qualified person is to ensure that the gantry is securely locked when not in use. The
keys are to be held centrally.
10.1.3 All exit/despatch points are guarded by gates; closed and secure when not in use.
10.1.4 To prevent falling from height, the walkways to and from the despatch points are to be
safeguarded by railings.
10.1.5 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.
10.1.6 The despatcher is able to secure themselves to a certified anchor point whilst carrying
out despatching drills or preparing equipment for training.
Section A
DAP 101A-1114-1
10.1.7 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.
10.1.8 The HAI is to give a comprehensive safety brief to all personnel before training
commences in accordance with (iaw) this chapter.
10.1.9 Place warning signs around the training area to warn of ‘abseiling in progress’.
10.2 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.
11.2 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.
11.3 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.
14.2 A JADTEU trained HAI is present to ensure safe practice iaw this publication.
14.3 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.
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.
14.5 The activity should be risk assessed as described above with all necessary parameters in place.
Section A
DAP 101A-1114-1
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 within 48 hours of its occurrence
i.a.w the Military Aviation Authority (MAA) regulations.
The Air Accident Investigation Bureau (AAIB) must be informed of any aviation incident or accident
immediately in order for them to determine if an investigation is necessary. The AAIB’s 24-hour reporting
line number is 01252 512299, and further details can be found on the website www.gov.uk/government/
organisations/air-accident-investigation-branch.
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 through the JADTEU Duty Orderly Officer on 07989
680192.
The HFRI is to submit a DASOR in consultation with the aviation service provider or the unit’s LEMSCO or
SEMSCO . 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. A copy of the report is to be faxed to JADTEU Training Section on
95461 6275 or 01993 896275. 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.
Any equipment involved in an incident is to be immediately quarantined and taken under the control of a
person independent of the accident.
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.
17.1 Statements must be taken from:

17.1.1 HAI.
17.1.2 Despatcher.
17.1.3 Abseiler (if possible).
17.1.4 Brakeman.
17.1.5 Any independent witness(es).
17.1.6 Aircrew (if accident/incident occurs from an aircraft).
17.2 The instructor’s statement should include information such as:
17.2.1 Stage and type of training.
17.2.2 Location, weather and time of day.
17.2.3 Height from which abseiling was carried out.
17.2.4 Equipment (if any) carried.
17.2.5 All-up weight of abseiler.
17.2.6 Aircraft type.
17.2.7 Number and type of descents carried out by injured abseiler before the accident.
17.2.8 Stick position of the injured abseiler.
17.3 A statement about the abseilers individual Abseil equipment system including:
17.3.1 Condition of the equipment involved.
Section A
DAP 101A-1114-1
17.3.2 Copy of all log card information and total number of descent on the abseil rope.
17.3.3 Conditions in which the equipment was stored.
17.3.4 Details of the injury.
17.3.5 Specific details of the accident.
17.3.6 Any outside influences.
17.3.7 Any other pertinent information.
Section A
DAP 101A-1114-1
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:

18.1.1 Admin area.
18.1.2 Fire escapes.
18.1.3 Toilets.
18.1.4 Entry to the gantry.
18.1.5 Smoking area.
18.1.6 Out of bounds.
18.1.7 Location of the nearest phone.
18.2 Actions on:

18.2.1 Fire.
18.2.2 Casualty (minor or major).
18.3 Medical:
18.3.1 Location of the medic.
18.3.2 Evacuation plan.
18.4 PPE and Individual dress:

18.4.1 Helmets to be worn (where and when).
18.4.2 Gloves – only cleared inner and outer gloves are to be used and must be inspected iaw
Chapter 3 of this book.
18.4.3 Harnesses to be inspected iaw AP108G-0002-1K.
18.4.4 Jackets worn; sleeves must be rolled down.
18.4.5 No watches, bracelets, rings or other jewellery to be worn.
18.4.6 Pockets must be empty of loose articles. No multi-tools, berets on belts etc.
18.5 All equipment has been inspected and is fit for use.
18.6 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.

19.2 Explain locations of personalities ie where the HAI will be situated, who the despatcher will be etc.
19.3 Aircraft type and relevant points.
19.3.1 Snagging hazards.
19.3.2 Movement about the cabin or start position
19.3.3 Aircaft limitations (from SOP).
19.4 Location of sortie.
19.5 Type of sortie (circuits, press ups, DOP/PUP etc).
19.6 Height Above Ground Level (AGL) for descents.
19.7 Phases:
Section A
DAP 101A-1114-1
19.7.1 Emplaning.
19.7.2 Flight.
19.7.3 Deplaning.
19.8 PPE to be worn - helmets, eye and ear protectors, gloves (inner and outer).
19.9 Equipment to be worn and when. Ensure all equipment is checked.
19.10 Size of sticks.
19.11 Reminder of hand signals from despatcher to abseiler and brakeman to despatcher.
19.12 Reminder of brakeman duties and minimum rope length on floor.
19.13 Reminder of emergency procedures (including lock off and make safe) and the foreseeable
reasons when this may need to be employed.
19.14 Aircraft emergencies to be covered by the aircrew in stage 1.
19.15 Medical:
19.15.1 Location of medic and ambulance.
19.15.2 Nearest hospital.
19.15.3 Casualty evacuation plan.
19.16 Available flying time.

19.17 Timings.
19.18 Any questions.
19.19 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:

20.1.1 Training purpose.
20.1.2 Training previously carried out.
20.2 Location of flying area.
20.3 No fly areas (where relevant).
20.4 Height AGL for descents.
20.5 How many abseilers in total and individual stick sizes.
20.6 Ropes and other equipment used. Inspected and fit for purpose.
20.7 Responsibilities. Who will be doing what and where.
20.8 Despatching drills and voice marshalling explained.
20.8.1 Equipment that will be worn by the abseiler and when.
20.9 Type of sortie.
20.10 Estimated No of sorties.
20.11 Confirm actual flying time available and re-fuelling requirements.
20.12 Reinforce the need to remain in the steady hover until all abseilers are clear of the rope.
20.13 Explain medical cover in place and discuss option of CASEVAC by air. Nearest hospital with HLS.
20.14 Any requirements for abseilers to carry out emergency procedures?
20.15 Aircraft emergencies (aircrew to cover).
20.16 Winch recovery options (aircrew to cover if fitted).
20.17 Any questions or points appropriate to the task.
Section A
DAP 101A-1114-1
CHAPTER 2: THE HELICOPTER ABSEIL INSTRUCTOR
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.
21.2 Hold a current abseiler’s certificate (F140b).
21.3 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
22 Training
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
DAP 101A-1114-1
INSTRUCTORS LOG SHEET (Sheet......)
Name Rank Number Aircraft Expiry Dry Training Live Flying Remarks
Type Date Location Location
(dtg) (dtg)
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’s 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.
CAUTION
For safety reasons JADTEU states that when training for currency a HAI must be present and
supervise training from the ground. When ropers are current and competent a SQEP individual
should supervise training.
Note
JADTEU accept that is not always possible to have a SQEP on the ground however they must be
present on the training evolution.
23 Responsibilities
CAUTION
For safety reasons JADTEU highly recommends that the HAI’s are in a position to supervise
training from the ground. Deviation from this recommendation should be fully discussed with
the DDH prior to the activity taking place.
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:
23.1 Ensuring their copy of DAP 101A-1114-1 is the latest issue and is fully conversant with the
publication.
Section A
DAP 101A-1114-1
23.2 Planning and supervision of all abseiling training.

23.3 Ensuring all safety parameters are in place iaw Chapter 1.
23.4 Ensuring that all participants are thoroughly briefed iaw Chapter 1, Annex A.
23.5 The correct storage, care and maintenance of all abseiling equipment (Chapter 3).
23.6 Instructing abseiling and despatching using a certified gantry and aircraft.
23.7 Instructing abseil, brakeman and despatching techniques and procedures iaw Chapter 4 and 5.
23.8 Ensuring the relevant aircraft is rolled correctly for abseiling operations iaw the specific aircraft
annex in Chapter 5.
23.9 Teaching and supervising abseiling training from helicopters.
23.10 Maintain currency as an instructor.
23.11 Maintaining the currency of Abseilers and Despatchers.
23.12 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).
23.13 Knowing the responsibilities of:
23.13.1 The despatcher/aircrew.
23.13.2 The assistant.
23.13.3 The team leader
23.13.4 The abseiler.
23.13.5 The brakeman.
23.14 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
24 The 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:
24.1 HAIs may only renew their qualification by attending another HAI course. JADTEU do not remind
personnel when their qualification is due to lapse.
24.2 The HAI must remain current by carrying out currency training as a abseiler and despatcher iaw
the currency requirements in Chapter 1, paragraph 6.
24.3 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.
24.4 HAI self-validation is prohibited.
24.5 All training carried out by the HAI should be logged on the unit/ship helicopter abseiling log sheet.
THE ASSISTANT HAI
25 The Assistant HAI

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.
26 Responsibilities
The assistant’s responsibilities include but are not limited to:
26.1 Acting as a demonstration troop for the HAI.
26.2 Assisting the HAI in the movement of equipment for aircraft preparation.
Section A
DAP 101A-1114-1
26.3 Controlling equipment at ground level.

26.4 Monitoring for Foreign Object Debris (FOD).
26.5 Control of personnel prior to emplaning.
26.6 Inspecting each stick to ensure appropriate PPE & equipment is correctly fitted prior to emplaning.
26.7 Controlling the brakemen/abseilers on the ground.
TEAM LEADER
27 General
A HAI may train a team leader in a supporting role when carrying out Abseiling whether 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.
28 Responsibilities
28.1 Having a though knowledge of the abseiling procedures & currencies described in the latest issue
of the DAP 101-1114-1.
28.2 Acting as a demonstration troop for the HAI.
28.3 Despatching from a gantry under the direct supervision of a HAI, including:
28.3.1 Inspecting abseiling equipment and PPE are correct prior to despatching.
28.3.2 Control the exit point at all times.
28.3.3 Assisting the abseiler with equipment when exiting the despatch point where necessary.
28.4 Responsible for checking abseilers are current and in date.
28.5 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.
28.6 Control of personnel and equipment prior to emplaning.
28.7 Inspecting all abseilers to ensure correct PPE & equipment is worn prior to emplaning.
28.8 Conducts briefing of team members after the aircrew briefing.
28.9 Determines sequence of the descents of the abseilers and reports it to the helicopter despatcher.
28.10 In consultation with the helicopter despatcher assists with rehearsal of abseilers prior to sortie
unless operationally unable or inappropriate.
28.11 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
29 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:
29.1 A qualified and current despatcher.

29.2 A qualified and current aircrew.
29.3 May only qualify despatchers on the aircraft type for which they are qualified (signed 146).
Conversion process
29.4 Be in possession of form F146 whilst conducting training
Section A
DAP 101A-1114-1
30 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:
30.1 Ensuring his copy of DAP 101A-1114-1 is to the latest issue and is fully conversant with the
publication.
30.2 Instructing in the despatch procedures in the DAP 101A-1114-1 and the relevant aircraft SOPs.
30.3 Planning and supervision of helicopter despatcher training.
30.4 Ensuring that all participants are thoroughly briefed iaw Chapter 1, Paragraph 8.
30.5 Instruct and supervise the correct storage, care and maintenance of all fast roping equipment
(Chapter 3), including all necessary before and after use inspections.
30.6 Maintain currency as a helicopter despatch instructor.
30.7 Maintaining the currency of helicopter despatchers.
30.8 Recording all helicopter despatcher training carried out under supervision on the Roping log
sheets and on each participants Log book.
HELICOPTER DESPATCHER
31 General
The HD (helicopter despatcher) must be a minimum of a substantive JNCO or above unless stated as
an endorsed units see Chapter 2 Paragraph 34. 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.
32 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:
32.1 Having a thorough knowledge of the procedures described in the latest issue of the DAP 101-
1114-1 and the relevant aircraft Standard Operating Procedure (SOP).
32.2 The care, maintenance and preparation of Abseiling equipment (Chapter 3) provided by the
squadron, including all necessary before and after use inspections.
32.3 Preparation of the aircraft for abseiling (see relevant aircraft annex).
32.4 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.
32.5 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.
32.6 Reconnoitre the target landing point.
32.7 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).
32.8 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:
32.8.1 The rope is deployed too early and the aircraft is not in the hover.
32.8.2 The aircraft drifts during deplaning.
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DAP 101A-1114-1
32.8.3 The aircraft transitions before abseilers are clear of the rope.
32.9 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.
32.10 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.
32.11 Controlling the exit point at all times.
32.12 Assisting the abseiler with equipment during emplaning and exiting where necessary.
32.13 Recovering the abseil rope.
32.14 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.
32.15 Maintaining the currency of helicopter despatchers (only when in a crewman instructor/trainer role).
ENDORSED ABSEILING UNITS
33 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.
34 Endorsed units
The following Units are endorsed fast roping units:
34.1 Fleet sponsored:

34.1.1 Surveillance and Reconnaissance Squadron (SRS), 30 CDO IX Group RM.
34.1.2 42 CDO.
34.1.3 Fleet Diving Unit (FDU). UHD
34.1.4 RN MAOT.
34.1.5 Royal Marine Mountain Leaders (RMML).
34.1.6 Designated CHF MCT Sqn.
34.1.7 FOST 1AGRM Board and Search School (BSS)
34.2 DSF sponsored:

34.2.1 UKSF.
34.2.2 UKSF(R).
34.2.3 Special Forces Support Group.
34.2.4 11 EOD.
34.3 Avn Units:

34.3.1 7 Sqn RAF.
34.3.2 658 Sqn AAC.
34.3.3 815 RNAS.
34.3.4 Qualified and current observer/aircrewman of service helicopter units.
34.4 16AA Bde sponsored:

34.4.1 16 Bde Pathfinders.
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DAP 101A-1114-1
CHAPTER 3: HELICOPTER ABSEIL EQUIPMENT
THE ABSEIL SYSTEM
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-0002-2(NAR)1.
35 Introduction
The Abseil System is made up of several components as detailed in this chapter; all components must have
a log card, a before and after use examination, and must be stored and cleaned as detailed below.
36 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-0002-
2(NAR)1.
37 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-0002-1K. 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.
38 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 48.
39 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-0002-1K, Abseil System.
THE ABSEIL HARNESS
40 Description
The Abseil Harness (Figure 3) is manufactured from 44 mm 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
DAP 101A-1114-1
Figure 3 – Harness
41 Life
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)
42 Description
The HOLK (Figure 4) is manufactured from light alloy and allows the controlled descent of abseilers or stores
from a hovering helicopter to the ground.
Figure 4 – HOLK
43 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)
44 Description
Either karabiner LA812 (30kN) (not shown) or karabiner A812 (32kN) (Figure 5) may be used with the abseil
system. The karabiner is used to connect the HOLK to the abseil harness.
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DAP 101A-1114-1
Figure 5 – Karabiner A812 (32kN).

45 Life
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
46 Description
The Abseil Rope (Figure 6) 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

47 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.
47.1 The HLSEI is to carry out the following procedure:

47.1.1 Remove the Abseil Rope from the manufacturer’s lightproof packaging. Ensure that the
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DAP 101A-1114-1
Log Card supplied with the Abseil Rope contains the correct information for the rope.
47.1.2 Raise a MoD Form 749H Log Card and record the serial number and Life Expiry date of
the rope
47.1.3 Attach the manufactures Rope Log Card to the MoD Form 749H Log Card.
47.1.4 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.
48 Storage and Cleaning
Ropes are to be stored as follows:
48.1 Ropes are to be kept with their log cards in either the abseil rope dispenser assembly GQD41131
or a lightproof cardboard box.
48.2 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.
48.3 Ropes are never to be left in sunlight and every effort is to be made to keep them covered until
required for use.
48.4 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
49 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
50 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
51 Description
Universal Harness, Light Stores Dropping (Figure 8). The Universal Harness, Light Stores Dropping consists
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DAP 101A-1114-1
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.
Figure 8 – Universal Harness, Light Stores Dropping
52 Life
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)
53 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)
54 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.
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DAP 101A-1114-1
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 (Figure 10) are cleared for abseiling from all heights within current
limitations. Currently they can only be local purchased through the stores system from the manufacturer
www.bennettsafetywear.co.uk. Details of manufacturers part numbers and sizes are at Table 1.
55 Before use checks

Personnel are to carry out ‘before use’ checks as follows:
55.1 Ensure the glove is of the correct size.

55.2 Damaged or faulty gloves will not provide the level of protection required.
55.3 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.
55.4 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
56 After use checks

Personnel are to carry out ‘after use’ checks as follows:
56.1 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.
56.2 Dirty gloves may lead to a reduction in protection. Gloves should be brushed clean with a soft
bristle brush to remove dirt.
56.3 Soiled gloves should be cleaned with a damp lint free cloth. If the gloves are heavily soiled they
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DAP 101A-1114-1
could be rinsed in clean water as if washing your own hands. Strong cleaning agents e.g. bleach should
not be used.
56.4 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.
56.5 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 1156100080
Medium 1156100090
Large 1156100100
XLarge 1156100110
XXLarge 1156100120
DESPATCHER EQUIPMENT
BELT SAFETY DESPATCHERS
57 General
These belts (Figure 11) 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.
57.1 The belt is to be fitted as follows:

57.1.1 The belt should be adjusted to fit snugly around the waist.
57.1.2 The fabric tabs should be passed through the metal loops and fully inserted into the
metal tabs as shown.
57.1.3 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 11 – Belt safety despatcher
Section A
DAP 101A-1114-1

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-0201-1.
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)
59 General
The J-Knife (NSN 4240-99-977-2081) 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

The knife should be checked before any live flying serial for:
60.1 Rust - any rust found should be removed.

60.2 Screws - ensure all screws are done up and secure.
Section A
DAP 101A-1114-1
CHAPTER 4: ABSEILING – TRAINING PROCEDURES AND TECHNIQUES
INTRODUCTION
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 Chapter 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
61 Prerequisites
There are a number of prerequisites for an individual to be trained as an abseiler; they are as follows:
61.1 Only personnel that are required by their parent unit’s operational role should be trained.
61.2 Individuals must be medically fit ie no medical limitations on conducting routine unit tasking, to
participate in abseiling training.
61.3 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.
62 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:
62.1 The care and maintenance of his personal abseil equipment, including inner and outer gloves.
62.2 The preparation and checking of personal equipment including weapons.
62.3 The correct descent techniques.
62.4 To be fully competent with emergency procedures and implementing them when necessary.
62.5 Correctly attaching or detaching themselves from the rope.
62.6 Abseiling with equipment and weapons in single and multi-point descents.
62.7 Being primarily responsible for braking.
62.8 Able to carry out duties of a brakeman.
62.9 Maintaining currency as an abseiler.
PERSONAL EQUIPMENT
63 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 Chapter 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.
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DAP 101A-1114-1
Figure 13 – Abseiler PPE - Helmet, ear protection, Eye protection, Inner Gloves and Outer Gloves
64 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 14 to Figure 17.
64.1 Hold the abseil harness with the two leg loops downward and the D-ring facing away from the wearer.
64.2 Step into the two leg loops and pull the loops up the thighs to form a seat support.
64.3 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.
64.4 Place the right hand down through the right leg loop.
Figure 14 – Fitting the Harness step 64.4
64.5 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.
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DAP 101A-1114-1
64.6 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 16 – Fitting the harness step 64.6
64.7 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.
64.8 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.
64.9 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.
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DAP 101A-1114-1
DESPATCH PROCEDURE
65 Gantry/Single point despatch procudre

Once the abseilers PPE is in place as per Figure 18 the abseiler is attached to the rope by the despatcher as
per Figure 18 to Figure 23.
65.1 The abseiler detaches the HOLK from his karabiner and hands it to the despatcher.
Figure 18 – Attaching the abseiler to the rope step 64.1.
65.2 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.
65.3 The despatcher fits the HOLK to the karabiner using the small hole.
65.4 Ensure the screw gate is uppermost and faces away from the abseiler. Lock the screwgate
finger tight.
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DAP 101A-1114-1
65.5 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
65.6 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 23 – Attaching the abseiler to the rope step 64.6
65.7 The abseiler is then offered the dead end of the rope by the despatcher and upon taking it
demostrates the brake postion.
65.8 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 24). A full description of this
can be found in “Chapter 4: Abseiling – Training Procedures And Techniques”.
Section A
DAP 101A-1114-1
Figure 24 – The Brakeman signalling ‘SAFE TO DESPATCH’ .
65.9 When instructed by the despatcher, the abseiler moves to the exit gathering in any slack rope
between him and the anchor point.
65.10 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 25).
Figure 25 – Despatcher signalling rotate
65.11 The abseiler looks at the despatcher and when given the signal to ‘LAY BACK’ adopts a position
between 45° and 90° (Figure 26)
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DAP 101A-1114-1
Figure 26 – “Lay Back” signal (safety strop too long)
65.12 When given the ‘GO’ signal (Figure 27) 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.
Figure 27 – “GO” Signal (safety strop too long)
ABSEIL TECHNIQUE
66 Abseil Body Position

During all abseil training and operations the abseiler must adopt the correct body position as shown in Figure
28. The body is to be horizontal with the feet together. The upper hand has a light grasp on the dead side of
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DAP 101A-1114-1
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 28 – Abseil Body Position
67 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 29):
67.1 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 29 – Controlling speed - step 67.1
67.2 To brake, the live end of the rope is to be pulled in tight under the buttocks (Figure 30).
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DAP 101A-1114-1
Figure 30 – Braking - step 67.2
Note
For training a brakeman must always be present but the prime responsibility for braking is always with
the abseiler.
THE BRAKEMAN
68 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.
69 Responsibilities
It is the brakeman’s responsibility to:
69.1 Ensures that a minimum of 20 ft (6 m) of rope is on the ground at all times.

69.2 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.
69.3 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.
69.4 Assists in removing the abseiler or stores load from the rope when either has reached the ground.
70 Signals
The hand signals used by the brakeman are as follows.
70.1 Both arms spread with no rope – there is ‘NO ROPE’ on the ground (Figure 31).
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Figure 31 – ‘NO ROPE’ on the ground signal
70.2 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 32).
Figure 32 – ‘LESS THAN 20 FT (6 M) OF ROPE’ on the ground signal
70.3 The brakeman is in control of the rope - it is ‘SAFE TO DESPATCH’ the abseiler/stores load
(Figure 33).
Figure 33 – ‘SAFE TO DESPATCH’ signal
Note
The rope must pass freely between the brakeman’s hands.
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DAP 101A-1114-1
71 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 34).
Figure 34 – 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.
72 Landing
When the abseiler reaches the ground the brakeman takes charge of the abseiler.
Using one of two methods illustrated in Figure 35 and Figure 36 the brakeman is responsible for detaching
the abseiler from the rope.
72.1 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 35), 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
DAP 101A-1114-1
Figure 35 – Method 1 for detaching the abseiler on landing
72.2 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 36).
Figure 36 – 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 37).
Figure 37 – Abseiler signalling “Clear of the Rope”

Section A
DAP 101A-1114-1
73 Brakeman Change over procedure

The brakeman can either remain in place or change over. The change over procedure is as follows (Figure 38):
73.1 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.
73.2 The brakeman confirms the relief has hold of the rope then moves away allowing the relief to
assume the brakeman’s responsibilities.
Figure 38 – Brakeman Change over Procedure
EMERGENCY PROCEDURE
74 General
There can be various reasons why an abseiler may have to halt their descent. These include but are not
limited to:
74.1 Less than 20ft of rope on the ground

74.2 Rope off target/brakmen not in position.
74.3 The rope not passing freely through the HOLK due to clothing or equipment jammed in the system.
74.4 Any other reason that prevents a controlled descent and a safe landing.
75 Immediate Action
Having established that it is not safe to continue his descent the abseiler has to carry out the following
actions:
75.1 Stop, by applying the brake.

75.2 Apply ‘the lock off’.
76 The Lock Off
Once the abseiler has stopped by applying the brake the lock-off is performed as follows:
76.1 Take the non-braking hand across the body and around the front of the rope; grip the rope just
below the HOLK.
Section A
DAP 101A-1114-1
Figure 39 – The ‘Lock Off’ step 76.1
76.2 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.
76.3 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.
76.4 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.
Section A
DAP 101A-1114-1
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.
77 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:
77.1 The rope is pulled up from below and turns are taken around the thighs (Figure 43). 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.
Figure 43 – The Make Safe step 77.1
77.2 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
DAP 101A-1114-1
Figure 44 –The Make Safe step 77.2

77.3 If the end of the rope is not snagged the excess rope has to be pulled up, coiled and stowed
between the legs.

77.4 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.
77.5 The ‘MAKE SAFE’ signal is continued until the despatcher acknowledges with a single chop motion.
77.6 The ‘MAKE SAFE’ is now complete. The abseiler will then hug the rope and make an assessment
of the situation.
Section A
DAP 101A-1114-1
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: Despatch And Aircraft
Procedures”).
ABSEILING WITH EQUIPMENT
78 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 AUW 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.
79 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.
80 Checks
Prior to abseiling, the weapon should be checked for the following:
80.1 The magazine is securely fitted.

80.2 All ancillaries/attachments are securely fitted.
80.3 The weapon is made safe and the safety catch is applied.
80.4 The weapon is slung correctly.
80.5 The weapon is close to the body to avoid it swinging around.
80.6 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.
81 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:
81.1 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
DAP 101A-1114-1
Figure 47 – Fitting the sling and carrying the rifle step 81.1
81.2 The rife must be carried as shown.
Figure 48 – Fitting the sling and carrying the rifle step 81.2
82 Personal Equipment
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).
83 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
DAP 101A-1114-1
83.1 Place the bergen on the ground with the frame or strong points uppermost. Pull the shoulder
straps tight.
83.2 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.
83.3 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 49).
Figure 49 – Attaching the Bergan
84 Quick release method

The quick release method is as follows:
84.1 Pass the strap through the buckle as normal.
Figure 50 – Bergan Quick Release Method step 84.1
84.2 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.
84.3 Pull the strap through the buckle ensuring there is a minimum 4 fingers loop behind the buckle.
Section A
DAP 101A-1114-1
Figure 51 – Bergan Quick Release Method step 84.3
84.4 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
85 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.
86 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;
86.1 At 90 ft (27 m) the minimum load is 41 kg (90 lb).

86.2 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.
87 Universal Harness, Light Stores Dropping

This is the only purposely designed way of preparing a stores load. The following equipment is required:
87.1 Universal Harness, Light Stores Dropping and webbing strap (see Chapter 3 Figure 8)
87.2 Karabiner LA812 (30kN) (Figure 52) or (32kN) A812 (see Chapter 3 Figure 5).
Figure 52 – Required equipment: Karabiner LA812 (30kN)
87.3 Horned Lowering Link (HOLK) (see Chapter 3 Figure 4)

88 Preparing stores
The method of preparing a stores load using this method is as follows (Figure 53):
Section A
DAP 101A-1114-1
88.1 Pack the load into a suitable container or tie together using para cord and all loose straps are
taped up.
88.2 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.
88.3 Place the cruciform D-ring and tensioner assembly on top of the load, orientated to match the
webbing straps laid out beneath the load.
88.4 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.
88.5 Fold back the free ends of the webbing straps and secure to the fixed length of webbing strap
with tape or elastics if fitted.
88.6 Use a karabiner to secure a HOLK to the D-ring.
88.7 The rope is attached to the HOLK using the usual procedure.
Figure 53 – Universal Harness, Light Stores Dropping prepared stores load
89 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.
89.1 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 (NBC).
Section A
DAP 101A-1114-1
Figure 54 – Improvised Stores Load step 89.1
89.2 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.
89.3 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.
90 Lowering stores loads

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
DAP 101A-1114-1
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
91 General
There are three methods of preparing and deploying an abseil rope from a helicopter:
91.1 The dispenser bag assembly.

91.2 The improvised dispenser bag (Operational use only).
91.3 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.
92 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:
92.1 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 57 – Dispenser Bag Packing step 92.1
92.2 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
DAP 101A-1114-1
92.3 Two bights of rope fit in each elastic loop. Continue down the bag until all the rope is stowed.
92.4 Fold the top flap over the stowed rope and secure the flap in place with the Velcro strips.

92.5 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.

The rope is then tied off with two ‘figure of 8s’ in preparation for flying or the excess is wrapped around the
open end and tied off for storage.
93 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:
93.1 Place a suitable weight in the bottom of a sandbag.

93.2 Feed the rope loosely into the sandbag and ensure there is sufficient length of rope to attach to
the aircraft.
93.3 Knot the top of the sandbag, ensure the rope can run freely.
Section A
DAP 101A-1114-1
Figure 61 – 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.
94 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
94.1 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.
Figure 62 – Chain Linking a Rope step 94.1
94.2 Grasp the trailing rope with the free hand and form a small loop (Figure 63). Feed this loop
through the large loops formed.

Section A
DAP 101A-1114-1
94.3 Take the trailing rope and, using a sufficient length of rope, form a second small loop (Figure 64);
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 (Figure 65).
Figure 64 –Chain Linking a Rope step 94.3
94.4 Repeat Paragraphs 94.2 and 94.3 to form a third loop. This procedure is repeated until most of
the rope is used.
94.5 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 66).
Figure 66 –Chain Linking a Rope step 94.5
Section A
DAP 101A-1114-1
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 All ropers must be
the Abseiler and weighed prior to
Brakeman. training.
2 Introduction to Abseil Harness, HOLK, AP 108G-0002-1K. Theory. Basic
Abseiling equipment karabiner, rope, helmet, overview of design and
and inspection criteria. gloves & stores lowering purpose.
equipment.
3 Fitting of Abseil Abseil Harness, HOLK, Satisfaction of the HAI. Theory
Equipment & PPE. karabiner & helmet,
gloves.
4 Abseil Technique, Abseil equipment and DAP 101A-1114-1, Explain, demonstrate
duties of a brakeman PPE. Sect A, Chap 4 and 5. and practice.
and single or multi point
despatch procedure. Satisfaction of the HAI.
5 Fitting and carriage of As required for DAP 101A-1114-1, Explain, demonstrate
equipment. Principles operational scenarios. Sect A, Chap 4. and practice.
and practice.
Satisfaction of the HAI.
6 Preparing a prepared Abseil equipment, DAP 101A-1114-1, Theory. Explain,
and improvised stores PPE & Stores lowering Sect A, Chap 4. demonstrate and
load. Principles and equipment. practice.
practice Satisfaction of the HAI.
7 Emergency procedure. Abseil equipment and AP 101A-1114-1, Sect Explain, demonstrate

PPE. A, Chap 4. and practice.
MANDATORY
Satisfaction of the HAI. assessment before.
8 Rope coiling. 200 ft rope & Dispenser DAP 101A-1114-1, Explain, demonstrate
Assembly. Sect A, Chap 4. and practice.
Satisfaction of the HAI.
9 Briefing and rehearsals. All equipment to be DAP 101A-1114-1, Brief to abseilers,

used. Sect A, Chap 1, Annex despatchers, aircrew
A. and any support staff.
Rehearse emplaning,
in flight, on target,
deplaning.
10 Live flying sorties. As necessary. DAP 101A-1114-1, Progression should
Sect A, Chap 4 and 5. be used as per DAP
101A-1114-1, Sect A,
Relevant aircraft SOP. Chap 4.
11 De-brief. N/A N/A On completion by the

HAI and despatcher.
Section A
DAP 101A-1114-1
DESPATCHER TRAINING SYLLABUS - FROM A CERTIFIED GANTRY

1 Principles of N/A DAP 101A-1114-1, Theory
despatching. Sect A, Chap 5.
Resonsibilities of the
despatcher.
2 Inspection criteria All equipment. AP 108G-0002-1K. Theory. Full
and fitting of Abseiling equipment
equipment. specifications,
inspection criteria and
service requirements.
3 Fitting of despatching Mk15 helmet, crew belt. Satisfaction of the HAI.
PPE
4 Gantry preperation for All equipment. Satisfaction of the HAI. HAI to explain
abseiling. the gantry Risk
Assessment and
gantry Standing
Orders.
5 Single and Multi point All equipment. DAP 101A-1114-1, Explain, demonstrate
despatch position and Sect A, Chap 4 and 5. and practice.
technique.
6 Voice Marshalling. All equipment. DAP 101A-1114-1, Explain, demonstrate
Sect A, Chap 5. and practice.
DESPATCHER TRAINING SYLLABUS - LIVE FLYING SORTIES

6 Briefing and rehearsals. All equipment to be DAP 101A-1114-1, Brief to abseilers,
used. Sect A, Chap 1, Annex despatchers, aircrew
A. and any support staff.
Rehearse emplaning,
deplaning.
7 Live flying sorties. As necessary. DAP 101A-1114-1, Despatcher to be
Sect A, Chap 4 and 5. supervised by a HAI on
initial training.
Relevant aircraft SOP.
8 Live flying sorties. N/A N/A On completion by the
De-brief. HAI.
Section A
DAP 101A-1114-1
CHAPTER 4 ANNEX B: ABSEILING – DESPATCHER AND ABSEILER CURRENCY CERTIFICATES
95 The Abseil Despatcher certificate

This certificate is to be printed on BLUE card.
Figure 67 – Front Page
Section A
DAP 101A-1114-1
Figure 68 – Back Page
Section A
DAP 101A-1114-1
96 The Abseiler certificate

This certificate is to be printed on PINK card
Figure 69 – Front Page
Section A
DAP 101A-1114-1
Figure 70 – Back Page
Section A
DAP 101A-1114-1
CHAPTER 4 ANNEX C: ABSEILING - DESPATCHER AND ABSEILER LOG SHEETS
97 Despatcher Log Sheets
Section A
DAP 101A-1114-1
Section A
DAP 101A-1114-1
98 Abseiler log sheets
Section A
DAP 101A-1114-1
Section A
DAP 101A-1114-1
CHAPTER 4 ANNEX D: FITTING THE AUTRAILIAN TAPE HARNESS (ATH)
FITTING THE AUSTRALIAN TAPE HARNESS (ATH)
99 The sequence of fitting the ATH is shown as follows:

99.1 Take the larger loop and place the sewn portion in the small of the back whilst holding the two
loops over the hands.
Figure 71 – Step 99.1
99.2 Reach between the legs and pull this loop up.
99.3 Place one thumb in the two newly formed loops and pass the sewn portion of the shorter loop
through these loops.
Section A
DAP 101A-1114-1
99.4 Pass the sewn portion of the shorter loop over the head and one shoulder.
99.5 Grasp the opposite end of the short loop then turn it through 180° and place it over the head and
the opposite shoulder.
Section A
DAP 101A-1114-1
99.6 Clip the karabiner to the two loops in the waist harness.
99.7 Invert the karabiner and clip it into the two vertical pieces of the chest harness.
99.8 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.

Section A
DAP 101A-1114-1
99.9 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
DAP 101A-1114-1
CHAPTER 4 ANNEX E: TYING A FIGURE-OF-EIGHT-KNOT
THE 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.
100 Tying the knot

Follow the illustrated sequence shown below to tie a figure-of-eight on the bight.
Figure 79 – Figure-Of-Eight On The Bight

Section A
DAP 101A-1114-1
CHAPTER 5 - ABSEILING: DESPATCH AND AIRCRAFT PROCEDURES
INTRODUCTION
101 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
102 Prerequisites
The prerequisites for an individual to be trained and qualified as a helicopter abseil despatcher are as
follows:
102.1 The individual must hold the minimum rank of substansive Cpl (less 657 Sqn, 7 Flt AAC (Brunei)
and 8 Flt AAC)
102.2 Must be a qualified and current abseiler.
103 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:
103.1 Having a though knowledge of the procedures described in the latest issue of the DAP 101A-
1114-1 and the relevant aircraft Standing Operating Procedures (SOP).
103.2 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.
103.3 Assist with the training of abseilers under the direct supervision of a HAI.
103.4 Preparation of the gantry or aircraft for abseiling and the visual inspection of the abseil anchor points.
103.5 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.
103.7 Final selection of the target landing area in conjunction with the commander of the party to
be inserted.
103.8 Directing the pilot to ensure the position of the aircraft over the landing site is maintained throughout.
103.9 Deployment of the rope. Ensuring there is minimum of 20ft of rope on the ground at all times
whilst abseiling descents are being conducted.
103.10 Control the exit point at all times.
103.11 Threading and attachment of the HOLK correctly to the abseiler or stores load.
103.12 Assist the abseilers with equipment during the emplaning and deplaning where nessesay.
103.13 Deployment of the stores loads.
103.14 Maintain visual contact with the abseilers, brakemen and stores load throughout
each descent.
103.15 Maintaining situational awareness for the pilot throughout the abseiling sortie.
103.16 The physical act of jettisoning the rope. This can only be done on the direct order of the
aircraft commander.
Section A
DAP 101A-1114-1
AIRCRAFT DESPATCH PROCEDURES
104 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.
105 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
106 Pre-emplaning
Prior to emplaning, the HAI, the despatcher and the assistant are to ensure that:
106.1 The aircraft is prepared for abseiling in accordance with this publication. This is to include:
106.1.1 Any sharp edges are tapped or protected using bolsters as detailed in the relevant
aircraft annex.
106.1.2 The HAI visually inspects the anchor point(s).
106.1.3 The abseil rope is correctly attached to the aircraft anchor points as detailed in the
relevant aircraft annex.
106.1.4 The aircraft is fitted with a ‘J’ Knife and the despatcher is aware of its location.
106.2 All equipment being used is authorised for use as detailed in Chapter 3, has been inspected and
meets the required standard.
106.3 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.
106.4 All abseilers and their equipment are within the designated weight limit as detailed in Chapter 4.
106.5 Any current aircraft limitations, restrictions or service deviations are confirmed with the aircrew.
106.6 The aircrew, assistant/support staff and abseilers are briefed as detailed in Chapter 1, Annex A.
106.7 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.
106.8 The HAI is to carry out rehearsals with all abseiling personnel. This is to include:
106.8.1 Emplaning.
106.8.2 Moving to the exit.
106.8.3 Despatching drills & exit technique, including hand signals. Snag hazards are to be
clearly identified.
106.8.4 Emergency drills.
106.9 Prior to emplaning the abseilers are to ensure they are wearing the correct PPE as detailed in
Chapter 1.
106.10 The assistant is to ensure that all abseilers of the emplaning stick are correctly dressed
and equipment is prepared as detailed in Chapter 4.
107 Emplaning
When the despatcher is on-board he is to carry out the following:
Section A
DAP 101A-1114-1
107.1 Communications check with the aircrew.

107.2 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 3.
107.3 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.
107.4 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
107.5 The abseilers are to take their positions as detailed in the relevant aircraft SOP.
107.6 The despatcher is then to give the aircraft pilot/aircrew the standard pre-abseiling brief as
detailed in Table 3.
108 Multi point emplaning
Multipoint emplaning is a variation of the emplaning procedure and should be used in replacement of
paragraph 107 as follows:
108.1 The abseilers attach to the prepared ropes and lock themselves off in the same way as the lock-
off is described in Chapter 4 of the Emergency Procedure. Once locked off they raise their non-brake
hand to show they are ready to be checked. (Figure 80)
Figure 80 – Locked off and awaiting inspection
108.2 The despatcher checks that the abseilers are correctly locked-off.
108.3 The despatcher then gives a ‘THUMBS UP’ to the abseiler confirming he is satisfied they are
correctly locked-off.
108.4 The despatcher takes the abseilers non-braking hand and places it on the appropriate aircraft
handhold.
108.5 The despatcher informs the pilot when all the abseilers are correctly locked-off.
108.6 The despatcher pairs off the abseilers diagonally, so as to avoid a collision under the helicopter
(Figure 81).
Section A
DAP 101A-1114-1
Figure 81 – Paired off by despatcher
108.7 The abseilers then ready themselves for the flight.

109 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.
110 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:
110.1 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 3.
110.2 Checks that the rope(s) has deployed cleanly and that there is a minimum of 20 ft (6 m) of rope
on the ground.
110.3 Checks that a brakeman is in position (per rope) signalling ‘SAFE TO DESPATCH’.
110.4 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 Table 3 and Table 4. 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.
111 Single point despatch

The despatcher is to follow the single-point abseil procedures as stated in Chapter 4.
112 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:
112.1 The despatcher gives the signal to ‘UNLOCK’ (Figure 82). All the abseilers then unlock and adopt
the brake position.
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DAP 101A-1114-1
Figure 82 – ‘UNLOCK’
112.2 The despatcher then signals to ‘LAY BACK’ to all abseilers (Figure 83).
Figure 83 – ‘LAY BACK’
112.3 All the abseilers continue to lay back on the despatchers signal.
112.4 The despatcher will then give the ‘GO’ signal to the first pair (Figure 84), ensuring they are clear,
then to the second pair.
Figure 84 – ‘GO’
113 Abseiler(s) Landing

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.
Section A
DAP 101A-1114-1
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
114 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.
115 Procedure
The despatchers procedure for lowering a stores load is:
115.1 Ensures the rope is clear of abseilers.

115.2 Attaches the HOLK to the rope in the same manner as that for an abseiler.
115.3 Ensures the HOLK is correctly threaded and securely attached to the karabiner on the stores
load.
115.4 Unlashes the stores load from the floor and moves it into the door, taking up any slack rope.
115.5 Signals ‘STORES LOAD’ by signalling a chopping motion over the rope to the brakeman.
115.6 Ensures the brakeman is in position and ready to receive the store load.
115.7 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.
115.8 Continues to update the aircraft pilot of the stores loads progress on the rope.
115.9 Informs the aircraft pilot when the stores load is on the ground and then clear of the rope.
116 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’.
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
117 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:
117.1 Less than 20ft of rope on the ground

117.2 Rope off target/brakeman not in position.
Section A
DAP 101A-1114-1
117.3 The rope not passing freely through the HOLK due to clothing or equipment becoming jammed in
the system.
117.4 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:
117.5 Decend to an altitude which will enable the abseiler(s) to continue his descent.
117.6 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.
118 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:
118.1 Lower the abseiler to the ground by aircraft manoeuvre.

118.2 Fly the abseiler away to a safe location where the first options can be achieved.
118.3 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.
119 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.
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.
120 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.
Section A
DAP 101A-1114-1
121 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
122 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 3. 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.
123 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.
124 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 4 but is
to be confirmed with the ac pilot prior to departure.
125 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.
126 Height
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 ‘Despatcher, Secure in the cabin. If any problems speaking/hearing
and secure in ac Comms Check?’ or both, check comms lead
‘Loud and Clear’ (or words to that attachment to ac, then attachment
effect) to helmet, then if speaking only
helmets microphone lead
If no intercom sortie is to be
cancelled
Section A
DAP 101A-1114-1

Responses
Communication has been ‘Permission to emplane abseilers?’
established with the pilot(s) ‘Clear abseilers in’ (or words to that
and the abseilers are ready to effect)
emplane
Communication has been ‘Permission to emplane abseilers?’

established with the pilot(s) ‘Negative’ (or words to that effect)
and the abseilers are ready to
emplane
Hold abseilers outside disc

Abseilers locked-off and If conducting Multi-point despatch As described in multi-point
checked by the despatcher. ‘Abseiler No_ Locked-off and despatch procedures
secure’
When the abseilers are on Abseil Brief: The brief should contain Example
board and secure prior to lift the following: Four Abseilers on board in clean
1. Number of Abseilers fatigue, request 150 ft AGL this
2. Type of Dress location, we are now 7 POB
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
(If no crewman) ‘Clear above and behind’ There is nothing above or behind
Prior to aircraft lifting to prevent transition into forward
flight
2 mins out Refer to aircraft type Annex and SOP
call from Pilot for actions
1 mins out Refer to aircraft type Annex and SOP

Section A
DAP 101A-1114-1

Responses
Running in Refer to aircraft type Annex and SOP
When at deployment location, ‘Permission to clear rope(s)’ Despatcher deploys rope(s)

at required height and in the ‘Clear Rope(s)’ keeping control of the exit
hover
Rope deployed with a ‘There is 20ft of rope on the ground & Despatcher points at abseiler(s)
minimum of 20 ft (6m) of rope brakemen are in position’ who move to the attachment
on the ground and brakemen ‘Clear troops?’ point.
have taken control of the
rope(s) signalling it is safe to
despatch
Abseiler indicated by the If conducting Single point despatch As described in single point
despatcher and moves Despatcher provides running despatch procedures
to the attachment point. commentary of activities for the pilot.
Abseiler is then attached and ‘Abseiler attached to the rope’
demonstrates the brake. ‘At the door’
‘Abseiler away’
‘Halfway’
‘Three quarters’
‘On the ground’
‘Clear of the rope’
Continue until all troops are on the
ground.
Abseiler are locked-off on the If conducting Multi-point despatch As described in multi-point
skids/step Despatcher provides running despatch procedures
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.
After the last abseiler has If training in same location. Brakeman keeps control of the
decended safely to the ground ‘Brakeman has control of the rope, rope and walks the rope to the
and is clear of the rope. and is walking it out to the (clock required position as the aircraft
code as appropriate) position’ descends
‘Clear Below to land on’
After the last abseiler has If the rope(s) is to be recovered into Last man clear is given when the
descended safely to the the ac, ditched or cut. last abseiler signals he is clear of
ground and is clear of the ‘Last man clear of rope’ the rope.
rope. ‘Recovering rope……rope is in’ There is nothing above or behind
or ‘Ditching rope….rope is on the to prevent transition into forward
ground’ or ‘Cutting rope…….rope is flight
on the ground’
‘Clear above and behind’
In an Emergency situation Pilot – ‘Jettison, Jettison’ As briefed.
Despatcher – ‘Rope(s) Gone’
Section A
DAP 101A-1114-1
Table 4 – Aircraft Manoeuvre: Voice marshalling

Key Words Meaning/Action
‘Forward (5)’ Go forward (5) units
‘Back (5)’ Go back (5) units
‘Left (5)’ Go left (5) units
‘Right (5)’ Go right (5) units
‘Up (5)’ Go up (5) units
‘Down (5)’ Go down (5) units
‘Steady’ Stop horizontal movement
‘Tail clear’ The aircraft’s tail is clear vertically below
‘Tail clear left/right’ The aircraft’s tail is cleared to move left/right as
required
‘Tail steady’ Stop tail movement
‘Nose clear left/right’ The aircraft’s nose is cleared to move left/right as
required
‘Nose steady’ Stop nose movement
‘Height is good’ Stop vertical movement
‘Clear below to land on’ It is safe to descend and land
‘Clear above’ The aircraft is clear above to lift vertically
‘Clear above and behind’ There is nothing above or behind to prevent
transition into forward flight
‘Overshoot, overshoot’ Initiate overshoot action to avoid a hazardous
situation developing
Section A
DAP 101A-1114-1
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).
127 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 5.
128 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.
129 Equipment
The equipment cleared for abseiling from the Puma HC Mk2 is shown in Table 5.
Table 5 – Abseil equipment requirement

Nomenclature Reference No. per attachment point
Rope, abseil, 11 mm, polyester, black, 61 m (200 ft) AP 108G-0002-1K 1
(‘Marlow’)
Alternative Item
Rope, abseil, 11 mm, polyester, white, 61 m (200 ft) AP 108G-0002-1K 1
(‘Marlow’)
Additional Equipment
Dispenser assembly, abseil rope AP 108G-0002-1K 1
30 kN or 32 kN karabiner AP 108G-0002-1K 2
AIRCRAFT PREPARATION AND SPECIFIC PROCEDURES
130 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 (Figure 85 and Figure 86).
Section A
DAP 101A-1114-1
Figure 85 – Abseil rope floor attachment points (looking forward)
Figure 86 – Abseil rope floor attachment points (looking aft)

Section A
DAP 101A-1114-1
131 Aircraft specific procedures

Up to 4 abseilers (2 each side) can be deployed using the standard multipoint despatch techniques as per
Chapter 4.
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.
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
DAP 101A-1114-1
CHAPTER 5 ANNEX C: CHINOOK HC MK4 - ABSEILING PROCEDURES
INTRODUCTION
WARNING
WARNING
THIS DOCUMENT MUST BE USED IN CONJUNCTION WITH THE CHINOOK HC MK4 ABSEILING STANDARD
NOTE
The brakeman has to be in position and in control of the abseil rope before abseiling commences.
132 General
This chapter applies to the Chinook HC Mk4 only. The procedures in this Annex are to be used in conjunction
133 Aircraft exits

The aircraft ramp is used for abseiling via a Rear Fast Roping Frame (RFRF) (Figure 87).
The number of abseilers will be determined by the aircrew depending on the aircraft role.
134 Equipment
The equipment cleared for abseiling from the Chinook HC Mk4 is shown in Table 6.

Rope, abseil, black or Rope, abseil, white, AP 108G-0002-1K 1

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:
135.1 The abseil ropes (2 max) are attached via karabiners to the karabiner adapters to the primary
and secondary points as shown in Figure 49.
135.2 The rear edge of the ramp must have a rope protector fitted to prevent rope snagging.
Section A
DAP 101A-1114-1
Figure 87 – Abseil rope attachment to primary and secondary points

The following procedures are to be read in conjunction with Chapter 4:
136.1 When the aircraft is airborne, the ramp is lowered and the RFRF is raised into position.
136.2 Ropes are to be deployed in the hover on permission from the aircraft captain.
136.3 Abseilers are to remain forward of the ramp hinge until they are attached to the rope and are
about to commence abseiling.
136.4 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.
136.5 At no stage are abseilers to be aft of the ramp hinge until they are attached to the rope.
A member of the aircrew will give a briefing on aircraft emergencies prior to the commencement of the fast
roping sortie.
RESTRICTIONS
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
DAP 101A-1114-1
CHAPTER 5 ANNEX D: CHINOOK HC MK6 - ABSEILING PROCEDURES
INTRODUCTION
WARNING
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 5.
137 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.
138 Equipment
The equipment cleared for abseiling from the Chinook HC MK6 is shown in Table 7.

Nomenclature NSN No. per attachment point
Rope, abseil, 11 mm, polyester, black, 61 m (200 ft) 4020-99-543-9005 1
(‘Marlow’)
Alternative item
Rope, abseil, 11 mm, polyester, white, 61 m (200 ft) 4020-99-545-7741 1
(‘Marlow’)
Additional requirement using centre hatch
Dispenser assembly, abseil rope 7510-99-220-1154 1
CAUTION
The BQRM is not designed to be routinely released under load as damage to the internal
mechanism may result.
139 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:
139.1 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 88).
Section A
DAP 101A-1114-1
Figure 88 – RRB/BQRM component check
139.2 Insert the safety pip-pin into the BQRM. Apply pressure to the beam; there should be no action in
the BQRM.
139.3 Remove the safety pip-pin without pulling down on the lanyard.
139.4 Apply pressure to the BQRM, this should not release and there should be no action in the
mechanism (Figure 89).
Figure 89 – RRB/BQRM functional check
139.5 Remove the load and push against the release lever (Figure 90), the mechanism should operate,
releasing the BQRM.
139.6 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
DAP 101A-1114-1
Figure 90 – RRB/BQRM release lever operation
140 Abseil rope attachment

A maximum of two abseil ropes can be used from the ramp Figure 91) and are attached as follows:
140.1 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.
140.2 Primary attachment point for each rope is to be fitted to the outer (starboard and port) RRBs.
140.3 Secondary attachment point for both ropes is the centre RRB.
140.4 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 25 - 50 mm of slack
between the two attachment points.
Figure 91 – Primary and secondary attachment of MK4 rope
140.5 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.
141 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:
141.1 Abseilers are to remain in the aircraft cabin, behind the ramp hinge.
Section A
DAP 101A-1114-1
141.2 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.
141.3 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).
141.4 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 92).
Figure 92 – Abseilers preparing to exit
141.5 When the despatcher signals to do so, the abseilers are to swing out, right shoulder leading and
adopt the despatch position (Figure 93).
Figure 93 – Abseilers in despatch position
141.6 The abseilers are then to continue with the techniques, under the despatcher’s direction, as
described in Chapter 4.
141.7 In the event that the rope becomes caught between the ramp edge and the sill protector
(Figure 94), 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
DAP 101A-1114-1
Figure 94 – 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.
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
DAP 101A-1114-1
CHAPTER 5 ANNEX E: BELL 212 - ABSEILING PROCEDURES
INTRODUCTION
WARNING
WARNING
THIS DOCUMENT MUST BE USED IN CONJUNCTION WITH THE BELL 212 ABSEILING STANDARD
NOTE
This chapter applies to the Bell 212 only. The procedures in this Annex are to be used in conjunction with
Chapters 1, 4 and 5.
142 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.
143 Equipment
The equipment cleared for abseiling from the Bell 212 is shown in Table 8.

Rope, abseil, black or Rope, abseil, white AP 108G-0002-1K 1

the aircraft must be rolled by an aircraft maintainer or aircrewman. An in-date HAI or despatcher must check
and confirm the following:
144.1 Ensure all the rear cabin seats have been removed except for the rear two man seats.
144.2 Ensure that the cabin door forward panels are locked in the closed position.
144.3 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.
144.4 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.
144.5 Ensure MOD 212/3853 has been carried out (fitting of anti-chaff strips) or alternatively apply
black masking tape to the skids.
144.6 Ensure a hand loop is fitted to the roof mountings above each abseil position.
144.7 The winch hook is tied to the cabin roof, to reduce the hazard to the front right abseiler.
144.8 Ensure that the ropes are attached to the bespoke floor attachment points in the manner shown
in Figure 95.
Section A
DAP 101A-1114-1
Figure 95 – Bell 212 rope attachment points (four abseil ropes)

145.1 Single-point Abseil
he 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) .
145.2 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) .
roping sortie.
RESTRICTIONS
Refer to the current RTS and SOP for restrictions
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
DAP 101A-1114-1
CHAPTER 5 ANNEX F: DAUPHIN - ABSEILING PROCEDURES
INTRODUCTION
WARNING
WARNING
THIS DOCUMENT MUST BE USED IN CONJUNCTION WITH THE DAUPHIN ABSEILING STANDARD
NOTE
This chapter applies to the Dauphin only. The procedures in this Annex are to be used in conjunction with
146 Aircraft exits

both aircraft cargo doors can be used for abseiling via the roping beam (Figure 96).
147 Equipment
The equipment cleared for abseiling from the Dauphin is shown in Table 9.

Dispenser assembly, abseil rope 1

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 96).
Figure 96 – Primary and secondary attachment of abseil rope to roping beam
Section A
DAP 101A-1114-1

149.1 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) .
149.2 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) .
roping sortie.
RESTRICTIONS
Refer to the current RTS. The aircraft crew will brief any relevant limitations at the Stage 1 brief (pre-flight
brief).
Section A
DAP 101A-1114-1
CHAPTER 5 ANNEX G: MERLIN MK3/4 - ABSEILING PROCEDURES
INTRODUCTION
WARNING
WARNING
THIS DOCUMENT MUST BE USED IN CONJUNCTION WITH THE MERLIN MK3/4 ABSEILING STANDARD
NOTE
This chapter applies to the Merlin MK3/4 only. The procedures in this Annex are to be used in conjunction
150 Aircraft exits

The starboard aircraft cargo door is used for abseiling via the roping beam (Figure 97).
151 Equipment
The equipment cleared for abseiling from the Merlin MK3/4 is shown in Table 10.

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 97 – Primary and secondary attachment of abseil rope to roping beam

Section A
DAP 101A-1114-1

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 98).
Figure 98 – 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 99).
Figure 99 – Abseil position
Section A
DAP 101A-1114-1
The marlow safety strop is to be attached at the forward edge of the door (Figure 100) and coiled behind the
seat (Figure 101).
Figure 100 – Marlow safety strop location
Figure 101 – Marlow safety strop stowed
roping sortie.
Section A
DAP 101A-1114-1
RESTRICTIONS
Refer to the current Merlin MK3/4 RTS. The aircraft crew will brief any relevant limitations at the Stage 1
brief (pre-flight brief).
Section A
DAP 101A-1114-1
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
154 Aircraft preperation

In addition to the Specific Aircraft preperation annex the following should be considered:
154.1 Using white ropes to assist the brakeman identify 20ft of rope on the ground.
154.2 Any snagging hazards or anchor points that may interfer with the activity are marked with a
cylume(s) or equivelant.
155 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.
156 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:
156.1 Being practiced in checking the abseilers and stores loads using a NVG or a suitable light from
both a gantry and specific aircraft.
156.2 To ensur a cyclume is attached to the bottom of the despencer bag or rope.
156.3 Ensuring he is holding a cylume (2 for muti point despatch) to carry out all despatching signals.
157 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;
157.1 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.
157.2 A though check for the abseiling equipment including inner and outer gloves.
157.3 Ensures a cylume or equivelant is fitted and secure. This needs to be visible for both the
despatcher and brakman during the descent.
157.4 Ensure he is carrying at least one additional cylume is case of an emergency and requireing to
preform the ‘MAKE SAFE’.
Section A
DAP 101A-1114-1
158 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 102.
Figure 102 – ‘SAFE TO DESPATCH’
If it is not safe to despatch all cylumes or equivalent are not to be visible to the aircraft.
159 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 Chapter 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 103.
Section A
DAP 101A-1114-1
Figure 103 – ‘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
DAP 101A-1114-1
CHAPTER 5 ANNEX I: WILDCAT AH MK 1 / WILDCAT HMA MK 2- ABSEILING PROCEDURES
INTRODUCTION
160 General
Note
A brakeman must be in position and in control of each rope before abseiling commences.
The following procedures are derived from the JADTEU Training Section Wildcat trials. They are to be read
in conjunction with Chapter 4 and Chapter 5.
160.1 The total number of abseilers that can be carried is:

160.1.1 Light order - 4.
160.1.2 Fully equipped - 4.
AIRCRAFT PREPARATION AND PROCEDURES
161 Aircraft Preparation

Although the aircraft will normally be prepared by an aircraft maintainer/Aircrewman; the following describe
the necessary procedures to prepare the aircraft for abseiling operations:
Prepare the aircraft as follows:
161.1 Ensure that the cabin floor is clear except for the rear 3-man seat and the two rear facing seats in
the forward position.
161.2 The HAI is to ensure that the correct anchors are fitted in the correct positions. They are to
ensure that the pins are fitted and secure. The pins are fitted to the Twisted shackle (Figure 104). No
Abseiling is to take place if the pins are not fitted.
Figure 104 – Pin inserted and secure in the anchor with twisted Shackle (Left).
161.3 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. Appendix A shows how to construct the Bolster.
161.4 The Bolster should be attached in the following manner:
Section A
DAP 101A-1114-1
Figure 105 – Attaching the Bolster to the Aircraft.
161.4.1 Align the Bolster with the sill of the aircraft. Orientate the Bolster so that the short
pieces of cord are towards the rear of the doorway.
161.4.2 Tie the cord to the anchors with the flat shackles (Figure 104 right), using a round turn
and two half hitches knot. Tie the cords to the bolster using clove hitches (Figure 105).
161.4.3 The cord should be long enough to allow the Bolsters to sit on the sills of the door.
Figure 106 – Attaching the Bolster to the Aircraft behind the aft facing seats.
161.4.4 The forward length of cord will be the longest piece. This should be attached to an
inboard anchor with a flat shackle that is positioned behind the aft facing seats.
161.4.5 Ensure that masking tape is applied to the steps in the area of the cabin doors.
161.4.6 Attach the Marlow safety strop and karabiner to the approved strong point (Figure 106).
This will be identified by the aircrew.
Section A
DAP 101A-1114-1
Figure 107 – Position of the safety strop attachment point.
161.5 Attach the rope as follows:

Note
Always ensure the ‘figure-of-eight on the bight’ knots are at the Serial Number end of the rope.
161.5.1 Attach either a 32 kN or 30 kN karabiner to each of the floor Anchor points shown in
Figure 108.
161.5.2 Secure the first rope by tying a ‘figure-of-eight on the bight’ knot at the end of the rope
and attach this to the karabiner at the secondary attachment point.
161.5.3 Apply tension to the rope to ‘bed in’ the knot.
161.5.4 At the second anchor point tie a clove hitch knot and clip to karabiner.
161.5.5 Adjust the clove hitch to remove all slack between the figure of eight knot and the clove
hitch. Apply tension to the rope from the abseil position to ensure that the rope is secure and no
slack is between the clove hitch and the figure of eight knots.
161.5.6 Run the free end of the rope out of the opposite door in their despatcher bags.
161.5.7 Repeat 161.5.2.to 161.5.6 for each abseil position to be used.
Section A
DAP 101A-1114-1
Figure 108 – Karabiner anchor point
Figure 109 – Tension between firgure of eight knot and clove hitch
161.6 Ensure that the removable guard rails (Guard Rail WG1383-0483-103) are connected to the
Wildcat cabin footstep (Figure 110). These guard rails provide an extra preventative measure against
ropes becoming caught around the back of the footstep.
Section A
DAP 101A-1114-1
Figure 110 – Guard Rail WG1383-0483-103 (highlighted with red circles) attached to footstep.
CLOVE HITCH KNOT
162 To tie a clove hitch knot

Follow the series of images below.
Figure 111 – Step 1

Section A
DAP 101A-1114-1
PROCEDURES
163 Communication procedures

For communication procedures refer to Chapter 4.
164 Deplaning
Whilst seated, the abseilers are attached and locked off.
164.1 For training lifts (press-ups) and short transits, the ropers will be secured and stood on the
Wildcat cabin footstep.
164.2 The Wildcat cabin footstep which has been installed on the Wildcat AH Mk 1/2 is large enough for
two abseilers to maintain a strong, stable position prior to despatch.
Section A
DAP 101A-1114-1
Figure 115 – Position of Abseilers (multi-abseil)
165 Normal procedures

For normal abseil procedures refer to Chapter 4.
166 Emergency procedures

The emergency procedure selected is dependent on the abseiler being conscious or unconscious.
166.1 Conscious Abseiler:

166.1.1 Abseiler locks-off and aircraft lands.
166.1.2 Abseiler locks-off and aircraft flies to a pre-reconnoitred area to land.
166.2 Unconscious Abseiler:
166.2.1 If possible, lower abseiler to the ground under the control of the brakeman.
166.2.2 If the abseiler is caught on the aircraft, attempt to attach a Marlow safety strop before
landing immediately.
166.2.3 If the abseiler is caught but the aircraft cannot land, attempt to attach a Marlow safety
strop to the abseilers harness before flying to a pre-reconnoitred safe area to land.
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 A
DAP 101A-1114-1
APPENDIX A TO ANNEX I - CONSTRUCTION OF BOLSTER
BOLSTER CONSTRUCTION
167 The construction of the Bolster is as follows.
Figure 116 – Components
167.1 The components needed to construct a Bolster are:

167.1.1 Length of hardwood measuring 134cm x 5cm x 5cm.
167.1.2 Foam Padding measuring 137cm x 50cm x 1cm.
167.1.3 Para cord, 1 x 250cm, 2 x 160cm.
Figure 117 – Chamfered Hardwood.
167.2 The full length of the hardwood should be chamfered to reduce the straight edges on the
completed Bolster.
Section A
DAP 101A-1114-1
Figure 118 – Step 1.
167.3 Lay the Hardwood onto the foam and tape the edges onto the hardwood at regular intervals
Figure 119 –Step 2.
167.4 Continue rolling the foam until it covers the hardwood. Secure with black masking tape. Four
pieces are sufficient. Tie the cord at regular intervals (min of 4 cm from the ends) using a clove hitch.
Figure 120 – A Clove hitch used on the Bolster
Section A
DAP 101A-1114-1
SECTION B
Contents
Chapter 1 - Fast Roping (General) 129
Introduction
1 General�� 129
3 Roles�� 129
4 Currency requirements�� 129
5 Special Forces currency requirements (under control of DSF)�� 130
Safety Parameters For Conducting Fast Roping
6 Limitations�� 131
7 Briefings�� 131
Progressive Training
8 Height�� 132
9 Weight�� 132
10 Soft / hard landing�� 132
11 Duration�� 132
The Gantry
12 Certified gantry�� 132
13 Temporary / improvised gantry �� 133
14 Medical cover�� 133
15 Risk assessment�� 133
16 Videoing of training serials�� 133
Training With Foreign Nations
17 JADTEU recommendation�� 133
18 JADTEU authorisation�� 134
Incident Reporting
20 Statements�� 134
Chapter 1 Annex A: Fast Roping: Pre-Training Briefs 136
Gantry Training
Live Flying Sorties
22 Fast Ropers�� 136
23 Aircrew�� 137
Chapter 2: The Helicopter Fast Roping Instructor 138
The Helicopter Fast Roping Instuctor (HFRI)

25 Completion�� 138
28 Instructor currency�� 139
The Assistant
Team Leader
31 General �� 140
32 Responsibilities �� 141
Helicopter Despatch Instructor
Section B
DAP 101A-1114-1
Helicopter Despatcher
Endorsed Fast Roping Units
37 Endorsed units�� 143
Chapter 3: Fast Roping Equipment 145
Introduction
The Deplaning Rope
40 Safe working load�� 145
41 Rope life�� 145
42 Rope care and storage�� 146
43 Rope log cards�� 146
45 Emergency jettison�� 146
The Quick Release Mechanism (QRM)
46 Deplaning rope attachment�� 147
48 Before use operation check�� 147
Karabiner 45 kN
Gloves
UK MOD Rapid Rappelling Glove with Toggle
50 Use�� 150
52 After use checks�� 151
Blackhawk assault glove (SOLAG Kevlar Full Finger Light Assault 8114)
53 Use�� 151
W+R Charon Pluto Fast Roping Gloves
54 Use�� 152
55 Training with the W+R Charon Pluto Fast Roping Gloves �� 152
Royal Marine Maritime Counter Terrorist Team Gloves (RMMCTT)
56 Use�� 153
Despatcher Equipment
57 Belt safety despatchers�� 153
Chapter 4: Fast Roping – Training Procedures And Techniques 154
Introduction
Fast Roping Training
61 Assessment test�� 154
Responsibilities Of The Fast Roper
Fast Roping Technique
Feet On Roping Technique
64 Exit procedure�� 157
Section B
DAP 101A-1114-1
65 Standing exit procedure�� 157

66 Sitting exit procedure�� 158
67 The descent�� 159
68 The landing�� 160
Feet Off Technique
69 Exit procedure�� 160
70 Standing exit procedure�� 160
71 Sitting exit procedure.�� 161
Emergency Procedure
75 Immediate action drill�� 163
76 Emergency drill�� 163
Fast Roping With Equipment
78 Maximum weight�� 166
79 Fitting�� 166
80 Carriage and preparation of weapons�� 167
Rope Coiling
82 Technique�� 169
Fast Roper Certification And Currency Requirements
83 Post Qualification�� 170
Fast Roping Despatcher Training
86 Responsibilities of the despatcher�� 171
Despatching Technique
87 Despatcher’s position�� 171
88 Standing position�� 172
89 Kneeling position.�� 172
90 Despatching technique�� 173
91 Voice procedure�� 174
Despatcher Certification And Currency Requirement
92 Post Qualification�� 174
Fast Roping At Night
94 JADTEU Reccommendation�� 174
Specialist Procedures
96 Specialist limitations�� 175
97 The Encumbered Assessment Test�� 175
Specialist Fast Roping Technique
98 Exit technique�� 176
Chapter 4 Annex A: Fast Roping And Despatcher Training Syllabus 178
Chapter 4 Annex B: Fast Roping Certificates 180

101 Fast Roping Despatcher and Fast Roper currency certificates�� 180
Chapter 4 Annex C: Fast Roping Log Sheets 184
Section B
DAP 101A-1114-1
102 Fast Roping - Despatcher and Fast Roper log sheets �� 184
Chapter 5 - Aircraft Procedures 188
Introduction
103 Generic aircraft procedures �� 188
104 Aircraft specific procedures �� 188
Generic Aircraft Procedures
105 Pre-emplaning �� 188
106 Emplaning�� 188
107 Approaching the operating area�� 189
108 Arrival in the operating area�� 189
109 Exit and descent procedures�� 189
110 Landing procedures�� 189
111 Emergency procedures �� 189
Voice Marshalling (Vm)
112 Standard terminology �� 191
113 Range and closing speed�� 191
114 Height�� 191
Manouvering The Aircraft
Chapter 5 Annex A - Chinook Hc Mk4 Fast Roping Procedures 193
Introduction
Aircraft Preparation And Specific Procedures Caution
120 Centre hatch preparation �� 194
121 Centre hatch specific procedures�� 195
122 Forward crew door preparation�� 196
123 Forward crew door specific techniques�� 197
Restrictions
Chapter 5 Annex B - Chinook Hc Mk6 Fast Roping Procedures 198
Introduction
Aircraft Preparation And Specific Procedures
129 Centre hatch preparation �� 201
130 Centre hatch specific procedures�� 204
131 Forward crew door preparation�� 205
132 Forward crew door specific techniques�� 205
Restrictions
Section B
DAP 101A-1114-1
Chapter 5 Annex C - Wildcat Ah Mk1 / Wildcat Hma Mk2 Fast Roping Procedures 207
Introduction
Restrictions
Chapter 5 Annex E - Dauphin Fast Roping Procedures 210
Introduction
Restrictions
Chapter 5 Annex F - Merlin MK3/4 Fast Roping Procedures 213
Introduction
147 Aircraft specific procedures (with or without GPMG and pintle) �� 214
Restrictions
Chapter 5 Annex H - Puma Hc Mk2 - Fast Roping Procedures 216
Introduction
Restrictions
Figure 1 –Figures
Chapter 1 - Fast Roping (General)

Chapter 1 Annex A: Fast Roping: Pre-Training Briefs
Section B
DAP 101A-1114-1
Chapter 2: The Helicopter Fast Roping Instructor

Figure 1 – F142 Helicopter fast roping certificate (example).........................................................................140
Figure 2 – Instructor’s log sheet....................................................................................................................144
Chapter 3: Fast Roping Equipment
Figure 3 – Mk4 rope with clevis and link.......................................................................................................145
Figure 4 – Life expiry date engraved on Mk4 rope........................................................................................146
Figure 5 – The QRM with Mk4 rope fitted......................................................................................................147
Figure 6 – Load applied to rope with pip-pin fitted........................................................................................148
Figure 7 – Pulling on lanyard.........................................................................................................................148
Figure 8 – Load applied to rope with pip-pin out...........................................................................................149
Figure 9 – Rope released from QRM............................................................................................................149
Figure 10 – Karabiner (45 kN).......................................................................................................................150
Figure 11 – UK MOD rapid rappelling glove with toggle................................................................................150
Figure 12 – Blackhawk assault glove (SOLAG Kevlar Full Finger Light Assault 8114).................................152
Figure 13 – W+R Charon Pluto Fast Roping Gloves.....................................................................................152
Figure 14 – Royal Marine Maritime Counter Terrorist Team Gloves (RMMCTT)...........................................153
Figure 15 – Belt safety despatcher................................................................................................................153
Chapter 4: Fast Roping – Training Procedures And Techniques
Figure 16 – Taking hold of the rope...............................................................................................................155
Figure 17 – Positioning the body...................................................................................................................155
Figure 18 – Adopting the test position...........................................................................................................156
Figure 19 – Preparing to exit, feet on standing.............................................................................................157
Figure 20 – Standing exit position feet on.....................................................................................................158
Figure 21 – Preparing to exit, feet on sitting..................................................................................................158
Figure 22 – Exit technique, feet on sitting.....................................................................................................159
Figure 23 – Feet on descent.........................................................................................................................159
Figure 24 – The landing.................................................................................................................................160
Figure 25 – Preparing to exit, feet off standing..............................................................................................161
Figure 26 – Exit technique, feet off standing.................................................................................................161
Figure 27 – Feet off descent..........................................................................................................................162
Figure 28 – Immediate action........................................................................................................................163
Figure 29 – Rope released from lower legs and feet....................................................................................164
Figure 30 – Feet in crossed position.............................................................................................................164
Figure 31 – Emergency drill complete...........................................................................................................165
Figure 32 – ‘Thumbs-up’................................................................................................................................165
Figure 33 – Emergency drill confirmed..........................................................................................................166
Figure 34 –Sling attachment points...............................................................................................................167
Figure 35 – Sling attachment and adjustment...............................................................................................167
Figure 36 – Thumb knot................................................................................................................................168
Figure 37 – Correct carriage of weapon........................................................................................................168
Figure 38 – Rope coiling, start position.........................................................................................................169
Figure 39 – 180 degree rotation....................................................................................................................169
Figure 40 – Rope coiling, the process...........................................................................................................170
Figure 41 – Rope coiling, complete...............................................................................................................170
Figure 42 – Despatcher standing position.....................................................................................................172
Figure 43 – Despatcher kneeling position.....................................................................................................172
Figure 44 – Despatcher blocking the exit......................................................................................................173
Figure 45 – Two taps to ‘GO’.........................................................................................................................173
Figure 46 – Blocking the exit, repeated.........................................................................................................174
Figure 47 – Encumbered assessment test position......................................................................................176
Figure 48 – The Specialist descent...............................................................................................................177
Figure 49 – The Specialist landing................................................................................................................177
Chapter 4 Annex A: Fast Roping And Despatcher Training Syllabus
Chapter 4 Annex B: Fast Roping Certificates
Figure 50 – Despatcher fast roping certificate – print on BLUE card............................................................180
Figure 51 –Figure 50 - Despatcher fast roping certificate – print on BLUE card...........................................181
Figure 52 – Fast roper certificate – print on PINK card.................................................................................182
Figure 53 – Fast roper certificate – print on PINK card.................................................................................183
Section B
DAP 101A-1114-1
Chapter 4 Annex C: Fast Roping Log Sheets

Chapter 5 - Aircraft Procedures
Chapter 5 Annex A - Chinook Hc Mk4 Fast Roping Procedures
Figure 54 – Mk4 rope attached to the RFRF via the integral QRM...............................................................194
Figure 55 – Mk4 rope attached to CHQRM...................................................................................................195
Figure 56 – Centre hatch exit position...........................................................................................................196
Figure 57 – Attachment of MK4 rope to HBB via QRM.................................................................................197
Chapter 5 Annex B - Chinook Hc Mk6 Fast Roping Procedures
Figure 58 – RRB/BQRM component check...................................................................................................199
Figure 59 – RRB/BQRM functional check.....................................................................................................199
Figure 60 – RRB/BQRM release lever operation..........................................................................................200
Figure 61 – Attachment of MK4 rope to RRB via BQRM...............................................................................200
Figure 62 – Leading with right shoulder with two ropers...............................................................................201
Figure 63 – CHSBQRM component check....................................................................................................202
Figure 64 – CHSBQRM functional check......................................................................................................202
Figure 65 – CHSBQRM release lever operation...........................................................................................203
Figure 66 – Attachment of MK4 rope to CHSBQRM.....................................................................................203
Figure 67 – Taping of centre hatch grab handle............................................................................................204
Figure 68 – Centre hatch exit position...........................................................................................................204
Figure 69 – Attachment of MK4 rope to HBB via QRM.................................................................................205
Figure 70 – Exit procedure from front crew door...........................................................................................206
Chapter 5 Annex C - Wildcat Ah Mk1 / Wildcat Hma Mk2 Fast Roping Procedures
Figure 71 – Mk4 rope attached to starboard roping frame via the QRM.......................................................208
Figure 72 – Guard rails (highlighted by red circles) attached to footstep......................................................208
Figure 73 – Starboard exit seating plan........................................................................................................209
Chapter 5 Annex E - Dauphin Fast Roping Procedures
Figure 74 – Mk4 rope attached to the roping frame via the QRM.................................................................211
Figure 75 – Roper and despatchers position in the starboard door..............................................................211
Chapter 5 Annex F - Merlin MK3/4 Fast Roping Procedures
Figure 76 – Mk4 rope attached to roping beam via a QRM and 45 kN karabiner.........................................214
Figure 77 – Despatch position without GPMG and pintle fitted.....................................................................214
Figure 78 – Despatch position with GPMG and pintle fitted..........................................................................215
Chapter 5 Annex H - Puma Hc Mk2 - Fast Roping Procedures
Figure 79 – Mk4 rope attached to the fast rope beam via a QRM................................................................216
Figure 80 – Port door despatch position, seated using step.........................................................................217
Figure 81 – Port door despatch position, crouching......................................................................................217
Figure 82 – Alternative port door despatch position, seated using step........................................................218
Tables
Table 1 – Mandatory Fast Roper and Despatcher currency requirements �� 130
Table 2 – Fast Roper rolling currency for Special Forces groups�� 131
Table 3 – Personal Potection Equipment: Gloves�� 151
Table 4 – Fast Roping voice marshalling patter�� 190
Table 5 – Voice marshalling the aircraft�� 191
Table 6 – Fast Roping equipment requirement�� 193
Table 7 – Fast Roping Equipment requirement�� 198
Section B
DAP 101A-1114-1
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.
WARNING
PRIOR TO ANY FAST ROPING ACTIVITY TAKING PLACE, ALL ROPERS MUST BE WEIGHED USING
AN ACCURATE AND CALIBRATED SET OF SCALES. ROPERS SHOULD NOT EXCEED THEIR STATED
MAXIMUM ALL UP WEIGHT (AUW): REGULAR TROOPS SEE CHAPTER 1 PARAGRAPH 6, AND
SPECIALISTS SEE CHAPTER 4 PARAGRAPH 97 FOR AUW’S.
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.
NOTE
Fast Roping is to be conducted from the lowest height possible to mitigate risk of injury.
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.
An in date HDI who has attended JADTEU HDI module during TIES can qualify aircrew as HD to despatch
using the DRD. The HDI can train and qualify HD on those helicopter types that they are authorised to
instruct on. HD must be qualified on the helicopter type intended for use and meet the currencies once
trained laid down in the despatcher section of Table 1 in Section A of DAP 101A-1114-2.
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:
Section B
DAP 101A-1114-1
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.
Table 1 – Mandatory Fast Roper and Despatcher currency requirements

Duration Mandatory Requirements Notes
FAST ROPER
6 months Assessment test. Assessment test relevant to likely operating weight.
2 x descents feet on. 1 x sitting & 1 x standing.
2 x descents feet off. 1 x sitting & 1 x standing.
2 x descents with likely

operating equipment feet
on or off.
1 x emergency procedure
with equipment.
Just in time. On a gantry Assessment test relevant to weight.
(within 28 Assessment test.

days of an
exercise or 1 x Emergency procedure Despatch position relevant to airframe type
operational with operating equipment.
fast roping
descent) 2 x descents with
on/off.
From a helicopter
1 x descents with Practiced at the height anticipated above ground level.

on/off.
DESPATCHER
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.
Section B
DAP 101A-1114-1
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.
Table 2 – Fast Roper rolling currency for Special Forces groups

Duration Requirements Notes
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)
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:
5.1.1 If two month currency is not maintained, and/or

5.1.2 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.
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 in Chapter 1 Annex A.
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
DAP 101A-1114-1
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.
12.2 A qualified person is to ensure that the gantry is securely locked when not in use. The keys are
to be held centrally.
12.3 All exit/despatch points are guarded by gates; closed and secure when not in use.
12.4 To prevent falling from height, the walkways to and from the despatch points are to be
safeguarded by railings.
12.5 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
DAP 101A-1114-1
12.6 The despatcher is able to secure themselves to a certified anchor point whilst carrying out
despatching drills or preparing equipment for training.
12.7 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.
12.8 The HFRI is to give a comprehensive safety brief to all personnel before training commences in
accordance with (iaw) this chapter.
12.9 Place warning signs around the training area to warn of ‘roping in progress’.
12.10 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.
14.2 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.
14.3 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:
17.1 All UK participants are qualified and current iaw this publication.
Section B
DAP 101A-1114-1
17.2 A JADTEU trained HFRI is present to ensure safe practice iaw this publication.
17.3 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.
17.4 participants should be briefed on the aircraft to be used followed by rehearsals. This should
include aircraft specific hazards, routine and exit technique.
17.5 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 within 48 hours of its occurrence
iaw the Military Aviation Authority (MAA) regulations.
The Air Accident Investigation Bureau (AAIB) must be informed of any aviation incident or accident
immediately in order for them to determine if an investigation is necessary. The AAIB’s 24-hour reporting
line number is 01252 512299, and further details can be found on the website www.gov.uk/government/
organisations/air-accident-investigation-branch.
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 through the JADTEU Duty Orderly Officer on 07989
680192.
The HFRI is to submit a DASOR in consultation with the aviation service provider or the unit’s LEMSCO or
SEMSCO . 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. A copy of the report is to be faxed to JADTEU Training Section on
95461 6275 or 01993 896275. 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.
Any equipment involved in an incident is to be immediately quarantined and taken under the control of a
person independent of the accident.
20 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:
20.1 HFRI.
20.2 Despatcher.
20.3 Fast roper (if possible).
20.4 Any independent witness(es).
20.5 Aircrew (if accident/incident occurs from an aircraft).
The instructor’s statement should include information such as:
20.6 Stage and type of training.
20.7 Location, weather and time of day.
20.8 Height from which fast roping was carried out.
20.9 Equipment (if any) carried.
20.10 All-up weight of fast roper.
Section B
DAP 101A-1114-1
20.11 Aircraft type.

20.12 Number and type of descents carried out by injured fast roper before the accident.
20.13 Stick position of the injured fast roper.
20.14 Total number of descents and, if the rope was used and stored previously, history of the rope.
20.15 Condition of rope.
20.16 Details of the injury.
20.17 Specific details of the accident.
20.18 Any outside influences.
20.19 Any other pertinent information.
Section B
DAP 101A-1114-1
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.
21 Briefing
When briefing for gantry training, the following points are to be covered:
21.1 Layout of the area, to include:
21.1.1 Admin area.
21.1.2 Fire escapes.
21.1.3 Toilets.
21.1.4 Entry to the gantry.
21.1.5 Smoking area.
21.1.6 Out of bounds.
21.1.7 Location of the nearest phone.
21.2 Actions on:
21.2.1 Fire.
21.2.2 Casualty (minor or major).
21.3 Medical:
21.3.1 Location of the medic.
21.3.2 Evacuation plan.
21.4 PPE and Individual dress:
21.4.1 Helmets to be worn (where and when).
21.4.2 Gloves – only cleared gloves (see Chapter 3); to be inspected as taught.
21.4.3 Harnesses to be inspected as taught (where relevant).
21.4.4 Jackets worn; sleeves must be rolled down.
21.4.5 No watches, bracelets, rings or other jewellery to be worn.
21.4.6 Pockets must be empty of loose articles. No multi-tools, berets on belts etc.
21.5 All equipment has been inspected and is fit for use.
21.6 Brief routine for training.
LIVE FLYING SORTIES
22 Fast Ropers
The following points are to be briefed to the fast roper when conducting live flying sorties:
22.1 Explain the sortie.
22.2 Explain locations of personalities i.e where the HFRI will be situated, who the despatcher will be etc.
22.3 Aircraft type and relevant points:
22.3.1 Snagging hazards.
22.3.2 Number of ropers on the rope.
22.4 Length and type of rope to be used.
22.5 Location of sortie.
22.6 Type of sortie (circuits, press ups, DOP/PUP etc).
22.7 Height above target for descents (where possible Fast Roping is to be conducted from the lowest
height possible).
Section B
DAP 101A-1114-1
22.8 Phases:
22.8.1 Emplaning.
22.8.2 Flight.
22.8.3 Deplaning.
22.9 PPE to be worn - helmets, eye and ear protectors, gloves; include taping of boots where necessary.
22.10 Equipment to be worn and when. Ensure all equipment is checked.
22.11 Size of sticks.
22.12 Reminder of hand signals from despatcher.
22.13 Reminder of correct rope orientation, trail angle and control.
22.14 Emergency procedures.
22.15 Aircraft emergencies to be covered by the aircrew in stage 1.
22.16 Medical:
22.16.1 Location of medic and ambulance.
22.16.2 Nearest hospital.
22.16.3 Casualty evacuation plan.
22.17 Available flying time.
22.18 Timings.
22.19 Any questions.
22.20 Rehearsals.
23 Aircrew
The following points are to be briefed to the aircrew when conducting live flying sorties:
23.1 Introduction, to include:
23.1.1 Training purpose.
23.1.2 Training previously carried out.
23.2 Location of flying area.
23.3 No fly areas (where relevant).
23.4 Height above target for descents (where possible Fast Roping is to be conducted from the lowest
height possible).
23.5 How many fast ropers in total and individual stick sizes.
23.6 Ropes and other equipment used. Inspected and fit for purpose.
23.7 Responsibilities. Who will be doing what and where.
23.8 Despatching drills and voice marshallingprocedure explained.
23.9 Equipment that will be worn by the roper and when.
23.10 Type of sortie.
23.11 Estimated No of sorties.
23.12 Confirm actual flying time available and re-fuelling requirements.
23.13 Reinforce the need to remain in the steady hover until all ropers are clear of the rope.
23.14 Explain medical cover in place and discuss option of casevac by air. Nearest hospital with HLS.
23.15 Any requirements for ropers to carry out emergency procedures?
23.16 Aircraft emergencies (aircrew to cover).
23.17 Any questions or points appropriate to the task.
Section B
DAP 101A-1114-1
CHAPTER 2: THE HELICOPTER FAST ROPING INSTRUCTOR
THE HELICOPTER FAST ROPING INSTUCTOR (HFRI)
24 General
The prerequisites for attending the JADTEU HFRI course are as follows:
24.1 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 33.
24.2 Hold a current fast roper’s certificate (F142b).
24.3 Hold a recognised military instructor qualification ie DIT.
25 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.
26 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 (Figure 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 (Paragraph 29). 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.
CAUTION
For safety reasons JADTEU states that when training for currency a HFRI must be present and
supervise training from the ground. When ropers are current and competent a SQEP individual
should supervise training.
Note
JADTEU accept that is not always possible to have a SQEP on the ground however they must be
present on the training evolution.
27 Responsibilities
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:
publication.
27.2 Planning and supervision of all fast roping training.
27.3 Ensuring all safety parameters are in place iaw Chapter 1.
27.4 Ensuring that all participants are thoroughly briefed iaw Chapter 1.
Section B
DAP 101A-1114-1
27.5 The correct storage, care and maintenance of all fast roping equipment (Chapter 3).
27.6 Instructing fast roping and despatching using a certified gantry and aircraft.
27.7 Instructing fast rope and despatching techniques and procedures iaw Chapter 4 and 5.
27.8 Ensuring the relevant aircraft is rolled correctly for fast roping operations iaw the specific aircraft
annex in Chapter 5.
27.9 Teaching and supervising fast roping training from helicopters.
27.10 Maintain currency as an instructor.
27.11 Maintaining the currency of fast ropers and despatchers.
27.12 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).
27.13 Knowing the responsibilities of:
27.13.1 The despatcher/aircrew.

27.13.2 The assistant/Team leader
27.13.3 The fast roper.
27.14 The HFRI, in accordance with aviation unit SOPs, is to produce a passenger manifest for all
personnel boarding the aircraft for roping sorties.
28 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:
28.1 HFRIs may only renew their qualification by attending another HFRI course. JADTEU do not
remind personnel when their qualification is due to lapse.
28.2 The HFRI must remain current by carrying out currency training as a fast roper and despatcher
iaw the currency requirements in Chapter 1.
28.3 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.
28.4 HFRI self-validation is prohibited.
28.5 All training carried out by the HFRI should be logged on the unit/ship fast roping log sheet.
THE ASSISTANT
29 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.
30 Responsibilities
The assistant’s responsibilities include but are not limited to:
30.1 Acting as a demonstration troop for the HFRI.
30.2 Assisting the HFRI in the movement of equipment for aircraft preparation.
30.3 Controlling equipment at ground level.
30.4 Monitoring for Foreign Object Damage (FOD).
Section B
DAP 101A-1114-1
30.5 Control of personnel prior to emplaning.
30.6 Inspecting each stick to ensure appropriate PPE & equipment is worn prior to emplaning.
30.7 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)
Figure 1 – F142 Helicopter fast roping certificate (example)
TEAM LEADER
31 General
A HFRI may train a team leader in a supporting role when carrying out fast roping whether 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
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.
Section B
DAP 101A-1114-1
32 Responsibilities
32.1 Having a though knowledge of the fast roping procedures & currencies described in the latest
issue of the DAP 101-1114-1.
32.2 Acting as a demonstration troop for the HFRI.
32.3 Despatching from a gantry under the direct supervision of a HFRI, including:
32.3.1 Inspecting fast roper’s equipment and PPE are correct prior to despatching.
32.3.2 Control the exit point at all times.
32.3.3 Assisting the fast roper with equipment when exiting the despatch point where necessary.
32.3.4 Responsible for checking fast ropers are current and in date.
32.4 Compiling the roping assurance certificate for the providing aviation unit. During training this will
be inspected by the supervising HFRI.
32.5 Control of personnel and equipment prior to emplaning.
32.6 Inspecting all fast ropers to ensure correct PPE & equipment is worn prior to emplaning.
32.7 Conducts briefing of team members after the aircrew briefing.
32.8 Determines sequence of the descents of the fast ropers and reports it to the helicopter despatcher.
32.9 In consultation with the helicopter despatcher assists with rehearsal of fast ropers prior to sortie
unless operationally unable or inappropriate.
32.10 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
33 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:
33.1 A qualified and current despatcher.
33.2 A qualified and current aircrew.
33.3 May only qualify despatchers on the aircraft type for which they are qualified (signed 146).
Conversion process
33.4 Be in possession of form F146 whilst conducting training
34 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.
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:
publication.
34.2 Instructing in the despatch procedures in the DAP 101A-1114-1 and the relevant aircraft SOPs.
34.3 Planning and supervision of helicopter despatcher training.
Section B
DAP 101A-1114-1
34.4 Ensuring that all participants are thoroughly briefed iaw Chapter 1.
34.5 Instruct and supervise the correct storage, care and maintenance of all fast roping equipment
(Chapter 3), including all necessary before and after use inspections.
34.6 Maintain currency as a helicopter despatch instructor.
34.7 Maintaining the currency of helicopter despatchers.
34.8 Recording all helicopter despatcher training carried out under supervision on the Roping log
sheets and on each participants Log book.
HELICOPTER DESPATCHER
35 General
The HD (helicopter despatcher) must be a minimum of a substantive JNCO or above, unless stated as an
endorsed units (Paragraph 37). 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.
36 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:
36.2 The care, maintenance and preparation of fast roping equipment (Chapter 3) provided by the
squadron, including all necessary before and after use inspections.
36.3 Preparation of the aircraft for fast roping (see relevant aircraft annex).
36.4 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.
36.5 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.
36.7 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).
36.8.3 The aircraft transitions before fast ropers are clear of the rope.
whilst fast roping descents are being conducted.
36.12 Assisting the fast roper with equipment during emplaning and exiting where necessary.
Section B
DAP 101A-1114-1
36.13 Recovering the fast rope.
36.14 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.
36.15 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.
37 Endorsed units
The following Units are endorsed fast roping units:
37.1 Fleet sponsored:

37.1.1 Surveillance and Reconnaissance Squadron (SRS), 30 Cdo IX Group RM.
37.1.2 42 Cdo.
37.1.3 Fleet Diving Unit (FDU).
37.1.4 RN MAOT.
37.1.5 Royal Marine Mountain Leaders (RMML).
37.1.6 Designated CHF MCT Sqn.
37.1.7 FOST 1AGRM Board and Search School (BSS)
37.2 DSF sponsored:
37.2.1 UKSF.
37.2.2 UKSF(R).
37.2.3 Special Forces Support Group.
37.2.4 11 EOD.
37.3 Avn Units:
37.3.1 7 Sqn RAF.
37.3.2 658 Sqn AAC.
37.3.3 815 RNAS.
37.3.4 Qualified and current observer/aircrewman of service helicopter units.
37.4 16AA Bde sponsored:
37.4.1 16 Bde Pathfinders.
Section B
Despatchers Log Sheet
Name Rank Number Aircraft Type Expiry Date Dry Training Location Live Flying Location Remarks
(dtg) (dtg)
(g)
Aug 19 (Iss 10)

Figure 2 – Instructor’s log sheet
Page 144
Section B
DAP 101A-1114-1
DAP 101A-1114-1
CHAPTER 3: FAST ROPING EQUIPMENT
INTRODUCTION
38 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-0002-2(NAR)1.
THE DEPLANING ROPE
39 General
All technical information for the Mk4 deplaning rope (Figure 3) is found in AP 108G-0002-1F, Deplaning
Rope Assemblies. The rope is an olive green, non-rotating nylon synthetic rope. The rope is of a multi-
plait 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.
40 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.
41 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
DAP 101A-1114-1
Figure 4 – Life expiry date engraved on Mk4 rope
42 Rope care and storage

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.
42.1 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.
42.2 Storage.
When the ropes have been maintained and examined, store in a bag (NSN A4/1670-99-729-8123) 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.
43 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.
43.1 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.
43.2 For more information on log card MF749H see AP 108G-0002-2(NAR)1.

Full maintenance support literature, including NATO Stock Number (NSN), for the MK4 rope is published in
AP 108G-0002-1F, Deplaning Rope Assemblies.
45 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-0002-1F.
Section B
DAP 101A-1114-1
THE QUICK RELEASE MECHANISM (QRM)
The QRM 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.
46 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 5.

Full maintenance support literature, including NSN, for the QRM is published in AP 108G-0002-1E, Quick
Release Mechanism.
Figure 5 – The QRM with Mk4 rope fitted
48 Before use operation check

Before use, the QRM is to be checked and tested prior to use as follows:
48.1 Ensure the before use checks have been carried out in accordance with AP108G-0002-1E and
that MF749H has been annotated accordingly.
48.2 Suspend the QRM from the aircraft attachment point. Fit the deplaning rope and insert the pin
quick release.
48.3 Check the pin quick release will not pull out without the release button being depressed.
48.4 Apply a load to the rope and ensure the mechanism does not release (Figure 6).
Section B
DAP 101A-1114-1
Figure 6 – Load applied to rope with pip-pin fitted
48.5 With the pin quick release fitted, pull on the lanyard to ensure the rope does not release (Figure 7).
Figure 7 – Pulling on lanyard
48.6 Remove the pin quick release and again apply a load to the rope to ensure the mechanism does
not release (Figure 8).
Section B
DAP 101A-1114-1
Figure 8 – Load applied to rope with pip-pin out
48.7 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).
Figure 9 – Rope released from QRM
KARABINER 45 KN
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
DAP 101A-1114-1
Figure 10 – Karabiner (45 kN)

Full maintenance support literature, including NSN, for the Karabiner 45 kN is published in AP 108G-0002-1G,
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.
UK MOD RAPID RAPPELLING GLOVE WITH TOGGLE
50 Use
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
www.bennettsafetywear.co.uk . Details of manufacturers part numbers and sizes are at Table 3.
Figure 11 – UK MOD rapid rappelling glove with toggle

Personnel are to carry out ‘before use’ checks as follows:
51.1 Ensure the glove is of the correct size, this is important.
51.2 All rings should be removed before wearing gloves.
51.3 Gloves should be inspected before use.

Section B
DAP 101A-1114-1
51.4 Damaged or faulty gloves will not provide the level of protection required.
51.5 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.
51.6 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.
52 After use checks

Personnel are to carry out ‘after use’ checks as follows:
52.1 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.
52.2 Dirty gloves may lead to a reduction in protection. Gloves should be brushed clean with a soft
bristle brush to remove dirt.
52.3 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.
52.4 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.
52.5 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. Manufacturers Part No.
1490B/Toggle 08P/2290
Small 1156100080
Medium 1156100090
Large 1156100100
XLarge 1156100110
XXLarge 1156100100
BLACKHAWK ASSAULT GLOVE (SOLAG KEVLAR FULL FINGER LIGHT ASSAULT 8114)
CAUTION
Specialist Personnel (as defined in Chapter 4) Authorised Use Only.
CAUTION
It is the user unit’s responsibility to ensure that gloves are used for no more than 10 descents.
53 Use
For Specialist (as defined in Chapter 4) use only, the Blackhawk assault gloves (SOLAG Kevlar Full Finger
Light Assault 8114) shown in Figure 12 can be used under the following limitations:
53.1 No more than 10 fast rope descents.
53.2 Descents are to be no higher than 30 feet.
Section B
DAP 101A-1114-1
53.3 Ropers are to carry no more than 50 lbs.

53.4 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:
53.4.1 Stitching becomes worn through/detached.
53.4.2 Any area of the glove palm/fingers becomes excessively worn/shiny.
53.4.3 Any area of the glove palm/fingers becomes deformed or damaged.
Figure 12 – Blackhawk assault glove (SOLAG Kevlar Full Finger Light Assault 8114)
W+R CHARON PLUTO FAST ROPING GLOVES
54 Use
The W+R Charon Pluto fast roping gloves 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. All
requests should be submitted via the sales at Brigantes: the e-mail address for all glove purchases is tribe@
brigantes.com. The contact telephone number for the sales dept is 01392 409751. Details of manufactures
part numbers and sizes can be found on the web site.
Figure 13 – W+R Charon Pluto Fast Roping Gloves
55 Training with the W+R Charon Pluto Fast Roping Gloves

While training to use W+R Charon Pluto fast roping gloves, grip technique should be considered as the grip
pressure required is considerably less than using the Bennett Safety Wear glove. The correct size glove is
very important.
The W+R Charon Pluto Fast Roping Glove is a light weight glove with good durability. It is imperative that
before and after use checks are carried out to ensure that it is suitable for use. Any splits, cuts or holes that
expose skin then the glove is to be discarded.
Section B
DAP 101A-1114-1
ROYAL MARINE MARITIME COUNTER TERRORIST TEAM GLOVES (RMMCTT)
56 Use
Although now obsolete, the RMMCTT gloves (Figure 14) 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 14 – Royal Marine Maritime Counter Terrorist Team Gloves (RMMCTT)
DESPATCHER EQUIPMENT
57 Belt safety despatchers

These belts (Figure 15) 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:

57.1 The belt should be adjusted to fit snugly around the waist.
57.2 The fabric tabs should be passed through the metal loops and fully inserted into the metal tabs
as shown.
57.3 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 15 – 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-0201-1.
Section B
DAP 101A-1114-1
CHAPTER 4: FAST ROPING – TRAINING PROCEDURES AND TECHNIQUES
INTRODUCTION
WARNING
BEFORE ANY OF THE TRAINING DESCRIBED IN THIS CHAPTER IS CONDUCTED, THE SAFETY
PARAMETERS DESCRIBED IN CHAP 1 MUST BE ADHERED TO.
59 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 Chapter 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
60 Prerequisites
There are a number of prerequisites for an individual to be trained as a fast roper; they are as follows:
60.1 Only personnel that are required by their parent unit’s operational role should be trained.
60.2 Individuals must be medically fit ie no medical limitations on conducting routine unit tasking, to
participate in fast roping training.
60.3 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
60.4 There is no minimum rank requirement to be trained as a fast roper.
60.5 An individual must pass the MANDATORY assessment test, as detailed below, before partaking
in fast roping training.
61 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:
61.1 The individual does not wear gloves.
61.2 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.
61.3 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.
61.4 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.
61.5 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.
Section B
DAP 101A-1114-1
The assessment test is described and illustrated (Figure 16 to Figure 17) as follows:
61.6 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 16).
Figure 16 – Taking hold of the rope
61.7 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 17 – Positioning the body
61.8 Step off the raised platform and adopt the position as shown in Figure 18. 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
DAP 101A-1114-1
Figure 18 – Adopting the test position
RESPONSIBILITIES OF THE FAST ROPER
62 General
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:
62.1 Passing the assessment test.
62.2 Being in possession of their F142b currency certificate.
62.3 Inspecting and fitting PPE as taught by the HFRI.
62.4 Fitting personal equipment as taught by the HFRI.
62.5 Being able to competently carry out the emergency procedure as taught by the HFRI in
accordance with this chapter.
62.6 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.
62.7 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.
62.8 Maintaining a safe rate of descent throughout.
62.9 Using only the techniques taught by the HFRI.
62.10 Carrying out a safe landing as taught by the HFRI.
FAST ROPING TECHNIQUE
63 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.
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.
Section B
DAP 101A-1114-1
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
64 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.
65 Standing exit procedure

The standing exit procedure is described and illustrated as follows:
65.1 The fast roper must take hold of the rope in the same manner as for the assessment test
(Figure 19).
Figure 19 – Preparing to exit, feet on standing
65.2 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 20). 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
DAP 101A-1114-1
Figure 20 – Standing exit position feet on
66 Sitting exit procedure

The sitting 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 16).
66.2 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 21). 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 22).
Figure 21 – Preparing to exit, feet on sitting
Section B
DAP 101A-1114-1
Figure 22 – Exit technique, feet on sitting
67 The descent
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 23). 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 23 – Feet on descent
67.1 The hands must be positioned together and work in conjunction to apply simultaneous pressure
to ensure a safe rate of descent is maintained.
67.2 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.
67.3 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.
Section B
DAP 101A-1114-1
67.4 To slow the descent the fast roper must apply the braking technique. This is done by simply
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.
67.5 It is essential that the roper maintains bent legs and looks down during the descent to assess the
landing area.
68 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 24) to ensure a successful landing:
Figure 24 – The landing
68.1 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.
68.2 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.
68.3 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
69 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.
70 Standing exit procedure

The standing exit procedure is described and illustrated as follows:
Section B
DAP 101A-1114-1
70.1 The fast roper must take hold of the rope in the same manner as for the assessment test (Figure 16).
On being despatched the rope is brought into the chest and the correct grip, as previously described
in the assessment test, is adopted. This must happen in one swift motion which should be practised to
ensure that the exit remains smooth.
70.2 When in the standing position, one foot should be placed forward and the other back as shown
(Figure 25). 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 26). 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 25 – Preparing to exit, feet off standing
Figure 26 – Exit technique, feet off standing
71 Sitting exit procedure.

The sitting exit procedure is described as follows:
71.1 The hand and arm position is the same as when conducting a standing exit.
71.2 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
DAP 101A-1114-1
71.3 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.
72 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 27). 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 27 – Feet off descent
72.1 The hands must be positioned together and work in conjunction to apply simultaneous pressure
to ensure a safe rate of descent is maintained.
72.2 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.
72.3 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.
72.4 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.
73 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
74 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:
74.1 There is less than 5 feet of rope on the ground.
74.2 The aircraft is no longer over the target location.
Section B
DAP 101A-1114-1
74.3 There is an obstruction in the landing area.
74.4 Any other reason that prevents a safe landing.
74.5 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.
75 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:
75.1 The fast roper must first apply the braking technique by twisting the rope in opposing directions
as described in paragraph 72.3. This is to be immediately followed by trapping the rope between the
legs and feet (Figure 28).
Figure 28 – Immediate action
75.2 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.
76 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:
76.1 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 29).
Section B
DAP 101A-1114-1
Figure 29 – Rope released from lower legs and feet
76.2 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 30).
Figure 30 – 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.
76.3 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 31).
Section B
DAP 101A-1114-1
Figure 31 – Emergency drill complete
76.4 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 32).
Figure 32 – ‘Thumbs-up’
76.5 Once the despatcher has returned the signal, the hand is replaced on the rope (Figure 33). The
fast roper maintains this position until they deem it safe to recommence the descent.
Section B
DAP 101A-1114-1
Figure 33 – Emergency drill confirmed
FAST ROPING WITH EQUIPMENT
77 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 Chapter 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.
78 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.
79 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:
79.1 The equipment must be serviceable.
79.2 Weight limits must not be exceeded.
79.3 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.
79.4 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.
79.5 During the descent, equipment must not impede or get between the body, hands or legs and the
rope.
Section B
DAP 101A-1114-1
79.6 Equipment must have all loose ends taped away once fitted to reduce any snagging hazards.
79.7 Equipment should be a tight and snug fit and not be able to swing around.
79.8 Hooked or open type eyelets on boots should be taped to avoid snagging or causing damage to
the rope should there be interaction.
80 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:
80.1 Pass the sling through both sides of the sling attachment point (Figure 34).
Figure 34 –Sling attachment points
80.2 Attach and adjust the sling to the weapon (Figure 35).
Figure 35 – Sling attachment and adjustment
Section B
DAP 101A-1114-1
80.3 Tie a thumb knot (Figure 36).
Figure 36 – 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 37 shows the correct method for slinging the SA80 A2 rifle for
fast roping.
80.4 The magazine is securely fitted.
80.5 All ancillaries/attachments are securely fitted.
80.6 The weapon is made safe and the safety catch is applied.
80.7 The weapon is slung correctly.
80.8 The weapon is close to the body to avoid it swinging around.
80.9 All loose ends are taped away once the weapon is fitted.
Figure 37 – Correct carriage of weapon

Section B
DAP 101A-1114-1
ROPE COILING
81 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.
82 Technique
The technique to be used is as follows:
82.1 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 38).
Figure 38 – Rope coiling, start position
82.2 Rotate 180 degrees, again passing the rope across the chest and catching it on the opposite
wrist (Figure 39).
Figure 39 – 180 degree rotation

Section B
DAP 101A-1114-1
82.3 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 40).
Figure 40 – Rope coiling, the process
82.4 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 41).
Figure 41 – Rope coiling, complete
FAST ROPER CERTIFICATION AND CURRENCY REQUIREMENTS
83 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 (Annex C) and on the individuals F142B. Fast roper currency requirements are detailed in Chapter 1.
FAST ROPING DESPATCHER TRAINING
84 General
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
Section B
DAP 101A-1114-1
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 1.
85 Prerequisites
To be trained and qualified as a helicopter fast roping despatcher the individual must hold the minimum rank
of substantive JNCO.
86 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:
86.2 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.
86.3 Preparation of the aircraft for fast roping.
86.4 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.
86.6 Final selection of the target landing area in conjunction with the commander of the party to be
inserted.
86.7.3 The aircraft transitions before fast ropers are clear of the rope.
Whilst fast roping descents are being conducted.
86.11 Assisting the fast roper with equipment during emplaning and exiting where necessary.
86.12 jettisoning the rope in case of an aircraft emergency. This can only be done on the direct order of
the aircraft commander.
DESPATCHING TECHNIQUE
87 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.
Section B
DAP 101A-1114-1
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 Chapter 5. Generic points for the position of the despatcher
are detailed as follows:
88 Standing position
88.1 The Despatcher must take up a standing position to one side of the exit (Figure 42).
88.2 The inboard arm must be used to bar the exit.
88.3 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 42 – Despatcher standing position
89 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 43). The same principles apply as for standing.
Figure 43 – Despatcher kneeling position
Section B
DAP 101A-1114-1
90 Despatching technique
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:
90.1 The despatcher blocks the exit to prevent the fast ropers departure (Figure 44).
Figure 44 – Despatcher blocking the exit
90.2 The despatcher must now observe and be satisfied that the fast roper has control of the rope
with two hands.
90.3 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 45).
90.4 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.
Figure 45 – Two taps to ‘GO’

Section B
DAP 101A-1114-1
90.5 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 46).
90.6 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 46 – Blocking the exit, repeated
90.7 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.
91 Voice procedure
The generic voice procedure for despatchers is detailed in Chapter 5, aircraft procedures.
DESPATCHER CERTIFICATION AND CURRENCY REQUIREMENT
92 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 (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
Chapter 1.
FAST ROPING AT NIGHT
93 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.
94 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:
Section B
DAP 101A-1114-1
94.1 Comprehensive training from a gantry is carried out with fast ropers wearing/carrying the same
equipment as for aircraft descents.
94.2 Progression with reducing light levels where possible.
94.3 Full rehearsals are carried out prior to the sortie.
94.4 An IR cyalume may be attached 5 ft from the end of the rope to aid in observation.
94.5 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
95 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.
96 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.
96.1 The AUW of the fast roper must not exceed 165 kg / 363 lb.
96.2 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.
96.3 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.
96.4 Personnel can fast rope up to a maximum height above ground level of 85 ft.
97 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 at the start of this chapter. However
the criterion differs and is as follows:
97.1 The student is to carry out the assessment encumbered with an additional weight of 30kg / 66 lb.
97.1.1 The student may use both hands and feet to maintain the suspended position.
97.1.2 The pass mark is 15 seconds.
97.2 The techniques used for the encumbered assessment test are as follows:
97.2.1 The rope is to be grasped using the same technique as described for the regular
assessment test. The head position is also the same.
97.2.2 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 47).
Section B
DAP 101A-1114-1
Figure 47 – Encumbered assessment test position
SPECIALIST FAST ROPING TECHNIQUE
98 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 48. This
ensures that the fast ropers weight is supported by both the hands and feet from the very beginning of the
descent.
99 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:
99.1 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.
99.2 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.
99.3 It remains paramount that the fast roper looks down during the descent to help keep the body
upright and assess the landing area.
Section B
DAP 101A-1114-1
Figure 48 – The Specialist descent
100 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 49):
100.1 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.
100.2 This ensures that the body position is such that the landing can be absorbed as described in the
regular landing technique.
Figure 49 – The Specialist landing

Section B
DAP 101A-1114-1
CHAPTER 4 ANNEX A: FAST ROPING AND DESPATCHER TRAINING SYLLABUS
Fast Roping Training Syllabus - from a certified gantry

1 Assessment test. Clean fatigues DAP 101A-1114-1, Sect MANDATORY
B, Chap 4.
All ropers must be
weighed prior to
training.
2 Fast roping principles N/A Satisfaction of the Theory
and limitations. HFRI.
Responsibilities of the
fast roper.
3 Introduction to fast Deplaning rope and AP 108G-0002-1E and Theory. Basic overview
roping equipment. QRM. AP 108G-0002-1F. of design and purpose.
Satisfaction of the
HFRI.
4 Inspection and fitting of Helmets and gloves. DAP 101A-1114-1, Sect Theory.
PPE. B, Chap 4
Satisfaction of the
HFRI..
5 Fast roping technique. Fast roping equipment DAP 101A-1114-1, Sect Explain, demonstrate
Exit procedure and and PPE. B, Chap 4. and practice.
technique. Descent
and landing technique. Satisfaction of the
HFRI.
6 Emergency procedure. Fast roping equipment DAP 101A-1114-1, Sect Explain, demonstrate
and PPE. B, Chap 4. and practice.
MANDATORY
Satisfaction of the assessment before
HFRI. progression to live
aircraft.
7 Fitting and carriage of As required for DAP 101A-1114-1, Sect Explain, demonstrate
equipment. Principles operational scenarios. B, Chap 4. and practice.
and practice.
Satisfaction of the
HFRI.
8 Rope coiling. 60 ft/90 ft rope if Explain, demonstrate
available. and practice.
Fast roping training syllabus - live flying sorties
9 Briefing and rehearsals. All equipment to be DAP 101A-1114-1, Sect Brief to fast ropers,
used. B, Chap 1, Annex A despatchers, aircrew
and any support staff.
Rehearse emplaning,
deplaning.
10 Live flying sorties. As necessary. DAP 101A-1114-1, Progression should be
Sect B, Chap 4 and 5. used as per DAP 101A-
Relevant aircraft SOP. 1114-1, Sect B, Chap 4.
HFRI and despatcher.
Section B
DAP 101A-1114-1
Despatcher Training Syllabus - from a certified gantry

1 Principles of N/A DAP 101A-1114-1, Sect Theory.
despatching. B, Chap 4.
Responsibilities of the
despatcher.
2 Inspection criteria and All equipment. AP 108G-0002-1E and Theory. Full equipment
fitting of fast roping AP 108G-0002-1F. specifications,
equipment. inspection criteria and
service requirements.
3 Fitting of despatching Mk15 helmet, crew belt. Satisfaction of the HFRI
PPE.
4 Despatching position All equipment DAP 101A-1114-1, Sect Explain, demonstrate
and technique. B, Chap 4. and practice.
5 Voice Marshalling. All equipment DAP 101A-1114-1, Sect Explain, demonstrate
B, Chap 5. and practice.
Despatcher training syllabus - live flying sorties
6 Briefing and rehearsals. All equipment to be DAP 101A-1114-1, Sect Brief to fast ropers,
used. B, Chap 4, Annex A despatchers, aircrew
and any support staff.
Rehearse emplaning,
deplaning.
7 Live flying sorties. As necessary DAP 101A-1114-1, Despatcher to be
Sect B, Chap 4 and 5. supervised by a HFRI
Relevant aircraft SOP. on initial training.
HFRI.
Section B
DAP 101A-1114-1
CHAPTER 4 ANNEX B: FAST ROPING CERTIFICATES
101 Fast Roping Despatcher and Fast Roper currency certificates
Figure 50 – Despatcher fast roping certificate – print on BLUE card
Section B
DAP 101A-1114-1
Figure 51 –Figure 50 - Despatcher fast roping certificate – print on BLUE card
Section B
DAP 101A-1114-1
Figure 52 – Fast roper certificate – print on PINK card
Section B
DAP 101A-1114-1
Figure 53 – Fast roper certificate – print on PINK card
Section B
DAP 101A-1114-1
CHAPTER 4 ANNEX C: FAST ROPING LOG SHEETS
102 Fast Roping - Despatcher and Fast Roper log sheets

Remarks
Live Flying
Dry Training
Instructor
Date Trained
Aircraft Type
Number
Rank
Name
Section B
Name Rank Number Aircraft Type Date Trained Instructor Dry Training Live Flying Remarks
Aug 19 (Iss 10)

Page 185
Section B
DAP 101A-1114-1
Aug 19 (Iss 10)

Page 186
Section B
DAP 101A-1114-1
Aug 19 (Iss 10)

Page 187
Section B
DAP 101A-1114-1
DAP 101A-1114-1
CHAPTER 5 - AIRCRAFT PROCEDURES
INTRODUCTION
103 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.

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
105 Pre-emplaning
Prior to emplaning, the HFRI, the Despatcher and the Assistant are to ensure the following;
105.1 The aircraft is prepared correctly for fast roping in accordance with this publication.
105.2 That all equipment being used is authorised for use (as per Chapter 3, Annex A) has been
inspected & meets the required standard.
105.3 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.
105.4 That all Fast Ropers and their equipment are within the designated weight limit as per the
relevant paragraph in Chapter 4.
105.5 Confirm any current aircraft limitations, restrictions or service deviations with the aircrew.
105.6 Brief the aircrew, assistant/ support staff & fast ropers as per Chapter 1 Annex A.
105.7 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;
105.7.1 Emplaning.
105.7.2 Moving to the exit.
105.7.3 Despatching drill, including hand signals. Snag hazards should be clearly identified.
105.7.4 Exit technique.
105.7.5 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 4.
106 Emplaning
Once the Despatcher is on board he should carry out the following;
106.1 Communications check to the aircrew.

106.2 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 4).
The Despatcher should then ask the permission of the pilot to embark troops. Once permission is given, the
Despatcher should give a clear thumbs-up to the assistant or, in the absence of an assistant, the point man
of the embarking stick.
Section B
DAP 101A-1114-1
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 1.
107 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 4). 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.
108 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:
108.1 Positions the aircraft and checks with the stick/patrol leader. The Despatcher obtains clearance
from the pilot to deploy the rope (Serial 8,Table 4).
108.2 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 4).
108.3 The Despatcher then asks the Aircraft Captain for permission to despatch the Fast Ropers
(Serial 9, Table 4).
109 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 4 and Table 5. 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:
109.1 The Despatcher blocks the exit position with a outstretched arm.
109.2 The Despatcher will indicate to the stick No 1 to move to the exit point and take hold of the rope.
109.3 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.
109.4 The Despatcher will remove his arm from the exit and tap the Fast Roper twice on the shoulder.
This is the signal to go.
109.5 The Fast Roper positively exits the helicopter and descends the rope under control.
109.6 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.
110 Landing procedures

The landing procedures are as follows:
110.1 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.
111 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.
Section B
DAP 101A-1114-1
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/ ‘Despatcher, Secure in the cabin. If any problems speaking/
Helmet on and Secure in Comms Check? hearing or both, check comms
ac ‘Loud and Clear’ (or words to that effect) 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) ‘Clear ropers in’ (or words to that effect)
and the Fast Ropers are
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 The Roping Brief should contain the Example
board and secure prior to following:
lift. 1. Number of Ropers Five Ropers on board in clean
2. Type of Dress fatigue, request 40 ft AGL this
3. Height in Feet above ground level (AGL) location, we are now 10 POB.
4. Location
5. POB (Total number of persons on board
including Despatcher and aircrew)
Pilot Repeats key points
(If no Crewman) Prior to ‘Clear above and behind’ There is nothing above or
aircraft lifting. behind to prevent transition into
forward flight.
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’ Despatcher deploys rope
location, at required height ‘Clear Rope’ keeping control of the exit.
and in the hover.
Rope deployed with a ‘There is 5ft of rope on the ground’ Despatcher points at roper he
minimum of 5ft (1.5m) of ‘Clear troops?’ moves to the door and takes
rope on the ground. control of the rope.
‘Clear Troops’
Section B
DAP 101A-1114-1
Condition/ stage of flight Commands Actions/ Hand Signals

Responses
First roper in door and in Despatcher provides running commentary On receipt of 2 taps roper
control of rope. Despatcher of activities for the Aircraft Captain. positively exits the aircraft.
blocks exit with arm, then ‘First man on the rope’
gives roper 2 taps on ‘Halfway’
shoulder to exit ac. ‘Second man on the rope’
‘First man on the ground/deck’
‘First man clear’ Etc until all troops are on
the ground”.
After the last man has If training in same location. Last man has Last man keeps control of the
landed safely on the control of the rope, and is walking it out to rope and walks the rope to the
ground. the (clock code as appropriate) position’ required position as the aircraft
‘Clear Below to land on’ descends.
After the last man has If ropes are to be recovered into ac or Troops clear is given when clear
landed safely on the ditched. ‘Last man clear of rope’ ‘Troops of the disc. There is nothing
ground. clear’ ‘Recovering rope……rope is in’ Or above or behind to prevent
‘Ditching rope…….rope is on the ground’ transition into forward flight.
‘Clear above and behind’
In an Emergency Situation. Aircraft Captain – ‘Jettison, Jettison’ As Briefed.
Despatcher – ‘Rope(s) Gone’
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.
112 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 5.
113 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.
114 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 Meaning/Action
“FORWARD (5)” Go forward (5) units
“BACK (5)” Go back (5) units
“LEFT (5)” Go left (5) units
“RIGHT (5)” Go right (5) units
“UP (5)” Go up (5) units
“DOWN (5)” Go down (5) units
“STEADY” Stop horizontal movement
Section B
DAP 101A-1114-1
Key words Meaning/Action

“TAIL CLEAR” The aircraft‟s tail is clear vertically below
“TAIL CLEAR LEFT/RIGHT” The aircraft‟s tail is cleared to move left/right as required
“TAIL STEADY” Stop tail movement
“NOSE CLEAR LEFT/RIGHT” The aircraft‟s nose is cleared to move left/right as required
“NOSE STEADY” Stop nose movement
“HEIGHT IS GOOD” Stop vertical movement
“CLEAR BELOW TO LAND ON” It is safe to descend and land
“CLEAR ABOVE” The aircraft is clear above to lift vertically
“CLEAR ABOVE AND BEHIND” There is nothing above or behind to prevent transition into forward flight
“OVERSHOOT, OVERSHOOT” Initiate overshoot action to avoid a hazardous situation developing
Section B
DAP 101A-1114-1
CHAPTER 5 ANNEX A - CHINOOK HC MK4 FAST ROPING PROCEDURES
INTRODUCTION
WARNING
WARNING
THIS DOCUMENT MUST BE USED IN CONJUNCTION WITH CHINOOK HC MK4 FAST ROPING STANDARD
115 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 5.
116 Aircraft exits

The following aircraft exits can be used for fast roping:
116.1 Forward crew door via a Quick Release Mechanism (QRM) attached to the Hoist Belay Bracket (HBB).
116.2 Centre hatch utilising an aircraft fitted Centre Hatch Quick Release Mechanism (CHQRM).
116.3 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.
117 Equipment
The equipment cleared for fast roping from the Chinook HC Mk4 is shown in Table 6.
Table 6 – Fast Roping equipment requirement

Mk4 Deplaning Rope (40 ft, 50 ft, 60 ft or 90 ft) AP 108G-0002-1F 1
Additional requirement using front crew door
Quick Release Mechanism Mk2 AP 108G-0002-1E 1
45 kN Karabiner AP 108G-0002-1G 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.

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:
118.1 The rear edge of the ramp must have a ramp sill protector fitted to prevent rope snagging.
118.2 Check the RFRF for general condition, correct installation and security; pay particular attention to
the floor locking points.
118.3 Check that the QRM fitted to each of the five suspension points is not beyond its scheduled
maintenance check date.
118.4 Ensure that each QRM has a serviceable pip-pin fitted and that it is connected to the lever arm
with a serviceable lanyard.
118.5 Functionally check each QRM as follows:
118.5.1 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.
Section B
DAP 101A-1114-1
118.5.2 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.
118.5.3 Remove the load from the rope and pull down on the lanyard, the mechanism should
action smoothly, releasing the unloaded rope from the QRM.
118.5.4 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 54).
Figure 54 – Mk4 rope attached to the RFRF via the integral QRM

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.
120 Centre hatch preparation

CAUTION
The QRM is not designed to be routinely released under load as damage to the internal
The centre hatch is to be configured as follows:
120.1 Remove the centre hatch torque limiter and cranking handle, ensure they are stowed securely
out of the way.
120.2 Attach the CHQRM, then attach the rope (Figure 55). Carry out a functional check to ensure a
clean rope release is possible as follows:
120.2.1 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.
120.2.2 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.
Section B
DAP 101A-1114-1
120.2.3 Remove the load from the rope and pull down on the lanyard, the mechanism should
action smoothly, releasing the unloaded rope from the QRM.
120.2.4 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 55 – Mk4 rope attached to CHQRM
121 Centre hatch specific procedures

It is recommended that the ropers approach from the rear of the aircraft and straddle the centre hatch
(Figure 56). 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
DAP 101A-1114-1
Figure 56 – 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.
122 Forward crew door preparation

The forward crew door preparation and functionality checks are as follows:
122.1 Functionally check the QRM prior to use in accordance with the instructions detailed in Chapter 3.
122.2 Ensure that the 45 kN karabiner screwgate functions smoothly and correctly.
122.3 Ensure that the provisioned AGS shackle (belay ring) is serviceable and securely fitted to the
HBB.
122.4 Attach the 45 kN karabiner to HBB and then attach the QRM to the 45 kN karabiner (Figure 57).
Attach the clevis of the rope into the QRM.
Section B
DAP 101A-1114-1
Figure 57 – Attachment of MK4 rope to HBB via QRM
123 Forward crew door specific techniques

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.
roping sortie.
Refer to Chapter 4 for fast roping immediate action and emergency drills.
RESTRICTIONS
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
DAP 101A-1114-1
CHAPTER 5 ANNEX B - CHINOOK HC MK6 FAST ROPING PROCEDURES
INTRODUCTION
WARNING
WARNING
THIS DOCUMENT MUST BE USED IN CONJUNCTION WITH CHINOOK HC MK6 FAST ROPING STANDARD
124 General
This chapter applies to the Chinook HC Mk6 only. The procedures in this Annex are to be used in conjunction
125 Aircraft exits

The following aircraft exits can be used for fast roping:
125.1 Forward crew door via a Quick Release Mechanism (QRM) attached to the Hoist Belay Bracket
(HBB).
125.2 Centre hatch utilising an aircraft fitted Centre Hatch Suspension Boeing Quick Release
Mechanism (CHSBQRM).
125.3 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.
126 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
Additional requirement using front crew door
45kN Karabiner AP 108G-0002-1G 1
Additional requirement using centre hatch
Tape, Adhesive, 2 in. 7510-99-220-1154 A/R
CAUTION
The BQRM is not designed to be routinely released under load as damage to the internal

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:
127.1 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 58).
127.2 Insert the safety pip-pin into the BQRM. Apply pressure to the beam; there should be no action in
the BQRM.
Section B
DAP 101A-1114-1
Figure 58 – RRB/BQRM component check
127.4 Apply pressure to the BQRM, this should not release and there should be no action in the
Figure 59 – RRB/BQRM functional check
Section B
DAP 101A-1114-1
127.5 Remove the load and push against the release lever (Figure 60), the mechanism should operate,
releasing the BQRM.
127.6 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 60 – RRB/BQRM release lever operation
The MK4 rope is attached directly to the RRB via the BQRM (Figure 61) using the link. It is MANDATORY
that the rope is orientated as shown to minimise metal on metal contact during flight.
Figure 61 – Attachment of MK4 rope to RRB via BQRM
Section B
DAP 101A-1114-1

The following specific procedures are to be adhered to when fast roping from the ramp:
128.1 When two sticks are to be despatched simultaneously only the left and right beams are to be
used.
128.2 For single stick despatch any beam can be utilised; it is recommended that the centre beam is
used for training purposes.
128.3 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 62)
Figure 62 – Leading with right shoulder with two ropers
129 Centre hatch preparation

CAUTION
The CHSBQRM is not designed to be routinely released under load as damage to the internal
Functional checks of the CHSBQRM are to be conducted prior to use as follows:
129.1 Ensure that the CHSBQRM has a serviceable pip-pin fitted and that it is connected with a
serviceable lanyard (Figure 63).
129.2 Insert the safety pip-pin into the CHSBQRM. Apply pressure to the beam; there should be no
action in the BQRM.
Section B
DAP 101A-1114-1
Figure 63 – CHSBQRM component check
129.4 Apply pressure to the CHSBQRM, this should not release and there should be no action in the
Figure 64 – CHSBQRM functional check
129.5 Remove the load and push against the release lever, the mechanism should operate, releasing
the BQRM (Figure 65).
129.6 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
DAP 101A-1114-1
Figure 65 – CHSBQRM release lever operation
The MK4 rope link is attached directly to the CHSBQRM as shown (Figure 66). It is MANDATORY that the
rope is orientated as shown to minimise metal on metal contact during flight.
Figure 66 – 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 67).
The Despatcher is to be aware of this hazard and is to position himself accordingly.
Section B
DAP 101A-1114-1
Figure 67 – Taping of centre hatch grab handle
130 Centre hatch specific procedures

It is recommended that the ropers approach from the rear of the aircraft and straddle the centre hatch as
shown (Figure 68). 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 68 – Centre hatch exit position
Section B
DAP 101A-1114-1
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.
131 Forward crew door preparation

The forward crew door preparation and functionality checks are as follows:
131.1 Functionally check the QRM prior to use in accordance with the instructions detailed in Chapter 3.
131.2 Ensure that the 45 kN karabiner screwgate functions smoothly and correctly.
131.3 Ensure that the provisioned AGS shackle (belay ring) is serviceable and securely fitted to the
HBB.
131.4 Attach the 45kN karabiner to HBB and then attach the QRM to the 45 kN karabiner (Figure 69).
Attach the clevis of the rope into the QRM.
Figure 69 – Attachment of MK4 rope to HBB via QRM
132 Forward crew door specific techniques

The roper is to positively exit the aircraft with right shoulder leading as shown (Figure 70) and then carry out
the roping techniques described in Chapter 4.
Section B
DAP 101A-1114-1
Figure 70 – Exit procedure from front crew door.
roping sortie.
The rope is only to be jettisoned on the direct order of the aircraft commander (see Chapter 5).
RESTRICTIONS
Refer to the current RTS, SOP and Chapter 4 for restrictions.
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
DAP 101A-1114-1
CHAPTER 5 ANNEX C - WILDCAT AH MK1 / WILDCAT HMA MK2 FAST ROPING PROCEDURES
INTRODUCTION
WARNING
WARNING
THIS DOCUMENT MUST BE USED IN CONJUNCTION WITH WILDCAT SOP FAST ROPING.
133 General
This chapter applies to the Wildcat only. The following procedures are to be used in conjunction with
Chapter 4.
134 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.
135 Equipment
The equipment cleared for fast roping from the Wildcat is shown in Table 8.

Mk4 Deplaning Rope (40 ft, 50 ft, AP 108G-0002-1F 1
60 ft or 90 ft)

An in-date HFRI or despatcher must check and confirm that:
136.1 The QRM is functionally checked prior to use as detailed in Chapter 3.
136.2 The QRM is fitted to the roping frame and that the slotted clevis of the Mk4 rope engages the
QRM jaws (Figure 71).
Section B
DAP 101A-1114-1
Figure 71 – Mk4 rope attached to starboard roping frame via the QRM
136.3 The Wildcat footstep is fitted for fast roping operations.
136.4 The removable guard rails (WG 1383-0483-103) are connected to the footstep (Figure 72). The
guard rails provide an extra preventative measure against ropes becoming caught around the back of
the footstep.
Figure 72 – Guard rails (highlighted by red circles) attached to footstep
Section B
DAP 101A-1114-1

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 73); this is reversed when exiting from the port door.
Figure 73 – Starboard exit seating plan
roping sortie.
RESTRICTIONS
Refer to the current Wildcat RTS. The aircraft crew will brief any relevant limitations at the Stage 1 brief (pre-
flight brief).
Section B
DAP 101A-1114-1
CHAPTER 5 ANNEX E - DAUPHIN FAST ROPING PROCEDURES
INTRODUCTION
WARNINGS
WARNING
THIS DOCUMENT MUST BE USED IN CONJUNCTION WITH THE DAUPHIN FAST ROPING STANDARD
138 General
This chapter applies to the Dauphin only. The procedures in this Annex are to be used in conjunction with
139 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.
140 Equipment
The equipment cleared for fast roping from the Dauphin is shown in Table 9.


141.1 he aircraft is fitted with a step, however the Release to Service (RTS) allows for fast roping
without the step.
141.3 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 74).
Section B
DAP 101A-1114-1
Figure 74 – 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 75).
Figure 75 – Roper and despatchers position in the starboard door
Section B
DAP 101A-1114-1
roping sortie.
RESTRICTIONS
Refer to the current Dauphin RTS. The aircraft crew will brief any relevant limitations at the Stage 1 brief
(pre-flight brief).
Section B
DAP 101A-1114-1
CHAPTER 5 ANNEX F - MERLIN MK3/4 FAST ROPING PROCEDURES
INTRODUCTION
WARNING
WARNING
THIS DOCUMENT MUST BE USED IN CONJUNCTION WITH THE MERLIN MK3/4 FAST ROPING STANDARD
143 General
This chapter applies to the Merlin MK3/4 only. The procedures in this Annex are to be used in conjunction
144 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.
145 Equipment
The equipment cleared for fast roping from the Merlin MK3/4 is shown in Table 10.

45 kN Karabiner AP 108G-0002-1G 1

WARNING
ONLY THE OUTBOARD ATTACHMENT POINT OF THE ROPING BEAM IS TO BE USED.
146.2 A 45 kN karabiner is fitted to the outboard attachment point of the roping beam with the twist-lock
facing downwards.
146.3 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 76).
Section B
DAP 101A-1114-1
Figure 76 – Mk4 rope attached to roping beam via a QRM and 45 kN karabiner
147 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 (Figure 77
and Figure 78).
NOTE
Ropers are to be briefed about unguarded gap at rear of cabin door.
Figure 77 – Despatch position without GPMG and pintle fitted

Section B
DAP 101A-1114-1
NOTE
GPMG orientated away from roper.
Figure 78 – Despatch position with GPMG and pintle fitted
roping sortie.
RESTRICTIONS
Refer to the current Merlin MK3/4 RTS. The aircraft crew will brief any relevant limitations at the Stage 1 brief
(pre-flight brief).
Section B
DAP 101A-1114-1
CHAPTER 5 ANNEX H - PUMA HC MK2 - FAST ROPING PROCEDURES
INTRODUCTION
WARNING
WARNING
THIS DOCUMENT MUST BE USED IN CONJUNCTION WITH THE PUMA HC MK2 FAST ROPING STANDARD
148 General
This chapter applies to the Puma HC Mk2 only. The procedures in this Annex are to be used in conjunction
149 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 79).
The number of ropers and exits used will be determined by the aircrew and depending on the aircrafts role.
Figure 79 – Mk4 rope attached to the fast rope beam via a QRM
150 Equipment
The equipment cleared for fast roping from the Puma HC Mk2 is shown in Table 11.


The aircraft must be rolled and the fast rope beam deployed by an aircraft maintainer or aircrewman.

Section B
DAP 101A-1114-1
151.2 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 80).

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 80) or by crouching in the
door (Figure 81).
Figure 80 – Port door despatch position, seated using step
Figure 81 – Port door despatch position, crouching

Section B
DAP 101A-1114-1
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
(Figure 80 and Figure 81). 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
82).
Figure 82 – Alternative port door despatch position, seated using step
roping sortie.
Refer to Chapter 4 for immediate action and emergency drills.
RESTRICTIONS
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

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NOTICE OF UPDATE

AIR TRANSPORT OPERATIONS MANUAL

ROPING FROM HELICOPTERS

Sponsored for use in the

CONDITIONS OF RELEASE. This document is the property of Her Britannic

© Crown copyright 2019

Publication Authority: JOINT HELICOPTER COMMAND – CTS J7 TRG

Prepared by JOINT AIR DELIVERY TEST AND EVALUATION UNIT

PUBLICATION AUTHORITY DETAILS. Service users should send their comments

DAP ISSUE RECORD

Initial Sep 2011 6 2015-10-15

Publication Title DAP Reference

2 Air Transport Operations Manuals (ATOMS)

3 Helicopter Underslung Load Equipment (HUSLE)

4 Joint Service Publication

Or in a hard copy to:

TROOP INSERTION AND EXTRACTION SYSTEMS (TIES) GOVERNANCE

7 Ownership of Responsibilities and the Associated Risk

8 1st, 2nd & 3rd Party Assurance (PA) Process

11.1.1 Defence Audit and Evaluation Skills Course.

11.1.2 Cse 9008 Training Audit Course (TA).

12.2 2nd PA. Every 12 months.

12.3 3rd PA. Every 24 months.

Table 1 - TIES Table of Assurance

Trg Trg Trg Trg Trg Trg

Air Units Unit

13.4 HFFC – Human Factors Facilitators Course (Valid 5 years).

13.5 FSC - Flying Supervisors Course (Valid 5 years).

13.6 FAC – Flying Authorisers Course (Valid 5 years).

13.7 FSOC – Flight Safety Officers Course (Valid 5 years).

Chapter 1 Annex A: Abseiling – Pre-Training Briefs 24

Chapter 2: The Helicopter Abseil Instructor 26

Chapter 3: Helicopter Abseil Equipment 32

Chapter 4: Abseiling – Training Procedures And Techniques 40

Chapter 4 Annex A: Abseiler And Despatcher Training Syllabus 66

Chapter 4 Annex B: Abseiling – Despatcher And Abseiler Currency Certificates 68

Chapter 4 Annex C: Abseiling - Despatcher And Abseiler Log Sheets 72

Chapter 4 Annex D: Fitting The Autrailian Tape Harness (ATH) 76

Chapter 4 Annex E: Tying A Figure-Of-Eight-Knot 80

Chapter 5 - Abseiling: Despatch And Aircraft Procedures 81

Chapter 5 Annex B: Puma HC Mk2 - Abseiling Procedures 92

Chapter 5 Annex C: Chinook HC Mk4 - Abseiling Procedures 95

Chapter 5 Annex D: Chinook HC Mk6 - Abseiling Procedures 97

Chapter 5 Annex E: Bell 212 - Abseiling Procedures 102

Chapter 5 Annex F: Dauphin - Abseiling Procedures 104

Chapter 5 Annex G: Merlin Mk3/4 - Abseiling Procedures 106

Chapter 5 Annex H: Generic Night Abseiling Procedures 110

Chapter 5 Annex I: Wildcat Ah Mk 1 / Wildcat Hma Mk 2- Abseiling Procedures 113

Appendix A To Annex I - Construction Of Bolster 120

Chapter 1: Abseiling (General)

Figure 54 – Improvised Stores Load step 89.1..............................................................................................61

Chapter 5 Annex H: Generic Night Abseiling Procedures

Table 1 – Mandatory Abseil and Despatcher currency requirements�������������������������������������������������������������� 19

CHAPTER 1: ABSEILING (GENERAL)

3 Techniquies and procedures

5.1 The HAI (see Chapter 2 for responsibilities).

6 Abseiler and Despatcher

Table 1 – Mandatory Abseil and Despatcher currency requirements

Just in time. On gantry

(within 28 days 1 x emergency procedure Despatch position relevant to airframe type.

7.1 The maximum height for abseiling is 180 ft (54m).

8.1 The Assistant and support staff.

10.1 Certified gantry:

Table 1 – Mandatory Abseil and Despatcher currency requirements�� 19