NTTP 3-50.

NAVY TACTICS, TECHNIQUES, AND PROCEDURES

NAVY SEARCH AND

RESCUE (SAR) MANUAL
NTTP 3-50.1
EDITION DECEMBER 2019

DEPARTMENT OF THE NAVY

OFFICE OF THE CHIEF OF NAVAL OPERATIONS

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URGENT CHANGE/ERRATUM RECORD
APPROVED FOR PUBLIC RELEASE;
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NAVY WARFARE DEVELOPMENT COMMAND

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PRIMARY REVIEW AUTHORITY:

HELICOPTER SEA COMBAT SQUADRON THREE

This and other Navy Warfare Library publications, including any edition
updates, are available at the Navy Warfare Library websites:
0411LP1195234 https://doctrine.navy.mil/ and https://portal.nwdc.navy.smil.mil/NDLS/.

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CONTENTS
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No.
CHAPTER 1—AVIATION MARITIME SEARCH AND RESCUE PROCEDURES
1.1 MARITIME ENVIRONMENT ................................................................................................... 1-1
1.2 SEARCH ...................................................................................................................................... 1-1
1.2.1 Search Planning ............................................................................................................................ 1-1
1.2.2 Search and Rescue Organization .................................................................................................. 1-1
1.2.3 Search Brief .................................................................................................................................. 1-2
1.2.4 Search Execution .......................................................................................................................... 1-2
1.2.5 Survivor Sighting ......................................................................................................................... 1-2
1.2.6 Fixed-wing Sighting ..................................................................................................................... 1-2
1.3 RESCUE PROCEDURES ............................................................................................................ 1-3
1.3.1 Assessing the Rescue Situation .................................................................................................... 1-3
1.3.2 Marking of the Survivor’s Position .............................................................................................. 1-4
1.3.3 Rescue Pattern .............................................................................................................................. 1-5
1.3.4 Multiple Rescue Decision ............................................................................................................ 1-5
1.3.5 Rescue Hover Position ................................................................................................................. 1-6
1.3.6 Rescue Swimmer Deployment ..................................................................................................... 1-6
1.3.7 Rescue Swimmer Recovery Procedures ..................................................................................... 1-13
1.3.8 Maritime Direct Deployment Procedures ................................................................................... 1-14
1.3.9 Physical Grip Procedures ........................................................................................................... 1-18
1.4 RESCUE EQUIPMENT RIGGING, DEPLOYMENT, AND RECOVERY
PROCEDURES .......................................................................................................................... 1-22
1.4.1 Rescue Hook .............................................................................................................................. 1-25
1.4.2 Rescue Strop ............................................................................................................................... 1-27
1.4.3 Collapsible Rescue Basket (McCauley Basket) ......................................................................... 1-29
1.4.4 Rescue Net.................................................................................................................................. 1-34
1.4.5 Rescue Seat ................................................................................................................................ 1-38
1.4.6 Rescue/Medical Evacuation Litter Procedures ........................................................................... 1-41
1.5 SURVIVOR FLOTATION IN THE HELICOPTER ................................................................. 1-48
1.6 HELICOPTER LIFE RAFT DEPLOYMENT ........................................................................... 1-48
1.6.1 Uninflated Life Raft Deployment............................................................................................... 1-49
1.6.2 Inflated Life Raft Deployment ................................................................................................... 1-49

1.7 HELICOPTER-TO-SHIP PERSONNEL TRANSFER.............................................................. 1-50

1.7.1 Hoisting Vest .............................................................................................................................. 1-50
1.7.2 Helicopter-to-ship Trail Line Hoisting Procedures .................................................................... 1-51
1.8 EMERGENCY PROCEDURES ................................................................................................ 1-55
1.8.1 Rescue Hoist Failure During a Rescue ....................................................................................... 1-55
1.8.2 Jammed Rescue Hoist Procedures .............................................................................................. 1-55
1.8.3 Severed Rescue Hoist Cable....................................................................................................... 1-56
1.8.4 Rigging the Hoist Quick Splice Plate ......................................................................................... 1-57
1.8.5 Cable Splice (P/N AMTC-R2008-0) Procedures ....................................................................... 1-58
1.9 AVIATION SEARCH AND RESCUE READINESS CONDITIONS ..................................... 1-59
1.9.1 SAR Condition I ......................................................................................................................... 1-59

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1.9.2 SAR Condition II........................................................................................................................ 1-59

1.9.3 SAR Condition III ...................................................................................................................... 1-59
1.9.4 SAR Condition IV ...................................................................................................................... 1-59

CHAPTER 2—SURFACE VESSEL SEARCH AND RESCUE PROCEDURES

2.1 BASIC FACTORS ....................................................................................................................... 2-1

2.1.1 Means of Rescue .......................................................................................................................... 2-1
2.1.2 Surface Ship Search and Rescue Responsibility .......................................................................... 2-1
2.1.3 Decision to Launch Rescue Boat or Conduct Shipboard Recovery ............................................. 2-1

2.2 SHIP’S ORGANIZATION .......................................................................................................... 2-1

2.3 SHIPBOARD PREPARATIONS FOR SAR OPERATIONS ..................................................... 2-3

2.3.1 Assessing the Rescue Situation .................................................................................................... 2-3
2.3.2 Cold-water Operations ................................................................................................................. 2-4
2.3.3 Plane Guard Assignment .............................................................................................................. 2-4

2.4 SEARCH ...................................................................................................................................... 2-5

2.4.1 Search Planning ............................................................................................................................ 2-5
2.4.2 Lookouts ....................................................................................................................................... 2-5
2.4.3 Daylight Search ............................................................................................................................ 2-5
2.4.4 Night Search ................................................................................................................................. 2-5

2.5 MARKING OF THE SURVIVOR’S POSITION ........................................................................ 2-5

2.6 AIR/SURFACE COORDINATION ............................................................................................ 2-6

2.6.1 Ship/Rescue Boat Standby Position ............................................................................................. 2-6
2.6.2 Helicopter Turnover of the Rescue to the Ship or Rescue Boat ................................................... 2-7

2.7 RESCUE BOAT OPERATIONS ................................................................................................. 2-7

2.7.1 Approaching Survivor .................................................................................................................. 2-7
2.7.2 Surface Rescue Swimmer Deployment From Rescue Boat (Day or Night) ................................. 2-7
2.7.3 Rescue Boat Approach to Parachute ............................................................................................ 2-9
2.7.4 Rescue Priority ........................................................................................................................... 2-12
2.7.5 Rescue Boat Recovery Position.................................................................................................. 2-12
2.7.6 First Aid...................................................................................................................................... 2-12
2.7.7 SAR/Medical Evacuation Litter Procedures for Rescue Boat .................................................... 2-12

2.8 SHIPBOARD J-BAR DAVIT RECOVERY ............................................................................. 2-14

2.8.1 International Orange Latex Balls................................................................................................ 2-15
2.8.2 Rescue Swimmer Deployment From J-bar Davit (Day or Night) .............................................. 2-15
2.8.3 J-bar Davit Recovery Procedures ............................................................................................... 2-19

2.9 LPD 17 SAN ANTONIO CLASS SHIPBOARD RECOVERY PROCEDURES ..................... 2-25
2.9.1 Preparation ................................................................................................................................. 2-25
2.9.2 Rescue Swimmer Deployment From Port-shell Door ................................................................ 2-26
2.9.3 Rescue Swimmer Recovery From Port-shell Door .................................................................... 2-27

2.10 SURFACE VESSEL MEDICAL EVACUATION PROCEDURES ......................................... 2-32

2.10.1 Preparing for Transfer Operations .............................................................................................. 2-32
2.10.2 Rescue Equipment Donning Procedures .................................................................................... 2-32
2.10.3 Plumb Hover .............................................................................................................................. 2-34
2.10.4 Trail Line Hoisting Procedures .................................................................................................. 2-35

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2.11 OVERWATER HELICOPTER HOISTING FROM A RESCUE BOAT ................................. 2-40

2.12 SALVAGE OPERATIONS ....................................................................................................... 2-40

CHAPTER 3—RESCUE SWIMMER PROCEDURES

3.1 RESCUE SWIMMER PROCEDURES ....................................................................................... 3-1

3.2 NAVY LIFESAVING APPROACH PROCEDURES ................................................................. 3-1

3.2.1 Rear Surface Approach ................................................................................................................ 3-1
3.2.2 Front Surface Approach ............................................................................................................... 3-2
3.2.3 Noncompliant Approach .............................................................................................................. 3-2
3.3 CARRY PROCEDURES ............................................................................................................. 3-3
3.3.1 Cross-chest Carry ......................................................................................................................... 3-3
3.3.2 Harness Carry ............................................................................................................................... 3-4
3.3.3 Equipment/Collar Tow ................................................................................................................. 3-4

3.4 LIFESAVING GRIP PROCEDURES ......................................................................................... 3-4

3.4.1 Seat Belt Grip ............................................................................................................................... 3-5
3.4.2 Gable Grip .................................................................................................................................... 3-5
3.4.3 S-grip ............................................................................................................................................ 3-6
3.4.4 C-clamp Grip ................................................................................................................................ 3-7
3.4.5 Cobra Grip .................................................................................................................................... 3-7

3.5 LIFESAVING TECHNIQUES .................................................................................................... 3-8

3.5.1 Arm Drag...................................................................................................................................... 3-8
3.5.2 Cross Block .................................................................................................................................. 3-9

3.6 RELEASE/ESCAPE PROCEDURES.......................................................................................... 3-9

3.6.1 Front Head Hold Release ............................................................................................................. 3-9
3.6.2 Front Head Hold Escape............................................................................................................. 3-10
3.6.3 Rear Head Hold Release............................................................................................................. 3-10
3.6.4 Rear Head Hold Escape .............................................................................................................. 3-11

3.7 PARACHUTE-DISENTANGLEMENT PROCEDURES ......................................................... 3-11

3.7.1 Entanglement in Shroud Lines ................................................................................................... 3-12
3.7.2 Ballooned Canopy Procedures ................................................................................................... 3-12
3.7.3 Sinking Parachute ....................................................................................................................... 3-14

3.8 RESCUE SWIMMER EMERGENCY PROCEDURES ........................................................... 3-15

3.8.1 Survivor Emergency Flotation Procedures ................................................................................. 3-15
3.8.2 Safing the Survivor..................................................................................................................... 3-20
3.8.3 Staging Survivors in Life Rafts (Aviation Rescue Swimmer Only)........................................... 3-20
3.8.4 Noncompliant Survivor .............................................................................................................. 3-21

3.9 SURVIVOR DISENTANGLEMENT/RECOVERY PROCEDURES ...................................... 3-24

3.9.1 Assess the Situation .................................................................................................................... 3-24
3.9.2 Establish Communication........................................................................................................... 3-25
3.9.3 In Close, In Control .................................................................................................................... 3-26
3.9.4 Remove Oxygen Mask/Check for Breathing ............................................................................. 3-26
3.9.5 Clear the Survivor’s Head, Neck, and Chest .............................................................................. 3-28
3.9.6 Inflate the Survivor’s Personal Flotation Device ....................................................................... 3-31
3.9.7 Disentangle the Survivor; Head-to-toe ....................................................................................... 3-32

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3.9.8 Life Raft Extraction (if Needed)................................................................................................. 3-42

3.9.9 Tow the Survivor Clear .............................................................................................................. 3-44
3.9.10 Perform a Final Check of the Survivor....................................................................................... 3-45
3.9.11 Signal READY FOR PICK-UP .................................................................................................. 3-45
3.9.12 Hook into the Survivor (Aviation Rescue Swimmers Only) ...................................................... 3-45
3.9.13 Hook into the Rescue Hook........................................................................................................ 3-46
3.9.14 Perform a Safety Check .............................................................................................................. 3-46
3.9.15 Signal RAISE CABLE ............................................................................................................... 3-47

3.10 AVIATION RESCUE SWIMMER DIRECT DEPLOYMENT PROCEDURES ..................... 3-48

3.10.1 Aviation RS Maritime DD Double Lift ...................................................................................... 3-50

3.11 RESCUE DEVICE PROCEDURES .......................................................................................... 3-51

3.11.1 Aviation/Surface TRI-SAR Harness, and Surface Rescue Swimmer’s Harness ........................ 3-52
3.11.2 Rescue Strop ............................................................................................................................... 3-54
3.11.3 Rescue/MEDEVAC Litter .......................................................................................................... 3-55
3.11.4 Rescue Seat (Aviation Only) ...................................................................................................... 3-61
3.11.5 Rescue Net (Aviation Only) ....................................................................................................... 3-63
3.11.6 Rescue Basket............................................................................................................................. 3-64
3.11.7 Rescue Basket with Trail Line ................................................................................................... 3-65

CHAPTER 4—INLAND SEARCH AND RESCUE PROCEDURES

4.1 INLAND SEARCH AND RESCUE REQUIREMENTS ............................................................ 4-1

4.2 RESPONDING TO COMPOSITE FIBER AIRCRAFT MISHAPS ........................................... 4-1

4.3 MOUNTAIN OPERATIONS ...................................................................................................... 4-2

4.4 RESCUE METHODS/RECOVERY METHODS ....................................................................... 4-2

4.4.1 Landing to Effect a Rescue .......................................................................................................... 4-2
4.4.2 Procedures for a Rescue by Landing ............................................................................................ 4-3
4.4.3 Rescue via One Skid/Wheel ......................................................................................................... 4-3
4.4.4 Rescue via Hoist ........................................................................................................................... 4-3
4.4.5 Rappelling .................................................................................................................................. 4-35
4.4.6 Vertical Surface Direct Deployment Procedures ....................................................................... 4-51

CHAPTER 5—SEARCH AND RESCUE EQUIPMENT

5.1 BASIC REQUIREMENTS .......................................................................................................... 5-1

5.2 RESCUE SWIMMER EQUIPMENT .......................................................................................... 5-1

5.2.1 Minimum Rescue Swimmer Equipment ...................................................................................... 5-1
5.2.2 SAR Swimmer’s Wet Suit Ensemble ........................................................................................... 5-3
5.2.3 SAR Swimmer’s Mask ................................................................................................................. 5-4
5.2.4 SAR Swimmer’s Snorkel ............................................................................................................. 5-4
5.2.5 SAR Swimmer’s Swim Fins......................................................................................................... 5-4
5.2.6 Life Preserver Unit-28/P AND LSC (P/N 482) Life Preserver Assemblies ................................. 5-5
5.2.7 Aviation RS’s Harness (HBU-23/P) P/N 205 .............................................................................. 5-5
5.2.8 Aviation/Surface Rescue Swimmer TRI-SAR Harness ............................................................... 5-5
5.2.9 SAR Swimmer’s Knife and Sheath .............................................................................................. 5-7
5.2.10 Rescue Swimmer Trunks.............................................................................................................. 5-7
5.2.11 Rescue Swimmer’s Gloves ........................................................................................................... 5-8
5.2.12 AN/PRC-149 Radio Set and C-12631/PRC-149 Radio Control Unit .......................................... 5-8

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5.2.13 Rescue Swimmer Extreme Environmental Gear .......................................................................... 5-8

5.2.14 Direct Deployment System (Aviation Rescue Swimmer Only) ................................................. 5-14
5.2.15 SAR Swimmer’s Helmet ............................................................................................................ 5-15

5.3 RESCUE DEVICES ................................................................................................................... 5-16

5.3.1 Double Rescue Hook .................................................................................................................. 5-16
5.3.2 Locking Rescue Hook ................................................................................................................ 5-17
5.3.3 Rescue Strop ............................................................................................................................... 5-18
5.3.4 Rescue Litter (Stokes Litter) and Flotation Assembly ............................................................... 5-19
5.3.5 SAR MEDEVAC Litter.............................................................................................................. 5-26
5.3.6 Rescue Net (Aviation Only) ....................................................................................................... 5-31
5.3.7 Rescue Seat (Aviation Only) ...................................................................................................... 5-32
5.3.8 Hoisting Vest—Aviation Only/Donning .................................................................................... 5-33
5.3.9 Helitack Hotseat ......................................................................................................................... 5-34
5.3.10 Air Rescue Systems Air Rescue Vest (ARV)............................................................................. 5-34

5.4 SUPPLEMENTAL HELICOPTER RESCUE EQUIPMENT ................................................... 5-36

5.4.1 Helicopter Rescue Equipment Bag/H-60 Rescue Equipment Bag, Small .................................. 5-36
5.4.2 Life Preservers ............................................................................................................................ 5-44
5.4.3 Regular Standard, Right-angle, 2-cell Flashlight ....................................................................... 5-49
5.4.4 Tubular Nylon Webbing Flat Rope ............................................................................................ 5-49
5.4.5 Entrenching Tool ........................................................................................................................ 5-50
5.5 RAPPELLING EQUIPMENT ................................................................................................... 5-50
5.5.1 L-4-250/L-4-150 Sky Genie Descent Systems ........................................................................... 5-50
5.5.2 Rappelling Rope ......................................................................................................................... 5-50
5.5.3 Rappel Harness ........................................................................................................................... 5-51
5.5.4 Carabiner .................................................................................................................................... 5-52
5.5.5 Portable Oxygen System ............................................................................................................ 5-53
5.5.6 Waist Belt ................................................................................................................................... 5-53
5.5.7 Spring-loaded Belay Plate .......................................................................................................... 5-53
5.5.8 Multipurpose Belay Device ........................................................................................................ 5-54

5.7 SURVIVOR POSITION-MARKING DEVICES ...................................................................... 5-55

5.7.1 MK 25 Smoke, Marine Marker .................................................................................................. 5-55
5.7.2 MK-58 Smoke, Marine Marker .................................................................................................. 5-56
5.7.3 MK 18 Smoke, Land Marker ..................................................................................................... 5-56
5.7.4 Wind Drift Indicator ................................................................................................................... 5-56
5.7.5 Datum Marker Buoy ................................................................................................................... 5-56
5.7.6 SDU-36/N Electric Marine Marker Light .................................................................................. 5-57
5.7.7 MK-79 MOD 0 and MK-79 MOD 2 Personnel Distress Signal Kit .......................................... 5-58
5.7.8 MK-124 MOD 0 Marine Smoke and Illumination Signal .......................................................... 5-59
5.7.9 AN/SSQ-53 SAR Buoy .............................................................................................................. 5-60

5.8 AIRCRAFT CREW REQUIREMENTS .................................................................................... 5-60

5.9 MINIMUM HELICOPTER SAR EQUIPMENT ....................................................................... 5-60

5.9.1 Additional Required SAR Equipment for Over Water ............................................................... 5-61
5.9.2 Additional Required SAR Equipment for Over Land (for Commands with Helicopter
Inland Rescue Aircrewman-qualified Rescue Aircrewmen Only) ............................................. 5-62

5.10 FIXED-WING SEARCH AND RESCUE EQUIPMENT ......................................................... 5-64

5.11 AIRCRAFT MEDICAL EQUIPMENT KITS ........................................................................... 5-64

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5.12 MEDICAL OXYGEN SYSTEM ............................................................................................... 5-64

5.13 HUMANITARIAN ASSISTANCE AND DISASTER RELIEF AND DEFENSE
SUPPORT OF CIVIL AUTHORITIES OPERATIONS............................................................ 5-65
5.14 SURFACE VESSEL SAR EQUIPMENT.................................................................................. 5-66
5.14.1 J-bar Davits ................................................................................................................................ 5-66
5.14.2 Heaving Line .............................................................................................................................. 5-66
5.14.3 Rescue Swimmer Tending Line ................................................................................................. 5-67
5.14.4 V-bladed Rescue Knife .............................................................................................................. 5-67
5.14.5 Wool Blanket.............................................................................................................................. 5-67
5.14.6 Grapnel Hook ............................................................................................................................. 5-67
5.14.7 Safety Harness with Dynabrake Shock Absorber....................................................................... 5-68
5.14.8 Level A SAR Medical Kit .......................................................................................................... 5-68
5.14.9 Twenty- and Twenty-four-inch Life Ring .................................................................................. 5-69
5.14.10 Megaphone ................................................................................................................................. 5-69
5.14.11 M-14 Rifle, and Bandoleer of Ammunition, 30 Rounds ............................................................ 5-69
5.15 ADDITIONAL RESCUE BOAT EQUIPMENT ....................................................................... 5-70
5.15.1 Pistol and Ammunition ............................................................................................................... 5-70
5.15.2 Boat Hook .................................................................................................................................. 5-70
5.15.3 Radio Set .................................................................................................................................... 5-70
5.15.4 Semaphore Flags ........................................................................................................................ 5-70
5.15.5 Flashlights .................................................................................................................................. 5-70
5.15.6 Shipboard Battle Lantern............................................................................................................ 5-70
5.15.7 Hand-held Signal Light .............................................................................................................. 5-71
5.15.8 MK-79 Pencil Flare .................................................................................................................... 5-71
5.15.9 Night Vision Goggles ................................................................................................................. 5-71
CHAPTER 6—SEARCH AND RESCUE COMMUNICATIONS PROCEDURES
6.1 IMPORTANCE OF COMMUNICATIONS ................................................................................ 6-1
6.2 CONTROL COMMUNICATIONS ............................................................................................. 6-1
6.2.1 Search Unit Reports...................................................................................................................... 6-1
6.2.2 Situation Reports .......................................................................................................................... 6-1
6.3 SEARCH AND RESCUE FREQUENCIES ................................................................................ 6-2
6.3.1 Distress Frequencies ..................................................................................................................... 6-2
6.3.2 Commonly Used On-scene SAR Frequencies .............................................................................. 6-2
6.3.3 Coast Guard Datum Marker Buoys .............................................................................................. 6-3
6.4 SAR BREVITY CODES .............................................................................................................. 6-3
6.5 SURFACE VESSEL SAR COMMUNICATION PROCEDURES ............................................. 6-3
6.6 AVIATION SAR COMMUNICATION PROCEDURES ........................................................... 6-3
6.6.1 Rescue Swimmer Radio (AN/PRC-149 Radio Set and C-12631/PRC-149 Radio Control
Unit) ............................................................................................................................................. 6-3
6.6.2 Rescue Hand Signals .................................................................................................................... 6-3
CHAPTER 7—MEDICAL PROCEDURES
7.1 BASIC REQUIREMENTS .......................................................................................................... 7-1
7.1.1 Blood-borne Pathogen and Body Substance Isolation Precautions .............................................. 7-1

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7.1.2 Hazardous Materials/Composite Fiber Exposure ......................................................................... 7-2

7.1.3 SAR Medical Technicians (Hospital Corpsman [HM] NEC L00A) ............................................ 7-3

7.2 SAR CREW MEDICAL PROCEDURES.................................................................................... 7-3

7.2.1 Maritime Missions ........................................................................................................................ 7-3
7.2.2 Overland Missions ........................................................................................................................ 7-3
7.2.3 Search and Rescue Crew Medical Training ................................................................................. 7-4

7.3 MEDICAL DIRECTION ............................................................................................................. 7-4

7.3.1 Aviation Medical Direction .......................................................................................................... 7-4
7.3.2 Surface Medical Direction............................................................................................................ 7-4
7.3.3 General Medical Procedures ........................................................................................................ 7-4
7.3.4 Diving-related Injuries ................................................................................................................. 7-5
7.3.5 Environmental Injuries ................................................................................................................. 7-6

CHAPTER 8—AVIATION SURVIVAL EQUIPMENT

8.1 BODY ARMOR ........................................................................................................................... 8-1
8.1.1 The Protective Assembly, Aircrew Survival—Armor A/P22P-18(V) ......................................... 8-1
8.1.2 Configuration ............................................................................................................................... 8-1

8.2 SURVIVAL VEST ....................................................................................................................... 8-1

8.2.1 The Type I CMU-33A/P22P-18(V) Survival Vest ....................................................................... 8-1
8.2.2 CMU-33A/P22P-18(V) Type II Survival Vest............................................................................. 8-6
8.2.3 SV-2B Survival Vest .................................................................................................................... 8-7
8.2.4 CMU-30/P22P-15 Survival Vest .................................................................................................. 8-9
8.2.5 CMU-37/P and CMU-38/P Survival Vest .................................................................................. 8-10

8.3 PARACHUTE RESTRAINT HARNESS, PARACHUTE, AND ASSOCIATED

EQUIPMENT ............................................................................................................................. 8-11
8.3.1 Quick Fitting Parachute Restraint Harness................................................................................. 8-11
8.3.2 PCU-series Integrated Torso Parachute Restraint Harness ........................................................ 8-13
8.3.3 Parachute Harness Sensing Release Unit ................................................................................... 8-13

8.4 LIFE PRESERVER UNIT (LIFE PRESERVER UNIT-SERIES)............................................. 8-15

8.4.1 Life Preserver Unit-series Life Preservers Used by Aircrews of High-performance Ejection
Seat-equipped Aircraft ............................................................................................................... 8-15
8.4.2 Life Preserver Unit-series Life Preservers Used in Fixed-wing Nonejection-seat Aircraft
and Helicopters ........................................................................................................................... 8-17
8.4.3 FLU-8B/P Automatic Inflation Device ...................................................................................... 8-18

8.5 RIGID SEAT SURVIVAL KIT ................................................................................................. 8-19

8.5.1 Configuration ............................................................................................................................. 8-19

8.6 INFLATABLE LIFE RAFTS .................................................................................................... 8-20

8.6.1 LR-1 One-man Life Raft Assembly ........................................................................................... 8-20
8.6.2 LRU-18/U Life Raft Assembly .................................................................................................. 8-20
8.6.3 LRU-23/P Life Raft Assembly ................................................................................................... 8-26
8.6.4 LRU-29/P22P-20 Sealed Life Raft Assembly ............................................................................ 8-27
8.6.5 Multiplace Life Rafts (MPLR A/A), LRU-30A/A (8-man), LRU-31A/A (12-man), and
LRU-32A/A (20-man) ................................................................................................................ 8-28

8.7 ANTIEXPOSURE APPAREL ASSEMBLIES .......................................................................... 8-31

8.7.1 A/P22P-17 Antiexposure Apparel Assembly ............................................................................. 8-31

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8.7.2 CWU-79/P Passenger Antiexposure Survival System ............................................................... 8-31

8.7.3 CWU-83/P Passenger Antiexposure Coverall Ensemble ........................................................... 8-32
8.7.4 A/P22P-6 Series Antiexposure Apparel Assemblies, Constant Wear ........................................ 8-33
8.7.5 A/P22P-7(V) Quick-donning Flyers Antiexposure Apparel Assembly ..................................... 8-36

CHAPTER 9—SUBMARINE SEARCH AND RESCUE PROCEDURES

9.1 GENERAL ................................................................................................................................... 9-1

9.2 COMMAND AND CONTROL ................................................................................................... 9-2

9.2.1 SAR Mission Coordinator ............................................................................................................ 9-2
9.2.2 Submarine Search and Rescue Authority ..................................................................................... 9-2
9.2.3 On-scene Commander .................................................................................................................. 9-2
9.2.4 Coordinator Rescue Forces .......................................................................................................... 9-3
9.2.5 Rescue Element Commander ....................................................................................................... 9-3
9.2.6 National Rescue Coordinator ....................................................................................................... 9-3
9.2.7 International Rescue Element Commander .................................................................................. 9-4
9.2.8 Task Organization ........................................................................................................................ 9-4

9.3 ESCALATION OF SUBMARINE SEARCH AND RESCUE RESPONSE ............................... 9-4

9.3.1 Event SUBLOOK ......................................................................................................................... 9-4
9.3.2 Event SUBMISS........................................................................................................................... 9-4
9.3.3 Event SUBSUNK ......................................................................................................................... 9-4

9.4 OVERVIEW OF SEARCH PROCEDURES ............................................................................... 9-5

9.5 DISSUB SEARCH ASSETS........................................................................................................ 9-5

9.6 PLANNING AND CONDUCTING THE DISSUB SEARCH .................................................... 9-6

9.6.1 Interference Advisories ................................................................................................................ 9-6
9.6.2 Establishing DISSUB Datum ....................................................................................................... 9-6
9.6.3 Marking DISSUB Datum ............................................................................................................. 9-6
9.6.4 Methods of Search ........................................................................................................................ 9-6
9.7 DISSUB EVIDENCE DISCOVERY ........................................................................................... 9-8
9.7.1 Aircraft Procedures....................................................................................................................... 9-8
9.7.2 Ship or Submarine Procedures ..................................................................................................... 9-8
9.7.3 Discovery of Survivors on the Surface ......................................................................................... 9-9

APPENDIX A—RESCUE/MEDICAL REPORT

A.1 PURPOSE ................................................................................................................................... A-1

A.2 REQUIREMENTS ...................................................................................................................... A-1
A.2.1 Rescue Report - SAR Form 3-50.1/1 .......................................................................................... A-1
A.2.2 Medical Rescue Report - DA FORM 4700 - JTS TACEVAC AAR & PCR .............................. A-1

A.3 GENERAL INSTRUCTION ....................................................................................................... A-2

A.4 SPECIAL INSTRUCTIONS ....................................................................................................... A-2

A.5 DISTRIBUTION ......................................................................................................................... A-2

APPENDIX B—SAR INCIDENT DATA

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APPENDIX C

APPENDIX D—STOCK NUMBERS OF SAR EQUIPMENT

APPENDIX E—UNITED STATES COAST GUARD RESCUE COORDINATION CENTERS

(24 HOUR REGIONAL CONTACTS FOR EMERGENCIES)

REFERENCES

LIST OF ACRONYMS AND ABBREVIATIONS

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LIST OF ILLUSTRATIONS
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CHAPTER 1—AVIATION MARITIME SEARCH AND RESCUE PROCEDURES

Figure 1-1. Rescue Vehicle Survivor Sighting Procedures ........................................................................ 1-3
Figure 1-2. Three o’Clock-position ............................................................................................................ 1-6
Figure 1-3. HO Grabs the Survivor Around the Waist ............................................................................. 1-18
Figure 1-4. Rescue Hook with Chemical Lights Attached to the Equipment Ring .................................. 1-26
Figure 1-5. Rescue Strop with Chemical Lights Attached to the Free End .............................................. 1-28
Figure 1-6. Collapsible Rescue Basket; Built-in: 44 Inches Length by 20 Inches Width by
40 Inches Height .................................................................................................................... 1-30
Figure 1-7. Collapsible Rescue Basket; Broken-down: 44 Inches Length by 20 Inches Width by
9.5 Inches Height ................................................................................................................... 1-30
Figure 1-8. Trail Line Connected Rescue Basket Hook ........................................................................... 1-32
Figure 1-9. V-strap Hook-up to Rescue Basket Frame ............................................................................. 1-32
Figure 1-10. Survivor Aboard the Collapsible Rescue Basket ................................................................... 1-34
Figure 1-11. Rescue Net with Chemical Lights Attached .......................................................................... 1-35
Figure 1-12. Upper Support Rib Sleeves Slid over Swivel Joints .............................................................. 1-36
Figure 1-13. Lower Support Ribs Folded up and Connected to the Middle Frame Trip Ring ................... 1-36
Figure 1-14. The HO Connects the Safety Strap to the V rings of the Rescue Net and Pulls it Tight ....... 1-38
Figure 1-15. The HO Connects the Rescue Seat into the Rescue Hook ..................................................... 1-39
Figure 1-16. Survivor Aboard the Rescue Seat with the Safety Strap Properly Utilized ........................... 1-40
Figure 1-17. The HO Lowers the Rescue Seat Until the Edge of the Support Fluke is Resting on the
Helicopter Deck ..................................................................................................................... 1-41
Figure 1-18. MEDEVAC Litter Connection Points for the Hoisting Slings and Trail Line Assembly ...... 1-43
Figure 1-19. Trail Line Assembly Connection Points for the MEDEVAC and Stokes Litter .................... 1-44
Figure 1-20. The HO Deploys the Weighted End of the Trail Line Assembly .......................................... 1-44
Figure 1-21. The Rescue Swimmer Uses the Trail Line to Keep the Litter Parallel to the Helicopter’s
Longitudinal Axis .................................................................................................................. 1-46
Figure 1-22. The HO, while Paying Out Hoist Cable, Guides the MEDEVAC Litter into the
Helicopter............................................................................................................................... 1-48
Figure 1-23. Hoisting Vest ......................................................................................................................... 1-50
Figure 1-24. Trail Line Connected to the Equipment Ring of the Rescue Hook ........................................ 1-52
Figure 1-25. Emergency Securing of the Rescue Hoist Cable.................................................................... 1-55
Figure 1-26. The HO Places the Bitter End of the Rescue Hoist Cable Under the Retainer Clip .............. 1-57
Figure 1-27. Cable Splice (P/N AMTC-R2008-0)...................................................................................... 1-58

CHAPTER 2—SURFACE VESSEL SEARCH AND RESCUE PROCEDURES

Figure 2-1. Required J-bar Davit/LPD 17 San Antonio Class Recovery Crew .......................................... 2-2
Figure 2-2. Minimum Required Boat Crew ................................................................................................ 2-2
Figure 2-3. Rescue Boat Prepares to Take over Rescue ............................................................................. 2-8
Figure 2-4. Rescue Swimmer Deployment from Rescue Boat ................................................................... 2-8
Figure 2-5. Approach to Survivor with Parachute .................................................................................... 2-10
Figure 2-6. Attaching Tending Line to Survivor with Sinking Parachute ................................................ 2-11
Figure 2-7. Rescue Swimmer Approach to Survivor with Ballooned Parachute...................................... 2-11
Figure 2-8. Rigid Hull Inflatable Boat Pickup of Rescue Swimmer and Survivor ................................... 2-12
Figure 2-9. Rescue Litter Procedure for Rescue Boat .............................................................................. 2-13
Figure 2-10. Forecastle J-bar Davit Rig...................................................................................................... 2-15
Figure 2-11. Rescue Strop with Chemical Lights Attached ....................................................................... 2-16
Figure 2-12. Rescue Strop Attaching Procedure......................................................................................... 2-17

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Figure 2-13. Tending Line Attaching Procedure ........................................................................................ 2-17

Figure 2-14. Rescue Swimmer Lowering Procedures—Forecastle ............................................................ 2-18
Figure 2-15. Recovery of Rescue Swimmer and Survivor ......................................................................... 2-21
Figure 2-16. Rescue Swimmer Gives RAISE CABLE Hand Signal .......................................................... 2-22
Figure 2-17. Raising and Lowering Rescue Litter ...................................................................................... 2-25
Figure 2-18. Hoisting Vest Donning Procedures ........................................................................................ 2-33
Figure 2-19. Trail Line Contact for Deck Personnel .................................................................................. 2-36
Figure 2-20. Proper Grounding of Rescue Device for Deck Personnel ...................................................... 2-36
Figure 2-21. Hoist Cable Disconnected and Cable Paid Out ...................................................................... 2-37
Figure 2-22. Connection of Rescue Device to Rescue Hook...................................................................... 2-37
Figure 2-23. Ready for Hoisting Signal from Deck Crew to Helicopter .................................................... 2-38
Figure 2-24. Rescue Device Proper Hoisting Position Note....................................................................... 2-38
Figure 2-25. Deck Personnel Rescue/MEDEVAC Litter Maneuvering ..................................................... 2-39
Figure 2-26. Deck Crew Release Trail Line Overboard ............................................................................. 2-40

CHAPTER 3—RESCUE SWIMMER PROCEDURES

Figure 3-1. Harness Carry........................................................................................................................... 3-4
Figure 3-2. Seat Belt Grip ........................................................................................................................... 3-5
Figure 3-3. Gable Grip ................................................................................................................................ 3-6
Figure 3-4. S-grip........................................................................................................................................ 3-6
Figure 3-5. C-clamp Grip on Tricep ........................................................................................................... 3-7
Figure 3-6. C-clamp Grip on Wrist ............................................................................................................. 3-7
Figure 3-7. Cobra Grip ............................................................................................................................... 3-7
Figure 3-8. Arm Drag ................................................................................................................................. 3-8
Figure 3-9. Cross Block .............................................................................................................................. 3-9
Figure 3-10. Attempt to Establish Communication with the Survivor ....................................................... 3-12
Figure 3-11. Lift the Edge of the Parachute................................................................................................ 3-13
Figure 3-12. Pull Shroud Line(s) Until the Survivor is Within Reach, and the Canopy is Gathered
into the Rescue Swimmer’s Hand .......................................................................................... 3-13
Figure 3-13. In One Motion, Pull the Survivor Back, and Push the Parachute over the Survivor’s
Head ....................................................................................................................................... 3-14
Figure 3-14. Remove Oxygen Mask/Check for Breathing ......................................................................... 3-27
Figure 3-15. Old-style Bayonet Fittings ..................................................................................................... 3-27
Figure 3-16. New Style of Bayonet Fittings ............................................................................................... 3-28
Figure 3-17. The Rescue Swimmer Clears all Obstructions and Shroud Lines from Survivor’s Head,
Neck, and Chest ..................................................................................................................... 3-29
Figure 3-18. Navy Quick Fit Harness (Top); Air Force Quick Fit Harness (Bottom) ................................ 3-30
Figure 3-19. The RS Releases the Quick Ejector Snap on the Center of the Survivor’s Chest .................. 3-30
Figure 3-20. Rescue Swimmer Inflates the Survivor’s Flotation as Needed .............................................. 3-31
Figure 3-21. One of the Many Versions of the Navy Integrated Torso Harness ........................................ 3-33
Figure 3-22. Integrated Torso Harness Koch Fittings ................................................................................ 3-33
Figure 3-23. The Rescue Swimmer Releases the Koch Fittings about the Survivor’s Shoulders .............. 3-34
Figure 3-24. Oxygen Hose Connection ...................................................................................................... 3-34
Figure 3-25. Release the Survivor’s Seat Pan by Releasing the Leg Mini-Koch Fittings Located On,
or Around, Each of the Survivor’s Hips ................................................................................ 3-35
Figure 3-26. The Rescue Swimmer Removes the Survivor’s Shoulder Straps .......................................... 3-35
Figure 3-27. The Rescue Swimmer Releases the Survivor’s Leg Quick Ejector Snaps ............................. 3-36
Figure 3-28. CMU-30 Survival Vest .......................................................................................................... 3-37
Figure 3-29. CMU-33 Type I Survival Vest ............................................................................................... 3-38
Figure 3-30. CMU-37/P .............................................................................................................................. 3-40
Figure 3-31. CMU-38/P .............................................................................................................................. 3-40
Figure 3-32. Quick Release Box ................................................................................................................. 3-41

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Figure 3-33. Pilot Interface Console ........................................................................................................... 3-42

Figure 3-34. Butterfly Coupling ................................................................................................................. 3-42
Figure 3-35. F-35 Lifting Straps ................................................................................................................. 3-45
Figure 3-36. After the Safety Check, the Rescue Swimmer Signals RAISE CABLE ................................ 3-47
Figure 3-37. Rescue Swimmer and Survivor Being Recovered via Direct Deployment System ............... 3-47
Figure 3-38. As the Rescue Swimmer is Being Hoisted Down to the Survivor, the Rescue Swimmer
Points to Survivor in the Water; this Helps the Hoist Operator Deploy Rescue Swimmer
to Within Arm’s Reach of the Survivor when the Rescue Swimmer Contacts the Water ..... 3-48
Figure 3-39. Survivor Being Recovered via the Direct Deployment Double Lift Method......................... 3-50
Figure 3-40. The Rescue Swimmer Shall take the Top Restraint Strap (Grey in Color) from the Front
of the Rescue/MEDEVAC Litter and Secure it Around the Survivor’s Chest ...................... 3-57
Figure 3-41. MEDEVAC Litter being Hoisted Vertically .......................................................................... 3-58
Figure 3-42. Rescue Swimmer Secures Rescue/MEDEVAC Litter Chest Pad .......................................... 3-59
Figure 3-43. Pilot Interface Console is Secured in Third Patient Restraint Strap ...................................... 3-59
Figure 3-44. Rescue Swimmer Signals READY FOR PICK-UP ............................................................... 3-59
Figure 3-45. The Rescue Swimmer shall Hook the Rescue/MEDEVAC Litter Slings (both sides) into
the Rescue Hook .................................................................................................................... 3-60
Figure 3-46. The Rescue Swimmer should Flutter-kick Away from the Search and Rescue Unit while
Tending the Trail Line to Preclude the Rescue/MEDEVAC Litter from Spinning During
Recovery and/or Hitting the Side of the Helicopter or Ship (during Forecastle Recovery) .. 3-61
Figure 3-47. Instruct the Survivor to Wrap Arms Around the Flotation Collar and to Not Let Go Until
Directed to by the HO ............................................................................................................ 3-62

CHAPTER 4—INLAND SEARCH AND RESCUE PROCEDURES

Figure 4-1. Single-man Hoist to Sling Using Alternate Weak Link Assembly .......................................... 4-5
Figure 4-2. Single-man Hoist to Rappel Harness ....................................................................................... 4-6
Figure 4-3. Single-man Hoist to Integrated Torso Harness Replace with LRH ......................................... 4-6
Figure 4-4. Single-man Hoist to TRI-SAR ................................................................................................. 4-7
Figure 4-5. Single-man Hoist to Rescue Strop ........................................................................................... 4-9
Figure 4-6. Single-man Hoist to Hoisting Vest ........................................................................................ 4-10
Figure 4-7. Single-man Hoist to Air Rescue Vest .................................................................................... 4-11
Figure 4-8. Single-man Hoist to Hotseat .................................................................................................. 4-12
Figure 4-9. Single-man Hoist to Rescue Seat ........................................................................................... 4-13
Figure 4-10. Dual-man Hoist Rappel Harness to Hoisting Vest/Rappel Harness ...................................... 4-14
Figure 4-11. Dual-man Hoist Rappel Harness to Hotseat Vest .................................................................. 4-15
Figure 4-12. Dual-man Hoist Rappel Harness to Air Rescue Vest ............................................................. 4-16
Figure 4-13. Quick Pick to Air Rescue Vest .............................................................................................. 4-16
Figure 4-14. Dual-man Hoist Rappel Harness to Rescue/MEDEVAC Sling Assembly ............................ 4-17
Figure 4-15. TRI-SAR Harness to Hoisting Vest ....................................................................................... 4-18
Figure 4-16. TRI-SAR Harness to Air Rescue Vest ................................................................................... 4-18
Figure 4-17. Quick Pick using TRI-SAR.................................................................................................... 4-19
Figure 4-18. TRI-SAR Harness to Hotseat ................................................................................................. 4-19
Figure 4-19. TRI-SAR Harness to Modified Rescue Strop ........................................................................ 4-20
Figure 4-20. TRI-SAR Harness to Quick Strop .......................................................................................... 4-21
Figure 4-21. Multipurpose Device (Unlocked)........................................................................................... 4-22
Figure 4-22. Rotate Back Plate Fully Open ................................................................................................ 4-22
Figure 4-23. Insert Belay Rope ................................................................................................................... 4-23
Figure 4-24. Close and Secure Back Plate .................................................................................................. 4-23
Figure 4-25. Self-equalizing Cordelette Belay Line Setup ......................................................................... 4-24
Figure 4-26. Tying a Ring Bend Knot into a Piece of Tubular Nylon Webbing ........................................ 4-24
Figure 4-27. Self-equalizing Deck Setup .................................................................................................... 4-25
Figure 4-28. Self-equalizing Deck Setup .................................................................................................... 4-25
Figure 4-29. Self-equalizing Deck Setup .................................................................................................... 4-26

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Figure 4-30. Self-equalizing Deck Setup .................................................................................................... 4-26

Figure 4-31. Out-belay................................................................................................................................ 4-28
Figure 4-32. Hold-belay.............................................................................................................................. 4-29
Figure 4-33. Safety-belay ........................................................................................................................... 4-30
Figure 4-34. Safety-belay with Overhand Knot.......................................................................................... 4-30
Figure 4-35. TRI-SAR Harness and Single Lift Direct Deployment Procedure ........................................ 4-31
Figure 4-36. TRI-SAR Harness and Double Lift Direct Deployment Procedure ....................................... 4-31
Figure 4-37. Belay Line Knot ..................................................................................................................... 4-33
Figure 4-38. Hold-belay.............................................................................................................................. 4-33
Figure 4-39. Hands-free Safety-belay ......................................................................................................... 4-34
Figure 4-40. Figure 8 Knot ......................................................................................................................... 4-34
Figure 4-41. Donning the Rappel Harness.................................................................................................. 4-37
Figure 4-42. H-1 Hoist Rappel Station Rigging ......................................................................................... 4-38
Figure 4-43. H-60 Inland Rappel/Belay Setup ........................................................................................... 4-38
Figure 4-44. Descent Control Device Rigging ........................................................................................... 4-39
Figure 4-45. Rappel Harness with Both the Descent Control Device and Belay Line Attached ................ 4-40
Figure 4-46. Descent Control Device Single Lock-off ............................................................................... 4-40
Figure 4-47. Descent Control Device Double Lock-off ............................................................................. 4-41
Figure 4-48. Descent Control Device Modified Lock-off .......................................................................... 4-41
Figure 4-49. Rescue/MEDEVAC Litter Below Rescue Aircrewman......................................................... 4-44
Figure 4-50. Rescue Aircrewman and Survivor (Hoisting Vest) Short-haul .............................................. 4-46
Figure 4-51. Rescue Aircrewman and Survivor (Hotseat) Short-haul ........................................................ 4-46
Figure 4-52. Rescue Aircrewman and Survivor (ARV) Short-haul............................................................ 4-47
Figure 4-53. Rescue Aircrewman and Survivor (Rescue/MEDEVAC Litter) Short-haul .......................... 4-47
Figure 4-54. Dual-man In-flight Hoist Recovery (Hoisting Vest) .............................................................. 4-50
Figure 4-55. Dual-man In-flight Hoist Recovery (Rescue/MEDEVAC Litter).......................................... 4-51

CHAPTER 5—SEARCH AND RESCUE EQUIPMENT

Figure 5-1. Rescue Swimmer Dressed Out ................................................................................................. 5-2
Figure 5-2. Lifesaving Systems Corporation (LSC P/N 482) Life Preserver ............................................. 5-6
Figure 5-3. Aviation/Surface Rescue Swimmer TRI-SAR Harness ........................................................... 5-6
Figure 5-4. Emerson N-SAR (BTS) SAR Knife......................................................................................... 5-7
Figure 5-5. Benchmade Model 112 SBK SOML Knife ............................................................................. 5-7
Figure 5-6. Required Equipment Versus Water Temperature .................................................................... 5-9
Figure 5-7. CWU-43/P and CWU-44/P Sizing Chart ............................................................................... 5-13
Figure 5-8. Basic Chest Measurement ...................................................................................................... 5-14
Figure 5-9. TRI-SAR Harness with Flotation Assembly (P/N: 487VB) Installed.................................... 5-15
Figure 5-10. Quick Strop with Safety Strap Unpacked .............................................................................. 5-15
Figure 5-11. Double Rescue Hook ............................................................................................................. 5-17
Figure 5-12. Locking Rescue Hook ............................................................................................................ 5-18
Figure 5-13. Modified Rescue Strop........................................................................................................... 5-19
Figure 5-14. Patient Secured to Rescue Litter with Flotation Installed ...................................................... 5-21
Figure 5-15. Rescue Litter Flotation Kit Patient Restraint Straps .............................................................. 5-22
Figure 5-16. Rescue Litter Retainer Straps ................................................................................................. 5-22
Figure 5-17. Rescue Litter Flotation Logs .................................................................................................. 5-23
Figure 5-18. Rescue Litter Chest Pad Covers ............................................................................................. 5-23
Figure 5-19. Rescue Litter Lift Insert and Patient Records Pocket Location ............................................. 5-24
Figure 5-20. Rescue Litter Ballast Bar Location ........................................................................................ 5-24
Figure 5-21. Rescue Litter Reflective Tape Locations ............................................................................... 5-25
Figure 5-22. Rescue Litter Hoisting Sling Attachment Points ................................................................... 5-26
Figure 5-23. Search and Rescue Medical Evacuation Litter....................................................................... 5-27
Figure 5-24. Search and Rescue Medical Evacuation Litter Flotation System and Chest Pad ................... 5-28

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Figure 5-25. Search and Rescue Medical Evacuation Litter Vertical Hoisting .......................................... 5-28
Figure 5-26. Alignment of SAR MEDEVAC Litter Locking Couplers ..................................................... 5-29
Figure 5-27. Secure SAR MEDEVAC Litter Locking Couplers into Locked Position.............................. 5-29
Figure 5-28. Ensure that the Locking Pins have Fully Engaged the Coupler ............................................. 5-30
Figure 5-29. Rescue Net Built Up .............................................................................................................. 5-31
Figure 5-30. Rescue Seat ............................................................................................................................ 5-32
Figure 5-31. Hoisting Vest ......................................................................................................................... 5-33
Figure 5-32. Hotseat (Closed)..................................................................................................................... 5-34
Figure 5-33. Hotseat (Open) ....................................................................................................................... 5-34
Figure 5-34. Air Rescue Vest (Open) ......................................................................................................... 5-35
Figure 5-35. Air Rescue Vest (Closed) ....................................................................................................... 5-35
Figure 5-36. Helicopter Rescue Equipment Bag and H-60 Rescue Equipment Bag, Small ....................... 5-36
Figure 5-37. Cable Grip .............................................................................................................................. 5-38
Figure 5-38. Chemical Light....................................................................................................................... 5-39
Figure 5-39. Chemical Light Strap ............................................................................................................. 5-39
Figure 5-40. Hoisting Sling Assembly for Both the Rescue Litter and SAR MEDEVAC Litter ............... 5-40
Figure 5-41. Trail Line Assembly............................................................................................................... 5-40
Figure 5-42. Hoist Quick Splice Plate ........................................................................................................ 5-41
Figure 5-43. Cable Splice (P/N AMTC-R2008-O) ..................................................................................... 5-42
Figure 5-44. Manual Rescue Hand Tool/SAR Cable Cutter....................................................................... 5-43
Figure 5-45. Cranial Assembly ................................................................................................................... 5-43
Figure 5-46. LPP-1/1A Life Preserver ........................................................................................................ 5-45
Figure 5-47. LPP-1/1A Life Preserver Donning Procedures ...................................................................... 5-45
Figure 5-48. Life Preserver Unit-32/P Life Preserver Assembly................................................................ 5-47
Figure 5-49. Life Preserver Unit-32/P Life Preserver Assembly Donning Procedures .............................. 5-47
Figure 5-50. Life Preserver Unit-31/P Life Preserver Assembly................................................................ 5-48
Figure 5-51. Life Preserver Unit-31/P Life Preserver Assembly Donning Procedures .............................. 5-48
Figure 5-52. Tubular Nylon Webbing ........................................................................................................ 5-49
Figure 5-53. L-4-150/L-4-250 Descent System and Rappel Harness ......................................................... 5-51
Figure 5-54. Pro Series Rescue Harness ..................................................................................................... 5-52
Figure 5-55. Standard Nonlocking Carabiner ............................................................................................. 5-53
Figure 5-56. Standard Locking Carabiner .................................................................................................. 5-53
Figure 5-57. Multipurpose Device .............................................................................................................. 5-54
Figure 5-58. MK 25 Smoke, Marine Marker .............................................................................................. 5-55
Figure 5-59. MK-58 Smoke, Marine Marker ............................................................................................. 5-56
Figure 5-60. MK 18 Smoke, Land Marker ................................................................................................. 5-57
Figure 5-61. Datum Marker Buoy .............................................................................................................. 5-57
Figure 5-62. SDU-36/N Electric Marine Marker Light .............................................................................. 5-58
Figure 5-63. MK-79 MOD 0 and MK-79 MOD 2 Personnel Distress Signal Kits .................................... 5-59
Figure 5-64. MK-124 MOD 0 Marine Smoke and Illumination Signal ..................................................... 5-60
Figure 5-65. Heaving Line with Chemical Light Attached ........................................................................ 5-66
Figure 5-66. V-bladed Rescue Knife .......................................................................................................... 5-67
Figure 5-67. Grapnel Hook ......................................................................................................................... 5-68
Figure 5-68. Safety Harness ....................................................................................................................... 5-68
Figure 5-69. Twenty- and Twenty-four-inch Life Rings ............................................................................ 5-69
Figure 5-70. Boat Hook .............................................................................................................................. 5-70

CHAPTER 6—SEARCH AND RESCUE COMMUNICATIONS PROCEDURES

Figure 6-1. Rescue Hand Signals ................................................................................................................ 6-4

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CHAPTER 8—AVIATION SURVIVAL EQUIPMENT

Figure 8-1. Survival Equipment by T/M/S Aircraft.................................................................................... 8-2

Figure 8-2. Front View of the Protective Assembly, Aircrew Survival—Armor A/P22P-18(V)............... 8-4
Figure 8-3. Rear View of the Protective Assembly, Aircrew Survival—Armor A/P22P-18(V) ................ 8-4
Figure 8-4. Both the Front and Back Hard Armor Plates are Released Simultaneously with One
Hand ......................................................................................................................................... 8-5
Figure 8-5. The Type II CMU-33A/P22P-18(V) Survival Vest ................................................................. 8-6
Figure 8-6. A Properly Worn SV-2B Survival Vest ................................................................................... 8-7
Figure 8-7. SV-2B Nomenclature ............................................................................................................... 8-8
Figure 8-8. CMU-30/P22P-15 Survival Vest ............................................................................................. 8-9
Figure 8-9. CMU-37/P Aircrew Endurance Vest (Front/Back) ................................................................ 8-10
Figure 8-10. CMU-38/P Aircrew Endurance Vest ..................................................................................... 8-10
Figure 8-11. Quick Fitting Parachute Restraint Harness ............................................................................ 8-11
Figure 8-12. NB-8 Personnel Parachute Assemble (Back Pack) ................................................................ 8-12
Figure 8-13. NC-3 Personnel Parachute Assemble (Chest Pack) ............................................................... 8-12
Figure 8-14. PCU-series Integrated Torso Parachute Restraint Harness .................................................... 8-13
Figure 8-15. NB-7 Personnel Parachute Assembly .................................................................................... 8-14
Figure 8-16. Parachute Harness Sensing Release Unit Attached to Koch Fitting of NB-7 Personal
Parachute Assembly ............................................................................................................... 8-14
Figure 8-17. Low Profile Life Preserver Unit............................................................................................. 8-16
Figure 8-18. Life Preserver Unit Inflation Assembly with FLU-8B/P Installed ........................................ 8-18
Figure 8-19. Example of a Rigid Seat Survival Kit .................................................................................... 8-19
Figure 8-20. A Typical List of RSSK Survival Items (Items May Vary Slightly from Model to
Model) .................................................................................................................................... 8-21
Figure 8-21. Inflated LR-1 One-man Life Raft Assembly ......................................................................... 8-22
Figure 8-22. LR-1 Life Raft Assembly ....................................................................................................... 8-22
Figure 8-23. LR-1 Survival Items ............................................................................................................... 8-23
Figure 8-24. LR-1 Applications .................................................................................................................. 8-24
Figure 8-25. LRU-18/U Life Raft Assembly .............................................................................................. 8-24
Figure 8-26. LRU-18/U Life Raft Assembly Nomenclature ...................................................................... 8-25
Figure 8-27. Packaged LRU-18/U Life Raft Assemblies ........................................................................... 8-25
Figure 8-28. LRU-18/P Aircraft Applications ............................................................................................ 8-26
Figure 8-29. LRU-23/P Life Raft Assembly .............................................................................................. 8-26
Figure 8-30. LRU-23/P Life Raft Assembly Nomenclature ....................................................................... 8-26
Figure 8-31. LRU-29/P22P-20 Sealed Life Raft Assembly ....................................................................... 8-27
Figure 8-32. MPLR A/A ............................................................................................................................. 8-28
Figure 8-33. MPLR A/A List of Survival Items ......................................................................................... 8-29
Figure 8-34. MPLR A/A Inflation Pull Handle .......................................................................................... 8-31
Figure 8-35. A/P22P-17 Antiexposure Apparel Assembly......................................................................... 8-32
Figure 8-36. CWU-83/P Passenger Antiexposure Coverall Ensemble ....................................................... 8-33
Figure 8-37. A/P22P-6 Series Antiexposure Apparel Assembly, Constant Wear ...................................... 8-34
Figure 8-38. Components of the A/P22P-6 Series Antiexposure Apparel Assembly, Constant Wear ....... 8-35
Figure 8-39. CWU-62/P (Series) Coverall ................................................................................................. 8-36

CHAPTER 9—SUBMARINE SEARCH AND RESCUE PROCEDURES

Figure 9-1. Command Relationship–Submarine Disaster Task Organization ............................................ 9-3

APPENDIX A—RESCUE/MEDICAL REPORT

Figure A-1. Rescue Report ......................................................................................................................... A-4

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PREFACE
Navy Tactics, Techniques, and Procedures (NTTP) 3-50.1 (DEC 2019), NAVY SEARCH AND RESCUE (SAR)
MANUAL, provides guidance to units assigned SAR responsibilities. NTTP 3-50.1 is effective upon receipt and
supersedes NTTP 3-50.1 (SEP 2013). It is intended to promote and maintain standardization of SAR procedures,
equipment, and techniques within the U.S. Navy forces. It is essential that NTTP 3-50.1 be readily available to
unit personnel who may engage in SAR operations. NTTP 3-50.1 is supplemental to the International
Aeronautical and Maritime Search and Rescue Manual (IAMSAR), which provides guidance for U.S. forces,
military or civil, participating in combined SAR operations.

DEVIATION FROM AUTHORIZED PROCEDURES

1. This manual contains information for the safe and effective application of SAR procedures, and the
execution of SAR operations. However, it is not a substitute for sound judgment. A dynamic SAR
environment may require on-scene deviations or modifications from the procedures prescribed herein to
successfully accomplish a SAR mission.

2. The existing risk of deviation must continually be weighed against the benefit of deviating from this
manual. Some examples of areas in which deviations are most strongly advised against are as follows:

a. The proper application and use of rescue equipment restraint straps, safety straps, and safety devices as
mandated by this manual.

b. A SAR unit assigned to alert SAR responsibilities without the minimum required rescue equipment
(Chapter 5), or the deployment of rescue personnel without minimum required rescue equipment (Chapter 5).

3. If a rescue crewmember does not properly utilize/apply any of the above-mentioned safety devices, or
deviates from authorized procedures, they shall communicate their intentions to the rest of the SAR unit crew
prior to deviation. This will help utilize the full potential and experience of the entire crew to make an
informed decision to deviate from authorized procedures.

4. In all cases, all associated risks should be weighed prior to a decision to deviate from or modify a
procedure as set forth in this manual.

SEARCH AND RESCUE ORGANIZATION

NATIONAL SAR PLAN

The National SAR Plan is an interagency agreement that establishes a cooperative network of U.S. SAR facilities
to be coordinated in any one area by a single federal agency. In support of the National SAR Plan, Department of
Defense (DOD) components provide SAR forces and assistance on a basis of noninterference with primary
military missions. The National SAR Plan also designates the regional SAR coordinators for the Inland Region,
the Maritime Region, and the Overseas Region. The regions are further divided into subregions, sectors, and
subsectors. The geographical areas and the respective SAR coordinator for each may be found in the National
SAR Plan and the United States National Search and Rescue Supplement to the IAMSAR.

Joint Publication 3-50, PERSONNEL RECOVERY

Joint Publication 3-50 provides the basic concepts and principles to guide the Services, combatant commanders,
and subordinate joint force commanders to plan, prepare for, and execute personnel recovery. It also explains the
functions and responsibilities of the Joint Personnel Recovery Center as the primary coordination center for
personnel recovery assistance to another nation or other appropriate civil entity.

19 DEC 2019
NTTP 3-50.1

Appendix A contains information pertaining to DOD support to civil search and rescue, while appendices C
through G provide responsibilities, capabilities and limitations, and concept of operations on:

1. United States Army personnel recovery

2. United States Marine Corps personnel recovery

3. United States Navy personnel recovery

4. United States Air Force personnel recovery

5. United States Coast Guard personnel recovery

NAVY SAR OPERATIONS

Navy SAR units may become involved in SAR efforts in four different situations:

1. As a vessel or aircraft in distress

2. As a unit responding independently to persons or property in distress

3. As part of an organized SAR force under the direction of the regional SAR coordinator

4. As a unit of a Navy task force, unit, or element under the direction of the officer in tactical command.

Emergency procedures and signaling information may be found in applicable fleet and force operation plans,
communications publications, flight information publications, and Naval Air Training and Operating Procedures
Standardization manuals.

Search planning and operations procedures should be conducted as directed by the SAR mission coordinator or
on-scene commander and in accordance with the IAMSAR.

This manual provides personnel recovery procedures and techniques to be used by Navy units on or over land and
sea, and in peacetime submarine disaster SAR operations. It also contains information on required equipment,
training, and precautions.

The rescue environment may require deviation from procedures contained herein. Deviation from specified rescue
procedures is authorized in emergency situations when safety justifies such a deviation.

INSTRUCTIONS FOR USE

Printed copies may be ordered by following the directions included in Appendix C of NTRP 1-01.

Report urgent changes, routine changes, and administrative discrepancies by letter, general administrative
message, the NWL portal, or email to COMMANDER, NAVY WARFARE DEVELOPMENT COMMAND,
ATTN: DOCTRINE, 1528 PIERSEY STREET, BLDG O-27, NORFOLK, VA 23511-2723.

COMMANDING OFFICER, ATTN: SARMM, HELSEACOMBATRON THREE, BOX 357122,

SAN DIEGO, CA 92135-7122

Email: NWDC_NRFK_FLEET_PUBS@NAVY.MIL

NWL portal: https://doctrine.navy.mil/ or https://portal.nwdc.navy.smil.mil/NDLS.

DEC 2019 20
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CHANGE BARS

Revised text is indicated by a black vertical line in the outside margin of the page, like the one printed next to this
paragraph. The change bar indicates added or restated information. A change bar in the margin adjacent to the
chapter number and title indicates a new or completely revised chapter.

WARNINGS, CAUTIONS, AND NOTES

The following definitions apply to warnings, cautions, and notes used in this manual:

Note
An operating procedure, practice, An operating procedure, practice, An operating procedure, practice,
or condition that may result in or condition that may result in or condition that requires
injury or death if not carefully damage to equipment if not emphasis.
observed or followed. carefully observed or followed.

WORDING

Word usage and intended meaning throughout this publication are as follows:

“Shall” and “must” indicate the application of a procedure is mandatory.

“Should” indicates the application of a procedure is recommended.

“May” and “need not” indicate the application of a procedure is optional.

“Will” indicates future time. It never indicates any degree of requirement for application of a procedure.

21 DEC 2019
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INTENTIONALLY BLANK

DEC 2019 22
 NTTP 3-50.1

CHAPTER 1
Aviation Maritime Search and
Rescue Procedures
1.1 MARITIME ENVIRONMENT

By the very nature of the Navy mission, the search and rescue (SAR) procedures most frequently used by the
United States Navy are those employed within the maritime environment. This chapter establishes the
standardized procedures for Navy aviation SAR crews. Surface ship procedures are detailed in Chapter 2.
Submarine procedures are contained in Allied Tactical Publication (ATP)-57, The Submarine Search and Rescue
Manual.

While search procedures are well established and discussed in detail in the International Aeronautical and
Maritime Search and Rescue Manual (IAMSAR) and Joint Publication 3-50, Personal Recovery, rescue
procedures are less well defined and require tailoring to the particular situation. The condition of the survivor(s),
and factors such as the presence of a parachute, floating debris, fire, and sea state, all affect the rescue procedures.
This section discusses the basic procedures that are to be used for rescue.

1.2 SEARCH

1.2.1 Search Planning

Factors involved in search planning are covered in detail in the IAMSAR, volumes I and II, as modified by the
United States National Search and Rescue Supplement (NSRS). The extent of required planning will depend on
the circumstances. For instance, the planning required for a SAR launch off a multi-purpose aircraft carrier
(nuclear-powered) (CVN) in daylight when the survivor is in sight from the flight deck is much different from
that for a launch off the same CVN at night to a survivor 35 miles at sea. (1.9 discusses conditions of readiness).
Search planning must begin well in advance of any SAR situation. The assets available and their capabilities must
be known beforehand. Information such as navigation, communication, and time-on-station capabilities must be
readily available.

1.2.2 Search and Rescue Organization

1.2.2.1 SAR Coordinator

Rescue coordination centers (RCCs), which are established worldwide by geographic location, handle the
function of the SAR coordinator and, if not directly involved in the search operation, shall be informed and kept
abreast of the progress of the search.

1.2.2.2 SAR Mission Coordinator

The SAR coordinator generally designates the search and rescue mission coordinator (SMC) for the specific SAR
mission. In the case of a military search, the officer in tactical command (OTC) or unit designated by the OTC
shall assume the duties of SAR mission coordinator. The duties of SMC are outlined in the IAMSAR and NSRS.

1.2.2.3 On-scene Commander

An on-scene commander (OSC) shall be designated by the SMC. In a search being coordinated by an on-scene
SMC, the OSC duties may be handled by the SMC. Generally, the first search unit to arrive on scene or the unit
with the best capability is designated OSC. The duties of OSC are detailed in the IAMSAR and NSRS.

1-1 DEC 2019

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1.2.3 Search Brief

The units involved in a search shall receive from the SMC or OSC a complete brief of the search object including
size, color, number of survivors, survival equipment, and weather conditions at the search scene. Aircraft
commanders shall brief their crews in scanning procedures in accordance with (IAW) the IAMSAR and NSRS.
The importance of the search brief and planning cannot be overemphasized. As much as possible, search
organization and planning should be done before arrival at the scene. Time consumed for these activities after
arrival can mean the difference between life and death to the survivor(s). Sweep width, search pattern selection,
and track spacing should be determined as soon as possible so the search can begin immediately upon arrival.

1.2.4 Search Execution

The IAMSAR and NSRS details the search patterns and the criteria for pattern selection. The SMC and OSC shall
designate the search area for the individual units, search altitude, search pattern, track spacing, and will detail
communication procedures. The IAMSAR and NSRS and Navy Tactics, Techniques, and Procedures
(NTTP) 3-22.5-SAR-TAC, Navy Search and Rescue Information Document discuss search planning and
execution. En route planning should be accompanied in the cockpit using NTTP 3-22.5-SAR-TAC.

Note

Survivor detection probability during night/instrument meteorological conditions

(IMC) can be enhanced by using forward-looking infrared-equipped aircraft/ship,
and/or by providing aircrews/ship lookouts with night vision goggles (NVGs).

1.2.5 Survivor Sighting

Upon making a sighting, the scanner shall call out the position, by the clock method (relative to the nose of the
aircraft), and the distance to the survivor. Generally, the pilot at controls (PAC) should turn so the scanner making
the sighting can keep the survivor/object in sight until the PAC has visual contact.

An alternate method of survivor localization that is especially effective at night or in low-visibility situations is
shown in Figure 1-1. The scanner spots the survivor in the water and reports: I HAVE SURVIVOR IN SIGHT
AT __ O’CLOCK, __ YARDS. A crewman immediately deploys two smoke or sea markers and reports:
MARKERS AWAY. The pilot not at controls (PNAC) notes the magnetic bearing to the survivor. The PAC
commences a turn away from the survivor and descends to rescue pattern altitude, a turn planned so as to pass
over the markers on a magnetic heading to the survivor. If the survivor is not sighted, and it is determined that the
survivor has been overflown, additional markers should be deployed and a search then commenced between the
two points.

1.2.6 Fixed-wing Sighting

If a fixed-wing aircraft spots the survivor, a search and rescue unit (SRU) (helicopter or ship) shall be notified,
and the fixed-wing aircraft making the sighting shall remain overhead to provide heading/distance information to
the SRU. Upon arrival of the SRU, the fixed-wing aircraft may serve as a valuable communications link.

Notes

 The AN/SSQ-83 SAR buoy is no longer in use. The AN/SSQ-53 DIFAR sonobuoy
tuned to channel 15 (172.75 very high frequency (VHF)/345.5 ultrahigh frequency
(UHF) - direction finder (DF) can be used to mark the location of survivors by
maritime patrol and reconnaissance aircraft.

 Acoustic sonobuoys may be used to mark the location of survivors, and can have a
life of up to eight hours. The UHF-DF function may be used to mark on top acoustic
sonobuoys by selecting and tuning the desired sonobuoys second harmonic
frequency (2 × the VHF frequency).

DEC 2019 1-2

 NTTP 3-50.1

Figure 1-1. Rescue Vehicle Survivor Sighting Procedures

1.3 RESCUE PROCEDURES

1.3.1 Assessing the Rescue Situation

Assessing the rescue situation begins with the crew brief and continues until survivor recovery. The following
factors shall be continuously assessed, and any changes/updates shall be communicated to the entire crew:

1. Number/type of survivor(s): Military or civilian.

2. Location of survivors, their relation to, and distance from each other and the SRU.

3. Visible, and/or known injuries of the survivor(s):

a. Mechanism of injury (MOI)

b. Conscious/unconscious

1-3 DEC 2019

NTTP 3-50.1

c. Visible bleeding

d. Environmental injuries

e. Broken bones.

4. Flotation devices inflated/not inflated/survivor face down in water.

5. Parachute entanglement problem/presence of a ballooned parachute.

6. Day or night/sea state/wind direction/water temperature.

7. Cooperative/noncompliant survivor(s).

8. Fuel in the water.

9. Debris littering scene, and its relation to the survivor.

10. Presence of sea predators.

11. Feasibility of attempting multiple/single rescue.

12. Rescue order established according to apparent injuries. The survivor with the worst injuries shall be
rescued first.

13. Rescue swimmer (RS) deployment options.

14. Other available rescue assets to assist.

1.3.2 Marking of the Survivor’s Position

Marking the survivor’s position is an important phase of the rescue operation. Accurate deployment of the marker
helps to avoid losing sight of the survivor, and provides a reference to the PAC when hovering over the survivor.

Notes

 Detailed information on survivor position-marking devices can be found in 5.7 of

this publication, and Naval Air Systems Command (NAVAIR) 11-15-7
publications.

 All type, model, and/or series (T/M/S) (Naval Air Training and Operating
Procedures Standardization (NATOPS)) procedures and limitations shall be strictly
adhered to for the launch of any survivor position-marking devices.

1. A member of the crew spots the survivor and reports: I HAVE THE SURVIVOR IN SIGHT AT
___ O’CLOCK, _____ YARDS, TURN _______.

Notes

 Upon sighting the survivor, the aircraft is flown so as to directly overfly the survivor.

 If not already in sight, the PNAC should attempt to locate the survivor visually as
the aircraft is turning into the survivor. This will make constant visual contact as
the aircraft’s nose falls onto the survivor. When in sight, verbal control should be
passed to the PNAC.

DEC 2019 1-4

 NTTP 3-50.1

2. The PAC replies: ROGER, YOU HAVE VERBAL CONTROL, and turns the aircraft until the
crewmember commands: ROLL OUT.

 Should fuel be evident or suspected in the water, smoke flares should not be used.
The flares may ignite the fuel.

 When deploying a marking device from an aircraft, use caution not to strike the
survivor.

 Avoid dropping smoke flares directly upwind of the survivor as the fumes are
caustic, and may injure the survivor.

3. Immediately upon passing over the survivor, a crewman marks the position by dropping a smoke flare or
electric sea marker light, and reports: SMOKE/SEA MARKER AWAY.

1.3.3 Rescue Pattern

The rescue pattern shall be flown IAW the applicable T/M/S NATOPS manual. During the pattern, approach, and
hover, the crew can continue to assess the rescue scene, as the helicopter provides an outstanding vantage point for
viewing the overall scenario and allows the crew to formulate the tactics and equipment to be used for the rescue.
This overall view will be of great importance to the RS, as it affords a view not attainable after water entry. The
factors listed in 1.3.1 should be reassessed prior to RS deployment.

Note

During all rescue scenarios, the RS should stay up on intercommunication system

(ICS)/radios as long as safely possible. This will help the RS assess the situation, and
along with the entire crew, formulate a plan for recovery of the survivor(s).

1.3.4 Multiple Rescue Decision

A multiple rescue occurs when there is more than one survivor, and the RS remains in the water, aiding in the
recovery of all survivors prior to being recovered. Sea state, visibility, and location of/distance between the
survivors are all factors that should be considered before attempting a multiple rescue. To avoid fatigue, the RS
shall avoid multiple rescues when a great deal of swimming (either because of distance or sea state) is required
between the survivors. Additionally, the reduced visibility during a night/IMC rescue makes attempting a multiple
rescue hazardous. The crew should consider either recovery or short-hauling the RS between multiple survivors if
the following conditions exist:

1. A sea state of greater than 2 (see SAR tactical airborne information document (TACAID)

2. Night/IMC

3. More than 25 yards between the survivors.

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1.3.5 Rescue Hover Position

When a parachute is in the rescue area, it shall be approached no closer than one
rotor-diameter width outside the rotor wash area to avoid either inflating or sinking the
canopy. Inflating the parachute can cause damage to the aircraft should it blow into the
rotor system. Sinking the parachute could also result in the entangled survivor sinking.

The pilot shall establish a hover into the wind with the survivor at approximately the three o’clock-position
(Figure 1-2). In addition to providing good visual contact with the survivor, this position also helps to avoid
having a parachute come between the RS and the survivor.

Figure 1-2. Three o’Clock-position

1.3.6 Rescue Swimmer Deployment

The RS shall enter the water and assist the survivor(s) in all cases except when the helicopter aircraft commander
(HAC) determines that the circumstances will endanger the RS unnecessarily. Factors to be considered include
sea state, debris in water, sea predators, or fire on the water. The RS shall be deployed either by jumping from the
helicopter (either 10 feet and 10 knots or 15 feet and 0 knots), or via the helicopter rescue hoist (hover altitude
shall be IAW T/M/S NATOPS manual).

Notes

 During all rescue scenarios, the RS should stay up ICS/radios as long as safely
possible. This will help the RS assess the situation and, along with the entire crew,
formulate a plan for recovery of the survivor(s).

 The term “dressed out”, when applied to the RS, is defined as properly attired and
equipped for the planned rescue mission. When the RS is going to be deployed via
jump or hoist directly into the water, or to a small surface craft that may eventually

DEC 2019 1-6

 NTTP 3-50.1

involve a water entry, the RS shall don the proper ensemble (Chapter 5), and any
additional equipment required based on the scenario (quick strop (QS), life
preserver unit (LPU)-34, etc.) Prior to sitting in the doorway, the RS shall:

1. Ensure the helmet and ICS cord is removed and stowed in the cabin so as not to interfere with deployment

2. Ensure the RS mask is correctly tied off to the RS harness shoulder

3. Ensure search and rescue helicopter breathing device (SHBD) is removed from the RS’s harness and
stowed in cabin

4. If deployment is under night/IMC conditions, illuminate a 4-inch chemical light and insert into clamp on
RS mask

5. If wearing a RS dry suit, all trapped air has been purged or “burped” from the dry suit.

 The hoist operator (HO) shall not open the cabin door without first ensuring that all
personnel in the cabin area are either strapped into a seat, or secured to the aircraft
via crewman’s safety belt, and additionally ensure all loose gear throughout the
cabin is stowed and/or secured to avoid loosing critical rescue equipment or
striking a survivor.

 Direct deployment (DD) procedures shall not be used if survivor still has parachute
attached.

 The RS shall be deployed via the rescue hoist during all night and
IMC/low-visibility operations, if any other hazards exist in the vicinity, and/or at
the discretion of the HAC.

 Inhalation of composite fibers resulting from aircraft fires and/or aircraft material
damage may be harmful to the RS. If smoke is present, the RS shall be deployed
upwind, and will approach the aircraft in a manner as to avoid any smoke.

1.3.6.1 Day/Visual Meteorological Conditions Procedures

If the decision is made to deploy the RS, the following procedures shall be used:

1. The HAC commands: RIG FOR RESCUE.

2. The HO replies: ROGER, UNSTRAPPING.

3. The HO and RS shall unbuckle from their seats and immediately don crewman’s safety belts.

4. As the RS dresses out, the HO shall rig for rescue:

a. Don the heavy-duty hoisting glove(s)

b. Prepare smoke markers

c. Ensure the rescue hoist is armed and operational

1-7 DEC 2019

NTTP 3-50.1

d. Prepare rescue equipment as needed.

The HO shall not open the cabin door without first ensuring that all personnel in the
cabin area are either strapped into a seat, or secured to the aircraft via crewman’s
safety belt, additionally ensure all loose gear throughout the cabin is stowed and/or
secured to avoid loosing critical rescue equipment or striking a survivor.

e. Open cabin door IAW applicable T/M/S NATOPS procedures.

5. After the HO has readied the cabin area, the HO shall check to ensure the RS is properly attired for the
planned rescue evolution and is properly secured to the aircraft via a gunner’s belt. When satisfied, the HO
will grab the back of the RS’s harness, and guide the RS to a sitting position in the aircraft door.

6. The HO reports: RESCUE STATION MANNED AND READY.

7. When established on final approach course to the survivor, and just prior to passing 30-foot altitude, the
PAC commands: STAND BY TO DEPLOY SWIMMER.

8. The HO shall maintain a hold on the RS’s harness/TRI-SAR harness (TSH) with one hand, and with the
other hand, signal the RS to release the crewman’s safety belt by tapping the RS once on the chest.

9. Upon receiving the command, the RS removes the crewman’s safety belt and ensures it is not snagged on
any of the RS’s equipment. The RS will give a THUMBS UP signal to the HO when ready to deploy.

10. Upon receiving the RS’s THUMBS UP, the HO shall do a final inspection of the RS.

Both the HO and RS shall ensure that the RS and/or RS’s harness is not connected or
snagged on the aircraft, another RS, or a previously recovered survivor. Special care
shall be taken during multiple survivor rescues and training evolutions in which the RS
may deploy more than once.

11. The HO reports: SWIMMER READY, and continues to assess the rescue scene.

12. The PAC establishes a 10-foot/10-knot creep or a 15-foot hover and commands, JUMP . . . JUMP . . .
JUMP . . . .

Note

For RS free fall deployments in heavy sea states, the PAC shall establish a 15-foot
hover above the crest of the waves. To prevent jumps more than 15 feet, the RS will
time their jump to land on the crest of the wave. To aid crew coordination, the RS will
point to a wave and wait until the timing is correct to jump. The HO will communicate
to the PAC the RS wave intention and ensure the aircraft remains in a 15-foot hover
until the RS has entered the water and signals I AM ALRIGHT.

DEC 2019 1-8

 NTTP 3-50.1

13. On the PAC’s third JUMP command, the HO shall check area clear of debris, and tap the RS three times
on the shoulder, releasing the grasp of the RS’s harness as the RS jumps.

It is extremely difficult to accurately judge height above the water; therefore, the HO
shall not give the signal to the RS to jump until the pilot commands, JUMP . . .
JUMP . . . JUMP . . . over the ICS. The pilot shall remain at or below 15 feet until
the HO reports: SWIMMER AWAY.

14. After the RS exits the helicopter, the HO reports: SWIMMER AWAY.

15. After water entry, the RS signals: I AM ALL RIGHT (Chapter 6). The RS shall then perform a radio check.

Note

In the event the RS gives the SWIMMER IN TROUBLE signal (Chapter 6), the HO
shall report it to the crew and the PAC shall immediately maneuver the helicopter to
the planned hoisting altitude. The HO shall direct the helicopter on top of the RS and
recover the RS via the rescue hoist.

16. Crewman observes, I AM ALL RIGHT hand signal (Chapter 6) from the RS and reports: SWIMMER O.K.

a. The PAC maneuvers the helicopter to the planned hoisting altitude. The PAC will report: STEADY
HOVER/HOVER MODE.

b. The HO then directs the PAC left and back to maintain visual contact with the RS/survivor.

17. The RS performs disentanglement/recovery procedures as outlined in Chapter 3.

1.3.6.2 Night/Instrument Meteorological Conditions Procedures

RS deployment during night/IMC (low-visibility) conditions shall be conducted via hoist. The following
procedures shall be used:

The locking rescue hook (LRH) shall be locked prior to hoisting personnel and remain
locked while personnel are supported by the LRH. When lowering the rescue basket,
rescue seat, and rescue net, the LRH shall be locked. When lowering all other
equipment to personnel, the LRH should be unlocked.

Note

Normal night/IMC procedures are not to be confused with DD procedures outlined in

1.3.8.

1. The HAC commands: RIG FOR RESCUE.

2. The HO replies: UNSTRAPPING.

1-9 DEC 2019

NTTP 3-50.1

3. The HO and RS shall unbuckle from their seats and immediately don crewman’s safety belts.

4. As the RS dresses out, the HO shall rig for rescue:

a. Don the heavy duty hoisting glove(s).

b. Prepare smoke markers/matrix lights.

c. Ensure the rescue hoist is armed and operational.

d. Prepare rescue equipment as needed and ensure all rescue equipment/devices are properly illuminated
with chemical lights.

The HO shall not open the cabin door without first ensuring that all personnel in the
cabin area are either strapped into a seat or secured to the aircraft via a crewman’s
safety belt.

e. Open cabin door IAW applicable T/M/S NATOPS procedures/limitations.

5. The HO reports: RESCUE STATION MANNED AND READY

6. The PAC shall report: STEADY HOVER/HOVER MODE. When achieved, this will alert the HO to the
fact that the aircraft is in a safe flight regime to hook the RS to the hoist. The HO taps the cabin deck where
the RS will sit for hookup to the rescue hoist.

7. The RS, wearing a properly secured crewman’s safety belt, sits on the deck facing the cabin door and:

a. Dons the rescue strop if chosen as the hoisting device.

b. Locates the RS’s harness/TSH lifting point and holds in one hand.

Note

The RS, rescue strop, and rescue hook (RH) shall be illuminated by a chemical light.

8. The HO brings the RH into the cabin and hands it to the RS for hookup.

 The LRH shall be locked prior to hoisting personnel and remain locked while
personnel are supported by the LRH. When lowering the rescue basket, rescue
seat, and rescue net, the LRH shall be locked. When lowering all other equipment
to personnel, the LRH should be unlocked.

 Being hooked into more than one safety device (gunners belt, crew seat restraint
belt, RH) at one time may be hazardous to the RS should the helicopter encounter
an emergency and have to ditch. The HO shall ensure that the RS is immediately
released from the crewman’s safety belt once the RS is properly hooked in to the
RH and the HO has positive physical control of the RS.

DEC 2019 1-10

 NTTP 3-50.1

9. The RS shall hook into the RH.

10. The HO shall maintain a hold on the RS’s harness/TSH with one hand, and with the free hand tap the RS
once on the chest to signal RELEASE CREWMAN’S SAFETY BELT.

11. The RS will release the crewman’s safety belt, and give the HO a THUMBS UP signal to indicate the RS
is ready to move to the cabin door.

12. The HO shall perform a final check of the RS by:

a. Ensuring the RS is properly hooked into the RH

b. Ensuring the RS, rescue strop, and RH are illuminated with a chemical light

c. Ensuring RS is properly attired and equipped for planned rescue evolution and has removed helmet,
ICS cord, and SHBD.

13. The HO shall maintain positive control of the RS and guide the RS to the cabin door. When satisfied that
the RS is safely in the cabin door, the HO reports: HOIST IS RIGGED, STANDING BY.

14. The helicopter crew shall then maneuver the helicopter on top of the survivor using the applicable
T/M/S NATOPS procedures.

15. Once on top of the survivor, and the helicopter is maintaining a steady hover, the HO challenges:
PERMISSION TO LOWER SWIMMER.

16. The PAC commands: LOWER SWIMMER.

17. The HO shall tap the RS on the shoulder three times and upon receiving a THUMBS UP signal from the
RS, place tension on the cable, lifting the RS off the deck:

a. The HO shall stop hoisting when the RS is off the deck.

b. The RS will adjust the straps of the TSH, and, once satisfied, the RS shall give the THUMBS UP signal
to the HO indicating ready to be lowered.

18. The HO will lower the RS. The HO shall make the following reports during hoist operations:

a. LOWERING SWIMMER

b. SWIMMER HALFWAY DOWN

c. SWIMMER IN THE WATER

d. SWIMMER CLEAR

e. SWIMMER IS O.K., or SWIMMER IN TROUBLE.

19. After entering the water, the RS separates from the RH/strop and, signals: I AM ALL RIGHT
(Chapter 6). The RS shall then perform a radio check.

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NTTP 3-50.1

During high wind/high sea state evolutions, visual contact with the RS is essential;
however, the RS’s options and/or mobility should not be sacrificed. Attempts at
keeping the RS attached to the hoist cable will restrict the RS’s movements and impose
an entanglement hazard. If the RS is unable to sever all connections with the aircraft,
sudden impact movement or a high sea state may result in his becoming entangled,
unnecessarily dragged through the water, or separated from the survivor.

Note

The RS may choose to hold the rescue strop if the survivor is nearby or if there is high
sea state. In this situation, the RS slips the rescue strop and hoist hook off over his head
and then passes a single arm through the loop created by the rescue strop. This permits
the RS to use both hands or, if being dragged by the hoist cable, to quickly release it.

20. The HO, upon observing the I AM ALL RIGHT hand signal (Chapter 6), reports SWIMMER IS O.K. If
the RS is clear of the rescue strop, the HO shall direct the PAC back and left to maintain visual contact with
the RS and survivor.

21. The RS performs disentanglement/recovery procedures as outlined in Chapter 3.

The RS shall ensure that no fuel is in the vicinity when using Mark (MK) 124
Modification (Mod) 0 flare.

Note

In the event of loss of visual contact with the RS and/or survivor, the HAC shall cycle
the flood/hover light. The RS and/or survivor shall illuminate the strobe light or
MK-124 Mod 0 flare to aid in reestablishing visual contact.

1.3.6.3 Rescue Aircrewman Deployment to a Small Boat

Rescue aircrewman (RA) deployments to small boats may involve hoisting directly to the deck of the boat, or
conditions may require that the RS deploy into the water and climb aboard the boat to affect the rescue. In either
situation, the RS shall be attired for water entry. If being hoisted to the small boat, RS fins may be removed (to
provide footing on boat deck) and attached to the RS by threading the harness snap hook through the fin straps
and attaching back to harness. This procedure will ensure the RS has fins for propulsion should they be required
to reenter the water from the boat.

Note

Upon HAC’s discretion and during a medical emergency, a qualified search and rescue
medical technician (SMT) outfitted with a TRI-SAR with flotation may be lowered to
a boat to access, triage, and treat a casualty. Consideration of the helicopter-to-ship
personnel transfer procedures located in section 1.7 should be considered.

DEC 2019 1-12

 NTTP 3-50.1

1.3.7 Rescue Swimmer Recovery Procedures

The following procedures apply to day or night SAR operations:

1. Upon receiving the READY FOR PICK UP hand signal (Chapter 6) from the RS, the HO shall report: I
HAVE A PICK UP SIGNAL and direct the helicopter on top of the RS/survivor.

 To the maximum extent possible, aircraft scheduled with SAR as a primary

mission (operational or training), should not be configured with the external
weapons system (EWS) pylons.

 The HO shall ensure the RH contacts the water before the RS touches it.

Note

The HO shall ensure that the RH is equipped with a rescue device that has inherent
flotation (rescue strop, rescue litter, rescue seat, rescue net, or rescue basket) and
chemical lights, if needed (night/IMC).

a. Lower and ground the hoist.

2. The HO shall observe the RS’s progress and report:

a. SWIMMER/SURVIVOR APPROACHING RESCUE HOOK

b. SWIMMER/SURVIVOR HOOKED UP.

3. Upon receiving the RAISE CABLE hand signal (Chapter 6) from the RS, the HO shall report: I HAVE A
HOIST SIGNAL. The HO will simultaneously direct the PAC to a position directly over the RS/survivor
(putting the RS/survivor as vertical to the rescue hoist as possible), and reel in hoist cable. The HO shall time
the water action (if any) to ensure the RS/survivor are not jerked from the water.

Note

Upon hearing the SWIMMER/SURVIVOR CLEAR OF THE WATER call from the
HO, the PAC may elect to raise the helicopter (with verbal commands from the HO) to
a predetermined height to ensure a wave crest does not contact the RS/survivor as they
are hoisted clear.

4. The HO shall keep the PAC informed of the RS/survivor’s progress:

Note

The HO shall maintain control of the hoist cable at all times, paying particular
attention to the RS/survivor as they approach the helicopter. The HO shall ensure the
RS/survivor do not strike the helicopter.

a. SWIMMER/SURVIVOR CLEAR OF THE WATER (PILOT YOU HAVE CONTROL, if applicable)

b. SWIMMER/SURVIVOR HALFWAY UP

c. SWIMMER/SURVIVOR AT CABIN DOOR.

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NTTP 3-50.1

5. When the RS/survivor are at the cabin door, the HO shall position them so the survivor’s back is to the HO.
The RS (if possible) should place fins on cabin deck and hand(s) on cabin entrance bulkhead or handles. In this
position, the RS may pull with their arms and thrust with their hips to assist the HO in pulling in the combined
weight of the survivor and RS. The RS should end up in a position straddling over the top of the survivor. When
ready for transition into the helicopter, the RS should both nod their head to the HO and yell READY.

Do not detach the RS/survivor from the RH until the RS/survivor are safely in the
cabin of the helicopter. Securing the RS/survivor safely in the cabin can be
accomplished (once the RS and survivor are in the cabin) by the HO paying out just
enough cable to close the cabin door to a point where it is resting lightly against the
cable, disconnecting the RS and survivor, and securing them in the helicopter. Once
the RS and survivor are secure, the HO opens the cabin door and stows the RH. Ensure
applicable T/M/S NATOPS airspeed restrictions are adhered to while the hoist cable is
deployed from hoist assembly, and while the cabin door is not completely closed.

Note

The HO shall grab the survivor around the waist vice grabbing the survivor’s
clothes/gear. This is the safest method of keeping control of the survivor during the
transition into the helicopter cabin.

6. The HO grabs the survivor around the waist, simultaneously letting out hoist cable and pulling the survivor
(and RS) into the helicopter.

7. When the RS and survivor are completely inside the helicopter, the HO shall position him/herself in the
cabin door, guarding against the RS and survivor falling out. The HO shall report: SWIMMER/SURVIVOR
ABOARD.

8. The HO shall pay out only enough hoist cable to allow the cabin door to be closed as far as possible
without damaging the cable.

9. Once the cabin door is closed the HO can disconnect the RS and survivor from the RH and secure them in
the aircraft.

10. When the HO is satisfied the RS and survivor are secured properly, the HO can then open the cabin door,
seat the RH, and close the cabin door (as required).

11. The HO then reports: RESCUE STATION SECURE, CLEAR FOR FORWARD FLIGHT.

12. The RS shall attend to survivor medical treatment (Chapter 7) and report survivor’s condition to the
HAC. At the earliest opportunity, the HO shall assist the RS with survivor medical care until flight duties
require their attention elsewhere.

1.3.8 Maritime Direct Deployment Procedures

Rescue crews are sometimes faced with situations in which traditional RS deployment procedures are inadequate
and/or put the RS at a greater-than-acceptable risk. The DD procedure was developed as a tool for use in extreme
situations, such as: rescues in the surf zone, heavy seas, high winds, moving (swift) water, ice, etc. DD procedures
are another tool for the RS/helicopter crew to utilize, when necessary, and are not intended to replace the survivor
recovery procedures outlined in 3.7. Direct deployment procedures shall only be utilized when the crew has
determined that it is the safest method of recovery.

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 NTTP 3-50.1

 The QS shall only be used in conjunction with the TSH for DD and recovery of
survivors. The decision to use DD procedures on a survivor with a known or
suspected head, neck, spinal, or other severe injury should only be exercised when
the use of traditional survivor recovery procedures (outlined in 3.7) would place
the lives of the RS and/or survivor at greater risk.

 DD procedures should not be used on aviators who have ejected from aircraft, and
shall not be used on aviators still entangled in a parachute.

 The QS shall not be deployed to survivors without the RS. The survivors may not
know how to properly use it.

Notes

 Use of the term “direct deployment” always refers to the RS wearing a TSH in
conjunction with a QS assembly. The significant difference in DD from the
traditional RS deployment/survivor recovery procedure is that the RS never
unhooks from the RH during the entire rescue evolution.

 Hand signals are the primary means of communication for DD procedures.

 During night/IMC operations the QS safety strap may be illuminated. The HO shall
utilize a chemical light strap from the SAR equipment bag to attach a chemical
light to the friction buckle of the safety strap in the following manner: 2 opposing
hooks connected to the outboard side of the friction buckle and 1 hook connected
to a chemical light.

1. The HO opens the cabin door and brings the RH into the helicopter for RS hookup.

 Being hooked into more than one safety device (gunners belt, crew seat restraint
belt, RH) at one time may be hazardous to the RS should the helicopter encounter
an emergency and have to ditch. The HO shall ensure that the RS is immediately
released from the crewman’s safety belt once the RS is properly hooked into the
RH and the HO has positive physical control of the RS.

 Ensure all personnel and equipment are secured prior to opening the cabin door to
prevent dangers associated with inadvertent loss of personnel/equipment in the
rescue scene.

 The SAR helicopter aircrew breathing device/survival egress air (HABD/SEA)

holster shall be removed from the TSH assembly of the aviation RS prior to
deployment (day or night) from the helicopter.

2. The RS, wearing a properly secured crewman’s safety belt, sits on the deck facing the cabin door and
hooks into the RH in the following order:

a. TSH lifting V ring (always first).

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NTTP 3-50.1

b. Rescue strop (double lift recovery only; outlined in 3.8). RS routes the rescue strop over the preferred
shoulder and maintains control of it until it is utilized on the survivor.

c. QS (always last):

Note

The detachable lifting strap of the QS can be identified by the red ban of webbing
located next to the detachable lifting strap’s V ring assembly.

(1) Ensure the detachable lifting strap is routed through the friction lock prior to hookup.

(2) Ensure the detachable lifting strap V ring is always the last object hooked up to the RH.

Note

The RS should slide the QS friction keeper as far out as possible, ensuring as large an
opening as possible is maintained in the QS assembly. This will make employment of
the QS over the survivor’s head and shoulders easier.

(3) RS routes the QS over the preferred shoulder and maintains control of it until employed on the
survivor.

d. When RS is properly equipped, RS gives the HO the THUMBS UP signal.

3. HO grabs the back of the RS’s TSH, and taps the RS once on the chest. Upon receiving the signal, the RS
releases the crewman’s safety belt.

4. HO maintains positive control of RS and directs the RS to the cabin door; RS sits in cabin door.

5. HO directs the helicopter over the survivor; the HAC establishes a steady hover over the survivor and
commands: STAND BY TO LOWER SWIMMER.

6. HO taps the RS three times on the shoulder; upon receiving a THUMBS UP signal from the RS reports:
SWIMMER READY.

7. The HAC commands: LOWER SWIMMER.

8. The HO hoists the RS off the deck:

a. The RS adjusts the straps of the TSH for proper fit and comfort; when satisfied, gives the HO a
THUMBS UP signal, meaning READY TO BE HOISTED.

Note

As the RS is being lowered to the water, the RS shall try to maintain visual contact
with the survivor at all times.

b. The HO reports SWIMMER ON THE WAY DOWN. The HO continuously keeps the HAC apprised of
the RS’s position.

Note

The RS should be placed in the water no farther than 2–3 feet from the survivor. This
can be accomplished by stopping the RS approximately 10 feet above the water, and as
the RS hand signals the HO, the HO directs the HAC into the precise position required.

9. Upon RS water entry, the HO reports SWIMMER IN THE WATER.

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 NTTP 3-50.1

Note

The I AM ALRIGHT hand signal is not required for DD procedures by the RS.

10. Upon RS contact with the survivor, the HO reports: SWIMMER HAS ENGAGED THE SURVIVOR.

When using this procedure in heavy seas, swift water, etc., the HO must take extreme
care to ensure the proper amount of hoist cable is paid out. Too little cable may cause
the RS/survivor to be jerked out of the water as the RS/survivor enter the trough of a
wave. Too much cable paid out may cause the RS/survivor to become entangled in the
hoist cable, or the cable to become entangled in debris.

11. The HO will simultaneously direct the PAC away from the RS/survivor (putting the RS/survivor at the
helicopter’s two o’clock-position), while paying out hoist cable. The HO shall ensure that enough slack is left
in the hoist cable to compensate for RS movement, aircraft movement, and water action:
a. Do not allow the hoist cable to coil in the water.

b. Keep all of the deployed hoist cable between the helicopter and the RS/survivor.

12. The RS performs DD survivor recovery procedures IAW 3.8.

13. The HO receives the RAISE CABLE hand signal (Chapter 6) from the RS and reports: I HAVE A
HOIST SIGNAL.

14. The HO will simultaneously direct the PAC to a position directly over the RS/survivor (putting the
RS/survivor as vertical to the rescue hoist as possible), and reel in hoist cable. The HO shall time the water
action (if any) to ensure the RS/survivor are not jerked from the water.

Note

Upon hearing the SWIMMER/SURVIVOR CLEAR OF THE WATER call from the
HO, the PAC may elect to raise the helicopter (with verbal commands from the HO) to
a predetermined height to ensure a wave crest does not contact the RS/survivor as they
are hoisted clear.

15. Once the RS/survivor are clear of the water, the HO reports: SWIMMER/SURVIVOR CLEAR OF THE
WATER, and continuously updates the HAC on the RS/survivor position (i.e., SWIMMER/SURVIVOR
HALFWAY UP, AT THE CABIN DOOR, etc.).

Do not detach the RS/survivor from the RH until the RS/survivor are safely in the cabin
of the helicopter. Securing the RS/survivor safely in the cabin shall be accomplished
(once the RS and survivor are in the cabin) by the HO paying out just enough cable to
close the cabin door to a point where it is resting lightly against the cable, disconnecting
the RS and survivor, and securing them in the helicopter. Once the RS and survivor are
secure, then HO opens the cabin door and stows the RH. Ensure applicable
T/M/S NATOPS airspeed restrictions are adhered to while the hoist cable is deployed
from hoist assembly, and while the cabin door is not completely closed.

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NTTP 3-50.1

16. Recover RS/survivor using normal recovery procedures IAW 1.3.7, items 3–12.

The HO shall not grab the survivor in any other manner than around the waist
(Figure 1-3). Grabbing the survivor’s clothes/gear or the QS may loosen the QS
enough to allow the survivor to slip out during transition into the helicopter cabin.

Figure 1-3. HO Grabs the Survivor Around the Waist

17. The HO shall grab the survivor around the waist, simultaneously letting out hoist cable and pulling the
survivor (and RS) into the helicopter.

18. When the RS and survivor are completely inside the helicopter, the HO shall position him/herself in the
cabin door, guarding against the RS and survivor falling out: The HO shall report: SWIMMER/SURVIVOR
ABOARD.

19. The HO shall pay out only enough hoist cable to allow the cabin door to be closed as far as possible
without damaging the cable.

20. Once the cabin door is closed the HO shall disconnect the RS and survivor from the RH and secure them
in the aircraft.

21. When the HO is satisfied the RS and survivor(s) are secured properly, the HO shall then open the cabin
door, seat the RH, and close the cabin door (as required).

22. The HO then reports: RESCUE STATION SECURE, CLEAR FOR FORWARD FLIGHT.

1.3.9 Physical Grip Procedures

Helicopter crews are sometimes faced with situations in which DD procedures are inadequate and/or put the RS at
a greater-than-acceptable risk. The physical grip procedure was developed as a tool for use when traditional DD
means would cause undue danger to the swimmer in initial contact area, or in circumstances where the survivor

DEC 2019 1-18

 NTTP 3-50.1

cannot be recovered without compromising a stable position of recovery, such as: rescues in the surf zone where
survivor has a physical hold of a fixed structure (reef, exposed rock, downed tree), heavy seas recoveries which
would result in survivor immersion/loss of positive control during DD recovery, etc. Physical grip procedures are
another tool for the RS/helicopter crew to utilize, when necessary, and are not intended to replace the survivor
recovery procedures outlined in 3.7. Physical grip procedures shall only be utilized when the crew has determined
that it is the safest method of extracting survivor from the extreme point of recovery site.

 The Physical grip procedure is designed for an immediate extraction of a survivor

from an extreme situation that puts greater risk than acceptable for the RS. This
procedure is used for survivor repositioning only and shall not be used as a means
of recovery to the aircraft cabin door. Ensure applicable T/M/S NATOPS airspeed
restrictions are adhered to while the hoist cable is deployed from hoist assembly,
and no hoists occur greater than 10 feet above the water while the survivor is
secured in the Physical grip.

 Physical grip procedures should not be used on aviators who have ejected from
aircraft, and shall not be used on aviators still entangled in a parachute.

 The Gable grip, as prescribed in Chapter 3.4.2 is the preferred grip when
performing a physical grip.

Notes

 Use of the term “Physical Grip” always refers to the RS engaging survivor without
using a recovery device. The significant difference in physical grip from the
traditional DD deployment/survivor recovery procedure is that the RS and survivor
never hoist higher than an altitude necessary during the entire
repositioning/transport evolution.

 Due to the complexity of the procedures and the physical engagement of the
survivor by the RS, hand signals are not possible during the transport phase. Head
signals (nod up and down for up hoist, head, shake left and right for down hoist)
should be used to communicate the desired movement by the RS and shall be
briefed with the flight crew prior to RS deployment.

1. The HO opens the cabin door and brings the RH into the helicopter for RS hookup.

 Being hooked into more than one safety device (gunners belt, crew seat restraint belt,
RH) at one time may be hazardous to the RS should the helicopter encounter an
emergency and have to ditch. The HO shall ensure that the RS is immediately
released from the crewman’s safety belt once the RS is properly hooked into the RH
and the HO has positive physical control of the RS.

 The SAR HABD/SEA holster shall be removed from the TSH assembly of the
aviation RS prior to deployment (day or night) from the helicopter.

1-19 DEC 2019

NTTP 3-50.1

2. The RS, wearing a properly secured crewman’s safety belt, sits on the deck facing the cabin door and
hooks the TSH lifting V-ring into the RH. When RS is properly equipped, RS gives the HO the THUMBS
UP signal.

3. HO grabs the back of the RS’s TSH, and taps the RS once on the chest. Upon receiving the signal, the RS
releases the crewman’s safety belt.

4. HO maintains positive control of RS and directs the RS to the cabin door; RS sits in cabin door.

5. HO directs the helicopter over the survivor; the HAC establishes a steady hover over the survivor and
commands: STAND BY TO LOWER SWIMMER.

6. HO taps the RS three times on the shoulder; upon receiving a THUMBS UP signal from the RS, the HO
reports: SWIMMER READY.

7. The HAC commands: LOWER SWIMMER.

8. The HO hoists the RS off the deck:

a. The RS adjusts the straps of the TSH for proper fit and comfort; when satisfied, gives the HO a
THUMBS UP signal, meaning READY TO BE HOISTED.

Note

As the RS is being lowered to the water, the RS shall try to maintain visual contact
with the survivor at all times.

b. The HO reports SWIMMER ON THE WAY DOWN. The HO continuously keeps the HAC apprised of
the RS’s position.

Note

The RS should be placed in the water no farther than 2–3 feet from the survivor. This
can be accomplished by stopping the RS approximately 10 feet above the water, and as
the RS hand signals the HO, the HO directs the HAC into the precise position required.

9. Upon RS water entry, the HO reports SWIMMER IN THE WATER.

Note

The I AM ALRIGHT hand signal is not required for physical grip procedures by the RS.

10. Upon RS contact with the survivor, the HO reports: SWIMMER HAS ENGAGED THE SURVIVOR.

When using this procedure in heavy seas, swift water, etc., the HO must take extreme
care to ensure the proper amount of hoist cable is paid out. Too little cable may cause
the RS/survivor to be jerked out of the water as the RS/survivor enter the trough of a
wave. Too much cable paid out may cause the RS/survivor to become entangled in the
hoist cable, or the cable to become entangled in debris.

DEC 2019 1-20

 NTTP 3-50.1

11. The HO will simultaneously direct the PAC directly above RS, while maintaining a taut hoist cable. The
HO shall ensure that minimal slack is left in the hoist cable to prevent inadvertent release of survivor from
anchor point prior to RS engaging the survivor.

a. Do not allow the hoist cable to coil in the water.

b. Keep all of the deployed hoist cable between the helicopter and the RS/survivor.

12. Upon reaching survivor, RS shall:

a. Grasp the survivor, placing arms under armpits, around the torso, and interlock hands utilizing
procedures outlined in 3.4.

b. Wrap legs between or around survivor, and cross ankles with feet overlapped, providing opposing force
as a secondary anchor point.

Note

If survivor is facing RS, and is capable, the RS may direct survivor to wrap their legs
around RS’s waist, and position RS’s legs at a 90-degree angle with knees bent to
simulate a chair position.

13. After observing that RS has gained control of survivor (no hand signal from RS) and the RS looks at the
HO, HO shall hoist RS and survivor clear of area no greater than 10 feet above the water. The HO shall time
the water action (if any) to ensure the RS/survivor are not jerked from the water.

Note

Upon hearing the SWIMMER/SURVIVOR CLEAR OF THE WATER call from the
HO, the PAC may elect to raise the helicopter (with verbal commands from the HO) to
a predetermined height to ensure a wave crest does not contact the RS/survivor as they
are hoisted clear.

14. Once the RS/survivor are clear of the water, the HO reports: SWIMMER/SURVIVOR CLEAR OF THE
WATER, and provide direction call towards the nearest safe area for lowering RS/survivor.

The physical grip procedure is designed for an immediate extraction of a survivor from
an extreme situation that puts greater risk than acceptable for the RS. This procedure is
used for survivor repositioning only and shall not be used as a means of recovery to the
aircraft cabin door. Ensure applicable T/M/S NATOPS airspeed restrictions are
adhered to while the hoist cable is deployed from hoist assembly, and no hoists occur
greater than 10 feet above the water while the survivor is secured in the physical grip.

15. Once the swimmer and survivor are located above a safe lowering area, HO shall lower survivor to the
deck/water.

16. Once the RS is satisfied with the location, the RS shall release the physical grip of the survivor.

17. The HO then reports: RESCUE SWIMMER HAS DISENGAGED THE SURVIVOR.

18. The RS performs recovery procedures as outlined in Chapter 1.

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NTTP 3-50.1

1.4 RESCUE EQUIPMENT RIGGING, DEPLOYMENT, AND RECOVERY PROCEDURES

The selection of the rescue equipment/recovery devices should be made prior to RS deployment, or as early as
possible into the rescue scenario. The rescue equipment selected is determined primarily by the physical
conditions of the survivor(s), and the type of rescue (single or multiple survivors). It is essential that both the HO
and RS are knowledgeable in the application and utilization of all rescue devices, hand signals, and voice
procedures. Chapter 3 details RS procedures for various rescue devices. Chapter 6 contains RS hand signals for
devices, hoist movement, equipment, and emergencies. Although voice procedures for hoisting are standard, they
may vary for individual devices.

 In all situations where two or more survivors are to be lifted simultaneously, the
weight-bearing limitations of the helicopter rescue hoist system shall be considered.

 The LRH shall be locked prior to hoisting personnel and remain locked while
personnel are supported by the LRH. When lowering the rescue basket, rescue seat,
and rescue net, the LRH shall be locked. When lowering all other equipment to
personnel other than the RS, the LRH should be unlocked.

 In all situations where it is required that the HO rig rescue equipment for
deployment to a RS, and/or survivor is in the water, the HO shall ensure another
member of the crew has the RS/survivor in sight prior to directing attention to
rigging the rescue equipment in the aircraft cabin.

Notes

 The HO shall maintain positive control of the survivor throughout the survivor’s
transition from the rescue hoist into the helicopter cabin, until the survivor is
properly secured into the aircraft.

 The RS may communicate the rescue device of choice at any time during the rescue
scenario, including before RS deployment. The HO should rig the rescue device at
the earliest possible opportunity to ensure it is ready for immediate deployment.

1. The RS communicates: DEPLOY ______ via hand signal (see Chapter 6), and radio (whenever possible).

2. The HO acknowledges receipt of RS’s hand signal with a THUMBS UP, and/or radio (whenever possible),
and communicates the request to the HAC.

3. The HAC/PAC commands: RIG THE _______.

4. The HO acknowledges the command, brings the RH into the cabin, and rigs the rescue device as
appropriate.

5. The HO reports: ______ RIGGED, STANDING BY TO DEPLOY _______.

6. The PAC commands: DEPLOY __________.

7. The HO acknowledges the command and lowers the device utilizing standard voice procedures:

a. LOWERING ________

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 NTTP 3-50.1

b. ________ HALFWAY DOWN

c. ________IN THE WATER.

The HO shall closely monitor the amount of hoist cable that is deployed during all
rescue operations. The HO shall ensure that enough cable is deployed to compensate
for aircraft movement and wave action/water movement. Too much cable deployed
will become a hazard to the RS and/or survivor should the cable become entangled
with them, the rescue device, or debris in the water.

8. Once the selected rescue device is in the water, the HO shall keep the PAC informed of the RS/survivor’s
progress utilizing standard voice procedures: RS/SURVIVOR APPROACHING THE HOOK.

9. The RS places the survivor in the selected rescue device per the procedures in 3.9, and the HO reports:
RS/SURVIVOR HOOKED UP.

Note

The HO shall make every attempt to ensure the rescue device used is being properly
employed by the RS; if a deviation has occurred, the HO shall make every attempt to
communicate with the RS, and ascertain the problem or RS’s intentions.

10. Upon receiving the raise cable hand signal (Chapter 6) from the RS or survivor, the HO reports: I have a
hoist signal.

 The HO shall make every attempt to ensure the hoist cable is not entangled prior to
raising the hoist.

 In all cases (whether the survivor is determined to be cooperative or noncompliant)

the rescue crewman shall not hoist survivors from an overland or maritime
environment without the proper application of the selected rescue device to include
safety straps or safety devices outlined in this manual.

11. The HO commences hoisting using standard voice procedures:

a. RS/SURVIVOR CLEAR OF THE WATER, YOU HAVE CONTROL FORWARD. The PAC replies:
ROGER, I HAVE CONTROL FORWARD.

b. RS/SURVIVOR HALFWAY UP.

c. RS/SURVIVOR AT CABIN DOOR.

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NTTP 3-50.1

In all situations where it is required that the HO divert their attention from personnel
still in the water, the HO shall ensure another member of the crew has the remaining
personnel in sight prior to losing visual contact with them.

12. Upon arrival of the survivor at the aircraft cabin door:

a. The HO shall maneuver the survivor so the survivor’s back is to the HO.

b. The HO should grab the survivor around the waist, with one hand, and with the other hand in front of
the survivor, guide the survivor into the aircraft cabin.

13. The HO lowers the rescue hoist cable, while simultaneously pulling the survivor into the aircraft, and
onto the cabin deck.

Do not detach the RS/survivor from the RH until the RS/survivor are safely in the
cabin of the helicopter, and the cabin door is closed (if the chosen rescue device allows
the cabin door to be closed).

Note

If the chosen rescue device does not allow for the cabin door to be closed, the HO shall
maintain physical control of the survivor at all times until the survivor is secured safely
inside the aircraft cabin.

14. When the survivor is completely inside the helicopter, the HO shall position him/herself in the cabin
door, guarding against the survivor falling out, the HO shall report: SURVIVOR ABOARD.

Note

Ensure applicable T/M/S NATOPS airspeed restrictions are adhered to while the hoist
cable is deployed from the aircraft rescue hoist assembly and while the cabin door is
not completely closed.

15. The HO shall pay out only enough hoist cable to allow the cabin door to be closed as far as possible
without damaging the cable.

16. Once the cabin door is closed, the HO shall:

a. Remove the survivor from the rescue device.

b. Secure the survivor in an aircraft seat.

c. If applicable, complete survivor flotation procedures IAW 1.5.

d. Evaluate the survivor’s condition, and report it to the HAC.

DEC 2019 1-24

 NTTP 3-50.1

17. When the HO is satisfied the survivor is properly secured, the HO can then open the cabin door and
continue with RS/survivor recovery procedures, or seat the RH, and close the cabin door (as required).

18. The HO then reports: RESCUE STATION SECURE, CLEAR FOR FORWARD FLIGHT.

1.4.1 Rescue Hook

The RH is the primary rescue device used in all rescue operations and is always used in conjunction with other
devices for recovering survivors and transferring personnel. When the RH is employed, the following special
notes, warnings, and procedures apply:

Notes

 If the RS is wearing the TSH, the RS shall connect the survivor’s gated D ring
directly into the RH. If dual hoisting is desired, the RS shall then hook the TSH
lifting V ring into the RH. This note applies to all survival harnesses that utilize a
gated D ring as a hoisting point.

 Due to the design characteristics of the CMU-30 and CMU-33 Type I survival
vests, it is necessary to hook the survivor’s gated D ring directly into the RH,
regardless of what harness the RS is using. If dual hoisting is desired, the RS shall
then hook the lifting V ring from the RS’s harness into the RH. If this procedure is
not followed (RS hooks their snap hook into the survivor’s gated D ring), the
survivor may hang too far below cabin deck and HO may not be able to pull up
into the aircraft.

 If possible, use the rescue strop instead of the gated D ring of the CMU-30/33
Type I survival harness for hoisting the survivor.

1.4.1.1 Rigging the Rescue Hook

The LRH shall be locked prior to hoisting personnel and remain locked while
personnel are supported by the LRH. When lowering the rescue basket, rescue seat,
and rescue net, the LRH shall be locked. When lowering all other equipment to
personnel other than the RS, the LRH should be unlocked.

1. The HO shall ensure a rescue device (normally the rescue strop) with inherent flotation ability is attached
to the RH prior to lowering it to the RS/survivor.

2. During night/IMC operations the RH shall be illuminated. The HO shall utilize a chemical light strap from
the SAR equipment bag to attach a chemical light to the RH equipment ring (Figure 1-4).

1-25 DEC 2019

NTTP 3-50.1

Figure 1-4. Rescue Hook with Chemical Lights Attached to the Equipment Ring

1.4.1.2 Rescue Hook Deployment

 Extreme care shall be used not to place fingers in or around the hoist assembly
bumper compressing spring due to possibility of a crushing injury to fingers during
hoisting operations.

 When lowering the RH to any surface (water, ship, ground, etc.), the HO shall
always ensure the RH is grounded prior to any personnel coming in contact with it.
Failure to ground the hook will result in a minor electrical shock to the person that
it comes in contact with, and the arcing electricity may ignite any fuel in the area.

 When deploying personnel via hoist, the HO shall ensure the LRH is locked prior
to lowering personnel.

 The HO shall closely monitor the amount of hoist cable that is deployed during all
rescue operations. The HO shall ensure that enough cable is deployed to
compensate for aircraft movement and wave action/water movement. Too much
cable deployed will become a hazard to the RS and/or survivor should the cable
become entangled with them, the rescue device, or debris in the water.

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1.4.1.3 Rescue Hook Recovery

 Extreme care shall be used not to place fingers in or around the hoist assembly
bumper compressing spring due to the possibility of a crushing injury to fingers
during hoisting operations.

 The HO shall make every attempt to ensure the hoist cable is not entangled in any
way prior to raising the hoist.

 The HO shall use extreme caution to ensure that the survivor’s gated D ring and the
RS’s harness snap hook are not disconnected during the transition into the cabin.
The HO shall be vigilant and ensure that the survivor’s gated D ring and the RS’s
snap hook do not twist and inadvertently disconnect. This warning applies to all
survival harnesses that utilize a gated D ring as a hoisting point.

 When conducting a maritime hoist recovery of personnel, the RS shall ensure that
the RH is locked prior to signaling to raise cable.
1.4.2 Rescue Strop

The rescue strop is primarily used on nonaviator/civilian survivors, and allows for the RS and survivor to be
hoisted at the same time. When the rescue strop is employed, the following special notes, warnings, and
procedures apply:

Deploying the rescue strop to a nonaviator survivor without the aid of a RS is not
recommended and should only be performed when no RS is readily available from a
nearby SRU, and immediate survivor recovery is deemed necessary. Nonaviator
personnel are not familiar with the rescue strop procedures and self-application of
rescue strop arm retaining straps is near impossible. Rescue strop recovery without
proper application of the arm retaining straps may result in survivor falling out of the
rescue strop during recovery.

Note
If possible, use the rescue strop vice the gated D ring of the CMU-30/33 Type I
survival harness for hoisting the survivor.

1.4.2.1 Rigging the Rescue Strop

Notes

 The HO shall ensure the rescue strop arm retaining straps are properly stowed prior
to lowering the rescue strop to the RS/survivor.

 During night/IMC operations the free end of the rescue strop shall be illuminated.
The HO shall utilize a chemical light strap from the SAR equipment bag to attach a
chemical light to the lifting V ring of the free lifting strap (Figure 1-5).

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Figure 1-5. Rescue Strop with Chemical Lights Attached to the Free End

The HO shall bring the RH into the cabin, and hook one of the rescue strop lifting V rings into the RH.

1.4.2.2 Deploying the Rescue Strop

The HO shall closely monitor the amount of hoist cable that is deployed during all
rescue operations. The HO shall ensure that enough cable is deployed to compensate
for aircraft movement and wave action/water movement. Too much cable deployed
will become a hazard to the RS and/or survivor should the cable become entangled
with them, the rescue device, or debris in the water.

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1.4.2.3 Rescue Strop Recovery

 The HO shall make every attempt to ensure the hoist cable is not entangled in any
way prior to raising the hoist.

 In all cases (whether the survivor is determined to be cooperative or noncompliant)

the rescue crewman shall not hoist survivors from an overland or maritime
environment without the proper application of the selected rescue device to include
safety straps or safety devices outlined in this manual.

 When conducting a maritime hoist recovery of personnel, the RS shall ensure that
the RH is locked prior to signaling to raise cable.

1. When the survivor is at the cabin door, the HO should grab the survivor around the waist, or the rescue
strop assist handle (secondary) with one hand.

2. With the other hand in front of the survivor, guide the survivor into the aircraft cabin.

3. Once the cabin door is closed, the HO shall:

a. Release the rescue strop arm retainer straps and remove the rescue strop from the survivor.

b. Secure survivor into aircraft seat.

1.4.3 Collapsible Rescue Basket (McCauley Basket)

1. The collapsible rescue basket is the preferred rescue device for survivors (military and civilian) with
injuries that do not require a litter, frail/elderly survivors, and small framed survivors who can not be safely
secured in the rescue strop.

Note

The collapsible rescue basket (McCauley Basket) was designed for use in helicopters
that do not routinely employ an RS as part of the crew. The rescue basket is a simple
and safe rescue device that can be lowered to a survivor (military or civilian) and
easily utilized without RS assistance. The rescue basket is designed for lifting one
survivor at a time. When the rescue basket is employed, the following special notes,
warnings, and procedures apply. (See Figure 1-6.)

1.4.3.1 Rigging the Rescue Basket

Note

During night/IMC operations there are no specific points to illuminate on the rescue
basket. The HO shall utilize a chemical light strap from the SAR equipment bag and
attach a chemical light to the RH equipment ring.

1. The collapsed rescue basket is laid flat on the cabin deck; the HO shall grasp the upper frame of the rescue
basket and lift straight up (Figure 1-7).

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Figure 1-6. Collapsible Rescue Basket; Built-in: 44 Inches Length by 20 Inches Width by 40 Inches Height

Figure 1-7. Collapsible Rescue Basket; Broken-down: 44 Inches Length by 20 Inches Width by 9.5 Inches Height

2. The HO shall ensure that each of the four internal support brackets of the collapsible rescue basket are
moved into the locked position. The HO shall visually verify that all four supports are fully secured into the
locking mechanism.

3. Ensure bail locking device is engaged.

4. Hook RH into the lifting eye of the rescue basket, and moved LRH locking device to the locked position.

5. Ensure LRH is locked prior to signaling raise cable.

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1.4.3.2 Rescue Basket Deployment

 The HO shall closely monitor the amount of hoist cable that is deployed during all
rescue operations. The HO shall ensure that enough cable is deployed to
compensate for aircraft movement and wave action/water movement. Too much
cable deployed will become a hazard to the RS and/or survivor should the cable
become entangled with them, the rescue device, or debris in the water.

 The rescue basket is lightweight and may become unstable while hoisting down to
the water due to winds or rotor wash. The HO shall use extreme care to avoid
striking survivor/RS or obstacles with the rescue basket.

1.4.3.3 Rescue Basket Recovery

 The HO shall make every attempt to ensure the hoist cable is not entangled in any
way prior to raising the hoist.

 When conducting a maritime hoist recovery of personnel, the RS shall ensure that
the RH is locked prior to signaling to raise cable.

1. Once the rescue basket is at the cabin door, the HO shall ensure the survivor remains inside the rescue
basket until ordered to disembark (Figure 1-11).

2. The HO will simultaneously pull rescue basket into aircraft cabin while slowly reeling out hoist cable until
rescue basket is far enough into cabin to safely disembark the survivor.

3. The HO shall close the cabin door, leaving just enough room for the hoist cable (without crimping it), remove
the survivor from rescue basket, and secure the survivor in the cabin. Continue until all survivors are recovered.

4. Upon recovery of last survivor/RS, remove the RH from lifting point and stow basket as necessary.

5. Open cabin door and stow RH.

1.4.3.4 Rescue Basket Deployment/Recovery with Trail Line

1. The RS communicates: DEPLOY RESCUE BASKET WITH TRAIL LINE via radio and/or hand signal
(Chapter 6).

2. The HO acknowledges receipt of RS’s hand signal and communicates it to the crew.

3. The PAC commands: RIG THE RESCUE BASKET and TRAIL LINE.

4. The HO acknowledges the command and rigs the rescue BASKET and TRAIL LINE:

a. Rig the rescue basket IAW 1.4.3.1.

b. Connect the trail line V-strap (Figures 1-8 and 1-9) to the rescue basket.

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Figure 1-8. Trail Line Connected Rescue Basket Hook

Figure 1-9. V-strap Hook-up to Rescue Basket Frame

c. Attach the snap hooks of the trail line assembly case to anchor points on the cabin decking, nearest the
cabin door (Figure 1-20).

d. Attach the snap hook of the trail line to the trail line V-strap.

e. Attach the weighted shot bag to the shot bag clip of the trail line.

All personnel handling the trail line during the hoisting procedure shall have gloves
with leather, or other appropriately reinforced, palms.

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Note

If needed, the HO shall tie the line-handling gloves (included in the trail line assembly)
to the trail line. This can be accomplished by tying a slipknot just above the shot bag
clip. Place the trail line gloves in the knot and tighten the knot to secure the gloves, so
the RS/crewmember may retrieve the gloves before using the trail line.

f. Attach the line-handling gloves to the trail line.

g. The HO reports: RESCUE BASKET RIGGED, STANDING BY TO DEPLOY TRAIL LINE.

5. The PAC commands: DEPLOY TRAIL LINE.

6. The HO acknowledges the command and lowers trail line hand-over-hand to the RS.

7. The HO observes the RS grabbing the trail line, and after receiving a THUMBS UP signal from the RS
reports: RS HAS THE TRAIL LINE, STANDING BY TO DEPLOY RESCUE BASKET.

8. The PAC commands: DEPLOY RESCUE BASKET.

9. The HO acknowledges the command and lowers the rescue basket, using standard advisory reports:

The HO shall ensure the RS does not come in physical contact with the rescue basket
until it has touched the water (trail lines are nonconductive and will not ground the
basket).

10. The HO reports: BASKET IS IN THE WATER.

11. The RS places the survivor in the rescue basket using procedures in Chapter 3.

12. Upon receiving the hand signal from the RS, the HO shall report: I HAVE A PICK-UP SIGNAL.

The HO shall make every attempt to ensure the hoist cable is not entangled in any way
prior to raising the hoist.

Note

Throughout the hoisting operation, the HO, using standard voice procedures or crew
hover, shall direct the helicopter into maintaining a stable hover over the RS/survivor.

13. The HO hoists the rescue basket to the cabin door utilizing standard voice reports:

a. BASKET IS CLEAR OF THE WATER

b. BASKET IS HALFWAY UP

c. BASKET IS AT CABIN DOOR.

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14. Once the rescue basket is at the cabin door, the HO shall ensure the survivor remains inside the rescue
basket until ordered to disembark (Figure 1-10).

Figure 1-10. Survivor Aboard the Collapsible Rescue Basket

15. The HO will simultaneously pull rescue basket into aircraft cabin while slowly reeling out hoist cable
until rescue basket is far enough into cabin to safely disembark the survivor. The end of the rescue basket
with the survivor’s head should enter the cabin first.

16. The HO shall close the cabin door, leaving just enough room for the hoist cable/trail line (without
crimping it), remove the survivor from rescue basket, and secure the survivor in the cabin. Continue until all
survivors are recovered.

The HO shall not open the cabin door without first ensuring that all personnel in the
cabin area are either strapped into a seat, or secured to the aircraft via crewman’s
safety belt and equipment is secure.

17. Once the last survivor is recovered, the HO reports: SURVIVOR ABOARD, RECOVERING TRAIL
LINE. The HO recovers the trail line hand-over-hand and stows it in the cabin where it will not hinder
movement. The HO shall then report: TRAIL LINE SECURED, RECOVERING SWIMMER.

18. The RS is recovered using the standard procedures in 1.3.7.

19. After the RS is recovered, the HO readies the cabin for forward flight and reports, RESCUE STATION
SECURED, CLEAR FOR FORWARD FLIGHT.

1.4.4 Rescue Net

The rescue net is used as a rescue device primarily in the case of multiple survivors. The rescue net is a simple
and safe rescue device that can accommodate up to two survivors, or one survivor accompanied by the RS during
hoisting. When the rescue net is employed, the following special notes, warnings, and procedures apply.

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1.4.4.1 Rigging the Rescue Net

Notes

 During night/IMC operations the rescue net shall be illuminated. The HO shall
utilize two chemical light straps from the SAR equipment bag, and attach a
chemical light to the nylon rope just above the middle frame flotation on both sides
of the rescue net opening (Figure 1-11).

 Assembly of the rescue net outside the cabin door with the net attached to the RH
via the lifting ring will expedite the assembly evolution.

Figure 1-11. Rescue Net with Chemical Lights Attached

1. The lower frame is unfolded face down, allowing the frame to snap open.

2. The rescue net is suspended on the RH by the lifting ring, and the sleeves of the upper support ribs are slid
over the swivel joints to rest on the support rib stops (Figure 1-12).

Note

Refer to NAVAIR 13-1-6.5, Rescue and Survival Equipment for release pins
attachment.

3. The lower support rib is folded up and connected to the middle frame trip ring with release pins
(Figure 1-13).

4. The HO shall ensure the rescue net safety strap is attached to the proper anchor point of the cabin deck
prior to rescue net deployment to expedite recovery operations.

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Figure 1-12. Upper Support Rib Sleeves Slid over Swivel Joints

Figure 1-13. Lower Support Ribs Folded up and Connected to the Middle Frame Trip Ring

DEC 2019 1-36

 NTTP 3-50.1

1.4.4.2 Rescue Net Deployment

 The HO shall closely monitor the amount of hoist cable that is deployed during all
rescue operations. The HO shall ensure that enough cable is deployed to
compensate for aircraft movement and wave action/water movement. Too much
cable deployed will become a hazard to the RS and/or survivor should the cable
become entangled with them, the rescue device, or debris in the water.

 The rescue net is lightweight and may become unstable while hoisting down to the
water due to winds or rotor wash. The HO shall use extreme care to avoid striking
survivor/RS or obstacles with the rescue net.

1.4.4.3 Rescue Net Recovery

 The HO shall make every attempt to ensure the hoist cable is not entangled in any
way prior to raising the hoist.

 When conducting a maritime hoist recovery of personnel, the RS shall ensure that
the RH is locked prior to signaling to raise cable.

 The HO shall not transfer the survivor(s) into the aircraft cabin without first
connecting the two safety “V” straps snap hooks to each side of the rescue net via
the V rings attachment points. Failure to connect the safety straps will allow the
rescue net to swing out, and away from the helicopter as the survivor exits the net,
endangering both the exiting survivor, and any personnel still inside the rescue net.

1. Once the rescue net is at the cabin door, the HO shall connect the two safety strap snap hooks to the
V rings on the lower frame of the rescue net (Figure 1-14).

2. The HO shall pull the safety straps tight and report: SAFETY STRAPS CONNECTED. The PAC replies:
ROGER, BOARD SURVIVORS.

Note

If the RS is accompanying one survivor in the rescue net, the survivor shall be boarded
first.

3. The HO shall board one survivor at a time, ensuring the first survivor is safely secured into a seat before
diverting attention to the second survivor.

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Figure 1-14. The HO Connects the Safety Strap to the V rings of the Rescue Net and Pulls it Tight

1.4.5 Rescue Seat

The rescue seat is designed for use in the maritime or overland environment and is primarily used for
self-recovery of aviators without the assistance of a RS/rescue crewman. When the rescue seat is employed, the
following special notes, warnings, and procedures apply:

The rescue seat can only be utilized in a maritime environment if it has a flotation
collar installed.

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1.4.5.1 Rescue Seat Rigging

Note

During night/IMC operations the RH equipment ring shall be illuminated. The HO

shall utilize a chemical light strap from the SAR equipment bag to attach a chemical
light to the RH equipment ring.

1. The HO shall ensure all seats are stowed in the “UP” position.

2. The HO shall ensure all safety straps are properly stowed.

3. The HO shall bring the RH into the cabin and hook the RH into the rescue seat hoisting point (Figure 1-15).

Figure 1-15. The HO Connects the Rescue Seat into the Rescue Hook

1.4.5.2 Rescue Seat Deployment

 The rescue seat should not be deployed to civilian survivors without the aid of a RS.

 The HO shall closely monitor the amount of hoist cable that is deployed during all
rescue operations. The HO shall ensure that enough cable is deployed to
compensate for aircraft movement and wave action/water movement. Too much
cable deployed will become a hazard to the RS and/or survivor should the cable
become entangled with them, the rescue device, or debris in the water.

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1.4.5.3 Rescue Seat Recovery

 The HO shall make every attempt to ensure the hoist cable is not entangled in any
way prior to raising the hoist.

 When conducting a maritime hoist recovery of personnel, the RS shall ensure that
the RH is locked prior to signaling to raise cable.

 Do not grab the survivor from the back. This could cause the survivor to slip off of
the rescue seat.

Notes

 Only one survivor, or one survivor accompanied by a RS, shall be hoisted at one
time (Figure 1-16). HO recovery into the cabin of two survivors without RS
assistance is extremely difficult.

 If the RS elects to be hoisted with the survivor, the RS shall wear the adjustable
safety strap in the same manner as the survivor.

 If hoisting an unconscious survivor with the rescue seat, the RS shall be hoisted
along with the survivor.

Figure 1-16. Survivor Aboard the Rescue Seat with the Safety Strap Properly Utilized

1. When the survivor is at the cabin door, the HO shall put an arm around the survivor’s waist and rescue seat.

2. With the other hand in front of the survivor, guide the survivor into the aircraft cabin.

DEC 2019 1-40

 NTTP 3-50.1

3. As the HO lowers the survivor into the aircraft, the survivor and the rescue seat are pulled inboard, causing
the seat to tilt into the aircraft.

4. The HO continues to lower the seat until the edge of the support fluke is resting on the aircraft deck
(Figure 1-17).

Figure 1-17. The HO Lowers the Rescue Seat Until the Edge of the Support Fluke is
Resting on the Helicopter Deck

Care shall be taken not to pinch the survivor while lowering to the deck due to the
fluke folding.

5. The HO then continues to lower the rescue seat until the survivor’s back is on the deck of the aircraft.

6. Once the cabin door is closed, the HO shall release the rescue seat safety straps and remove the survivor
from the rescue seat.

1.4.6 Rescue/Medical Evacuation Litter Procedures

The rescue/medical evacuation (MEDEVAC) litter is the only rescue device in which use of the trail line
assembly is mandatory. When the rescue/MEDEVAC litter is selected as the rescue device, the following notes,
warnings, and procedures shall be used.

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Notes

 The rescue (Stokes) litter and the SAR MEDEVAC litter are different pieces of
equipment. For the purposes of this section, they will be combined into the
“Rescue/MEDEVAC litter” and any differences in procedures will be noted using
the specific equipment nomenclature. Surface rescue units are required to maintain
the rescue (Stokes) litter and the MEDEVAC litter on board.

 Use of patient restraint straps with hook-and-pile tape are no longer authorized.
The rescue (Stokes) litter is required to have the color-coded buckle type patient
restraint straps (part number (P/N): 140). The SAR MEDEVAC litter is required to
have a new frame cover that integrates the color-coded buckle type patient restraint
straps (P/N: 402-2).

 When conducting a maritime hoist recovery of personnel, the RS shall ensure that
the RH is locked prior to signaling to raise cable.

1. The RS communicates: DEPLOY RESCUE LITTER via radio and/or hand signal (Chapter 6).

2. The HO acknowledges receipt of RS’s hand signal and communicates it to the crew.

3. The PAC commands: RIG THE RESCUE LITTER.

4. The HO acknowledges the command and rigs the rescue/MEDEVAC litter:

Note

During night/IMC operations the rescue litter shall be illuminated. A chemical light
strap will be attached to both the head and foot end of the rescue litter on the same side
as the “V” strap. Two chemical lights will be attached to each strap.

a. Build up the SAR MEDEVAC litter (if used).

b. Properly connect the rescue litter sling assemblies to the rescue/MEDEVAC litter (Figure 1-18). Color
coded: Red—head, White—feet.

c. Connect the trail line V-strap (Figure 1-19) to the correct side of the rescue/MEDEVAC litter for the
type aircraft being hoisted into (head forward for H-53, feet forward for all other helicopters).

d. Attach the snap hooks of the trail line assembly case to anchor points on the cabin decking, nearest the
cabin door (Figure 1-20).

e. Attach the snap hook of the trail line to the trail line V-strap.

f. Attach the weighted shot bag to the shot bag clip of the trail line.

All personnel handling the trail line during the hoisting procedure shall have gloves
with leather, or other appropriately reinforced, palms.

DEC 2019 1-42

 NTTP 3-50.1

Figure 1-18. MEDEVAC Litter Connection Points for the Hoisting Slings and Trail Line Assembly

1-43 DEC 2019

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Figure 1-19. Trail Line Assembly Connection Points for the MEDEVAC and Stokes Litter

Figure 1-20. The HO Deploys the Weighted End of the Trail Line Assembly

DEC 2019 1-44

 NTTP 3-50.1

Note

If needed, the HO shall tie the line-handling gloves (included in the trail line assembly)
to the trail line. This can be accomplished by tying a slipknot just above the shot bag
clip. Place the trail line gloves in the knot and tighten the knot to secure the gloves, so
the RS/crewmember may retrieve the gloves before using the trail line.

g. Attach the line-handling gloves to the trail line.

h. Ensure the patient restraint straps are properly stowed.

i. The HO reports: RESCUE/MEDEVAC LITTER RIGGED, STANDING BY TO DEPLOY TRAIL LINE.

5. The PAC commands: DEPLOY TRAIL LINE.

6. The HO acknowledges the command and lowers trail line hand-over-hand to the RS.

7. The HO observes the RS grabbing the trail line, and after receiving a THUMBS UP signal from the RS
reports: RS HAS THE TRAIL LINE, STANDING BY TO DEPLOY RESCUE/MEDEVAC LITTER.

8. The PAC commands: DEPLOY RESCUE/MEDEVAC LITTER.

9. The HO acknowledges the command and lowers the rescue/MEDEVAC litter, using standard advisory
reports:

 The HO shall ensure that the RS is offset to the maximum extent possible while
tending the trail line from the aircraft’s three o’clock-position. This is to minimize
oscillations of the litter which could cause the hoist cable to sheer by contacting
the aircraft’s wire protection system.

 The HO shall ensure the RS does not come in physical contact with the
Rescue/MEDEVAC litter until it has touched the water (trail lines are
nonconductive and will not ground the litter).

10. The HO reports: LITTER IS IN THE WATER.

11. Upon observing the RS disconnecting the rescue/MEDEVAC litter from the rescue hoist, the HO reports:
LITTER IS CLEAR OF THE RESCUE HOOK.

Note

If the rescue/MEDEVAC litter was sent down without the rescue strop on the RH, the
HO shall connect the rescue strop to the RH for rescue/MEDEVAC litter recovery.

12. The HO shall utilize verbal commands or crew hover to direct the helicopter back and left minimizing rotor
wash interference with the RS/survivor. This will also facilitate visual contact with the RS/survivor. The hover
position should be no closer to the RS/survivor than one rotor diameter outside the rotor wash area
(Figure 1-21).

13. The RS places the survivor in the rescue/MEDEVAC litter using procedures in Chapter 3.

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Figure 1-21. The Rescue Swimmer Uses the Trail Line to Keep the Litter Parallel to the
Helicopter’s Longitudinal Axis

14. Upon receiving the hand signal from the RS, the HO shall report: I HAVE A PICK UP SIGNAL.

15. The HO shall utilize verbal commands or crew hover to direct the helicopter back on top of the RS/survivor.

Note

Throughout the hoisting operation, the HO, using standard voice procedures or crew
hover, shall direct the helicopter into maintaining a stable hover over the RS/survivor.

16. The HO lowers the RH (with rescue strop attached) to the RS for hook up. The HO shall use standard
voice calls to keep the PAC/crew informed of progress:

a. SWIMMER/SURVIVOR APPROACHING THE HOOK

b. RESCUE LITTER HOOKED UP

c. I HAVE A HOIST SIGNAL.

17. Upon receiving the RAISE CABLE hand signal, the HO shall raise the rescue/MEDEVAC litter to a
point just above the surface. The rescue/MEDEVAC litter should be planed out/completely horizontal, and
directly underneath the helicopter. The RS shall give the STOP HOISTING hand signal to the HO when
satisfied with the position.

DEC 2019 1-46

 NTTP 3-50.1

18. The HO reports: SWIMMER PERFORMING SAFETY CHECK.

19. Upon receiving a THUMBS UP signal from the RS, the RS shall start swimming back to the aircraft’s
three o’clock-position to the maximum extent possible. The HO operator reports: I HAVE HOIST SIGNAL,
and hoists the rescue/MEDEVAC litter to the cabin door ensuring offset to the maximum extent possible
utilizing verbal controls or crew hover. The HO shall utilize standard voice reports of litter position:

a. LITTER IS CLEAR OF THE WATER

b. LITTER IS HALFWAY UP

c. LITTER IS AT CABIN DOOR.

 The HO shall ensure that the RS is offset to the maximum extent possible while
tending the trail line from the aircraft’s three o’clock-position. The RS, while
tending line, should swim away from the aircraft to allow for more lateral
separation. This is to minimize oscillations of the litter which could cause
inadvertent cable contact with the airframe. When oscillations occur, it is
recommended to continue lower the hoist to decrease aircraft vortices interaction
with litter and minimize cargo moments inducing larger oscillations.

 The direction in which the rescue/MEDEVAC litter enters the aircraft is critical.
Failure to position the patient in this manner could result in further injury to the
patient or damage to the aircraft.

 The rescue litter should not be hoisted with the extended wing pylon system
installed. Doing so could further injure the survivor while attempting to recover the
litter when hoisted to the cabin door. Conducting a litter recovery with EWS
installed makes it extremely challenging for even an experienced HO and should
not be attempted except as a last resort.

Note

On the MH-60R, the litter should enter the cabin feet first unless the configuration of
the cabin will prevent rescuers from attending to the survivor once in the aircraft. In
this case the litter should enter the cabin head first. On the MH-60S aircraft, the litter
should enter the cabin head first unless the configuration of the cabin will prevent
rescuers from attending to the survivor once in the aircraft. In this case the litter should
enter the cabin feet first.

20. Once the HO establishes positive control of the litter and begins to guide it into the cabin, the RS should
release the trail line Figure 1-22.

21. The HO reports: SURVIVOR ABOARD, RECOVERING TRAIL LINE. The HO recovers the trail line
hand-over-hand and stows it in the cabin where it will not hinder movement. The HO shall then report:
TRAIL LINE SECURED, RECOVERING SWIMMER.

22. The RS is recovered using the standard procedures in 1.3.7.

23. After the RS is recovered, the HO readies the cabin for forward flight and reports, RESCUE STATION
SECURED, CLEAR FOR FORWARD FLIGHT.

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Figure 1-22. The HO, while Paying out Hoist Cable, Guides the MEDEVAC Litter into the Helicopter

1.5 SURVIVOR FLOTATION IN THE HELICOPTER

Once a survivor is safely on board the aircraft, the survivor’s personal flotation device should be deflated or
replaced.

1. The optimum procedure is to remove or deflate the survivor’s personal flotation device and replace with a
personal flotation device from the aircraft (life preserver personal (LPP)-1/A, LPU-32/P, etc.).

2. Should the survivor(s) injuries preclude removal of flotation or donning new flotation, the flotation should
be deflated and the survivor should be placed in a rescue/MEDEVAC litter with a chest pad after medical
treatment is completed.

1.6 HELICOPTER LIFE RAFT DEPLOYMENT

Life rafts carried by Navy helicopters are designed and intended for use by the helicopter crew and passengers in
case of helicopter ditching at sea. These life rafts are not specifically designed for deployment in SAR scenarios,
(i.e., to be deployed by the helicopter crew, and inflate upon reaching the ocean surface).

Use applicable T/M/S NATOPS procedures, altitude, and airspeed limitations for life
raft deployment scenarios.

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Notes

 The recommended altitude/airspeed limitations for deploying a multiplace life raft

(MPLR) (series) life raft (inflated or uninflated) is 10/10 or 15/0.

 Rescue crews should be aware that deploying rafts to survivors will reduce the
number of life rafts available for helicopter crew and passengers in the event of a
mishap. Search and rescue duty/plane guard helicopters should consider taking an
additional life raft to deploy in SAR situations.

1.6.1 Uninflated Life Raft Deployment

1. If an RS is available, they should be deployed into the water first to inflate subsequently deployed life rafts
and assist survivors in boarding.

2. If survivors are suspected to be military aircrew, raft may be deployed and survivors, if
conscious/uninjured, can inflate and board raft unassisted.

The helicopter crew shall take every precaution to ensure the uninflated life raft does
not strike the survivor(s) in the water.

3. Uninflated life raft deployment should be close enough to survivor(s) to ensure survivors can locate and
inflate raft immediately, especially in low-visibility/night scenarios.

1.6.2 Inflated Life Raft Deployment

The following procedures are for MPLR series life rafts only.

 MPLR series life raft shall not under any circumstance be attached to an aircraft
and deployed for immediate inflation without a weak link installed.

 Rescue crews attempting to deploy a raft in such a fashion as to inflate upon

reaching ocean surface should be thoroughly familiar with NA 13-1-6, Inflatable
Survival manuals outlining the applicable equipment and manual-inflation
procedures. Improperly deployed life raft inflight can result in damaged/punctured
rafts or rafts blown back into aircraft rotor system.

1. Attach one snap hook of the weak link to the equipment ring of the RH. If the rescue hoist is in use, attach
the weak link snap hook to a cabin deck ring closest to the door.

2. Attach the free snap hook of the weak link to the snap hook located at the end of the MPLR
actuation/mooring line.

3. Ensure applicable T/M/S altitude/airspeed restrictions are met.

4. Push (do not throw) life raft out of the cabin door, guiding it straight down with free hand.

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1.7 HELICOPTER-TO-SHIP PERSONNEL TRANSFER

Notes

 The RS shall be lowered to the ship if the ship’s deck crew is not familiar with
personnel transfer and/or the HO is unable to visually ensure proper hookup
procedures.

 Trail line procedures may be used during personnel/equipment transfer. Refer to

1.7.2.

 When conducting a maritime hoist recovery of personnel, the RS shall ensure that
the RH is locked prior to signaling to raise cable.

The hoisting procedures are as follows:

1. When the transferee is connected to the RH and completely ready for hoisting, the RS/deck crew gives the
HO the “raise cable” signal (Chapter 6).

2. Once clear of the deck, the HO shall recover the transferee IAW the procedures outlined in 1.4, steps 10–18.

1.7.1 Hoisting Vest

While the hoisting vest is not a maritime rescue device, it can be used for transfer of personnel from ship to
helicopter. The HO shall ensure the vest is worn with a flotation device and that it is attached properly to the RH
(Figure 1-23).

Figure 1-23. Hoisting Vest

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1.7.2 Helicopter-to-ship Trail Line Hoisting Procedures

There are situations that can make the transferring of personnel by helicopter to or from surface vessels extremely
hazardous due to vessel size, movement, and/or location of obstructions. Sea state and/or weather conditions may
also decrease the pilot’s ability to maintain a steady hover over a vessel. Use of the trail line in such situations
will greatly increase the safety of ship-to-helicopter transfers while lessening the pilot workload. The vessel
should be underway, preferably into the seas. The helicopter makes an approach across the vessel’s deck,
normally from starboard to port, dragging the weighted trail line into the grasp of deck personnel. The helicopter
can then hover close aboard but clear of obstacles. The helicopter shall hover at least twice as high as its
horizontal distance from the vessel. For example, if the hover is maintained so that the vessel is kept just outside
of the rotor arc, the hover altitude should be equal to or greater than the rotor diameter. The following are the
helicopter trail line procedures:

 Deck personnel may not be able to prevent the person who is being hoisted from
entering the water if the helicopter hovers so far from the vessel that the trail line
angle is less than 60 degrees.

 Under no circumstances shall the HO allow the ship’s crew to tie off a line from an
airborne helicopter. In the event that the trail line is intentionally or unintentionally
attached to the ship, the HO shall notify the PAC and immediately accomplish
T/M/S NATOPS procedures for a fouled rescue hoist cable.

Notes

 More information on the trail line assembly can be found in Chapter 5.

 During the execution of the trail line hoist, 10-degrees and 20-degrees relative
winds may be more favorable than the norm of 30-degree relative wind.

 At the discretion of the HAC, the RS may be hoisted down to the ship to assist the
ship’s crew with the hoisting procedure.

1. Pilot commands, MAN THE RESCUE STATION FOR TRAIL LINE HOIST.

Notes

 The trail line is attached to the equipment ring of the RH for all rescue devices
except the rescue/MEDEVAC litter, in which case it is attached to the
rescue/MEDEVAC litter V-strap.

 A weak link has been incorporated, which will break if excessive force
(approximately 450 pounds) is applied to the trail line.

2. The HO replies: ROGER, UNSTRAPPING, and rigs the trail line for deployment:

a. Attach the snap hooks of the trail line assembly case to anchor points on the cabin decking, nearest the
cabin door.

b. Attach the snap hook of the trail line to the equipment ring of the RH (Figure 1-24).

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Figure 1-24. Trail Line Connected to the Equipment Ring of the Rescue Hook

c. The HO shall attach the weighted shot bag to the shot bag clip of the trail line.

All personnel handling the trail line during the hoisting procedure shall have gloves
with leather, or other appropriately reinforced, palms.

Note

If needed, the HO shall tie the line-handling gloves (included in the trail line assembly)
to the trail line. This can be accomplished by tying a slipknot just above the shot bag
clip. Place the trail line gloves in the knot and tighten the knot to secure the gloves, so
the RS/crewmember may retrieve the gloves before using the trail line.

d. Attach the line-handling gloves to the trail line.

3. The HO reports: TRAIL LINE RIGGED, STANDING BY TO DEPLOY TRAIL LINE.

4. The PAC commands: STAND BY TO DEPLOY TRAIL LINE.

5. The HO replies: STANDING BY TO DEPLOY TRAIL LINE.

6. The PAC maneuvers the helicopter to a steady hover over the ship’s deck.

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7. The PAC commands: DEPLOY TRAIL LINE.

Do not deploy the trail line without adequate weight attached.

Note

The HO shall deploy the trail line hand-over-hand out of the aircraft.

8. The HO acknowledges the command, and lowers the trail line hand-over-hand (Figure 1-18), keeping the
PAC informed of progress using standard voice terminology:

a. LOWERING TRAIL LINE

b. TRAIL LINE HALFWAY DOWN

c. TRAIL LINE ON DECK

d. DECK CREW HAS TRAIL LINE.

9. The HO reports: STANDING BY TO DEPLOY THE (RESCUE DEVICE).

10. The PAC commands: DEPLOY THE (RESCUE DEVICE).

11. The HO acknowledges the command, and lowers the appropriate rescue device, using the standard
terminology:

a. LOWERING (RESCUE DEVICE)

b. (RESCUE DEVICE) HALFWAY DOWN

c. (RESCUE DEVICE) ON DECK.

Excess hoist cable on the deck of the ship is a hazard. Excess hoist cable should be
deployed by the HO grabbing the hoist cable. This will allow the HO to meter out
slack in the hoist cable by loosening the grip on the hoist cable and allowing it to slide
through the hand.

12. Once the rescue device is on the ship’s deck, more hoist cable shall be deployed to allow for relative
movement between the vessel and the helicopter.

13. The HO shall keep the PAC advised of deck status and relative position of the aircraft. Upon receiving a
THUMBS-UP signal from the deck crew, the HO shall report: I HAVE A RAISE CABLE SIGNAL.

14. The HO shall recover the rescue device using the following voice procedures:

a. TAKING TENSION ON HOIST

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b. (RESCUE DEVICE) TENDED BY DECK PERSONNEL

c. (RESCUE DEVICE) CLEAR OF THE DECK

d. (RESCUE DEVICE) IS PLUMB TO RESCUE HOIST.

15. Once the rescue device is plumb (directly underneath), standard voice procedures shall be used to retrieve
the rescue device into the aircraft:

a. SURVIVOR HALFWAY UP

b. SURVIVOR AT THE CABIN DOOR.

16. Upon arrival of the survivor at the aircraft cabin door, the HO shall maneuver survivor/rescue device as
required (see 1.4) for transition into the aircraft cabin.

Do not detach the RS/survivor from the RH until the RS/survivor are safely in the
cabin of the helicopter, and the cabin door is closed (if the chosen rescue device allows
the cabin door to be closed).
Note

If the chosen rescue device does not allow for the cabin door to be closed, the HO shall
maintain physical control of the survivor at all times until the survivor is safely secured
into the aircraft.

17. When the survivor is completely inside the helicopter, the HO shall position him/herself in the cabin
door, guarding against the survivor falling out. The HO shall report: SURVIVOR ABOARD.
Note

Ensure applicable T/M/S NATOPS airspeed restrictions are adhered to while the hoist
cable is deployed from the aircraft rescue hoist assembly, and while the cabin door is
not completely closed.

18. The HO shall pay out only enough hoist cable to allow the cabin door to be closed as far as possible
without damaging the cable and/or trail line.

19. Once the cabin door is closed, the HO shall:

a. Remove the survivor from the rescue device.

b. Secure the survivor in an aircraft seat.

20. The HO opens the cabin door IAW T/M/S NATOPS procedures and reports: SURVIVOR (OR
EQUIPMENT) SECURED IN AIRCRAFT. STANDING BY TO HAUL IN TRAIL LINE.

21. The PAC commands: HAUL IN TRAIL LINE.

22. The HO acknowledges the command, hauls in the trail line hand-over-hand, and stows it in the cabin
where it will not hinder movement.

23. The HO closes the cabin door and reports: AFTER STATION SECURED, CLEAR FOR FORWARD
FLIGHT.

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1.8 EMERGENCY PROCEDURES

1.8.1 Rescue Hoist Failure During a Rescue

In the event of a rescue hoist failure during a rescue, the HO shall notify the HAC and perform rescue hoist failure
procedures IAW T/M/S NATOPS manual/pocket checklist. If determined that the rescue hoist is jammed and/or
unusable, the crew shall make a decision on how to recover the RS/survivor. If personnel are attached to the
rescue hoist at the time of the failure, the PAC should lower the helicopter until the personnel are in the water and
can safely unhook from the rescue hoist. If lowering the personnel into the water is too hazardous to the personnel
on the rescue hoist, the PAC should, at a minimum, lower the helicopter until the personnel are at a reasonable
altitude should the rescue hoist cable break.

1.8.2 Jammed Rescue Hoist Procedures

1. After completing the T/M/S NATOPS procedures for rescue hoist failure, the HO determines that hoist is
jammed, and reports: RESCUE HOIST IS JAMMED/UNUSABLE. STANDING BY TO PERFORM
JAMMED RESCUE HOIST PROCEDURES.

2. The HAC acknowledges, and reports: PERFORM JAMMED HOIST PROCEDURES.

Note

Due to the close proximity of the rescue hoist support to the number two engine intake
on H-60 airframes, the crewman’s safety belt shall be fed over the rescue hoist support
from aft to forward.

3. The HO attaches the waist belt portion of the crewman’s safety belt over the boom/support of the rescue
hoist (Figure 1-25).

Figure 1-25. Emergency Securing of the Rescue Hoist Cable

4. The HO attaches the shackle of the cable grip (see 5.4.1.3) to the snap hook of the crewman’s safety belt
strap.

5. The crewman connects the cable grip to the hoisting cable by placing the cable between the jaws of the
cable grip, shackle end up.

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Note

If at all possible, the personnel on the hoist should be lowered into the water prior to
attempting step 6.

6. The HO pulls the safety strap to shorten it until slack is visible in the rescue hoist cable, which relieves
tension on the rescue hoist drum and brake assembly.

7. If personnel on the hoist were lowered into the water, the PAC must lift the personnel clear of the water by
raising the collective flight control. The HO shall advise the PAC when personnel are well clear of the water.

8. The HO reports: JAMMED HOIST PROCEDURES COMPLETED, CLEAR FOR FORWARD FLIGHT.

Note

During transit, it is recommended that the personnel on the rescue hoist be no higher
than 30 feet above ground level (AGL), and airspeed be no faster than safe single
engine airspeed.

9. The PAC acknowledges, and keeps the helicopter within T/M/S NATOPS limitations for maneuvering
with a rescue hoist load.

10. The HO shall keep the PAC apprised of the personnel’s condition, oscillations, and height above the water.

1.8.3 Severed Rescue Hoist Cable

In the event that the RH has been either intentionally or unintentionally severed from the hoist cable, it may be
possible to fix the problem in flight, and continue to use the rescue hoist. In this instance, the hoist quick splice
plate (see 1.8.4) may be rigged.

Note

Normally, a Lucas Western or Breeze Eastern Rescue Hoist will be rendered unusable
if the rescue hoist cable is severed utilizing the squib (emergency separation device),
due to the squib’s location in the hoist assembly.

1. If time permits, and continued use of the rescue hoist is desired/needed, the rescue hoist cable should be
cut with the manual rescue hand tool, using the following procedures.

Note

Failure to properly prepare the rescue hoist cable prior to cutting will result in the hoist
cable unraveling when it is cut.

a. A strong type of tape, such as ordnance tape, should be tightly wrapped around desired area to be cut.

b. Cut the rescue hoist cable directly below the tightly wound tape.

Note

If unable to prepare the hoist cable prior to cutting, the cable might be salvaged by
taping it tightly, either where the unraveling stops, or as high up towards the rescue
hoist as possible. Once taped, let out a small amount of hoist cable and retape.
Continue with this procedure until the unraveling stops. Once good rescue hoist cable
is found, use the above procedures at a point 1–2 feet above that spot.

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1.8.4 Rigging the Hoist Quick Splice Plate

The hoist quick splice plate assembly (Figure 1-26) affords the HO the opportunity to fit a severed rescue hoist
cable with a new RH. The following notes, warnings, and procedures apply:

 Failure to rig the cable through the hoist quick splice plate properly will result in
the cable slipping out of the quick splice when tension is applied.

 The hoist quick splice plate may not engage the rescue hoist upper limit switch.
Separation of the quick splice/rescue hoist cable is possible when the hoist quick
splice plate assembly reaches the upper limit switch of the rescue hoist. The rescue
hoist shall not be fully raised when using the hoist quick splice plate.

Note

A properly rigged quick splice will not affect (degrade) rescue hoist weight limitations.

1. Lace the hoist cable through the numbered holes starting with “1.”

Figure 1-26. The HO Places the Bitter End of the Rescue Hoist Cable Under the Retainer Clip

2. Place the bitter end of the cable back under itself between holes “3” and “4.”

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3. Once correctly routed through all five holes, the bitter end of the cable shall be routed under the retainer
clip (Figure 1-26).

4. The quick splice is ready to use, and normal hoisting may be resumed.

1.8.5 Cable Splice (P/N AMTC-R2008-0) Procedures

Figure 1-27 shows a hoist quick splice plate.

Figure 1-27. Cable Splice (P/N AMTC-R2008-0)

 Failure to rig the cable through the cable splice properly will result in the cable
slipping out of the cable splice when tension is applied.

 The large hook is the only portion of the RH to be used for hoisting personnel. The
small hook of the RH shall never be used to hoist personnel.

Notes

 A properly rigged cable splice will not affect (degrade) rescue hoist weight
limitations. The top plate serves to secure the cable and trip the hoist upper limit
(cable stop) switch.

 Hoist cable routing instructions are etched on the face of the cable splice plate
(Figure 1-27).

1. Start by placing the cable bitter end across the face plate of the cable splice.

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2. Route the cable through the slots of the cable splice beginning with the slot marked number “1.”

3. Route cable around the back and through the slot marked number “2.”

4. Route the cable over the bitter end and through slot number “3.”

5. Route the cable around the back and through slot number “4.”

6. Route the cable up and through slot number “5.” Ensure you have routed the cable over the bitter end.

7. Route the cable through the locking slot on the top plate of the cable splice.

The cable splice is ready to use, and hoisting may be resumed.

1.9 AVIATION SEARCH AND RESCUE READINESS CONDITIONS

The following readiness conditions are to be utilized for SAR.

1.9.1 SAR Condition I

The aircraft shall be spotted for immediate launch. It shall be headed into the relative wind with rotor blades
spread, starting equipment plugged in, with a landing signal enlisted (LSE), starting crewman, plane captain, and
required plane handlers standing by. Unless otherwise directed, at least four tie-downs shall be attached to the
aircraft. The flight crew shall be ready for launch in all respects, with all personal equipment attached and
adjusted as in flight. When the air officer passes the word to stand by to launch the Condition I helicopter(s),
engines shall be started without further instructions; however, rotor engagement and launch shall be positively
controlled by the tower.

1.9.2 SAR Condition II

The same conditions apply as for Condition I, except that flight crews shall stand by in the ready rooms or in
other such suitable locations.

1.9.3 SAR Condition III

Main rotor blades may be folded and the aircraft need not be in position for immediate launch; however, it must
be parked so as to allow direct access to a suitable launch spot. A tow bar shall be attached to the aircraft while a
specific LSE, tractor driver, handling crew, and starting crewman shall be designated and assigned to each
helicopter. These personnel must be thoroughly briefed so that when the order is given to prepare launch, the
aircraft can be safely and expeditiously moved into position and readied for launch. Flight crews should be
briefed for the launch and be standing by at a designated location.

1.9.4 SAR Condition IV

This is similar to Condition III except that minor maintenance may be performed on the aircraft if no delay in
launch is involved.

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INTENTIONALLY BLANK

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CHAPTER 2
Surface Vessel Search and
Rescue Procedures
2.1 BASIC FACTORS

This chapter is intended as a guide for surface vessel rescue procedures and describes current standard procedures.
Selected SAR references are contained in the reference section of this manual, and rescue equipment stock
numbers are contained in Appendix D.

2.1.1 Means of Rescue

Normally, the SAR helicopter is the primary SRU when available, with the surface ship or rescue boat as
secondary. However, there are situations in which the rescue boat is the best choice as the SRU. An example
would be for recovery of a noncompliant survivor (see 3.6.4) or a large number of survivors. Whatever the
situation, the goal is to use the fastest and most effective rescue platform for the given situation. Whichever
platform is the primary SRU, the other(s) should remain outside the immediate area of the survivors so as not to
hamper the rescue operation, and remain ready to assist if needed.

2.1.2 Surface Ship Search and Rescue Responsibility

Although most helicopters are configured for all-weather flight operations, the surface ship by either deck or
rescue boat should be prepared to assume the primary rescue role day or night. Chief of Naval Operations
Instruction (OPNAVINST) 3130.6, Naval Search and Rescue (SAR) Standardization Program, outlines SAR
certification, qualifications, and training requirements for surface ships, surface RSs, rescue boat crews, and J-bar
davit rescue crews.

2.1.3 Decision to Launch Rescue Boat or Conduct Shipboard Recovery

The decision to launch the rescue boat or conduct the SAR operation by shipboard J-bar davit should be governed
by the existing sea state, the emergency situation at hand, and the ship’s tasking.

2.2 SHIP’S ORGANIZATION

Chief of Naval Operations Instruction 3120.32, Standard Organization and Regulations Manual (SORM),
provides the basic requirements for man overboard, rescue and assistance, rescue of survivors, and aircraft crash
and rescue bills that shall be used to organize the ship’s company for recovery of personnel at sea. Figure 2-1 lists
the required J-bar davit recovery crew. Figure 2-2 contains the manning requirements for the rescue boat crew.
The minimum crew size for a small boat is three personnel, but while conducting a SAR mission, the boats need
to have a minimum crew of four personnel (three-person crew plus an RS in order to safely recover a littered
survivor).

Experience has shown that a properly trained RS has been the difference between success and failure in many past
rescues. Per OPNAVINST 3120.32, surface ships shall have a minimum of two fully qualified and equipped
surface RSs. Mine countermeasures ship (MCM)-, mine hunting craft-, and patrol craft (PC)-class ships require
only one fully qualified surface RS. Equipment allowance lists shall provide for a minimum of two fully equipped
RSs per surface ship IAW Appendix D of this manual.

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Required J-bar Davit Recovery Detail

Quantity Description
1 Safety Officer
1 Rig Captain
1 Rigger
6 (minimum) In-haul Line
8 (minimum) Double Hoist
2 Forward Vang
2 Aft Vang
2 Swimmer Tending Line
1 Temporary Life Line
1 Rescue Swimmer
1 Corpsman
1 Shark Watch
4 Stretcher Bearers
Required Amphibious Transport Dock (LPD) 17 San Antonio Class Recovery Detail
Quantity Description
1 Safety Officer
1 Rig Captain
1 Rigger
6 (minimum) In-haul Line
8 (minimum) Double Hoist
2 Swimmer Tending Line/Temporary Life Line
1 Rescue Swimmer
1 Corpsman
1 Shark Watch
4 Stretcher Bearers
1 Crane Operator
1 Engineer (machinery room)

Figure 2-1. Required J-bar Davit/LPD 17 San Antonio Class Recovery Crew

Landing Craft, Personnel, Light/Rigid Inflatable Boat (RIB) Minimum Crew Requirements (see notes)

Number of Personnel Duty

1 Boat Officer/Bowhook
1 Coxswain
1 Engineer/Sternhook
1 Rescue Swimmer
Notes:
1. Every member of the boat crew shall be at least a second class swimmer.
2. The above minimum crew requirements may be added to by the commanding officer.
3. Any or all members of the boat crew qualified to carry a pistol may do so at the discretion of the
commanding officer.

Figure 2-2. Minimum Required Boat Crew

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Note

The surface RS and recovery crews shall meet and maintain all training and
qualification requirements of OPNAVINST 3130.6 and Commander, Naval Surface
Forces, Pacific (COMNAVSURFPAC)/Commander, Naval Surface Forces, Atlantic
Instruction (COMNAVSURFLANTINST) 3502.7, Surface Force Training and
Readiness Manual. The surface RS shall be afforded opportunities to maintain a high
state of physical fitness, conduct proficiency training, and practice rescue procedures
as required by OPNAVINST 3130.6.

2.3 SHIPBOARD PREPARATIONS FOR SAR OPERATIONS

A successful SAR mission requires the need for proper preparation. Ensure the following are checked:

1. Required personnel are assigned rescue positions on the watch quarter and station bill IAW this manual
and OPNAVINST 3120.32.

2. The necessary publications listed in the references section are on board, and immediately available to the
officer of the deck, tactical action officer, and SAR officer.

3. All rescue equipment listed in Chapter 5 is on board and in good operating order.

Note

Appendix B of this manual should be used for search planning.

2.3.1 Assessing the Rescue Situation

Assessing the rescue situation begins with the initial notification and tasking of a SAR mission, and continues
until survivor recovery on board the ship. The following factors shall be continuously assessed, and any
changes/updates shall be communicated to all personnel involved in the SAR mission:

1. Number/type of survivor(s): military or civilian.

2. Location of survivors, their relation to, and distance from each other and the SRU.

3. Visible, and/or known injuries of the survivor(s):

a. MOI

b. Conscious/unconscious

c. Visible bleeding

d. Environmental injuries

e. Broken bones.

4. Flotation devices inflated/not inflated/survivor’s face down in water.

5. Parachute entanglement problem/presence of a ballooned parachute.

6. Day or night/sea state/wind direction/water temperature.

7. Cooperative/noncompliant survivor(s).

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8. Fuel in the water.

9. Debris littering scene and its relation to the survivor.

10. Presence of sea predators.

11. Feasibility of attempting multiple/single rescue.

12. Rescue order established according to apparent injuries. The survivor with the worst injuries shall be
rescued first.

13. RS deployment options.

14. Other available rescue assets to assist.

2.3.2 Cold-water Operations

When operations are conducted in cold-water conditions, sickbay shall be prepared to treat survivors and rescue
personnel for hypothermia, and should have sufficient equipment ready whenever cold-water operations are
scheduled.

2.3.3 Plane Guard Assignment

When a ship is assigned to plane guard, ensure that:

1. A radio check is conducted with the aircraft-parent ship on the assigned frequencies. During flight
operations, a listening watch shall be maintained at all times on this frequency to allow early detection of
possible aircraft difficulties.

2. All planes are routinely tracked when within radar range (emission control permitting).

3. All required equipment listed in Chapter 5 is inventoried once a watch.

4. A rescue boat is ready for immediate lowering.

5. Qualified rescue personnel are suited up, ready, and mustered for each watch.

6. Aircraft data from NAVAIR 00-80R-14, NATOPS U.S. Navy Aircraft Firefighting and Rescue Manual
Appendixes D and E (i.e., plane exits, pilot breathing apparatus type, pilot securing fittings, parachute fittings,
and flotation gear, etc.) shall be available, and reviewed by the surface RS.

7. When flight operations and/or SAR procedures are being conducted, do not permit trash to be thrown over
the side.

Note

Signal lights should be manned IAW the standard procedure listed in the ship’s man
overboard bill. However, if weather conditions permit, a number of portable lights of
reasonable power should be available on the forecastle when night plane guard duty is
assumed. Following an aircraft crash in the vicinity of the carrier, the rescue ship can
expect to find a number of floating lights and flares thrown over by carrier personnel,
which can complicate locating the aircrew from among the debris, floating lights, and
whitecaps. The more illumination that can be put on the crash area, the better the
chances of locating personnel. If working with a helicopter at night, do not direct
searchlights at the helicopter to avoid causing night blindness or blooming of the

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aircrew’s night vision devices. Night vision goggles (AN/PVS-7A or equivalent)

should be available to lookouts and boat crews and may prove more useful than
searchlights. Military aircrew survivors will have various types of radios, strobe lights,
hand-held flares, flashlights, and whistles attached to their survival vest. Rescue ships
should use a portable megaphone or general announcing system (1MC) to
communicate to the survivors in the water. The rescue ship can request survivors in the
water to identify themselves by flare, noise, etc. Once survivor(s) have been sighted,
the ship or rescue boat should communicate with the survivors via voice, radio, or
1MC. This will assist in identifying the number and location of other survivors as well
as reassuring the sighted personnel in the water that they are in sight.

2.4 SEARCH

2.4.1 Search Planning

Factors involved in search planning are covered in detail in the United States NSRS to the IAMSAR Manual.
Minimum formal training requirements for command information center watch standers who are assigned search
planning responsibilities are outlined in OPNAVINST 3130.6 and COMNAVSURFPAC/
COMNAVSURFLANTINST 3502.7.

2.4.2 Lookouts

Although it is important that all personnel not directly involved in the SAR mission remain clear of the scene,
there is a distinct advantage in having a number of personnel topside to act as lookouts. When searching for a man
overboard or when isolating survivors from debris at an aircraft crash site, the more eyes the better. Number and
location of assigned lookouts during a SAR mission must be judged upon prevailing conditions. Lookouts should
be assigned a specific sector in relation to the ship’s heading to conduct visual searches with the naked eye,
binoculars, or NVGs. Lookouts should scan their assigned area with slow vertical and/or horizontal sweeps as
visual detection of survivors or debris will normally occur in the scanners’ peripheral vision and not directly.
Upon sighting a signaling device, a survivor, or wreckage debris, the lookout should immediately communicate
the approximate distance and position relative to the ships heading. Lookouts should be fully briefed, and relieved
every 60 minutes to avoid eye fatigue.

2.4.3 Daylight Search

During daylight, lookouts shall search for light reflection from mirrors, bright orange smoke, airborne flares,
black or bright-colored life rafts, and emergency radio beacons transmitting on 121.5, 243.0, or 282.8 megahertz.

2.4.4 Night Search

If available, lookouts should be equipped with NVGs. Bright searchlights and NVGs should not be used in the
same lookout sector of the ship, as the direct or indirect light from searchlights will render NVGs ineffective. In
peacetime, if the rescue ships have been under other-than-normal lighting measures, it is prudent to switch on
normal navigation lights following an aircraft crash in order to minimize the danger of collision with other ships
and SRUs during rescue operations.

2.5 MARKING OF THE SURVIVOR’S POSITION

Accurate deployment of a signal/marker helps to avoid losing sight of the survivor, and provides a reference to the
SRU approaching the survivor.

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 If fuel is evident or suspected in the water, smoke flares should not be used because
they may ignite the fuel.

 When deploying a marking device, use caution not to strike the survivor.

 Avoid dropping smoke flares directly upwind of the survivor as the fumes are
caustic, and may injure the survivor.

Note

Detailed information on survivor position marking devices can be found in Chapter 5

and in NAVAIR 11-15-7, Pyrotechnic, Screening, Marking, and Countermeasure
Devices.

2.6 AIR/SURFACE COORDINATION

The OSC makes the final decision of which SRU will make the recovery. However, the helicopter is normally the
primary means of rescue during all-weather day and night operations. The most notable exceptions are when the
weather is below acceptable limits (300 feet or lower overcast, and 1-mile visibility), or the survivor is known or
suspected to be noncompliant. It is highly recommended that all shipboard rescue personnel familiarize
themselves with the helicopter procedures found in Chapter 1. There are three important points that should be
noted:

Note

Allied Tactical Publication-10, NATO Search and Rescue (SAR) Manual, provides
general rules to be followed by rescue ships and helicopters when both are on station.

1. A ship or rescue boat assisting a helicopter, or assuming primary SRU/recovery responsibilities, should be
aware of the potential hazard that exists from a parachute in the water in or around the rescue scene. A
parachute in the immediate area of the survivor, whether deployed or not, represents a potential hazard to a
helicopter, a rescue boat, as well as the survivor and RS. The helicopter will normally stand off 30 yards or
more from a parachute in the water and deploy the RS, requiring the aviation RS to swim to the survivor. The
assisting ship/rescue boat shall make every attempt to communicate the presence of a parachute to all SAR
assets involved.

2. When performing as the primary SAR asset, the helicopter’s aft rotating anticollision light shall remain on
(the helicopter’s forward rotating anticollision light may be turned off during night operations to aid the pilots
and aircrew using NVGs). If it is necessary for the helicopter to yield to an alternate means of rescue, the
helicopter’s rotating anticollision lights will be turned off.

3. During any SAR mission, the ship shall be prepared to give a magnetic bearing and range from the rescue
helicopter to datum, or datum latitude/longitude as requested.

2.6.1 Ship/Rescue Boat Standby Position

If a helicopter is affecting the rescue, ships should stay clear of the rescue scene so as not to blanket the wind, or
otherwise interfere with the helicopter.

DEC 2019 2-6

 NTTP 3-50.1

2.6.2 Helicopter Turnover of the Rescue to the Ship or Rescue Boat

In the event the parachute cannot be removed from the pilot, and a rescue boat is available, the helicopter shall
abandon the rescue pickup attempt, turn off the anticollision lights, and move away from the pickup area if
possible. In the event the survivor is found to be noncompliant, the RS or HAC may determine that the survivor
would pose a significant risk to the helicopter and crew once aboard. The helicopter may request recovery by the
rescue boat or ship.

2.7 RESCUE BOAT OPERATIONS

The rescue boat is required to maintain positive communications with the bridge team at all times while
conducting a SAR mission. Additionally, the officer of the deck or another member of the bridge team needs to
cover the helicopter’s coordination/controlling frequency in order to relay any required directions to the rescue
boat. The rescue boat shall remain close, but stay clear of the rescue scene until the helicopter’s aft rotating
anticollision light is turned off and/or the helicopter communicates the intention to pass the rescue responsibility
to the rescue boat. At this signal, the rescue boat will assume responsibility for the rescue. Unless the coxswain
can see the rescue scene, the boat should be maneuvered IAW radio communications and/or the helicopter being
relieved procedures.

2.7.1 Approaching Survivor

Prior to approaching the survivor in the water, the rescue boat crew must determine if the helicopter is
successfully affecting the rescue.

Inhalation of composite fibers resulting from aircraft fires and/or aircraft material
damage may be harmful to the RS and rescue crew. If smoke is present, the RS shall
be deployed upwind, and will approach the aircraft/debris in a manner as to avoid any
smoke. Refer to 7.1.2, for more information on procedures and personal protective
equipment (PPE).

Notes

 The rescue boat shall never pass between the helicopter and the survivor to avoid the
possibility of becoming fouled in the helicopter hoisting cable when it is determined
that the helicopter has yielded the rescue to the rescue boat (Figure 2-3).

 The RIB approach should be made directly at the survivor, keeping the survivor on
the port bow until the RS is deployed. The RIB is then brought alongside of the
survivor. The outdrive unit allows the RIB to be backed either to port or to starboard.

 Coxswains shall use extreme caution while using the RIB as a rescue vehicle,
keeping the RS, survivor, and parachutes away from the outdrive unit.

2.7.2 Surface Rescue Swimmer Deployment From Rescue Boat (Day or Night)

1. Deploy from the port or starboard bow, opposite of the survivor (Figure 2-4):

a. The coxswain puts engine in neutral.

b. The RS prepares for deployment.

2-7 DEC 2019

NTTP 3-50.1

Figure 2-3. Rescue Boat Prepares to Take over Rescue

Figure 2-4. Rescue Swimmer Deployment from Rescue Boat

DEC 2019 2-8

 NTTP 3-50.1

2. After receiving permission from the boat officer/coxswain, prepare to deploy the RS:

a. The RS will sit on port or starboard bow and prepare for deployment.

b. A boat crewmember holds the RS by the harness maintaining control of the RS.

c. Both the RS and crewmember scan the water for debris.

d. A boat crewmember gives the RS one tap on the shoulder.

e. The RS will roll to the left and come to rest on both hands, fins in water.

f. The boat crewmember will give the RS three taps on shoulder, and release the RS’s harness.

g. The RS pushes away from the boat, enters the water, clears mask, and gives the applicable day or night
signal: I AM ALL RIGHT.

Notes

 During night operations, the RS shall be illuminated with a chemical light before
entering the water.

 The RS tending line is optional when deploying from the rescue boat. The
coxswain shall remain in close proximity and maintain visual contact of the RS in
the water.

 Rescue swimmers shall not be deployed if the crewmember or RS deem the water
to be unsafe for entry. If the RS has received one tap from the crewmember and RS
deployment is deemed unsafe and/or hazardous to the RS, the crewmember shall
verbally/physically recall the RS back into the rescue boat.

2.7.3 Rescue Boat Approach to Parachute

Personnel in the water with a parachute attached shall be approached with caution. The survivor may be entangled
in the parachute shroud lines that may be submerged and not visible to the boat crew. In making an approach on
the parachute, consider the direction of the wind and current which may influence submerged portion of the
parachute and ensure boat speed is slow enough to avoid the rescue boat contacting the parachute.

A parachute attached or entangled to the aviator poses a significant threat to the

survivor, RS, and rescue boat. A partially or fully submerged parachute may become
inflated or “ballooned” by water current, which can easily provide enough force to pull
the survivor and RS underwater and capsize a rescue boat entangled in the shroud
lines. In all cases in which it is deemed appropriate for the rescue boat crew to hook a
parachute, every attempt should be made to hook the parachute at the apex. Pulling the
parachute into the rescue boat by the apex will effectively collapse the parachute and
make it much easier to haul in. This method of collapsing the parachute is particularly
important if a survivor is being dragged underwater by the parachute.

2-9 DEC 2019

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2.7.3.1 Streamed Parachute

A streamed parachute (Figure 2-5) should be first hooked and pulled into the rescue boat. This will ensure the
parachute does not sink and pull the survivor down. RS should then be immediately deployed. If the survivor is
entangled in the shroud lines, RS shall assist in removing survivor from the harness. Refer to 3.5.1 for RS
procedures for a survivor entangled in shroud lines. Shroud lines shall only be cut as necessary as it has been found
that when shroud lines are cut in the water, it usually adds to the disentanglement problem. Therefore, shroud lines
should be lifted clear, pulled away from the survivor, and only cut as a last resort.

Figure 2-5. Approach to Survivor with Parachute

Note

RS shall be deployed regardless if survivor is entangled with parachute.

2.7.3.2 Sinking Parachute

If the parachute sinks below the surface before the boat hook snags it, the RS shall deploy immediately and attach
a tending line to the survivor (Figure 2-6) if possible, or the boat crew may attempt to snag the survivor’s harness
with the boat hook, keeping the survivor at the surface of the water as long as possible. The RS shall start
parachute-disentanglement procedures IAW Chapter 3.

2.7.3.3 Ballooned Parachute

The RS approaches the survivor IAW 3.5.2 (Figure 2-7). Upon clearing the survivor from the parachute and
pulling the survivor 6 to 8 feet from the parachute, the RS shall give a thumbs-up signal to the rescue boat. The
survivor and RS should then be recovered into the boat.

DEC 2019 2-10

 NTTP 3-50.1

Figure 2-6. Attaching Tending Line to Survivor with Sinking Parachute

Figure 2-7. Rescue Swimmer Approach to Survivor with Ballooned Parachute

2-11 DEC 2019

NTTP 3-50.1

2.7.4 Rescue Priority

The rescue boat shall attempt to rescue the most severely injured survivor first. (If the aviation RS is left by his
aircraft, he is automatically reverted to survivor status.)

2.7.5 Rescue Boat Recovery Position

All RIB recoveries of personnel from the water shall be attempted with the survivor facing outboard of the port
bow tube on RIB (Figure 2-8). The RS shall assist the survivor from the water.

Figure 2-8. Rigid Hull Inflatable Boat Pickup of Rescue Swimmer and Survivor

To prevent back injury to the survivor, the survivor is pulled into the RIB facing
outboard of the tube (Figure 2-8).

2.7.6 First Aid

First aid for the survivors begins on board the rescue boat. Once on board the rescue boat, the survivors’ injuries
should be investigated, and first aid administered as necessary until the survivors are turned over to medical
department personnel on the ship. Chapter 7 outlines first aid procedures for rescue personnel.

2.7.7 SAR/Medical Evacuation Litter Procedures for Rescue Boat

1. The rescue/MEDEVAC litter shall be on board the rescue boat and readied for deployment to the RS upon
request. When the rescue/MEDEVAC litter is selected as the recovery device, the following procedures are to
be followed:

Notes

 The rescue (Stokes) litter and SAR MEDEVAC litters are different pieces of
equipment. For the purpose of the manual, they will be combined into the
“rescue/MEDEVAC litter,” and any differences in procedures will be noted using
the specific equipment nomenclature.

DEC 2019 2-12

 NTTP 3-50.1

 Use of patient restraint straps with hook-and-pile tape is no longer authorized. The
rescue litter (stokes) is required to have the color-coded buckle type patient restraint
straps (P/N: 140). The SAR MEDEVAC litter is required to have a new frame cover
that integrates the color-coded buckle type patient restraint straps (P/N: 402-2).

 In order to prevent the rescue litter from snagging on the sponson lines, RIB crews
may drape a wool blanket over the side of the RIB during recovery of the rescue
litter. If this procedure is utilized it is recommended that an extra wool blanket be
maintained to be used for this purpose only to allow for cold weather injury
considerations.

a. The RS shall give the verbal/hand signal (Chapter 6) when it is determined that the MEDEVAC litter is
required.

b. The boat officer/coxswain, upon receiving the signal “DEPLOY RESCUE LITTER” (Chapter 6), shall
ensure that the rescue/MEDEVAC litter is readied for deployment. The coxswain shall maneuver the
rescue boat alongside, keeping the RS 5 to 10 feet away on the bow.

Note

During night operations, the rescue/MEDEVAC litter shall be illuminated by chemical

lights.

c. The boat officer/coxswain shall direct the boat crew to place the rescue/MEDEVAC litter in the water
(allow the litter to float freely).
d. The coxswain shall back the rescue boat away from the litter, and stand by at a safe distance.

e. The RS shall secure the survivor into the rescue/MEDEVAC litter IAW 3.9.3.

f. After the RS’s final check, and upon receiving the hand signal from the RS indicating READY FOR
PICKUP, the coxswain will approach the RS keeping him on the bow.

g. The boat officer/coxswain shall direct the boat crew to retrieve the survivor aboard the rescue boat
(Figure 2-9). The RS will be retrieved after the survivor is on board.

h. All ships with a 7-meter RIB shall place the litter inside the rescue boat with the head towards the bow.

Figure 2-9. Rescue Litter Procedure for Rescue Boat

2-13 DEC 2019

NTTP 3-50.1

 Spinal immobilization is essential to ejection-egress aircrew. Aircrew who eject

from aircraft must be presumed to have spinal injuries. Utilizing the
rescue/MEDEVAC litter for recovery is highly recommended to help prevent a
potentially life threatening, or permanent neurological injury. In conjunction with
use of the rescue/MEDEVAC litter, total spinal immobilization, including cervical
collar, should be applied at the earliest convenience.

 An unconscious survivor automatically communicates an injury to the head, neck,

and spine. The RS should be deployed and rescue/MEDEVAC litter utilized on an
unconscious survivor.

 Use of the rescue/MEDEVAC litter is the RS’s first choice of recovery devices for
an unconscious survivor. The only exceptions would be that the survivor has
immediate life-threatening injuries (no breathing, severe arterial bleeding), or
extraordinary environmental conditions exist that prohibit rescue/MEDEVAC litter
use.

 Lack of respiratory function (breathing) is a life-threatening condition. If the

survivor is not breathing, the RS shall give two rescue breaths to the survivor,
safely complete all applicable disentanglement/recovery procedures, and signal the
SRU for immediate recovery of the survivor. After the completion of applicable
disentanglement/recovery procedures, the RS shall continue rescue breathing
(two breaths) for the survivor every 10 seconds until recovery by the SRU, if able.

2.8 SHIPBOARD J-BAR DAVIT RECOVERY

The recovery of survivor(s) directly by a ship shall be accomplished when:

1. Helicopter assets are not available.

2. The sea state precludes lowering of a rescue boat.

3. The ship’s commanding officer (CO) determines that the ship can accomplish the rescue more
expeditiously than any other means available.

Note

Because of its sail area, the ship will drift faster than a survivor in the water, and thus
will drift toward the survivor.

a. The conning officer will drive the ship so as to place the survivor on the leeward side.

b. When directed from the bridge, every attempt should be made by the deck recovery detail to deploy life
rings and international orange heaving lines to gain contact or positive control of the survivor. If the
distance is too great, a RS shall be lowered into the water (Figure 2-10).

DEC 2019 2-14

 NTTP 3-50.1

Figure 2-10. Forecastle J-bar Davit Rig

2.8.1 International Orange Latex Balls

Although the SORM specifies that at least six heaving lines made up with international orange vinyl latex balls
shall be available for use, experience indicates this number to be a bare minimum. One of the critical points in a
“ship alongside” recovery is in getting a line to the survivor. At this stage in the recovery, survivors are often in
great danger of drifting under or across the bow. Under strong wind conditions, more than six heaving lines may
be deployed before successful contact with the survivors is made. Aircraft crashes involving helicopters may have
up to 25 survivors, fixed-wing aircraft may have more depending on the type of aircraft and troop/passengers
compliment. Refer to the SAR TACAID for specific T/M/S crew compliment. There is also the possibility that
two or more survivors may or may not be in close proximity to each other.

2.8.2 Rescue Swimmer Deployment From J-bar Davit (Day or Night)

For ease of illustration purposes, Figure 2-15 does not accurately display the correct
manning requirements for J-bar davit deployment/recovery procedures. Correct
manning requirements can be found in Figure 2-1.

2-15 DEC 2019

NTTP 3-50.1

Notes

 During night operations the RS, rescue strop, and RH shall all be illuminated by
chemical lights (Figure 2-11).

 Prior to hooking up RS for deployment, the rig captain shall ensure J-bar davit is
swung 90 degrees from the ship and both vang lines are secured.

Figure 2-11. Rescue Strop with Chemical Lights Attached

1. Rescue swimmer hook up. Options:

a. The rigger shall take positive control of the RS by the harness, disconnect one side of the rescue strop
from the RH, bring the rescue strop around the RS, high under the arms, and reattach the strop into the RH
(Figure 2-12).

b. The rigger shall take positive control of the RS by the harness and hook the RH into the lifting ring on
the RS harness.

2. Connect RS’s tending line. The rigger brings tending line under the strop and attaches it into the friction
V ring on RS’s left harness riser (Figure 2-13).

DEC 2019 2-16

 NTTP 3-50.1

Figure 2-12. Rescue Strop Attaching Procedure

Figure 2-13. Tending Line Attaching Procedure

2-17 DEC 2019

NTTP 3-50.1

For ease of illustration purposes, Figure 2-18 does not accurately display the correct
manning requirements for J-bar davit rescue/MEDVAC litter deployment/recovery
procedures. Correct manning requirements can be found in Figure 2-1.

Note

The RS’s tending line shall be attached for all J-bar davit deployments. The rig captain
should ensure the tending line is positioned so that the person(s) tending it have visual
contact with the RS. A position well forward or aft allows the tending line to be
properly tended and minimizes the risk of entanglement.

3. Lower the temporary lifelines (REQUIRED FOR RS SAFETY). The rig captain has RS assume ready
position either sitting or standing at deck’s edge and has the rigger conduct a final check of the RS’s gear.

4. The rig captain/rigger shall ensure that an “S” turn is on the cleat prior to lowering RS.

5. Upon permission from the CO, the rig captain will lower the RS into the water (Figure 2-14).

Figure 2-14. Rescue Swimmer Lowering Procedures—Forecastle

DEC 2019 2-18

 NTTP 3-50.1

 The RS shall never jump over the side or get out of the rescue strop until rescue
strop is in the water.

 The RS shall be prepared to fend off the ship with hands and feet, if the ship is
rolling due to rough seas.

7. The RS swims clear of rescue strop upon water entry, clears mask, and gives hand signal, I AM ALL
RIGHT (Chapter 6).

8. The rig captain retrieves the hoisting line and prepares to deploy any rescue device the RS requires to
complete the rescue evolution. The rescue strop, when deployed to the RS in the water, will be attached to the
hook by one side only.

Note

The RS’s tending line may be used to assist the RS back to the ship if requested by the
RS using the hand signal HEAVE AROUND, TENDING LINE (Chapter 6).

2.8.3 J-bar Davit Recovery Procedures

2.8.3.1 Location

There are some risks in bringing a survivor alongside anywhere but at the forecastle. However, due to the
construction of PC-class ships, mid-ships J-bar davits will be used for shipboard recoveries.

 From the ship’s deck, it may not be possible to determine if the survivor is still
attached to the deployed parachute. The parachute may be submerged vertically
below the survivor and could be sucked into the fire pumps, main induction, or
ship’s screws.

 Spinal immobilization is essential to ejection-egress aircrew. Aircrew who eject

from aircraft must be presumed to have spinal injuries. Utilizing the
rescue/MEDEVAC litter for recovery is highly recommended to help prevent a
potentially life-threatening or permanent neurological injury. In conjunction with
use of the rescue/MEDEVAC litter, total spinal immobilization, including cervical
collar, should be applied at the earliest convenience.

 An unconscious survivor automatically communicates an injury to the head, neck,

and spine. The RS should be deployed and rescue/MEDEVAC litter utilized on an
unconscious survivor.

 Use of the rescue/MEDEVAC litter is the RS’s first choice of recovery devices for an
unconscious survivor. The only exceptions would be that the survivor has immediate
life-threatening injuries (no breathing, severe arterial bleeding), or extraordinary
environmental conditions exist that prohibit rescue/MEDEVAC litter use.

2-19 DEC 2019

NTTP 3-50.1

 Do not use a cargo net or ladder for recovery of injured survivors aboard ship. The
primary recovery method is hoisting the boat to deck edge, or to boat deck with
survivors on board. The secondary method is J-bar davit and rescue strop/litter.

 Lack of respiratory function (breathing) is a life-threatening condition. If the

survivor is not breathing, the RS shall give two rescue breaths to the survivor,
safely complete all applicable disentanglement/recovery procedures, and signal the
SRU for immediate recovery of the survivor. After the completion of applicable
disentanglement/recovery procedures, the RS shall continue rescue breathing
(two breaths) for the survivor every 10 seconds until recovery by the SRU, if able.

 Inhalation of composite fibers resulting from aircraft fires and/or aircraft material
damage may be harmful to the RS and rescue crew. If smoke is present, the RS
shall be deployed upwind, and will approach the aircraft/debris in a manner as to
avoid any smoke. Refer to 7.1.2 for more information.

2.8.3.2 Hoisting

Most surface ships have J-bar davits that are designated for rescue. Use of a properly rigged J-bar davit is the only
approved way of hoisting a RS and/or survivor out of the water. The hoisting line shall be a minimum of
20 fathoms in length with the RH attached. Using a rescue strop attached to the RH simplifies hoisting personnel
from the water (Figure 2-12). Some of the advantages are:

For J-bar davits that utilize a double rescue hook (DRH), the large hook is the only
portion of the RH to be used for hoisting personnel. The small hook of the RH shall
never be used to hoist personnel. For J-bar davits that utilize the LRH, the RS shall
ensure that the RH is locked prior to signaling to hoisting personnel.

Note

The rig captain shall ensure that the RH is equipped with a rescue device that has
inherent flotation (rescue strop, rescue litter, rescue seat, rescue basket) and chemical
lights, if needed (night/IMC).

1. Navy/United States Marine Corps aircrew attend swims/physiology training every 4 years. They are
trained but might not be proficient in its use or in shock, and thus may require RS assistance. United States
Air Force also flies over water and may not be familiar with the strop.

2. The rescue strop floats on the surface.

3. The rescue strop can be tossed a short distance, which is an advantage over nets, rescue/MEDEVAC
litters, and seats that must be brought directly over or under the survivor.

2.8.3.3 Survivor Recovery Procedures (J-bar Davit)

Selection of the rescue devices will generally be made prior to rescue RS deployment and is determined primarily
by the physical conditions of the survivor(s) and the single or multiple status of the rescue. In situations where
two or more survivors are to be lifted simultaneously, the weight-bearing limitations and amount of line handlers
must be considered. It is essential that the RS and J-bar davit deck crew be knowledgeable in the applications and
utilization of all rescue devices, hand signals, and voice procedures. Chapter 3 details procedures for the use of
the various devices for the RS, and Chapter 6 contains RS hand signals for devices.

DEC 2019 2-20

 NTTP 3-50.1

2.8.3.4 Rescue Strop Recovery

The rescue strop is a quick and easy way to deploy/recover the RS or recover a survivor during a shipboard
operation. The rescue strop is designed to accommodate one person and is deployed to the RS in the water with
one side attached into the large RH, and one side free. The RS may also be recovered by attaching the lifting
V ring of the RS’s harness directly into the RH. The following procedures shall be used when recovery by the
rescue strop:

1. RS performs approach and rescue procedures IAW Chapter 3.

2. RS signals READY FOR PICKUP (Chapter 6) for the rescue strop to be lowered.

3. As the RS tows the survivor to the ship (Figure 2-15), the RH is lowered with a rescue strop attached.

Figure 2-15. Recovery of Rescue Swimmer and Survivor

4. The RS places the survivor in the rescue strop IAW 3.9.2 and gives the RAISE CABLE hand signal
(Chapter 6), indicating ready for pick up. If the survivor is military, a lifting V ring or gated D ring will be
attached to the aircrew survival harness. The RS may attach the lifting ring directly to the RH for hoisting.

5. The rig captain conducts hoisting using standard voice procedures as the RS maintains control of the
survivor until the survivor is clear of the water.

6. Upon arrival of the survivor at deck level, the rig captain will have the davit swung in using the fore/aft
vang lines and have the rigger grab the rescue strop to assist the survivor on deck.

7. Upon completion of survivor recovery, the rig captain lowers the RH with the rescue strop attached to
retrieve the RS (Figure 2-16).

2-21 DEC 2019

NTTP 3-50.1

Figure 2-16. Rescue Swimmer Gives RAISE CABLE Hand Signal

If the ship is taking rolls to the degree that the survivor will contact the side of the ship
during hoisting, the RS should accompany the survivor to help prevent further injury
during hoisting.

Note

The rescue strop arm retainer straps shall be used on all survivors being hoisted to the
ship’s deck. Caution shall be taken by the recovery team and RS to ensure the survivor
does not hit the side of the ship.

2.8.3.5 Dual Hoist Recovery

When the RH is lowered with a rescue strop, the RS has options depending on the survivor(s) condition, number
of survivors, and whether the survivors are military or civilian. If the RS must use the rescue strop for the
survivor, the RS has the option of riding up along with the survivor through a dual hoist. The following
procedures shall be used when conducting a dual hoist recovery:

1. After the RS has properly placed the survivor in the rescue strop, or has properly attached the survivor’s
harness into the large RH (Figure 2-16), the RS attaches the V ring on the RS’s harness directly into the large
hook of the RH and signals RAISE CABLE (Chapter 6).

Note

When conducting dual hoisting of RS and survivor during forecastle recovery, the
in-haul line shall be manned with a minimum of eight personnel.

DEC 2019 2-22

 NTTP 3-50.1

2. The rig captain conducts hoisting using standard voice procedures, as the RS guards the survivor from
hitting the side of the ship.

3. Upon arrival of the survivor at deck level, the rig captain will have the davit swung in using the fore/aft
vang lines, and have the rigger grab the rescue strop or RS’s harness assisting them on deck.

2.8.3.6 Rescue/MEDEVAC Litter Procedures (J-bar Davit)

If the survivor is unconscious, has obvious severe injuries, or is complaining about head, back, or neck pain, the
rescue/MEDEVAC litter shall be used when hoisting by the J-bar davit. The RS shall use the hand signal
indicating the need for the rescue/MEDEVAC litter (Chapter 6), immediately giving the rig captain an
opportunity to rig the rescue/MEDEVAC litter for deployment. Upon receiving the request by the RS, the
following procedures shall be used:

 Spinal immobilization is essential to ejection-egress aircrew. Aircrew who eject

from aircraft must be presumed to have spinal injuries. Utilizing the MEDEVAC
litter for recovery is highly recommended to help prevent a potentially
life-threatening or permanent neurological injury. If the rescue litter is used, total
spinal immobilization, including cervical collar and a backboard, should be applied
at the earliest convenience.

 An unconscious survivor automatically communicates an injury to the head, neck,

and spine. The RS should be deployed and rescue/MEDEVAC litter utilized on an
unconscious survivor.

 Use of the rescue/MEDEVAC litter is the RS’s first choice of recovery devices for an
unconscious survivor. The only exceptions would be that the survivor has immediate
life-threatening injuries (no breathing, severe arterial bleeding), or extraordinary
environmental conditions exist that prohibit rescue/MEDEVAC litter use.

 Lack of respiratory function (breathing) is a life-threatening condition. If the

survivor is not breathing, the RS shall give two rescue breaths to the survivor,
safely complete all applicable disentanglement/recovery procedures, and signal the
SRU for immediate recovery of the survivor. After the completion of applicable
disentanglement/recovery procedures, the RS shall continue rescue breathing (two
breaths) for the survivor every 10 seconds until recovery by the SRU, if able.

Notes

 The rescue (Stokes) litter and the SAR MEDEVAC litter are different pieces of
equipment. For the purposes of this section, they will be combined into the
rescue/MEDEVAC LITTER, and any differences in procedures will be noted using
the specific equipment nomenclature.

 Use of patient restraint straps with hook-and-pile tape are no longer authorized.
The rescue litter (stokes) is required to have the color-coded buckle type patient
restraint straps (P/N: 140). The SAR MEDEVAC litter is required to have a new
frame cover that integrates the color-coded buckle type patient restraint straps
(P/N: 402-2).

1. The rig captain gives the order to ready the rescue/MEDEVAC litter for deployment.

2-23 DEC 2019

NTTP 3-50.1

2. The rigger attaches the rescue/MEDEVAC litter face down with both hoisting slings connected into the
large RH behind the rescue/MEDEVAC litter. The trail line assembly is attached to the rescue/MEDEVAC
litter and ready to be deployed.

3. The rig captain ensures the rescue/MEDEVAC litter is prepared for deployment. If safe, the RS will move
in to approximately 10–15 feet from the ship’s hull. If not safe, the RS will remain at a safe working distance
(20–25 feet). The rig captain gives the order to deploy the trail line to the RS.

Note

During night operations, a chemical light strap and two chemical lights (activated)
shall be attached to the foot and head of the rescue/MEDEVAC litter. In addition, a
chemical light strap and chemical light (activated) shall be attached to the shot bag.

4. RS grabs the trail line.

5. The rig captain gives the order to deploy rescue/MEDEVAC litter by lowering it into the water inverted.

6. As the rescue/MEDEVAC litter enters the water the RS will use the trail line to pull the
rescue/MEDEVAC litter 20–25 feet from the ship, at the same time the davit crew will provide slack on the
in-haul line.

7. The RS shall place the survivor in the rescue/MEDEVAC litter IAW 3.9.3.

8. RS signals RAISE CABLE signal (Figure 2-17).

9. The rig captain gives the order HEAVE AROUND on the in-haul line as the RS guides the
rescue/MEDEVAC litter under the J-bar davit.

10. Once all the excess in-haul line is reeled in, and the rescue/MEDEVAC litter is completely horizontal on
top of the surface of the water, the RS signals HOLD (Chapter 6), and conducts a final check of all fittings
and straps.

11. The RS signals RAISE IN-HAUL LINE (Chapter 6).

12. The rig captain gives HEAVE AROUND command on the in-haul line. The RS moves back
approximately 20–25 feet away from the ship using the trail line to ensure the rescue/MEDEVAC litter
remains parallel to, but does not strike the side of, the ship.

13. As the rescue/MEDEVAC litter reaches the deck’s edge, the rig captain gives orders to lower the
temporary lifelines and swing in the J-bar davit using fore/aft vang lines.

Note

Due to the length of the dynabrake, it may be necessary to use an additional rigger to
safely recover the rescue/MEDEVAC litter.

14. The rigger shall ensure that the rescue/MEDEVAC litter is brought on board head first.

15. The rig captain commands: SLACK OFF on the in-haul line, and lowers rescue/MEDEVAC litter to the
deck.

16. The rigger shall replace the temporary lifeline and disconnect the rescue/MEDEVAC litter from the large
RH and trail line assembly.

17. The rigger shall then reattach the rescue strop into the large RH for RS recovery.

18. The rig captain orders for J-bar davit to be swung out, to retrieve the RS.

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Figure 2-17. Raising and Lowering Rescue Litter

2.9 LPD 17 SAN ANTONIO CLASS SHIPBOARD RECOVERY PROCEDURES

2.9.1 Preparation

1. The port-shell door operator and machinery room attendant will report to man overboard stations. A phone
talker at the door will establish communication with the bridge. The outer shell door will be moved to the
open position once authorized.

The temporary lifelines shall be in position prior to opening the outer shell door.

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Notes

 The auxiliary division representative in the machinery room will ensure the
hydraulic power equipment is actuating the side port door and cargo crane.

 Watches shall be in position prior to RS deployment.

2. The forward and aft riggers will rig an 8-inch snatch block with a 3-inch hoisting line fair lead through the
snatch block. The riggers will ensure the rescue strop is attached to the RH. The cargo crane hook will be
raised to the full upper limit position. The riggers will attach a portable cleat to the clover padeye in the deck
to enable positive control of the hoisting line.

3. The cargo crane is extended to position the snatch block 3–5 feet away from the side of the ship.

Note

Hoisting line handlers will ensure the rigger is able to maintain positive control of the
rescue strop while cargo crane is extended into position.

4. The RS will assume the ready position either sitting or standing at the outer edge of the cargo door, behind
the temporary lifeline.

2.9.2 Rescue Swimmer Deployment From Port-shell Door

Rescue swimmer deployment port-shell door (day or night). For ease of illustration
purposes, Figure 2-14 does not accurately display the correct manning requirements
for port-shell door deployment/recovery procedures. Correct manning requirements
can be found in Figure 2-1.

Note

During night operations the RS, rescue strop, and RH shall all be illuminated by
chemical lights (Figure 2-11).

1. Don rescue strop. Upon lowering the temporary lifelines (required for RS safety). Options:

a. The rigger shall take positive control of the RS by the harness, disconnect one side of the rescue strop
from the large RH, bring the rescue strop around the RS, high under the arms, and reattach the strop into
the large RH (Figure 2-12).

b. The rigger shall take positive control of the RS by the harness and hook the RH into the lifting ring on
the RS harness.

2. Connect RS’s tending line. The rigger brings tending line under the strop and attaches it into the friction
V ring on RS’s left harness riser (Figure 2-13).

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Note

The RS’s tending line shall be attached for all deployments. The rig captain should
ensure the tending line is positioned so that the person(s) tending it have visual contact
with the RS. The position must allow the tending line to be properly tended and
minimize the risk of entanglement.

3. The rig captain has RS assume ready position either sitting or standing at deck’s edge, and the rigger
conducts a final check of the RS’s gear.

4. The rig captain/rigger shall ensure that an “S” turn is on the cleat prior to lowering RS.

5. Upon permission from the CO, the rig captain will direct the line handlers to lower the RS into the water
(Figure 2-14).

 The RS shall never jump over the side or get out of the rescue strop until rescue
strop is in the water.

 The RS shall be prepared to fend off the ship with hands and feet, if the ship is
rolling due to rough seas.

6. The RS swims clear of rescue strop upon water entry, clears mask, and gives hand signal, I AM ALL
RIGHT (Chapter 6).

7. The rig captain retrieves the hoisting line and prepares to deploy any rescue device the RS requires to
complete the rescue evolution. The rescue strop, when deployed to the RS in the water, will be attached to the
hook by one side only.

Note

The RS’s tending line may be used to assist the RS back to the ship if requested by the
RS using the hand signal HEAVE AROUND, TENDING LINE (Chapter 6).

2.9.3 Rescue Swimmer Recovery From Port-shell Door

2.9.3.1 Location

There are some risks in bringing a survivor alongside anywhere but at the forecastle. However, due to the
construction of San Antonio class ships, the mid-ships crane will be used for shipboard recoveries.

 From the ship’s deck it may not be possible to determine if the survivor is still
attached to the deployed parachute. The parachute may be submerged vertically
below the survivor and could be sucked into the fire pumps, main induction, or
ship’s screws.

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 Spinal immobilization is essential to ejection-egress aircrew. Aircrew who eject

from aircraft must be presumed to have spinal injuries. Utilizing the MEDEVAC
litter for recovery is highly recommended to help prevent a potentially
life-threatening or permanent neurological injury. If the rescue litter is used, total
spinal immobilization, including cervical collar and a backboard, should be applied
at the earliest convenience.

 An unconscious survivor automatically communicates an injury to the head, neck,

and spine. The RS should be deployed and rescue/MEDEVAC litter utilized on an
unconscious survivor.

 Use of the rescue/MEDEVAC litter is the RS’s first choice of recovery devices for an
unconscious survivor. The only exceptions would be that the survivor has immediate
life-threatening injuries (no breathing, severe arterial bleeding), or extraordinary
environmental conditions exist that prohibit rescue/MEDEVAC litter use.

 Do not use a cargo net or ladder for recovery of injured survivors aboard ship.

 Lack of respiratory function (breathing) is a life-threatening condition. If the

survivor is not breathing, the RS shall give two rescue breaths to the survivor,
safely complete all applicable disentanglement/recovery procedures, and signal the
SRU for immediate recovery of the survivor. After the completion of applicable
disentanglement/recovery procedures, the RS shall continue rescue breathing (two
breaths) for the survivor every 10 seconds until recovery by the SRU, if able.

 Inhalation of composite fibers resulting from aircraft fires and/or aircraft material
damage may be harmful to the RS and rescue crew. If smoke is present, the RS
shall be deployed upwind, and will approach the aircraft/debris in a manner as to
avoid any smoke. Refer to 7.1.2 for more information.

2.9.3.2 Hoisting

The hoisting line shall be a minimum of 20 fathoms (120 feet) in length, with the RH attached. Using a rescue
strop attached to the RH simplifies hoisting personnel from the water. Some of the advantages are:

The large hook is the only portion of the RH to be used for hoisting personnel. The
small hook of the RH shall never be used to hoist personnel.

Note

The rig captain shall ensure that the RH is equipped with a rescue device that has
inherent flotation (rescue strop, rescue litter, rescue seat, rescue basket) and chemical
lights, if needed (night/IMC).

1. All Navy and Marine Corps aircrews are familiar with the rescue strop and are trained in its use.

2. The rescue strop floats on the surface.

3. The rescue strop can be tossed a short distance, which is an advantage over nets, rescue/MEDEVAC
litters, and seats that must be brought directly over or under the survivor.

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2.9.3.3 Survivor Recovery Procedures (Side-Port Door/Crane)

Selection of the rescue devices will generally be made prior to RS deployment, and is determined primarily by the
physical conditions of the survivor(s) and the single or multiple status of the rescue. In situations where two or
more survivors are to be lifted simultaneously, the weight-bearing limitations and amount of line handlers must be
considered. It is essential that the RS and side-port recovery deck crew be knowledgeable in the applications and
utilization of all rescue devices, hand signals, and voice procedures. Chapter 3 details procedures for the use of
the various devices for the RS, and Chapter 6 contains RS hand signals for devices.

2.9.3.4 Rescue Strop Recovery

The rescue strop is a quick and easy way to deploy/recover the RS or recover a survivor during a shipboard
operation. The rescue strop is designed to accommodate one person and is deployed to the RS in the water with
one side attached into the large RH, and one side free. The RS may also be recovered by attaching the lifting
V ring of the RS’s harness directly into the large RH. The following procedures shall be used when recovery by
the rescue strop:

1. RS performs approach and rescue procedures IAW Chapter 3.

2. RS signals READY FOR PICKUP (Chapter 6) for the rescue strop to be lowered.

3. As the RS tows the survivor to the ship, the RH is lowered with a rescue strop attached.

4. The RS places the survivor in the rescue strop IAW 3.9.2 and gives the RAISE CABLE hand signal
(Chapter 6), indicating ready for pick up. If the survivor is military, a lifting V ring or gated D ring will be
attached to the aircrew survival harness. The RS may attach the lifting ring directly to the RH for hoisting.

5. The rig captain conducts hoisting using standard voice procedures as the RS maintains control of the
survivor until the survivor is clear of the water.

6. The rig captain directs the crane operator to retract the crane until the RS and/or the survivor are over the
deck.

The rig captain must ensure the hoisting line handlers maintain line tension while
crane is retracted to avoid survivor/RS contact with ship’s edge.

7. The rig captain will direct hoisting line handlers to lower the survivor to ship’s deck. The rigger will grab
the rescue strop to assist the survivor to the deck. Upon completion of survivor recovery, the rig captain
lowers the RH with the rescue strop attached to retrieve the RS.

 If the ship is taking rolls to the degree that the survivor will contact the side of the
ship during hoisting, the RS should accompany the survivor to help prevent further
injury during hoisting.

 The rescue strop arm retainer straps shall be used on all survivors being hoisted to
the ship’s deck. Caution shall be taken by the recovery team and RS to ensure the
survivor does not hit the side of the ship.

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2.9.3.5 San Antonio Class Rescue/MEDEVAC Litter Procedures

If the survivor is unconscious, has obvious severe injuries, or is complaining about head, back, or neck pain, the
rescue/MEDEVAC litter shall be used when hoisting by the side-port crane. The RS shall use the hand signal
DEPLOY RESCUE LITTER indicating the need for the rescue/MEDEVAC litter (Chapter 6), immediately giving
the rig captain an opportunity to rig the rescue/MEDEVAC litter for deployment. Upon receiving the request by
the RS, the following procedures shall be used:

 Spinal immobilization is essential to ejection-egress aircrew. Aircrew who eject

from aircraft must be presumed to have spinal injuries. Utilizing the MEDEVAC
litter for recovery is highly recommended to help prevent a potentially
life-threatening or permanent neurological injury. If the rescue litter is used, total
spinal immobilization, including cervical collar and a backboard, should be applied
at the earliest convenience.

 An unconscious survivor automatically communicates an injury to the head, neck,

and spine. The RS should be deployed and rescue/MEDEVAC litter utilized on an
unconscious survivor.

 Use of the rescue/MEDEVAC litter is the RS’s first choice of recovery devices for an
unconscious survivor. The only exceptions would be that the survivor has immediate
life threatening injuries (no breathing, severe arterial bleeding), or extraordinary
environmental conditions exist that prohibit rescue/MEDEVAC litter use.

 Lack of respiratory function (breathing) is a life-threatening condition. If the

survivor is not breathing, the RS shall give two rescue breaths to the survivor,
safely complete all applicable disentanglement/recovery procedures, and signal the
SRU for immediate recovery of the survivor. After the completion of applicable
disentanglement/recovery procedures, the RS shall continue rescue breathing
(two breaths) for the survivor every 10 seconds until recovery by the SRU, if able.

Notes

 The rescue (Stokes) litter and the SAR MEDEVAC litter are different pieces of
equipment. For the purposes of this section, they will be combined into the
“rescue/MEDEVAC litter,” and any differences in procedures will be noted using
the specific equipment nomenclature.

 Use of patient restraint straps with hook-and-pile tape are no longer authorized.
The rescue litter (stokes) is required to have the color-coded buckle type patient
restraint straps (P/N: 140). The SAR MEDEVAC litter is required to have a new
frame cover that integrates the color-coded buckle type patient restraint straps
(P/N: 402-2).

1. The rig captain gives the order to ready the rescue/MEDEVAC litter for deployment.

2. The rigger attaches the rescue/MEDEVAC litter face down with both hoisting slings connected into the
large RH behind the rescue/MEDEVAC litter. The trail line assembly is attached to the rescue/MEDEVAC
litter with the “V” strap and readied to be deployed.

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3. The rig captain ensures the rescue/MEDEVAC litter is prepared for deployment and gives the order to
deploy the trail line to the RS.

Note

During night operations, a chemical light strap and two chemical lights (activated)
shall be attached to the foot and head of the rescue/MEDEVAC litter.

4. RS grabs the trail line.

5. The rig captain gives the order to deploy rescue/MEDEVAC litter by lowering it into the water inverted.

6. As the rescue/MEDEVAC litter enters the water the RS will use the trail line to pull the
rescue/MEDEVAC litter 20–25 feet from the ship, at the same time the hoist line crew will provide slack on
the hoist line.

7. The RS shall place the survivor in the rescue/MEDEVAC litter IAW 3.9.3.

8. The RS signals RAISE CABLE (Chapter 6).

9. The rig captain gives the order HEAVE AROUND on the hoist line as the RS guides the
rescue/MEDEVAC litter under the side-port crane.

10. Once all the excess hoist line is reeled in, and the rescue/MEDEVAC litter is completely horizontal on
top of the surface of the water, the RS signals HOLD (Chapter 6), and conducts a final check of all fittings
and straps.

11. The RS signals RAISE CABLE (Chapter 6).

12. The rig captain gives HEAVE AROUND command on the hoist line as the RS moves back
approximately 20 to 25 feet away from the ship using the trail line to ensure the rescue/MEDEVAC litter
remains parallel to, but does not strike, the side of the ship.

13. As the rescue/MEDEVAC litter reaches the deck’s edge, the rig captain gives orders to lower the
temporary lifelines and directs the crane operator to retract the crane until the rescue/MEDEVAC litter
reaches the deck.

The rig captain must ensure the hoisting line handlers maintain line tension while
crane is retracted to avoid rescue/MEDEVAC litter contact with ship edge.

Note

Due to the length of the dynabrake, it may be necessary to use an additional rigger to
safely recover the rescue MEDEVAC litter.

14. The rigger shall ensure that the rescue/MEDEVAC litter is brought on board head first.

15. The rig captain commands SLACK OFF on the hoisting line, and lowers rescue/MEDEVAC litter to the
deck.

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16. The rigger shall replace the temporary lifeline and disconnect the rescue/MEDEVAC litter from the large
RH and trail line assembly.

17. The rigger shall then reattach the rescue strop into the large RH for RS recovery.

18. The rig captain orders the cargo crane to be extended to position the snatch block 3–5 feet away from the
side of the ship, to retrieve the RS.

2.10 SURFACE VESSEL MEDICAL EVACUATION PROCEDURES

1. Helicopter rescue operations from vessels without landing facilities are always demanding. The aviation
procedures for MEDEVAC are contained in 1.7.2. When it becomes necessary to transfer personnel at sea by
helicopter, there are several hoisting devices that a helicopter crew may elect to use. These devices are
discussed in Chapters 1 and 5. The devices most frequently employed are the rescue strop, hoisting vest, and
rescue/MEDEVAC litter. Surface vessel deck crews should be thoroughly briefed and indoctrinated on the
use of this gear prior to operations.

Note

If the deck crew is unfamiliar with helicopter equipment or procedures, they may
request the helicopter deploy a crewman to assist. Additionally, the HAC may decide
to deploy a crewman to assist the deck crew without solicitation.

2. There are two standard hoisting methods that can be utilized. These methods consist of the plumb hover
and the trail line procedure. The ship should ascertain from the helicopter crew the rescue device to be used
and method of transfer to be employed, and stand by accordingly. Preparation for helicopter operations shall
be performed IAW procedures outlined in Chapter 5 of NAVAIR 00-80T-122, Helicopter Operating
Procedures for Air-capable Ships NATOPS Manual.

2.10.1 Preparing for Transfer Operations

Prior to conducting helicopter operations, flight quarters shall be set IAW Chapter 4 of NAVAIR 00-80T-122.
Personnel/cargo transfer may be accomplished either by landing the helicopter or by helicopter hoist over the
deck/transfer area. The preferred method is to land the helicopter IAW procedures outlined in Chapter 4 of
NAVAIR 00-80T-122 on certified ships. However, the same relative wind and deck conditions are required for
hovering as are required for land/launch operations.

Note

Information for passenger manifesting and briefing of handling crews are outlined in
Chapter 5 of NAVAIR 00-80T-122.

2.10.2 Rescue Equipment Donning Procedures

 The large hook is the only portion of the LRH to be used for hoisting personnel.

 In all cases (whether the survivor is determined to be cooperative or noncompliant)

the rescue crewman or HO shall not hoist survivors from an overland or maritime
environment without the proper application of the selected rescue device to include
safety straps or safety devices outlined in this manual.

DEC 2019 2-32

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2.10.2.1 Hoisting Vest

The hoisting vest is donned by:

1. Stepping through the leg openings and drawing the vest up

2. Placing the arms through the openings and pulling the vest over the shoulders

3. Connecting the snap hooks to the rings (Figure 2-18)

Figure 2-18. Hoisting Vest Donning Procedures

4. Attaching the snap hooks of the back support straps to the lifting V ring (Figure 2-18)

5. Donning a flotation device (LPP-1/1A or MK-1)

6. Connecting the hoisting vest lifting V ring into the large RH.

2.10.2.2 Air Rescue Vest

The air rescue vest (ARV) is donned by:

1. Placing the top of the ARV on back high around the shoulders, while placing arms through the armholes of
the vest.

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2. Pressing both key lock plates together keeping a firm hold while locating the tail lock plate

3. Grabbing the tail lock strap and route through the legs in front towards the key lock plates

4. Grabbing the tail lock and hook it over the 2nd capture horn of the joined lockplates

5. Donning a flotation device

6. Attaching the RH into the joined lockplates of the hoisting vest

7. Ensuring the RH is locked prior to signaling to raise cable.

2.10.2.3 Helitack Hotseat Hoisting Vest

Note

A carabiner will be needed to attach the center web loop to the side D rings in order to
configure the vest for helicopter hoisting.

The Helitack hoisting vest is donned by:

1. Placing the top of the Heltack Hotseat on back high around the shoulders, while placing arms through the
armholes of the vest

2. Grabbing the center web loop and route through legs towards the side D-rings

3. Threading a carabiner through the side D-rings and the center web loop

4. Donning a flotation device

5. Attaching the RH into carabiner of the hoisting vest

6. Ensuring the knurled fitting on the locking carabiner is down and locked

7. Ensuring the RH is locked prior to signaling to raise cable.

2.10.2.4 Rescue Strop

Place the survivor in the rescue strop using procedures in 3.9.2.

2.10.2.5 Rescue/MEDEVAC Litter

Notes

 The trail line assembly shall always be used in conjunction with the
rescue/MEDEVAC litter.

 Place the survivor in the rescue/MEDEVAC litter using procedures in Chapter 3.

2.10.3 Plumb Hover

If landing is not practicable, the transfer will be made via hoist. The pilot will make his approach to the ship by
flying into the relative wind and establishing a plumb hover (a hover over the transfer point). Procedures for
transferring personnel from the helicopter to the ship or from the ship to the helicopter are outlined in Chapter 5
of NAVAIR 00-80T-122. It is not necessary to use the trail line in a plumb hover as the helicopter will be directly
over the deck.

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2.10.4 Trail Line Hoisting Procedures

There are situations that can make the plumb line method of transferring personnel by helicopter to or from
surface vessels extremely hazardous. The situations include variations in the vessel size, movement or location of
obstructions, visible horizon, sea state, and weather conditions. Use of the trail line in such situations will greatly
increase the safety of ship-to-helicopter transfers while decreasing the pilot workload. When trail line hoisting is
employed (Figures 2-19 through 2-26), the following will occur:

1. When the helicopter is established in a portside hover, the trail line will be lowered.

2. The deck personnel should take control of the trail line once it comes in contact with the deck.

To avoid electrical shock, personnel shall not come in contact with the rescue device
until it is properly grounded by either utilizing a separate grounding device or allowing
the rescue device to contact the deck (Figure 2-20).

3. As the rescue device is lowered, the deck crew shall haul the trail line in until the rescue device is on the
deck.

Under no circumstances shall a line cable from an airborne helicopter be tied, or

otherwise secured, to the ship.

4. Disconnect the rescue device from the RH, and assign one of the deck personnel to hold the RH until it is
needed. The aircraft shall pay out cable to allow for the relative movement between the vessel and the
helicopter (Figure 2-21).

5. Place the transferee in the rescue device, reconnect the device into the RH, and ensure the LRH is locked
(Figure 2-22).

6. The deck personnel shall then tend the trail line and give the RAISE CABLE hand signal (Chapter 6) when
ready for hoisting to begin (Figure 2-23).

7. The HO shall take tension on the cable and begin to lift the rescue device until it is clear of all deck
obstructions (Figure 2-24).

8. As the helicopter crewman takes up tension on the rescue hoist, the deck crew will guide the rescue device
up and over the side of the ship.

9. Once the rescue device is clear of the ship deck and clear of obstructions, the deck crew shall let out
tension on the trail line as the helicopter crewman slightly raises the hoist to keep survivor clear of water until
the rescue device is plumb to the rescue hoist of the helicopter (directly beneath the rescue hoist).

10. Once the plumb position of the rescue device is achieved, the deck crew shall keep the device plumb to
the helicopter rescue hoist.

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Figure 2-19. Trail Line Contact for Deck Personnel

Figure 2-20. Proper Grounding of Rescue Device for Deck Personnel

DEC 2019 2-36

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Figure 2-21. Hoist Cable Disconnected and Cable Paid Out

Figure 2-22. Connection of Rescue Device to Rescue Hook

2-37 DEC 2019

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Figure 2-23. Ready for Hoisting Signal from Deck Crew to Helicopter

Figure 2-24. Rescue Device Proper Hoisting Position Note

DEC 2019 2-38

 NTTP 3-50.1

11. If the rescue/MEDEVAC litter is being utilized:

a. The deck crew shall keep the rescue/MEDEVAC litter parallel to the fuselage with the head of the
rescue/MEDEVAC litter facing forward for H-53 and H-46 helicopters, and the head facing the tail rotor
for other helicopters (Figure 2-25).

b. Once the rescue/MEDEVAC litter is at the door of the helicopter, the deck crew shall maintain positive
control of the trail line (Figure 2-25).

Note

On MH-60R aircraft, the litter should enter the cabin feet first unless the configuration of
the cabin will prevent rescuers from attending to the survivor once in the aircraft. In this
case the litter should enter the cabin head first. On MH-60S aircraft, the litter should
enter the cabin head first unless the configuration of the cabin will prevent rescuers from
attending to the survivor once in the aircraft. In this case the litter should enter the cabin
feet first.

12. Once the rescue device is in the helicopter, the deck crew shall release the trail line overboard and the
helicopter crewman will pull it in (Figure 2-26).

Figure 2-25. Deck Personnel Rescue/MEDEVAC Litter Maneuvering

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Figure 2-26. Deck Crew Release Trail Line Overboard

2.11 OVERWATER HELICOPTER HOISTING FROM A RESCUE BOAT

The helicopter maintains a 5- to 10-knot forward air taxi, where the rescue boat takes a four o’clock-position
relative to the helicopter HO. While matching the speed of the helicopter, the boat operator then maneuvers under
the helicopter as the basket/litter is lowered. With a buffeting rotor wash of over 100 miles per hour, the rescue
boat crew uses the lowering rescue device as a reference point while going through the curtain of turbulence. The
basket/litter is static discharged and then is pulled into the boat where the transfer of the victim takes place.

2.12 SALVAGE OPERATIONS

Rescue units should salvage as much debris in the crash area as possible, such as helmets, canopies, and nose cones
which may float for only short periods. Any salvaged gear may materially assist in the subsequent investigation of
an accident. Ensure that any recovered gear is not tampered with as the exact condition is often significant.

Inhalation of composite fibers resulting from aircraft fires and/or aircraft material
damage may be harmful to the RS and rescue crew. If smoke is present, the RS shall be
deployed upwind, and will approach the aircraft/debris in a manner as to avoid any
smoke. Refer to 7.1.2 for more information on procedures and PPE.

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CHAPTER 3
Rescue Swimmer Procedures
3.1 RESCUE SWIMMER PROCEDURES

Immediately upon water entry, the RS establishes visual communications with SRU personnel and indicates I AM
ALL RIGHT via hand signal. The aviation RS shall next perform a radio check with the SRU. The RS will then
approach the survivor(s).

3.2 NAVY LIFESAVING APPROACH PROCEDURES

A Navy RS may utilize three approaches: rear surface approach, front surface approach, and the noncompliant
approach. These approaches may be employed on either conscious or unconscious survivors, with or without
flotation.

Prior to the RS taking physical control of a survivor, the RS shall take into account the
type of injuries the survivor has communicated. An unconscious survivor
automatically communicates an injury to the head, neck, or spine. The RS shall use
only enough force as necessary to gain positive control of the survivor, being ever
mindful of the RS’s duty to prevent further injury to the survivor.

Note

If the RS chooses to give up their personal flotation, refer to 3.6.1.

3.2.1 Rear Surface Approach

The rear surface approach is the most common approach used by RSs. The rear surface approach should be used
for all conscious survivors. The following procedures are to be used for the rear surface approach:

1. Approach the survivor from the rear, with head out of the water and eyes on the survivor.

2. Attempt to establish communication with survivor.

a. If communication is established, RS shall approach from rear and place survivor in appropriate carry.

b. If communication is not established, RS shall assess the situation and take necessary actions to safely
approach the survivor.

3. Upon reaching survivor, RS shall

a. Swim over survivor’s back

b. Secure survivor in appropriate lifesaving grip (procedures can be found in 3.3)

c. Rotate survivor onto back

4. Secure survivor in an appropriate carry (procedures can be found in 3.4).

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Note

If the survivor’s legs are not submerged, the RS may by-pass the survivor’s legs during
the approach.

3.2.2 Front Surface Approach

The front surface approach should be the RS’s first choice when approaching an unconscious survivor. The
following procedures are to be used for the front surface approach:

1. Approach the survivor with head out of the water and eyes on the survivor.

2. Attempt to establish communication with survivor.

a. If communication is established, RS shall approach from rear and place survivor in appropriate carry.

b. If communication is not established, RS shall assess the situation and take necessary actions to safely
approach the survivor.

3. Upon reaching a safe distance from the survivor:

a. Execute a quick reverse

b. Firmly grasp the back of the survivor’s wrist, right hand to left wrist, or left hand to right wrist.

c. RS will firmly grasp survivor’s tricep with free hand.

d. From this position, use both hands to pull survivor’s arm across RS’s body, rotating the survivor on
their back.

4. When the survivor’s back is fully turned, the RS places the survivor in an appropriate carry.

Note

If the survivor is conscious, every attempt shall be made to approach the survivor from
the rear. This can be accomplished by either asking the survivor to turn around, or by
swimming to the rear of the survivor and executing a rear surface approach.

3.2.3 Noncompliant Approach

The noncompliant approach is used primarily for approaching a panicked survivor (definition of a panicked
survivor can be found in 3.6.4). The following procedures are to be used for the noncompliant approach:

1. Approach the survivor with head out of the water and eyes on the survivor.

2. Attempt to establish communication with survivor.

a. If communication is established, RS shall approach from rear and place survivor in appropriate carry.

b. If communication is not established, RS shall assess the situation and take necessary actions to safely
approach the survivor.

3. Upon reaching a safe distance from the survivor:

a. Cautiously approach survivor while anticipating any attempt from the survivor to encircle or grab the RS

DEC 2019 3-2

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b. Once survivor is within reach, initiate contact by placing either hand on survivor’s opposite
chest/shoulder to stop any forward momentum, performing a cross block (see Figure 3-8)

(1) Maintaining positioning of the hand on chest/shoulder, use free hand to secure survivor’s wrist (left
hand to right wrist or right hand to left wrist), forming a C-clamp grip (see Figure 3-5)

(2) Once control is established, transition hand from survivor’s chest/shoulder under survivor’s arm
and firmly grasp survivor’s tricep.

c. From this position, use both hands to pull survivor’s arm across RS’s body, rotating survivor on their
back

d. When the survivor’s back is fully turned, the RS places the survivor in an appropriate carry.

3.3 CARRY PROCEDURES

Carry procedures are used to establish positive contact of survivor. The three carries to be utilized by the RS are
cross-chest carry, harness carry, and equipment/collar tow.

Prior to the RS taking physical control of a survivor, the RS shall take into account the
type of injuries the survivor has communicated. An unconscious survivor
automatically communicates an injury to the head, neck, and spine. The RS shall use
only enough force as necessary to gain positive control of the survivor, being ever
mindful of the RS’s duty to prevent further injury to the survivor.

Note

All carries described in this paragraph may be used at the RS’s discretion when
working in operational or training environments.

3.3.1 Cross-chest Carry

The procedures for the cross-chest carry are:

1. From a position behind the survivor’s shoulder, the RS reaches across the chest and pulls the survivor from
under the armpit with the back of the RS’s hand.

2. The survivor’s shoulder is then tucked securely into the RS’s armpit and the arm firmly clamped against
the survivor’s chest.

3. The RS turns to the side with the hip directly against the small of the survivor’s back. The RS strokes
vigorously with the legs, using a flutter kick to provide propulsion.

Note

The cross-chest carry may be difficult to perform on personnel with inflated flotation
devices.

4. Should the survivor become panicked and resist the RS’s grasp, the RS shall lock their free hand under the
survivor’s armpit to complete a controlled cross-chest carry.

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3.3.2 Harness Carry

The procedures for the harness carry (Figure 3-1) are:

1. From a position behind the survivor’s shoulder, the RS reaches across the chest and pulls the survivor from
under the armpit with the back of the RS’s hand.

Figure 3-1. Harness Carry

2. The survivor’s shoulder is then tucked securely into the RS’s armpit and the arm firmly clamped against
the survivor’s chest.

3. With their free hand, the RS grabs the RS harness webbing and passes it to the hand across the chest.

Notes

 For larger framed survivors, the RS may use the TRI-SAR lifting strap, in lieu of
the harness webbing.

 RS shall be aware of automatic inflation pull tab at all times to prevent inadvertent
inflation of TRI-SAR flotation.

3.3.3 Equipment/Collar Tow

The procedures for the equipment/collar to follow:

Do not grasp the survivor in a manner that may result in restricted breathing or
circulation.

1. Grasp the survivor’s shirt collar or flight equipment (not flotation) from behind and between the shoulder
blades with the arm straight and locked at the elbow.

2. The RS assumes the sidestroke position, and strokes vigorously with the legs, using a flutter kick to
provide propulsion.

3.4 LIFESAVING GRIP PROCEDURES

Lifesaving grips are used by a RS to maintain positive contact of a survivor. The five lifesaving grips used by RSs
are the seat belt grip, Gable grip, S-grip, C-clamp grip, and cobra grip.

DEC 2019 3-4

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Note

All grips described in this paragraph may be used at the RS’s discretion when working
in operational or training environments.

3.4.1 Seat Belt Grip

The seat belt grip is the preferred grip to use when establishing a controlled cross-chest carry. To execute a seat
belt grip (Figure 3-2):

1. Make a fist with the hand over survivor’s shoulder and place across survivor’s chest (thumb into chest)

2. Transition free hand under survivor’s opposite arm and interlock both hands. The hand under survivor’s
arm always grabs fist hand.

Figure 3-2. Seat Belt Grip

Note

Minimize space between the survivor and RS by focusing on squeezing RS elbows

together while simultaneously pulling survivor towards RS.

3.4.2 Gable Grip

The Gable grip (Figure 3-3) is the preferred grip when performing a physical grip procedure. It may also be used
as an alternative grip when performing a controlled cross-chest carry. To execute a Gable grip:

1. Route both hands under the survivor’s arms

2. Interlock hands by going palm-to-palm, keeping fingers together as a unit

3. Once hands are interlocked, pull survivor towards the RS while simultaneously collapsing elbows on the
RS’s lower abdomen area.

3-5 DEC 2019

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Figure 3-3. Gable Grip

Notes

 Ensure that thumbs are not sticking out when going palm-to-palm. This weakens
the integrity of the grip by putting strain on the fingers and wrists and leaving a
gap between the palms.

 If utilizing the gable grip to secure survivor in a controlled cross-chest carry, slide
grip under survivor’s armpit once hands are interlocked.

3.4.3 S-grip

The S-grip (Figure 3-4) is an alternative grip when performing a controlled cross-chest carry. To execute the
S-grip:

1. Place dominant hand over survivor’s shoulder and across survivor’s chest.

Figure 3-4. S-grip

2. Transition free hand under survivor’s opposite arm and interlock both hands.

3. Hook fingers-to-fingers to interlock hands, forming the S-grip.

4. Once hands are interlocked, slide grip under survivor’s armpit.

DEC 2019 3-6

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Note

Minimize space between the survivor and RS by focusing on squeezing RS elbows

together while simultaneously pulling survivor towards RS.

3.4.4 C-clamp Grip

The C-clamp grip is used to gain control of survivor’s wrist during the front surface or noncompliant approaches;
maintain control of survivor’s elbow/tricep area during either release; or grasp both of survivor’s elbow/triceps
area when performing either escape. To execute a C-clamp grip:

1. Firmly grasp back of survivor’s wrist or elbow/tricep area (Figures 3-5 and 3-6).

2. Squeeze thumb and fingers together.

Figure 3-5. C-clamp Grip on Tricep Figure 3-6. C-clamp Grip on Wrist

3.4.5 Cobra Grip

The cobra grip (Figure 3-7) is used to prevent survivor from encircling RS during noncompliant approach, or to
grasp survivor’s tricep during front surface or noncompliant approach. To execute a cobra grip:

1. Keep thumb and fingers together at all times.

2. Maintain a slight curve with fingers.

3. Place curved hand on survivor’s bicep/tricep; initial contact should be made with palm of hand not fingers.

Figure 3-7. Cobra Grip

3-7 DEC 2019

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Notes

 Use the cobra grip on tricep to pull survivor towards and across RS body in an
upward motion rotating survivor onto their back.

 Timing the survivor’s stroke once RS has engaged the survivor is crucial when
using the cobra grip on the survivor’s bicep.

 When transitioning the cobra grip from the survivor’s bicep to wrist, the RS should
already be setting up the C-clamp grip so that it can be quickly applied once at the
survivor’s wrist.

3.5 LIFESAVING TECHNIQUES

Lifesaving techniques are used to establish positive contact when the survivor may become a noncompliant
survivor. These techniques are used to prevent to RS from being grabbed by the survivor. The two lifesaving
techniques are arm drag and cross block.

Note
All techniques described in this paragraph may be used at the RS’s discretion when
working in operational or training environments.

3.5.1 Arm Drag

The arm drag (Figure 3-8) is used to control and orient survivor in a preferred position prior to towing. To execute
an arm drag:

1. Gain control of survivor’s wrist using the C-clamp grip.

Figure 3-8. Arm Drag

2. Maintaining control of survivor’s wrist, use free hand to grasp survivor’s tricep on the same arm.

3. Once wrist and tricep control are established, simultaneously use both hands to pull survivor’s arm across
the RS body rotating survivor on their back.

4. Release wrist, then tricep, and quickly interlock hands

a. Hand that releases from tricep goes over survivor’s shoulder and across chest.
b. Hand that releases from wrist goes under survivor’s opposite arm and interlocks with hand across chest.

DEC 2019 3-8

 NTTP 3-50.1

3.5.2 Cross Block

The cross block (Figure 3-9) is used to stop forward momentum of a survivor swimming towards RS and keeps
survivor from being able to encircle the RS while attempting to gain control of wrist and perform an arm drag. To
execute a cross block:

1. Once survivor is within reach, place hand on survivor’s opposite chest/shoulder area (RS right hand to
survivor’s right chest/shoulder.

2. Maintain the position until RS is able to gain control or to execute an arm drag.

Figure 3-9. Cross Block

Note

It is important to place hand on the survivor’s opposite chest/shoulder area (right hand
to right shoulder or left hand to left shoulder), which allows for a quicker transition to
grasp the closest tricep of the survivor.

3.6 RELEASE/ESCAPE PROCEDURES

In the event the RS is grabbed by either a panicked or a combative survivor, the RS must be able to break free
from both a front and a rear head hold (escape), or immediately reverse the physical contact of the survivor and
regain control without harming the survivor or themselves (release).

Note

If the RS is unable to determine whether the survivor is panicked or combative, the RS

should escape from the survivor’s grasp, move to a safe distance, and reassess the
situation. The RS should then utilize the appropriate procedures prior to reattempting
physical contact/control of the survivor. Panicked or combative survivor procedures
are outlined in 3.6.4.

3.6.1 Front Head Hold Release

When grasped around the head and shoulders from the front by the survivor, the RS shall immediately:

1. Take a quick breath of air and tuck chin down and to the side.

2. Firmly grasp both elbow/tricep area of the survivor.

3-9 DEC 2019

NTTP 3-50.1

3. In one continuous motion:

a. Push up and rotate the survivor’s elbow/triceps area while simultaneously keeping chin tucked and
ducking head under survivor’s arms. Continue until survivor’s back is at RS.

b. Maintain control of survivor’s closest elbow/tricep area.

4. Once survivor’s back is to the RS:

a. Reach free hand over survivor’s near shoulder.

b. Initiate cross-chest control.

c. Release survivor’s elbow/tricep.

d. Transition free around survivor’s back and under arm.

e. Place in appropriate carry.

3.6.2 Front Head Hold Escape

When grasped around the head and shoulders from the front by the survivor, the RS shall immediately:

1. Take a quick breath of air and tuck chin down and to the side.

2. Firmly grasp both elbow/tricep area of the survivor.

3. In one continuous motion:

a. Push up and rotate the survivor’s elbow/triceps area while simultaneously keeping chin tucked and
ducking head under survivor’s arms.

b. Once free, RS swims safely out of reach of survivor.

4. After reaching safe distance, re-assess the situation.

3.6.3 Rear Head Hold Release

When grasped around the head and shoulders from the rear by the survivor, the RS shall immediately:

1. Take a quick breath of air and tuck chin down and to the side.

2. Firmly grasp both elbow/tricep area of the survivor.

3. In one continuous motion:

a. Push up and rotate the survivor’s elbow/triceps area while simultaneously keeping chin tucked and
ducking head under survivor’s arms; continue until survivor’s back is at RS.

b. Maintain control of survivor’s closest elbow/tricep area.

4. Once survivor’s back is to the RS:

a. Reach free hand over survivor’s near shoulder.

DEC 2019 3-10

 NTTP 3-50.1

b. Initiate cross-chest control.

c. Release survivor’s elbow/tricep.

d. Transition free around survivor’s back and under arm.

e. Place in appropriate carry.

3.6.4 Rear Head Hold Escape

When grasped around the head and shoulders from the front by the survivor, the RS shall immediately:

1. Take a quick breath of air and tuck chin down and to the side.

2. Firmly grasp both elbow/tricep area of the survivor.

3. In one continuous motion:

a. Push up and rotate the survivor’s elbow/triceps area while simultaneously keeping chin tucked and
ducking head under survivor’s arms.

b. Once free, RS swims safely out of reach of survivor.

4. After reaching safe distance, re-assess the situation.

3.7 PARACHUTE-DISENTANGLEMENT PROCEDURES

Aviation personnel who have bailed out/ejected from their aircraft and are entangled in their parachutes present the
RS with both the greatest challenge, and the greatest danger. Because of the various types and configurations of
harnesses, fittings, and flotation devices, the RS shall maintain continuous training and proficiency in the use of all
survival and parachute equipment being utilized by aviators. Naval Air Systems Command 13-1-6 publications
discuss all equipment currently in use in greater detail. Additionally, at least once a year, and prior to deployment,
SAR crews (station, carrier battle group, and amphibious ready group) should receive briefings from each aircraft
squadron in the local area on the aircraft escape systems and aviators’ survival equipment in use.

Spinal immobilization is essential to ejection-egress aircrew. Aircrew who eject from

aircraft must be presumed to have spinal injuries. The RS should treat all survivors
involved in an incident with a “high index of suspicion” (Chapter 7) as a probable
head, neck, or spinal injury regardless of whether the survivor reports any pain or
injury. Utilizing the rescue/SAR MEDEVAC litter for recovery is highly
recommended to help prevent a potentially life-threatening or permanent neurological
injury. In conjunction with use of the rescue/MEDEVAC litter, total spinal
immobilization, including cervical collar, should be applied at the earliest
convenience.

1. The RS shall never go underneath a parachute canopy. Both the RS and survivor could become trapped
and drown should the canopy collapse and sink.

2. The parachute shall never be allowed to come between the RS and the survivor. The RS could lose sight of
the survivor and/or become entangled in the parachute and/or suspension lines.

3-11 DEC 2019

NTTP 3-50.1

3. Direct deployment/physical grip procedures shall not be used in any parachute-disentanglement rescue
scenario.

4. When the survivor is entangled in a parachute that is submerged, the RS must act swiftly and efficiently in
disentangling the survivor. A submerged parachute billowed and inflated with water current will pull
personnel, rafts, and small boats under the water.

3.7.1 Entanglement in Shroud Lines

The most common type of disentanglement situation occurs when the aviator is entangled in shroud lines with the
parachute canopy collapsed and partially or totally submerged. Specific procedures for shroud line removal can be
found in 3.7.7.

3.7.2 Ballooned Canopy Procedures

If the survivor is covered with a ballooned (or deflated) parachute canopy, the RS shall use the following
procedures:

1. While approaching the canopy, attempt to establish communications with the survivor.

2. Swim to the parachute edge closest to the survivor and opposite the apex of the parachute canopy
(Figure 3-10).

3. Lift the edge of the parachute, pull shroud line(s) until the survivor is within reach and the canopy is
gathered into the RS’s hand (Figures 3-11 and 3-12).

 The GQ6000 (F-35) parachute contains cross pattern shroud lines, which may render this procedure
ineffective. It is imperative to place the survivor between the apex of the parachute and RS and use the
submerged shroud lines to pull survivor towards the RS, allowing for exposure.

Figure 3-10. Attempt to Establish Communication with the Survivor

DEC 2019 3-12

 NTTP 3-50.1

Figure 3-11. Lift the Edge of the Parachute

Figure 3-12. Pull Shroud Line(s) Until the Survivor is Within Reach,
and the Canopy is Gathered into the Rescue
Swimmer’s Hand

Prior to the RS taking physical control of a survivor, the RS shall take into account the
type of injuries the survivor has communicated. An unconscious survivor
automatically communicates an injury to the head, neck, and spine. The RS shall use
only enough force as necessary to gain positive control of the survivor, being ever
mindful of the RS’s duty to prevent further injury to the survivor.

4. The RS uses their free arm to turn the survivor around (if required), and places a firm grip on back of the
survivor’s harness.

5. In one motion, pull the survivor back, and push the parachute over the survivor’s head (Figure 3-13).

3-13 DEC 2019

NTTP 3-50.1

Figure 3-13. In One Motion, Pull the Survivor Back, and Push the Parachute Over the Survivor’s Head

6. With the survivor out from under the parachute, continue to pull the survivor into the wind, and away from
the parachute canopy.

7. When the survivor is towed well clear of the parachute canopy, use disentanglement/recovery procedures
applicable to the type of harness the survivor is wearing (see 3.7).

3.7.3 Sinking Parachute

Should the survivor be entangled in a submerged parachute, and the RS comes to the conclusion that they will not
be able to disentangle the survivor prior to the parachute pulling the survivor under water, the following
procedures should be utilized.

Notes

 The surface RS shall follow procedures established in 2.7.3.2.

 Use of the aviation RS’s radio is critical, as it will greatly reduce the amount of
time taken to communicate the RS’s intentions.

1. The RS shall signal for assistance from a rescue boat, if available, using either the aviation RS’s radio,
and/or the hand signal found in Chapter 6. If no rescue boat is immediately available, the RS shall signal the
helicopter over into a hover position, directly over the survivor.

2. The RS will then attach the survivor’s survival harness lifting device into the RH, and immediately
continue disentanglement procedures.

3. The helicopter’s rescue hoist shall be used to maintain the survivor’s head above the water while the RS
disentangles the parachute and readies the survivor for recovery.

The helicopter’s HO will adjust the hoist to compensate for hover variations and to
maintain a steady hover over the survivor’s position. Under no circumstances shall the
survivor be hoisted out of the water while any part of the parachute is still attached.

DEC 2019 3-14

 NTTP 3-50.1

The GQ6000 parachute utilized by the F-35 integrated torso harness, is significantly
larger and has a higher sink rate than legacy torso harnesses.

Note

The RS may choose to unhook the survivor from the RH when the RS has completely
disentangled the survivor from the sinking parachute. This will enable the RS to
complete the required survivor recovery procedures IAW 3.7.

3.8 RESCUE SWIMMER EMERGENCY PROCEDURES

3.8.1 Survivor Emergency Flotation Procedures

During the course of a rescue scenario, the RS may be faced with survivors with damaged or no flotation devices.
If only one survivor has flotation problems, the RS may choose to complete the rescue without additional flotation
devices for the survivor. When providing flotation to the survivor(s), the following procedures shall be used:

Notes

 If the RS is wearing the TSH, the flotation cannot be removed. The RS shall signal
the SRU for flotation (Chapter 6). The SRU should hoist down a personal flotation
device, or deploy a raft to the RS. If the survivor has damaged/no flotation, the RS
may give the survivor flotation using the procedures in 3.6.1.1 and 3.6.1.2.

 Prior to RS deployment, every attempt should be made to determine if the survivor

has operable flotation. If it is determined that survivor(s) has no flotation, the
survivor’s flotation is inoperative, or the survivor’s flotation status cannot be
determined from the SRU, the RS should deploy with a personal flotation device,
or one-man raft. The RS may be deployed via jump or hoist while holding a
flotation device and should be placed as close to survivor(s) as possible to preclude
excessive swimming.

3.8.1.1 Cooperative Conscious Survivor with Damaged/No Flotation

1. If the RS chooses to give the survivor an LPU-32/P from the SRU, the RS shall attempt to ascertain the
survivor’s level of cooperation. If the survivor is deemed cooperative, the RS:

 The LPU-32/P is not designed for use as SAR equipment. Due to its design, the RS
will be limited in its use on a survivor.

 Never inflate the LPU-32/P prior to fitting it on a survivor. Due to the design of the
oral inflation tubes, it is extremely difficult to vent off air as needed to fit it over
the survivor’s head.

3-15 DEC 2019

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Note

Naval Air Systems Command 13-1-6.1-2, Inflatable Survival Equipment (Life

Preservers) authorizes a 12-inch extension belt for the LPU-32/P waist belt. Both the
SRU crew and the RS should ensure that the 12-inch extension belt is present on the
deployed LPU-32/P for ease of fitting it to the survivor.

a. Approaches the survivor using the front surface approach, and establishes communications.

b. Upon reaching a distance of 6 to 8 feet from the survivor, executes a quick reverse.

Note

The RS should not let go of the LPU-32/P back strap until completion of step “f.”

c. While holding onto the back strap:

(1) Unzip the LPU-32 all the way to help the survivor fit it over their head

(2) Pass it to the survivor.

Note

An LPU-32/P that is not inflated and fully unzipped should fit over a cranial, or
helmet. If the survivor is unable fit the LPU-32/P over their head, instruct them to
remove their cranial/helmet and retry.

d. Instruct the survivor to place the LPU-32/P over their head; as the LPU-32/P is completely reversible; it
does not matter which side is facing out.

Note

For step “e,” the RS will have to determine which side of the survivor the waist buckle
is on. For example, if the waist buckle is on the RS’s left side (facing the survivor), the
RS shall swim around to the right of the survivor with the back strap in the RS’s right
hand. Reverse as necessary.

e. While the survivor is donning LPU-32/P, the RS shall swim around behind the survivor with the back
strap in RS’s appropriate hand.

f. Place the appropriate arm across the survivor’s chest, under the flotation, and grasp the LPU-32/P’s waist
buckle. Fit the back strap around the survivor’s back, and clip it into the waist buckle. Tighten the back strap.

Failure to inflate both lobes of the LPU-32/P will result in the survivor floating low in
the water, and may cause the survivor to ingest water and/or drown.

g. Inflate the LPU-32/P by pulling both beaded handles.

h. Complete the rescue using normal disentanglement/recovery procedures in 3.7.

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2. If the RS chooses to give the survivor an LRU-18/U life raft from the rescue platform, the RS shall:

The LRU-18/U shall never be used as a flotation device on an unconscious survivor, or

a survivor with a suspected head, neck, or spine injury.

Notes

 Upon approaching the survivor, the RS shall attempt to ascertain the survivor’s level
of cooperation. If the survivor is deemed cooperative, the RS may omit step “e.”

 The LRU-18/U life raft has a single-beaded carbon dioxide (CO2) inflation
activation lanyard and two oral-inflation valves (red). When pulled, the CO2
cartridge fills the top four lobes of the life raft only. This is to make embarkation of
the life raft easier. The bottom five lobes of the LRU-18/U are inflated manually
via the uppermost oral inflation tube. The bottom oral inflation tube controls the
top four lobes.

a. Approach the survivor using the front surface approach, and establish communications.

b. Upon reaching a distance of 6 to 8 feet from the survivor, execute a quick reverse.

c. While holding on to the carry straps, pull the beaded handle to inflate the LRU-18/U.

Note

The RS should not let go of the LRU-18/U tending line until completion of step “d.”

d. Push the life raft to the survivor, and instruct the survivor to board the life raft. Once safely aboard, the
RS can instruct the survivor to inflate the bottom half of the LRU-18/U via the upper oral inflation tube.

e. If the survivor is unable to board the LRU-18/U under their own power, the RS can assist using the
following steps:

Note

The RS should not let go of the LRU-18/U tending line until completion of step “2.”

(1) The RS puts the survivor in a left arm cross-chest carry or equipment/collar tow.

Note

The RS should be in between the life raft and the survivor.

(2) The RS shall grab the LRU-18/U with their right hand approximately 1/3 of the way down the
length from the head of the life raft.

(3) Pull down forcefully on the life raft and simultaneously pull the survivor across your body into the
life raft. Continue this until the survivor’s head and torso are positioned inside the LRU-18/U.

(4) Without letting go of the life raft, slide down to the survivor’s feet and push them inside the life
raft.

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NTTP 3-50.1

(5) Assist the survivor in maneuvering around inside the life raft until the survivor is in the most stable
position possible.

(6) Instruct the survivor on how to blow up the bottom portion of the life raft using the upper most oral
inflation tube (as desired).

f. Complete the rescue using normal disentanglement/recovery procedures in 3.7.

3.8.1.2 Unconscious Survivor with Damaged/No Flotation

Use of the rescue/MEDEVAC litter is the first choice of recovery devices for an
unconscious survivor. The only exceptions would be that the survivor has immediate
life-threatening injuries (no breathing, severe arterial bleeding), or extraordinary
environmental conditions exist that prohibit rescue/MEDEVAC litter use.

1. When the RS chooses to utilize an LPU-32/P (from the SRU) on an unconscious survivor with
damaged/no flotation, the RS shall:

Note

Naval Air Systems Command 13-1-6.1-2 authorizes a 12-inch extension belt for the
LPU-32/P waist belt. Both the SRU crew and the RS should ensure that the 12-inch
extension belt is present on the deployed LPU-32/P for ease of fitting it to the survivor.

a. Approach the survivor using the front surface approach and attempt to establish
communications/determine unresponsiveness.

b. Upon reaching a distance of an arm’s length from the survivor, execute a quick reverse.
Notes

 The LPU-32/P is not designed for use as SAR equipment. Due to its design, the RS
will be limited in its use on a survivor.

 Never inflate the LPU-32/P prior to fitting it on a survivor. Due to the design of the
oral inflation tubes, it is extremely difficult to vent off air as needed to fit it over
the survivor’s head.

 An LPU-32/P that is not inflated and fully unzipped should fit over a cranial, or
helmet.

c. Unzip the LPU-32/P.

Note

The RS should place the LPU-32/P over the arm with the waist buckle forward. This
will allow the RS to easily fit it to the survivor with the waist buckle on the survivor’s
right side. This will allow the RS to clip the back strap into the waist buckle without
having to switch arms or twist the waist belt assembly.

d. The RS shall place their right arm through the LPU-32/P neck hole.

e. Use front surface approach procedures and put the survivor into a cross-chest carry.

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Note

Remove the survivor’s oxygen mask/helmet/cranial as needed.

f. Place the LPU-32/P over the survivor’s head. This is done with RS’s right arm, while keeping the
survivor in a left-hand cross-chest carry.

g. Place the left hand across the survivor’s chest, under the flotation, and grasp the LPU-32/P’s waist buckle.
Fit the back strap around the survivor’s back, and clip it into the waist buckle. Tighten the back strap.

Failure to inflate both lobes of the LPU-32/P will result in the survivor floating low in
the water, and may cause the survivor to ingest water and/or drown.

h. Zip up the LPU-32/P.

i. Inflate the LPU-32/P by pulling both beaded handles.

Lack of respiratory function (breathing) is a life-threatening condition. If the survivor

is not breathing, the RS shall give two rescue breaths to the survivor, safely complete
all applicable disentanglement/recovery procedures, and signal the SRU for immediate
recovery of the survivor. After the completion of applicable disentanglement/recovery
procedures, the RS shall continue rescue breathing (two breaths) for the survivor every
10 seconds until recovery by the SRU, if able.

j. Check for breathing:

(1) If the survivor is speaking, breathing is present

(2) Visually check the survivor’s mouth, and/or nose

(3) Feeling for breath using the side of the RS’s face or bare hand

(4) Putting the RS’s mask under the survivor’s mouth/nose, and checking for fogging.
k. If breathing is not present, or cannot be confirmed, give the survivor two rescue breaths by slightly
tilting head and pinching nose.

Use of the rescue/MEDEVAC litter is the first choice of recovery devices for an
unconscious survivor. The only exceptions would be that the survivor has immediate
life-threatening injuries (no breathing, severe arterial bleeding), or extraordinary
environmental conditions exist that prohibit rescue/MEDEVAC litter use.

l. Continue with survivor disentanglement/recovery procedures (see 3.7).

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3.8.2 Safing the Survivor

During the course of a rescue, the RS may determine that there is a need to physically disengage from the survivor
prior to completing the rescue/recovery of that survivor into the SRU. Once the RS begins
disentanglement/recovery procedures on a survivor, the RS shall not physically disengage from that survivor
unless that survivor has been safed. For the purposes of this manual, this action will be termed safing the survivor.
Some examples of situations where the RS may decide to safe and disengage from a survivor prior to completion
of the recovery are:

1. There are mixed survivors such as mishap helicopter aircrew and passengers/troops

2. The RS needs to recover and inflate life rafts/flotation devices deployed by the SRU

3. The medical or survival equipment condition of another survivor suddenly degrades to a point in which
that survivor needs immediate assistance.

The following conditions shall be met before the survivor is considered safe:

1. The survivor is breathing and has no apparent, immediate, life-threatening injuries

2. The survivor is wearing operable flotation, or is in an operable life raft

3. The survivor is completely free of entanglement, and not attached to a parachute

4. If at night, the RS should attach a lighting device to survivor (strobe light, chemical light, etc.).

Listed below are some conditions that would preclude the RS from disengaging from a survivor prior to rescue
completion. This list is not all-inclusive:

1. If rescuing the survivor would be quicker than safing them

2. If the survivor has apparent, immediate, and/or life-threatening injuries (not breathing, or bleeding
severely, etc.)

3. Environmental concerns such as sea predators, heavy seas, temperature, or restricted visibility, are a few of
the possible variables.

3.8.3 Staging Survivors in Life Rafts (Aviation Rescue Swimmer Only)

Single or multiplace life rafts make excellent staging areas for multiple-survivor rescue scenarios. In the event of
a multiple rescue in which numerous survivors are at the rescue scene, and the helicopter has an MPLR available,
the RS shall:

Notes

 Refer to 1.6 for helicopter life raft deployment information.

 The HO and RS personnel shall be thoroughly familiar with single and multiplace
life raft operating procedures. General information on single and multiplace life
rafts can be found in Chapter 8. Detailed information can be found in
NAVAIR 13-1-6.1-1, Inflatable Survival Equipment (Liferafts).

1. Signal to helicopter to deploy a life raft via radio or hand signal (Chapter 6)

2. Swim to deployed raft or RH with raft attached; disconnect from RH and inflate (if applicable)

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3. Once raft is inflated, right the raft if it is upside down

Notes

 If more than one life raft is used, every effort shall be made to tether the life rafts to
each other

 If severely injured survivors are identified, the RS shall take immediate action to
rescue those survivors first.

4. Instruct/assist survivors to board or hold onto raft

5. If possible, the RS should instruct the survivors on the recovery plan of action:

a. The rescue order—who will be rescued, first to last

b. How the survivors will be transferred to the SRU

c. Any safety precautions for the rescue device to be used:

(1) During ingress/hookup of the rescue device

(2) During the hoisting evolution

(3) During transition into the SRU, to include not assisting or attempting egress from the rescue device
until ordered by the HO.

Note

If the helicopter is equipped with a rescue net, two survivors may be removed from the
raft and towed to the rescue net simultaneously.

6. Extract the survivors one at a time from the life raft using procedures outlined in 3.7.8; help the survivors
swim far enough away from the life raft so that the rotor wash does not affect the remaining survivors and
signal the SRU to deploy the selected rescue device

In all cases (whether the survivor is determined to be cooperative or noncompliant) the

RS shall not hoist survivors from an overland or maritime environment without the
proper application of the selected rescue device to include safety straps or safety
devices outlined in this manual.

7. Utilize the selected rescue device IAW 3.9.

3.8.4 Noncompliant Survivor

1. Navy RSs are sometimes faced with situations where the survivor can be categorized as noncompliant.
Noncompliant survivors can be categorized into two distinct types: panicked and combative.

2. A panicked survivor normally desires to be rescued, but is in an uncomfortable or unfamiliar environment,

and is usually so frightened of drowning that they could pose a danger to the RS and themselves. Calming a

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panicked survivor can usually be accomplished by verbal assurances from the RS and/or being provided with
flotation. Once the panicked survivor has been calmed down and is willing to be rescued, utilize the
appropriate rescue procedures outlined in this chapter.

3. A combative survivor may not initially desire to be rescued, and may actively resist assistance from the
RS. The combative survivor may intentionally try to harm the RS and/or themselves when approached. This
type of behavior can continue indefinitely, even after repeated attempts by the RS to provide assurance and
recovery. Indications that a survivor might be combative are:

a. Prior mentally unstable behavior, suicide attempt, voluntarily jumping into the water.

b. Suspected or known enemy, foreign personnel demonstrating hostility toward Americans, or suspicious
personnel aboard vessels being detained.

3.8.4.1 Combative Survivor Procedures

 RSs shall not be deployed into the water to recover enemy or hostile survivors
armed with weapons.

 The recovery of enemy or hostile survivors should only be attempted using a

rescue boat or ship’s J-bar davit with armed security personnel on station in the
rescue boat or ship’s forecastle. Helicopter recovery of an enemy or hostile
survivor should only be used under conditions of operational necessity.

 Direct deployment procedures should not be used on a combative survivor. If DD

procedures are utilized, the RS shall be deployed to a safe distance from the
survivor (6–8 feet). If the RS determines that the survivor is going to remain
combative, the RS should disconnect from the RH, reattach the QS to the RH and
signal the HO RAISE CABLE. Combative survivor procedures should then be
utilized.

 A single RS should not attempt the recovery of a combative survivor without

assistance from a rescue boat and/or a second RS.

1. Approach the survivor and attempt to establish verbal communication. Attempt to calm the survivor with
verbal reassurance and/or commands.

2. If the survivor is actively combative, the RS should remain at a safe distance (6–8 feet) from the survivor,
and continue to assess the situation.

3. If the survivor does not have operable flotation, the RS should attempt to provide a flotation device (life
raft, or personal flotation device from the SRU) to the survivor while still maintaining a safe distance.

4. Communicate with the SRU and brief the situation.

5. Request assistance utilizing aviation RS’s radio, and/or hand signal:

a. REQUEST RESCUE BOAT ASSISTANCE (Chapter 6).

b. REQUEST THE ASSISTANCE OF A SECOND RS (Chapter 6). The second RS is a backup to the
primary RS, and has the following responsibilities:

(1) Ensuring the safety of the primary RS

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 NTTP 3-50.1

(2) Assuming control of scene as the primary RS, as needed

(3) Deploying with any rescue equipment requested by the primary RS

(4) Assuming/helping with communication duties to the SRU(s), once on scene

(5) Assisting the primary RS as required.

Note

There are no dual RS procedures for combative survivors. The backup RS should act
as a safety observer and assist the primary RS as required.

6. Use the following modified recovery procedures:

a. Maintain 6–8 feet distance from the survivor, remain vigilant (ready to render immediate assistance),
and wait for the survivor to tire, calm down, or ask for assistance.

b. Be patient. Attempt to calm the survivor and provide flotation to the survivor if needed.

c. Assume physical control of the survivor utilizing noncompliant approach procedures (procedures can be
found in 3.4):

(1) The survivor requests assistance

(2) The survivor becomes unconscious/incapacitated

d. Ensure the survivor has no weapons:

(1) If conscious, direct the survivor to maintain hands in view at all times.

(2) Once physical control is established; the RS shall remain vigilant for the survivor to become
actively combative or the presence of any weapons.

e. Recover the survivor using appropriate procedures for the device chosen.

3.8.4.2 Combative Survivor Recovery to the Search and Rescue Unit

1. The rescue boat or ship’s forecastle is the preferred recovery vehicle. If a rescue boat or ship is
unavailable, recovery may be made to a helicopter.

In all cases (whether the survivor is determined to be cooperative or noncompliant) the

RS shall not hoist survivors from an overland or maritime environment without the
proper application of the selected rescue device to include safety straps or safety
devices outlined in this manual.

a. Rescue strop:

(1) The RS shall fit the survivor with the rescue strop as outlined in 3.9.2.

(2) The RS shall correctly employ the arm retaining straps prior to communicating the RAISE CABLE
signal via the aviation RS’s radio and/or hand signal (Chapter 6).

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b. Direct deployment:

(1) Shall only be used by RSs qualified in DD procedures IAW OPNAVINST 3130.6. The QS shall
only be used in conjunction with the TSH.

(2) The RS shall always correctly employ the QS crotch strap prior to communicating the RAISE
CABLE signal via the aviation RS’s radio and/or hand signal (Chapter 6).

3.8.4.3 Care and Control of a Combative Survivor On Board a Search and Rescue Unit

1. The SRU shall notify the OSC of the situation, the survivor’s condition, and request medical and security
personnel assistance at SRU recovery location.

2. The SRU crew shall remain vigilant during transit. A member of the SRU crew, or security personnel shall
be stationed next to survivor at all times during transit to provide immediate physical control if required.

Restraints will preclude the survivor from being able to egress/swim in the event of an
aircraft mishap or rescue boat capsizing during transit. Rescue personnel may need to
provide assistance to the survivor to egress the SRU in the event of a mishap.

3. Once aboard the SRU, the survivor should be secured into a rescue/MEDEVAC litter at the earliest
opportunity. If aboard a helicopter, cabin doors and windows should be secured.

4. Rescue personnel shall assess condition of survivor and provide medical treatment during transit.

5. Once the SRU is safely aboard ship or ashore, a member of the SRU crew shall transfer the survivor to
awaiting medical and/or security personnel.

3.9 SURVIVOR DISENTANGLEMENT/RECOVERY PROCEDURES

The following recovery procedures (3.7.1 through 3.7.15) are the foundation of Navy RS training and shall be
used for all survivors encountered. These procedures are applicable to all survivors (aviator, nonaviator, military,
and civilian) and all applicable steps shall be utilized in the order found below, always starting with 3.7.1 and
always ending with 3.7.15.

3.9.1 Assess the Situation

Assessing the situation begins during the activation of the SRU. The entire rescue crew should assess the situation
and formulate tactics for the rescue based upon the following information:

1. Number/type of survivor(s): military or civilian.

2. Location of survivors, their relation to, and distance from, each other and the SRU.

3. Visible and/or known injuries of the survivor(s):

a. MOI (Chapter 7)

b. Conscious/unconscious

DEC 2019 3-24

 NTTP 3-50.1

c. Visible bleeding

d. Environmental injuries (Chapter 7)

e. Broken bones.

4. Flotation devices inflated/not inflated/survivor face down in water.

5. Parachute entanglement problem/presence of a ballooned parachute.

6. Day or night/sea state/wind direction/water temperature.

7. Cooperative/noncompliant survivor(s).

8. Fuel in the water.

9. Debris littering scene, and its relation to the survivor.

10. Presence of sea predators.

11. Feasibility of attempting multiple/single rescue.

12. Rescue order established according to apparent injuries. The survivor with the worst injuries shall be
rescued first.

13. RS deployment options.

14. Other available SRUs and RSs.

3.9.2 Establish Communication

1. If the survivor(s) are known to have a radio, the SRU crew shall attempt to communicate with the
survivor(s) via radio prior to RS deployment.

Notes

 The aviation RS shall deploy with a radio IAW 5.2.1. Radio communication
between the RS and the SRU is essential should the rescue situation significantly
change from the original assessment.

 The aviation RS shall communicate via radio with the SRU for all situations in
which a hand/light signal will not effectively convey the RS’s intentions with
regard to rescue tactics and/or recovery method.

 One member of the SRU crew shall maintain continuous visual contact with the RS
at all times while the RS is in the water.

 Every SRU present at the rescue scene shall monitor the assigned primary radio
frequency (normally 282.8 megahertz) of the aviation RS at all times, until all
personnel including the RS are recovered.

2. After RS deployment, the RS shall signal the SRU I AM ALRIGHT via hand signal (Chapter 6):

a. The aviation RS shall conduct a radio check with the helicopter.

3. The RS will then approach the survivor. During the approach, the RS shall have their head up and eyes on
the survivor. The RS shall attempt to establish verbal and/or visual communication with the survivor.

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NTTP 3-50.1

Prior to the RS taking physical control of a survivor, the RS shall take into account the
type of injuries the survivor has communicated. An unconscious survivor
automatically communicates an injury to the head, neck, and spine. The RS shall use
only enough force as necessary to gain positive control of the survivor, being ever
mindful of the RS’s duty to prevent further injury to the survivor.

Note

During the approach, the RS shall continue to assess the situation and the condition of
the survivor(s), including any injuries the survivor(s) communicate to the RS.

3.9.3 In Close, In Control

Using the appropriate approach outlined in 3.2, the RS shall approach the survivor and attempt to gain physical
control of the survivor to begin recovery/disentanglement procedures and injury assessment. Maintaining physical
control of a survivor throughout the rescue scenario is paramount. The RS maintains physical control of a
survivor by either utilizing the cross-chest carry, harness carry, or equipment/collar tow, or by general physical
handling during disentanglement/recovery procedures. The RS may also hook the RS’s harness snap hook
(aviation RS only) into the survivor, or grasp the survivor’s body with their legs to free the RS’s hands for use.
Using either a cross-chest carry or equipment/collar tow (see 3.3), pull the survivor into the wind and away from
the parachute canopy (if present), any debris, etc.

The RS shall continuously check that the survivor is breathing per Chapter 7, and
assess the survivor’s injuries throughout the rescue evolution.

Note

The RS shall attempt to grasp the survivor using established approaches, carries,
escapes, and releases IAW 3.2 through 3.4.

3.9.4 Remove Oxygen Mask/Check for Breathing

Note

If the survivor is still wearing an oxygen mask attached by both bayonet fittings, this
may indicate shock, unconsciousness, or other injuries, which preclude the survivor
from removing the mask on their own. This may indicate a need for immediate
recovery and advanced medical care.

1. Completely remove the oxygen mask from the survivor’s helmet by removing both bayonet-type fittings,
and pulling the mask away from the survivor’s face. Do not attempt any other disentanglement procedure
until the survivor is checked for breathing (Figure 3-14).

DEC 2019 3-26

 NTTP 3-50.1

Figure 3-14. Remove Oxygen Mask/Check for Breathing

Notes

 Currently there are two types of oxygen mask release fittings in use. They are both
bayonet-type fittings, and look similar.

 The old-style bayonet fittings (Figure 3-15) are released by pushing the tab releases
located on the sides of the mask away from the survivor’s face.

 The new type of bayonet fittings can be recognized by a black cover over the
position of the old-type release tabs (Figure 3-16). To release the new type of
bayonet fittings, push the release button and pull the mask away.
 For F-35 type aviators, the visor obstructs the ability to remove the oxygen mask.
The visor must be lifted prior to oxygen mask removal.

Figure 3-15. Old-style Bayonet Fittings

3-27 DEC 2019

NTTP 3-50.1

Figure 3-16. New Style of Bayonet Fittings

2. Immediately after removal of the oxygen mask from the helmet, check for breathing:

a. If the survivor is speaking, breathing is present

b. Visually check the survivor’s mouth and/or nose

c. Feel for breath using the side of the RS’s face or bare hand

d. Putting the RS’s mask under the survivor’s mouth/nose and check for fogging.

3. If breathing can’t be confirmed, then give two breaths by slightly tilting head and pinching nose.

Lack of respiratory function (breathing) is a life-threatening condition. If the survivor

is not breathing, the RS shall give two rescue breaths to the survivor, safely complete
all applicable disentanglement/recovery procedures, and signal the SRU for immediate
recovery of the survivor. After the completion of applicable disentanglement/recovery
procedures, the RS shall continue rescue breathing (two breaths) for the survivor every
10 seconds until recovery by the SRU, if able.

3.9.5 Clear the Survivor’s Head, Neck, and Chest

1. Clear all obstructions, shroud lines, and raft lanyard (if applicable) (Figure 3-17).

2. Check for injuries to the survivor both visually and by feeling for deformities. If any injuries are
discovered that interfere with airway, breathing, and circulation (ABC) and/or may be considered life
threatening, the survivor should be recovered by the fastest means possible. Examples of life-threatening
injuries that may be assessed by a RS in the water are:

a. No breathing

b. Severe bleeding.

DEC 2019 3-28

 NTTP 3-50.1

Figure 3-17. The Rescue Swimmer Clears All Obstructions and Shroud Lines from Survivor’s
Head, Neck, and Chest

When utilizing a quick fitting harness, the survivor may be wearing the LPP-1/1A or
LPU-32/P flotation device; therefore, the RS shall disconnect the chest quick ejector
snap before inflating the survivor’s personal flotation device (Figure 3-18). Inflating
the LPP-1/1A or LPU-32/P before disconnecting the chest quick ejector snap could
severely injure, or even crush, the survivor’s chest. This warning applies to all quick
fitting harnesses that utilize a chest quick ejector snap.

Notes

 Quick fitting harnesses: There are two types of quick-fitting harnesses (Navy and
Air Force) using two different parachute configurations. Both quick fit harnesses
can accommodate either the backpack- or chest pack–type parachute systems.

 Both the Navy and Air Force quick fitting harnesses utilize the same quick ejector
fittings. One fitting is located on the chest strap, and one on each leg strap. To
release the quick ejector fittings, pull up on the lever (Figure 3-18). The Air Force
quick fitting harness incorporates a J-1 fitting (Figure 3-18) on each shoulder strap,
which releases the deployed parachute from the harness.

3. Navy/Air Force quick fitting harness with backpack, release the quick ejector snap on the center of the
survivor’s chest (Figure 3-19).

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NTTP 3-50.1

Figure 3-18. Navy Quick Fit Harness (Top); Air Force Quick Fit Harness (Bottom)

Figure 3-19. The RS Releases the Quick Ejector Snap on the Center of the Survivor’s Chest

DEC 2019 3-30

 NTTP 3-50.1

4. Navy/Air Force quick fitting harness with chest pack includes:

Notes

 Either the right or left side of the chest pack could be safety-pinned, making it
difficult to release.

 Do not release both sides of the chest pack parachute assembly. Release one side
only.

a. Disconnect one spring snap on the chest pack parachute assembly to give access to the chest quick
ejector snap.

b. Release the quick ejector snap on the center of the survivor’s chest (Figure 3-20).

Figure 3-20. Rescue Swimmer Inflates the Survivor’s Flotation as Needed

3.9.6 Inflate the Survivor’s Personal Flotation Device

 When any type of aviator helmet is worn in conjunction with the LPP-1/1A or
LPU-32/P life preserver, do not inflate the life preserver until the helmet chinstrap
is loosened, or the helmet is removed. Failure to loosen the chinstrap may cause the
chinstrap to block the survivor’s airway due to the flotation assembly pushing up
on the helmet.

 The RS shall make every attempt to ascertain the condition of the survivor’s flotation
device prior to deploying. Regardless of the type of RS harness used, it is always
good practice to deploy with an additional personal flotation device for the survivor
(if needed). The benefits of deploying with an additional personal flotation device are
two-fold: safety—the RS will not have to give up their flotation to the survivor, and
speed—it will take less time, as the RS will not have to take the time to remove their
flotation.

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NTTP 3-50.1

Notes

 If the survivor’s flotation device is inoperable, the RS may don survivor with a
personal flotation device from the SRU. Fitting the survivor with a personal
flotation device is always a safe practice, and will make disentanglement/recovery
procedures easier to accomplish in a timely and safe manner (Figure 3-20).

 Use of the TSH by the RS will require the RS to anticipate the need to deploy with
a flotation device for the survivor(s) from the SRU.

 It is highly recommended that the survivor be fitted with a working flotation device
prior to continuing with rescue procedures. The decision is the responsibility of the
RS, who should have the greatest situational awareness of the rescue scene.

 Dependent on the flotation assembly installed on the various harnesses in use, the
RS must use the appropriate inflation procedures.

3.9.7 Disentangle the Survivor; Head-to-toe

 The RS shall exercise extreme care when it becomes necessary to cut shroud lines;
an open-bladed knife shall only be used as a last resort.

 The Spinal Highway disentanglement technique shall not be used on a survivor

with a known or suspected injury to the head, neck, or spine.

Note

Submerge as many times as required to ensure all shroud/suspension lines are clear of
the survivor. Use the side of the survivor as a reference, and work from head to toe,
proceeding hand-over-hand along the side, removing any entanglements and debris.
Suspension lines shall be cut only if necessary. Utilize a pocket shroud cutter.

1. Clear all shroud/suspension lines.

2. Integrated torso harness includes:

The integrated torso harness should never be removed in the water. The integrated torso
harness incorporates the lifting D ring and removal of the harness may increase the risk
of the survivor drowning as the flotation device would have to be removed first.

Notes

 The Koch fittings are located on each of the survivor’s shoulders (Figure 3-21) and
release the deployed parachute from the survivor’s harness. Release the Koch
fittings by lifting the cover plate, pushing down on the locking bar, and separating
the fitting (Figure 3-22).

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 NTTP 3-50.1

 Any harness that utilizes Koch fittings for the parachute release will have a
parachute harness sensing release unit (PHSRU) integrated into the Koch fitting.
The PHSRU is an integral part of the Seawater Activated Release System
(SEAWARS). More information can be found in Chapter 8.

 If the SEAWARS fails to activate/separate the survivor’s parachute, the RS will

have to release the Koch fitting as described above. No harm will come to the RS if
the SEAWARS activates while the RS is touching the unit.

a. Release the Koch fittings about the survivor’s shoulders (Figure 3-23).

Figure 3-21. One of the Many Versions of the Navy Integrated Torso Harness

Figure 3-22. Integrated Torso Harness Koch Fittings

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Figure 3-23. The Rescue Swimmer Releases the Koch Fittings about the Survivor’s Shoulders

Notes

 The oxygen hose is connected to the rigid seat survival kit (RSSK) seat pan by a
quick-release bayonet fitting. To release, lift guide ring and pull out (Figure 3-24).

 Locate the quick release fitting by running your hand along the oxygen hose
starting from its connection point at the base of the RSSK until found.

Figure 3-24. Oxygen Hose Connection

b. Release the oxygen hose from the seat pan (RSSK) (Figure 3-24).

Note

The leg straps connect the RSSK to the aviator. A mini-Koch fitting is located on each
leg strap. The mini-Koch fittings are released in the same manner as the shoulder Koch
fittings.

c. Release the survivor’s seat pan (RSSK) by releasing the leg mini-Koch fittings located on or around
each of the survivor’s hips (Figure 3-25).

DEC 2019 3-34

 NTTP 3-50.1

Figure 3-25. Release the Survivor’s Seat Pan by Releasing the Leg Mini-Koch Fittings
Located On, or Around, Each of the Survivor’s Hips

3. Navy quick fitting harness (Figure 3-18) removal includes:

Note

The shoulder straps of the Navy quick fitting harness are removed by sliding the straps
off the survivor’s shoulders, and pulling the survivor’s arm completely through
(Figure 3-27).
a. Remove the survivor’s shoulder straps (Figure 3-26).

Figure 3-26. The Rescue Swimmer Removes the Survivor’s Shoulder Straps

Note

The Navy quick fitting harness leg quick ejector snaps are located on the survivor’s
hips (Figure 3-18).

b. Release survivor’s leg quick ejector snaps (Figure 3-27).

c. The harness should fall away.

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Figure 3-27. The Rescue Swimmer Releases the Survivor’s Leg Quick Ejector Snaps

4. Air Force quick fitting harness (Figure 3-18) removal includes:

Note

After releasing the J-1 fitting and clearing the parachute attachment, the RS should
close the J-1 fitting to prevent it from becoming a snag hazard.

a. The parachute shall be detached from the quick fitting harness by releasing the J-1 fittings on each of
the survivor’s shoulders (Figure 3-19).

Note

The shoulder straps of the Air Force quick fitting harness are removed by sliding the
straps off the survivor’s shoulders, and pulling the survivor’s arm completely through
(Figure 3-26).

b. Remove the shoulder straps (Figure 3-26).

Note

The Air Force back pack harness leg quick ejector snaps are located on the survivor’s
hips (Figure 3-18).

c. Release leg quick ejector snaps (Figure 3-27).

d. The harness should fall away.

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 NTTP 3-50.1

5. CMU-30 (Figure 3-28) and CMU-33 Type I (Figure 3-29) survival vests removal includes:

 Use of the PRU-60/P22P-15 (soft) and PRU-61/P22P-15 (hard) integrated body

armor in conjunction with the CMU-30 or CMU-33 Type I survival vest will cause
the survivor to float dangerously low in the water, thus increasing the risk of the
survivor drowning (especially if unconscious).

 The RS shall ensure the hard body armor is removed immediately after inflation of
the survivor’s personal flotation device.

Note

If the hard armor plates are present, and the survivor’s flotation is inflated, release the
plastic clasp that holds the two flotation lobes together. This will facilitate easier
removal of the front hard armor plate. If the survivor does not have hard armor
installed and/or the survivor’s flotation has failed, disregard this note.

a. Check for and release the hard armor plates from the survival vest.

Figure 3-28. CMU-30 Survival Vest

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Figure 3-29. CMU-33 Type I Survival Vest

Newer models of the CMU-30 or CMU-33 Type I survival vests have cylindrical beads
on the beaded pull handle, vice older models with round beads similar to flotation
inflation lanyards. Do not confuse the beaded pull handle for release of the back hard
armor plate with the beaded handles used on the survivor’s flotation assembly.

b. Locate and identify the beaded pull handle for release of the back hard armor plate (Figure 3-28).

Pull the beaded pull handle out and away from the survivor until it completely
detaches from the survival vest (approximately 18 inches). The back hard armor plate
should fall away.

(1) If either the beaded pull handle fails to completely detach from the survival vest and/or the back
hard armor plate does not fall away, the RS shall:

(a) Check and release the snaps holding the beaded pull handle onto the front of the survival vest,
and pull the beaded pull handle again.

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 NTTP 3-50.1

(b) Release the back hard armor retaining straps from the Loop Loc fittings on both of the
survivor’s shoulders.

(c) Pull the back hard armor plate free of the hook/pile tape located on the rear of the survival vest.

Do not fully unzip the survival vest. Unzip the survival vest only enough to fully
expose the front hard armor plate nylon web handle.

(d) Unzip the survival vest to expose the front hard armor plate nylon web handle.

Care shall be taken to ensure that the front hard armor plate does not contact the
survivor’s face as the RS pulls it free of the survival vest.

(e) Grasp the nylon web handle of the front hard armor plate located on the center of the survivor’s
chest, inside the survival vest. Pull the front hard armor plate free from its hook/pile tape and
discard.

6. CMU-37/P (Figure 3-30) and CMU-38/P Type I (Figure 3-31) survival vests removal include:

Use of the PRU-71/P (soft) and PRU-61/A (hard) Enhanced Small Arms Protective
Insert (ESAPI) integrated body armor in conjunction with the CMU-37/P or
CMU-38/P Type I survival vest will cause the survivor to float dangerously low in the
water, thus increasing the risk of the survivor drowning (especially if unconscious).

Note

If the ESAPI plates are present, and the survivor’s flotation is inflated, it may be
necessary to provide additional buoyancy to prevent survivor immersion.
Consideration should be given to utilizing the helicopter hoist to keep the survivor’s
head above water while performing disentanglement procedures.

a. With the CMU-37/P, check for and release the emergency release handles to remove the HBU-27/P
from the survival vest.

The CMU-37/P vest has cylindrical beads on the beaded pull handle, vice older models
with round beads similar to flotation inflation lanyards. Do not confuse the beaded pull
handle for release with the beaded handles used on the survivor’s flotation assembly.

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Figure 3-30. CMU-37/P

Figure 3-31. CMU-38/P

7. F-35 seat-mounted integrated harness release includes:

The F-35 seat-mounted integrated harness should never be removed in the water.
The F-35 torso harness incorporates the lifting straps and removal of the harness
may increase the risk of the survivor drowning as the flotation device would have
to be removed first.

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Notes

 The F-35 seat-mounted integrated harness integrates directly with the back side of
the pilot’s ejection seat. It will be necessary to remove the five-point quick release
box (QRB) (Figure 3-32) to release the deployed parachute from the survivor’s
harness.

 The F-35 harness utilizes the Martin-Baker Water Activated Release system
(MWARS) for parachute release. More information can be found in Chapter 8.

 If the MWARS fails to activate/separate the survivor’s parachute, the RS will have
to release the QRB as described above. No harm will come to the RS if the
MWARS activates while the RS is touching the unit.

a. Clear head, neck, and chest:

(1) Release the QRB. Press button (on top of QRB), and rotate 60 degrees in either direction.

(2) Once shoulder straps release from the QRB, separate the leg restraint straps from shoulder restraints
to allow the harness to fall free from the survivor.

Figure 3-32. Quick Release Box

Note

The oxygen hose is connected to the pilot interface console (PIC) and should not be
removed (Figure 3-33).

b. Release the raft lanyard by releasing the butterfly coupling located on the left side of the survivor’s hips
(Figure 3-34).

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Figure 3-33. Pilot Interface Console

Figure 3-34. Butterfly Coupling

3.9.8 Life Raft Extraction (if Needed)

Use the following procedures to extricate a survivor from a life raft.

Ensure the proper method of life raft extrication is used on survivor(s) with known or
suspected injury to the head, neck, or spine.

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Notes

 The point at which disentanglement procedures become hindered by the survivor’s

position in the life raft is the point at which the RS should extricate the survivor
from the life raft. Once the survivor is in the water, the RS resumes
disentanglement procedures from where the RS left off.

 Life rafts should be used to the maximum extent possible for staging survivor(s),
until recovery can be accomplished.

 At the discretion of the RS, the life raft may be punctured with a knife and sunk
before, during, or after the survivor has been removed.

 Always inform the survivor of your intentions with regard to extricating them from
the life raft. Failure to do so may cause the survivor to panic and become
noncompliant.

1. Sink the life raft from under survivor(s). Use only this method of life raft extraction if the survivor has a
known or suspected injury to the head, neck, or spine. This method should be the RS’s first choice in all
single survivor rescue scenarios.

Prior to the RS taking physical control of a survivor, the RS shall take into account the
type of injuries the survivor has communicated. An unconscious survivor
automatically communicates an injury to the head, neck, and spine. The RS shall use
only enough force as necessary to gain positive control of the survivor, being ever
mindful of the RS’s duty to prevent further injury to the survivor.

a. The RS positions behind the survivor, with a firm grasp of the survivor’s harness/flight suit (do not grab
flotation), between the shoulder blades.

b. With one hand, the RS removes their scabbard knife while maintaining control of the survivor with the
other hand. The RS then uses the knife to deflate the life raft. This is done well clear of the survivor,
ensuring not to injure the survivor or the RS.

c. While the life raft is deflating, the RS stows scabbard knife (if practical), or discards it.

Do not utilize the pull method of life raft extrication (below) if the survivor has a
known or suspected injury to the head, neck, or spine.

2. Pull the survivor from the life raft.

Note

If the survivor’s harness/clothing do not afford the RS adequate control of the survivor,
the RS may elect to grab the survivor under both armpits. The RS shall ensure that this
method will not cause the survivor further injury.

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a. The RS positions behind the survivor; the RS will place their knees will be against the life raft and will
have a firm grasp of the survivor’s harness, flight suit, or clothing between the shoulder blades (do not
grab flotation).

b. The RS simultaneously pulls the survivor up and over the life raft lobe, while pushing down and away
with their knees against the life raft lobe.

Do not utilize the roll method of life raft extrication (below) if the survivor has a
known or suspected injury to the head, neck, or spine.

3. Roll survivor(s) out of the life raft.

a. The RS positions behind the survivor, and will have a firm grasp of the survivor’s harness/flight suit (do
not grab flotation) between the shoulder blades.

b. The RS will roll the survivor and life raft either to the left or right. Normally, the RS will rock the
survivor/raft twice, side to side, and will roll the survivor on in order to gain momentum.

c. On the third roll, the RS will roll the survivor into the water.

d. Once the survivor is in the water, the RS immediately rights the survivor by rolling him/her onto their
back.

The life raft should be sunk prior to conducting the final check of the last survivor.
Empty, inflated life rafts pose a hazard to navigation, and create unnecessary SAR
efforts when discovered later by surface or aviation platforms.

Notes

 If the OSC deems the recovery of the life raft appropriate for the mishap
investigation, then it shall only be recovered via a rescue boat or ship, not by the
helicopter.

 Once the survivor is clear of the life raft, and the RS deems that there is no further
use for it, the RS should use the scabbard knife to deflate the life raft prior to
continuing with disentanglement/recovery procedures. The RS should be aware
that some large MPLRs have two inflation chambers that require puncturing to
fully deflate the raft.

4. When the survivor is clear of the life raft, and the life raft is properly disposed of, the RS shall continue
with the survivor disentanglement/recovery procedures.

3.9.9 Tow the Survivor Clear

The RS shall tow the survivor into the wind, and if possible, away from the life raft, parachute (if present), debris,
and fuel.

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3.9.10 Perform a Final Check of the Survivor

1. Continue to check for breathing and assess injuries.

2. Complete head-to-toe disentanglement check.

3. If needed, contact the SRU, and communicate any deviations from normal recovery procedures.

If the survivor is not breathing, or has an injury the RS identifies as immediately

life-threatening, the RH/rescue strop should be the recovery device of choice.

3.9.11 Signal READY FOR PICK-UP

The RS shall signal the SRU for the desired recovery device if other than the RH or rescue strop.

3.9.12 Hook into the Survivor (Aviation Rescue Swimmers Only)

If the survivor is wearing aviation survival equipment, and the RS has selected hoist recovery of both himself and
survivor together (dual), the RS shall:

Notes

 At this point, hooking into the survivor may or may not be a permanent procedure
during the recovery phase. Hooking into the survivor ensures the RS and survivor
will not be separated during the swim to the RH.
 Using the RH as the primary recovery device for the survivor requires special care
depending on the type of survival harness the survivor in wearing. Refer to 3.9.1
for specific survival harness procedures.

1. For the integrated torso harness (Figure 3-21), CMU-30 (Figure 3-28), CMU-33 Type I (Figure 3-29),
survival vests include: Hook the RS harness snap hook to the survivor’s gated D ring.

2. For the CMU-37/P (Figure 3-30) and CMU-38/P Type I (Figure 3-31), survival vests include: Hook the RS
harness snap hook to the survivor’s locking carabiner.

3. For the F-35 seat mounted integrated harness (Figure 3-35): Connect survivor’s lifting straps to the RH.

4. For all other harnesses, hook the RS’s harness snap hook to the survivor’s lifting V ring.

Figure 3-35. F-35 Lifting Straps

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3.9.13 Hook into the Rescue Hook

Depending on the recovery method and device selected, the RS shall:

Spinal immobilization is essential to ejection-egress aircrew. Aircrew who eject from

aircraft must be presumed to have spinal injuries. The RS should treat all survivors
involved in an incident with a high index of suspicion (Chapter 7) as a probable head,
neck, or spinal injury; regardless of whether or not the survivor reports any pain or
injury. Utilizing the rescue/SAR MEDEVAC litter for recovery is highly recommended
to help prevent a potentially life-threatening or permanent neurological injury. In
conjunction with use of the rescue/MEDEVAC litter, total spinal immobilization,
including cervical collar, should be applied at the earliest convenience.

For ejection-egress aircrew, use the rescue/SAR MEDEVAC litter for recovery unless:

1. Survivor has life threatening injury; recover by most expedient means.

2. Danger to survivor/RS by extreme environmental conditions (large sea state, extreme cold water/ice
flows); Recover by safest method for conditions.

3. Other factors (fuel state, aircraft configuration); recover by safest method considering survivor’s injuries.

a. For aviation RS’s harness (HBU-23/P and TRI-SAR), and surface RS’s harness, procedures can be
found in 3.9.1.

b. For other rescue devices, procedures can be found in 3.9.2 to 3.9.5.

3.9.14 Perform a Safety Check

1. The RS shall check the RH, harness lifting D/V rings, snap hooks, and rescue equipment lifting points for
security. Ensure all lifting points are hooked into the RH.

2. The RS shall ensure all safety straps are properly secured and LRH is locked.

3. Ensure the hoist cable or line is not fouled on equipment, debris, the survivor, or the RS.

4. Ensure LRH is locked

5. The RS shall grasp the RH with one hand to protect the RS’s and survivor’s faces from whiplash of the
cable/RH during hoisting.

In all cases (whether the survivor is determined to be cooperative or noncompliant),

the RS shall not hoist survivors from an overland or maritime environment without the
proper application of the selected rescue device to include safety straps or safety
devices outlined in this manual.

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3.9.15 Signal RAISE CABLE

1. The RS signals RAISE CABLE with free hand (Figure 3-36).

2. As tension comes on cable, the RS should wrap their arms and legs around the survivor (Figure 3-37).

Figure 3-36. After the Safety Check, the Rescue Swimmer Signals RAISE CABLE

Figure 3-37. Rescue Swimmer and Survivor Being Recovered via Direct Deployment System

3.10 AVIATION RESCUE SWIMMER DIRECT DEPLOYMENT PROCEDURES

 The rescue strop shall not be used for DD unless used in conjunction with the QS
for the DD double lift procedure found in 3.8.1.

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 The QS shall only be used in conjunction with the TSH for DD and recovery of
survivors.

 The QS safety strap shall be used in all training evolutions.

1. The RS is deployed IAW 1.3.8 (Figure 3-37).

2. When being hoisted into the water, the RS should be placed no farther than 2–3 feet from the survivor
(Figure 3-38).

Figure 3-38. As the Rescue Swimmer is Being Hoisted Down to the Survivor, the
Rescue Swimmer Points to Survivor in the Water; this Helps the
Hoist Operator Deploy Rescue Swimmer to Within Arm’s
Reach of the Survivor when the Rescue Swimmer Contacts
the Water

If the survivor is placed in the QS device facing away from the RS, there is a
possibility of the survivor being injured and/or rendered unconscious due to the
extreme pressure placed on the chest area. Placing survivor in the QS in this manner
shall only be performed as a last resort in an extreme situation (i.e., swift water, heavy
surf, etc.) in which the RS may only get one chance to put the survivor in the QS, or
the time required to place the survivor in the QS correctly would threaten the life of the
RS and/or survivor.

3. The RS shall attempt to face the survivor, and grab the survivor’s arm that coincides with the arm that the
RS has the QS positioned on, i.e., the RS’s right hand grabs the survivor’s left arm if the RS and survivor are
facing each other.

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Note

The detachable lifting strap of the QS can be identified by the red ban of webbing
located next to the detachable lifting strap’s V ring assembly.

4. The RS slides the QS off their arm and along the survivor’s arm, placing the QS over the survivor’s head
and shoulders. The QS may also be applied to the survivor by:

a. Moving the QS over the survivor’s feet, and up the legs and torso.

b. Disconnecting the QS’s detachable lifting strap V ring from the RH, pulling it out of the friction keeper:

(1) Wrap the QS around the survivor’s back.

(2) Route the QS’s detachable lifting strap V ring back through the friction keeper, and reconnect it to
the RH.
5. The RS then pulls the QS up into the armpits of the survivor, as high on the survivor’s back as possible.

6. The RS slides the QS friction keeper as close as possible to the survivor, placing constant pressure on the
friction keeper to hold it in place by simultaneously holding both lifting straps with one hand.

Failure to keep a tight hold of the QS lifting straps will allow the friction keeper to
loosen. This may allow the survivor to slide out of the QS during hoisting, or, if the
safety strap is utilized, allow the majority of the survivor’s weight to transfer from
under the armpits to the survivor’s groin area.

7. With their free hand, the RS shall reach around and pull the safety strap out of the storage pocket located
on the back of the QS.

8. Route the safety strap between the survivor’s legs, and attach the safety strap snap lock to the friction
keeper. Do not cinch the safety strap down at this time.

9. The RS performs a safety check:

a. The RS shall check the RH, TSH lifting V ring, and QS lifting V rings for security. The RS shall ensure
all lifting V rings are hooked into the RH.

b. The RS shall ensure the QS detachable lifting strap is properly routed through the friction keeper.

c. The RS shall ensure all safety straps are properly secured.

d. Ensure the hoist cable is not fouled on equipment, debris, the survivor, or the RS.

In all cases (whether the survivor is determined to be cooperative or noncompliant) the

RS shall not hoist survivors from an overland or maritime environment without the
proper application of the selected rescue device to include safety straps or safety
devices outlined in this manual.

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10. The RS signals RAISE CABLE either by the aviation RS’s radio, or by hand signal (Chapter 6):

a. The RS shall immediately grasp the RH with free hand to protect the RS’s face from whiplash of the
hoist cable/RH during hoisting.

b. After tension has come on the hoist, the RS shall release the RH, and reach down and adjust the QS
safety strap just enough to take up the excess slack. Do not cinch the safety strap tightly against the crotch
of the survivor.

3.10.1 Aviation RS Maritime DD Double Lift

When recovering a hypothermic or potentially hypothermic survivor, the double lift method of DD is an expedient
alternative to the rescue/MEDEVAC litter. The standard rescue strop is used in conjunction with the QS to hoist the
survivor in a semisupine position (Figure 3-39). Sound judgment shall be used to ensure that the correct method of
recovery is utilized to prevent further injury to the survivor.

Figure 3-39. Survivor Being Recovered via the Direct Deployment Double Lift Method

Notes
 Prior to deployment, the RS shall ensure the correct connection of all rescue
devices into the RH. In the case of the double lift, the RS’s TRI-SAR lifting V ring
is hooked up first, then the rescue strop second, and finally the QS (making sure
the QS detachable lifting strap routed through the friction keeper, and is the last
item hooked into the RH).

 The detachable lifting strap of the QS can be identified by the red band of webbing
located next to the detachable lifting strap’s V ring assembly.

1. The RS is deployed IAW 1.3.8.

2. When being hoisted into the water, the RS should be placed no farther than 2–3 feet from the survivor.

Note

Sliding the rescue strop over the survivor’s head is the preferred method to fit the
survivor with the rescue strop. Any method that would require the RS to unhook the
QS from the RH in order to unhook the rescue strop should be avoided.

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3. The RS shall attempt to face the survivor, and grab the survivor’s arm that coincides with the arm that the
RS has the rescue strop on, (i.e., the RS’s right hand grabs the survivor’s left arm if the RS and survivor are
facing each other).

4. The RS slides the rescue strop off of their arm and along the survivor’s arm, placing the rescue strop over
the survivor’s head and shoulders.

In all cases (whether the survivor is determined to be cooperative or noncompliant) the

RS shall not hoist survivors from an overland or maritime environment without the
proper application of the selected rescue device to include safety straps or safety
devices outlined in this manual.

5. The RS shall fit the survivor with the rescue strop as IAW 3.9.2 and ensure the rescue strop safety straps
are properly utilized.

Note

During a double lift recovery, the QS safety strap is not used.

6. The RS slides the QS over the survivor’s feet, securing the QS around the survivor’s knees by sliding the
friction keeper as close to the survivor as possible, placing constant pressure on the friction keeper to hold it
in place, by simultaneously holding both lifting straps with one hand.

7. The RS performs a safety check:

a. The RS shall check the RH, TSH lifting V ring, rescue strop lifting V rings, and QS lifting V rings for proper
attachment points and security. The RS shall ensure all lifting V rings are hooked into the RH.

b. The RS shall ensure the rescue strop safety straps are properly secured.

c. The RS shall ensure the QS detachable lifting strap is properly routed through the friction keeper.

d. Ensure the hoist cable is not fouled on equipment, debris, the survivor, or the RS.

In all cases (whether the survivor is determined to be cooperative or noncompliant) the

RS shall not hoist survivors from an overland or maritime environment without the
proper application of the selected rescue device to include safety straps or safety
devices outlined in this manual.

8. The RS signals RAISE CABLE either by the aviation RS’s radio or by hand signal (Chapter 6). The RS
shall immediately grasp the RH with free hand to protect the RS’s face from whiplash of the hoist cable/RH
during hoisting.

3.11 RESCUE DEVICE PROCEDURES

In all RS rescue device procedures, the RS shall communicate to the SRU the desired rescue device, using the
appropriate hand signal and/or RS radio (aviation).

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 The LRH shall be locked prior to hoisting personnel and remain locked while
personnel are supported by the LRH. When lowering the rescue basket, rescue seat,
and rescue net, the LRH shall be locked. When lowering all other equipment to
personnel, the LRH should be unlocked.

 In all cases (whether the survivor is determined to be cooperative or

noncompliant), the RS shall not hoist survivors from an overland or maritime
environment without the proper application of the selected rescue device to include
safety straps or safety devices outlined in this manual.

3.11.1 Aviation/Surface TRI-SAR Harness, and Surface Rescue Swimmer’s Harness

Notes

 For the purposes of 3.9.1, the surface RS’s harness includes the HBU-23/P and the
TSH. When a procedure names a specific harness, that procedure is for that
specified harness only.

 When at all possible, the RS should work from behind the survivor.

1. RS only: Hook the RS’s harness lifting V ring into the RH.

2. Integrated torso harness (Figure 3-20) includes:

If the survivor is wearing an integrated torso harness, use extreme caution to ensure
that the survivor’s gated D ring and the RS’s harness (HBU-23/P) snap hook are not
disconnected before hoisting. Upon reaching the aircraft door opening and while
bringing in the survivor, ensure that the gated D ring and snap hook do not twist and
inadvertently disconnect.

Note

If the UH-1N helicopter is utilized as the SRU, or the RS is wearing the TSH, the RS
shall connect the survivor’s gated D ring directly into the RH. If dual hoisting is
desired, the RS shall then hook the RS’s harness lifting V ring directly into the RH.

a. Snap the RS’s harness (HBU-23/P) snap hook into the survivor’s gated D ring, and the RH into the
HBU-23/P lifting V ring, to recover both the RS and the survivor.

b. Snap the RH directly into the survivor’s gated D ring for recovery of the survivor only.

3. CMU-30 (Figure 3-28) and CMU-33 Type I (Figure 3-29) survival vests include:

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If the survivor is wearing a CMU-30/33 Type I survival harness, use extreme caution
to ensure that the survivor’s gated D ring and the RS’s harness snap hook are not
disconnected before hoisting. When tension is applied via the rescue hoist, ensure
survivor’s gated D ring is not side loaded. Upon reaching the aircraft door opening and
while bringing in the survivor, ensure that the gated D ring and snap hook do not twist
and inadvertently disconnect.

If a rescue strop is unavailable, or the CMU-30/33 Type I gated D ring is chosen as the rescue device:

a. Snap the RS’s harness snap hook into the survivor’s gated D ring.

b. Snap the RS’s harness lifting V ring into the RH.

4. CMU-37/P (Figure 3-30) or CMU-38/P (Figure 3-31) survival vest includes:

a. Locate and release the velcro retaining strap for the locking carabiner in the center of the chest for
hoisting.

Ensure that the knurled fitting the on the locking carabiner is fully locked and the red
stripe is no longer visible. An unlocked carabiner can result in inadvertent release of
the survivor from the hoist.

Pocket configurations may interfere with access to the locking carabiner. Ensure a
thorough sweep of the chest area and clear all survival items that may preclude access
to the carabiner.

b. Snap the RS’s harness snap hook into the survivor’s locking carabiner and the RH into the RS’s harness
lifting V ring for recovery of both the RS and the survivor.

c. Snap the RH directly into the survivor’s locking carabiner for recovery of the survivor only.

5. F-35 seat mounted integrated harness (Figure 3-35):

a. Connect survivor’s lifting straps to the RH.

b. Connect the RS’s lifting V-ring to RH.

6. TRI-SAR harness includes hooking survivor’s lifting V ring directly to RH.

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7. All other survivor vests/parachute harnesses:

a. Snap the RS’s harness snap hook into the survivor’s lifting attachment point.

b. Snap the RS’s harness lifting V ring into the RH.

8. The RS shall perform a safety check, and signal RAISE CABLE IAW 3.7.14 and 3.7.15.

3.11.2 Rescue Strop

When the rescue strop is selected as the primary recovery device, the arm retainer straps should ideally go over
both of the survivor’s arms, above the elbows, and be cinched down tightly to preclude the survivor’s arms from
slipping out. If the arm retaining straps are employed incorrectly, there is a high possibility that the survivor’s
arms will raise above the head, and allow survivor to fall from the rescue strop during hoisting. The RS shall
place the rescue strop on the survivor using the following procedures:

Note

The arm retainer straps shall be outboard when placing the rescue strop on the survivor.

1. Tow the survivor to the rescue strop using the cross-chest carry or equipment/collar tow.

Note

If possible the RS should work from behind the survivor. Working from behind the
survivor provides the advantages of speed and control.
2. With one hand on the survivor, grasp the free (bitter) end of the rescue strop and pass it between the
survivor’s back and RS’s stomach. Hold the rescue strop in place by squeezing it between the survivor and
themselves.

3. With one hand on the survivor, use the free hand to grasp the RH. The RS shall then plunge the RH into
the water behind the survivor’s arm, and push forward and up so the RH comes out of the water on the front
side of the survivor’s body near the chest. The RS shall squeeze the survivor’s shoulder/chest between the
upper and lower arm creating a single arm control. The RS may now release the tow/carry hand from
survivor.

4. With one hand on the RH maintaining single arm control, grasp the rescue strop free-end lifting V ring
with free hand, plunge under the water, forward and up so the V ring surfaces on the front side of the survivor
close to the chest. The RS shall squeeze both arms together at the elbows to maintain a double arm control of
the survivor.

Note

If the RS has short arms or the survivor has a large frame, the RS may experience
difficulty attaching the rescue strop free-end V ring to the RH in front of the survivor
while in a position behind the survivor. The RS may need to slightly submerge behind
the survivor and hook rescue strop free-end V ring to RH around upper abdomen. If
the RS is unable to connect strop from behind the survivor, they shall quickly release
grasp of RH and rescue strop, and move to the front of the survivor to complete the
recovery procedures below.

5. Connect the rescue strop free-end lifting V ring into RH.

6. Position the rescue strop tightly under the survivor’s armpits, and on the upper half of the survivor’s back.

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 If the rescue strop/arm retaining straps are not utilized around both arms due to a
severe injury to one arm, the aviation RS shall attempt to communicate to the SRU
the survivor’s injuries, and the deviation from normal rescue strop procedures prior
to hoisting the survivor.

 If the rescue strop arm retaining straps are not utilized around both arms due to a
severe injury to one arm, the RS shall accompany the survivor up the hoist to
ensure the survivor does not fall out of the rescue strop.

 In all cases (whether the survivor is determined to be cooperative or noncompliant)

the RS shall not hoist survivors from an overland or maritime environment without
the proper application of the selected rescue device to include safety straps or
safety devices outlined in this manual.

Note
If the survivor has a severe injury to one arm, and other considerations preclude the
use of a more appropriate rescue device, the arm retaining straps should be applied
around the uninjured arm only.

7. Unsnap both arm retainer straps from the rescue strop and route around survivor’s arms and under the
rescue strop lobes. Ensure the arm retaining straps are as high up the survivor’s arms as possible (above the
survivor’s elbows).

Failure to route the arm retaining straps tightly around survivor’s arms, above the
elbows, can result in the survivor falling out of the strop. In all cases where the
retaining straps are not large enough to be routed correctly above the elbows, alternate
means of rescue is mandatory.

8. Connect the arm retaining strap snap hook to the arm retainer strap V ring.

9. Pull the webbing on the arm retainer strap V ring until the arm retaining straps are secured tightly around
the survivor’s upper arms.

10. The RS shall move in front of the survivor if not already there. The RS connects the RS’s harness lifting
V ring into the RH.

11. The RS shall perform a safety check, and signal RAISE CABLE IAW 3.7.14 and 3.7.15.

3.11.3 Rescue/MEDEVAC Litter

The rescue/MEDEVAC litter should be the primary recovery device if the survivor is an ejected aviator, or the RS
suspects a head, neck, or spinal injury based upon the initial assessment of the survivor’s condition. Depending on
environmental conditions and the proficiency of the RS and SRU crew, a single disentanglement and
rescue/MEDEVAC litter recovery may take anywhere from 10–30 minutes from RS deployment to survivor
recovery. The rescue/MEDEVAC litter should not be used if the survivor is in need of immediate medical

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treatment due to life-threatening injuries such as no breathing and/or severe bleeding. When the
rescue/MEDEVAC litter is selected as the rescue device, the following procedures are to be followed:

Spinal immobilization is essential to ejection-egress aircrew. Aircrew who eject from

aircraft must be presumed to have spinal injuries. Utilizing the MEDEVAC litter for
recovery is highly recommended to help prevent a potentially life-threatening or
permanent neurological injury. If the rescue litter is used, total spinal immobilization,
including cervical collar, should be applied at the earliest convenience.

Notes

 The rescue (Stokes) litter and the SAR MEDEVAC litter are different pieces of
equipment. For the purposes of this section, they will be combined into the
rescue/MEDEVAC litter and any differences in procedures will be noted using the
specific equipment nomenclature.

 Surface rescue units are required to maintain and utilize the rescue (Stokes) and
MEDEVAC litters IAW appropriate maintenance requirement cards (MRCs),
Chapter 3, and Appendix D of this publication.

 The RS should deploy with trail line gloves or wet suit gloves with leather or
appropriately reinforced palms to save time.

 The RS shall give the appropriate hand signal or radio communication (Chapter 6)
as soon as it is determined that the rescue/MEDEVAC litter is needed. This will
allow the hoisting crewman an opportunity to rig the rescue/MEDEVAC litter
while the RS finishes with the survivor disentanglement/recovery procedures.

 The surface RS does not utilize step 2 of these procedures.

 Use of patient restraint straps with hook-and-pile tape are no longer authorized. The
rescue litter (stokes) is required to have the color-coded buckle type patient restraint
straps (P/N: 140). The SAR MEDEVAC litter is required to have a new frame cover
that integrates the color-coded buckle type patient restraint straps (P/N: 402-2).

 During shipboard or overland patient transfers, patients who has been secure to a
litter/spine board for cervical spine precautions may be secured onto the SAR
MEDEVAC Litter. The SAR MEDEVAC Litter straps shall be secured
IAW 3.11.3, steps 4 through 6.

1. The rescue/MEDEVAC litter is deployed IAW 1.4 (aviation), and 2.8.3.6 (surface).

a. (Aviation RS only): When the rescue/MEDEVAC litter is in the water, the RS shall disconnect the
rescue/MEDEVAC litter from the RH and place the hoisting sling cables to the outside of the
rescue/MEDEVAC litter.

b. (Surface RS only): As the rescue/MEDEVAC litter enters the water the RS will use the trail line to pull
the rescue/MEDEVAC litter 20–25 feet from the ship, at the same time the davit crew will provide slack
on the in-haul line.

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Note

The rescue/MEDEVAC litter hoisting cables must be kept from interfering with the
patient restraint straps, as they could become fouled under the survivor.

2. The RS shall guide the survivor into the rescue/MEDEVAC litter by using the equipment/collar tow.

If the survivor is wearing a buoyant antiexposure suit such as the Imperial dry suit, it
will affect the flotation characteristics of the rescue/MEDEVAC litter, and may negate
the rescue/MEDEVAC litter’s self-righting feature.

3. Once the survivor is positioned, the RS should straddle the rescue/MEDEVAC litter and use the knees or
lower legs to hold the rescue/MEDEVAC litter. This will provide security (positive control), and stability
during the evolution.
4. The RS shall take the top restraint strap (grey in color) from the front of the rescue/MEDEVAC litter and
secure it around the survivor’s chest. The strap is pulled loose from the right side, placed under the arms but
over the chest, and attached to the fitting on the left (Figure 3-40).

Figure 3-40. The Rescue Swimmer Shall Take

the Top Restraint Strap (Grey in
Color) from the Front of the
Rescue/MEDEVAC Litter
and Secure it Around the
Survivor’s Chest

Notes
 All restraint straps shall be on the RS’s right as they face the open side of the
rescue/MEDEVAC litter. Four of the five straps shall be faked. The remaining one
has a chest pad attached.

 If the survivor is wearing a helmet, the RS will be unable to secure the head
restraint of the SAR MEDEVAC litter. If this occurs, the RS shall bypass the head
restraint and continue with normal procedures.

 The SAR MEDEVAC litter foot restraint straps do not need to be utilized, unless
hoisting the SAR MEDEVAC litter vertically (Figure 3-41).

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Figure 3-41. MEDEVAC Litter being Hoisted Vertically

5. The RS shall take the second (red in color) patient restraint strap, and secure it over the survivor’s arms
(over the wrists/forearms).

6. The RS shall secure the rest of the patient restraint straps working down towards the feet.

Notes

 When securing the chest pad (Figure 3-42), the RS may encounter difficulty if the
survivor has inflated flotation. However, the survivor’s flotation is not to be
removed or deflated even if the flotation prevents securing the chest pad. Instead,
remove the chest pad from the rescue/MEDEVAC litter and continue with rescue.
If practical, the RS will return to the SRU with the chest pad.

 The rescue/MEDEVAC litter configured with back pad flotation only, will result in
a slightly positive to negative state of buoyancy (estimated plus/minus 3 pounds
from neutral depending on conditions that were observed in a freshwater pool test
by Lifesaving Systems Corporation). The RS must take this into account if chest
pad is deliberately removed.

 If performing a recovery of an F-35 aviator, the PIC can be secured by the third
blue patient restraint strap (Figure 3-43).

7. Once all of the patient restraint straps are properly secured, attach the chest pad over the survivor’s upper
arms/chest.

8. (Aviation RS only): Signal the helicopter READY FOR PICK-UP (Figure 3-44).

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Figure 3-42. Rescue Swimmer Secures Rescue/MEDEVAC Litter Chest Pad

Figure 3-43. Pilot Interface Console is Secured in Third Patient Restraint Strap

Figure 3-44. Rescue Swimmer Signals READY FOR PICK-UP

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9. (Aviation RS only): The RS shall hook the rescue/MEDEVAC litter slings (both sides) into the RH
(Figure 3-45):

a. (Surface RS only): The RS shall reach around the rescue/MEDEVAC litter and disconnect either the
right or left sling from the RH leaving the other attached.

b. (Surface RS only): The RS will bring both the disconnected sling and sling attached to the RH to the
front of rescue/MEDEVAC litter and reattach the disconnected sling to the RH ensuring there are no twists
in either sling.

Figure 3-45. The Rescue Swimmer Shall Hook the Rescue/MEDEVAC Litter Slings (Both
Sides) into the Rescue Hook

10. The RS signals RAISE CABLE (Chapter 6).

11. Once all the excess hoist cable is reeled in, and the rescue/MEDEVAC litter is completely horizontal, on
top of the surface of the water, the RS signals HOLD (Chapter 6).

12. The RS performs a final check:

a. Ensure all connections to the RH are correct.

b. Ensure both rescue litter sling assemblies are properly secured to the rescue/MEDEVAC litter. The
rescue litter sling snap hooks/carabiners shall be locked, and not kinked where they attach to the frame of
the rescue/MEDEVAC litter.

c. Ensure the patient restraint straps are properly secured and not entwined with the rescue litter sling
assemblies.

d. Ensure the chest pad is properly secured (if used).

e. Ensure the hoist cable is not wrapped around any part of the rescue/MEDEVAC litter, debris in the
water, the survivor, or the RS.

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13. The RS shall grasp the trail line assembly with one hand, and give the RAISE CABLE hand signal with
the free hand. The RS should flutter-kick away from the SRU while tending the trail line to preclude the
rescue/MEDEVAC litter from spinning during recovery and/or hitting the side of the ship during forecastle
recovery (Figure 3-46).

14. The SRU crew shall begin rescue/MEDEVAC litter recovery procedures IAW 1.4.6 (aviation) and 2.8.3.6
(surface).

Figure 3-46. The Rescue Swimmer should Flutter-kick Away from the Search
and Rescue Unit while Tending the Trail Line to preclude
the Rescue/MEDEVAC Litter from Spinning during
Recovery and/or Hitting the Side of the Helicopter
or Ship (during Forecastle Recovery)

3.11.4 Rescue Seat (Aviation Only)

When the rescue seat is selected as the rescue device, the following procedures apply after the rescue seat is
lowered into the water IAW 1.4:

 Only one survivor at a time, or one survivor accompanied by the RS, shall be
hoisted using the rescue seat.

 If hoisting an unconscious survivor with the rescue seat, the RS shall be hoisted
along with the survivor.

1. After the seat is in the water, the RS shall pull down one fluke and have the survivor sit on it, facing the
rescue seat.

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In all cases (whether the survivor is determined to be cooperative or

noncompliant) the RS shall not hoist survivors from an overland or maritime
environment without the proper application of the selected rescue device to
include safety straps or safety devices outlined in this manual.

2. RS shall pull the adjustable safety strap from the flotation collar pouch. The strap shall be routed under one
arm, around the back, under the other arm, and attached to the V ring. Tighten strap until the survivor is
secured against the flotation collar.

Note

If the survivor is wearing an inflated LPU-type life preserver, the waist lobes may need
to be disconnected prior to attaching the adjustable safety strap.

3. Instruct the survivor to wrap their arms around the flotation collar and to not let go until directed to by the
HO (Figure 3-47).

Figure 3-47. Instruct the Survivor to Wrap Arms Around the

Flotation Collar and to Not Let Go Until
Directed to by the HO

Note

If the RS elects to be hoisted with the survivor, the RS shall wear the adjustable safety
strap in the same manner as the survivor.

DEC 2019 3-62

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4. The RS shall perform a safety check, and signal RAISE CABLE IAW 3.7.14 and 3.7.15.

Note

The RS shall ensure the survivor stays securely seated as tension is applied to the hoist
cable.

5. The survivor and/or RS shall be hoisted to the helicopter. Upon reaching the aircraft, the crewman will
assist the survivor and/or RS into the aircraft using procedures outlined in 1.4.5.3.

3.11.5 Rescue Net (Aviation Only)

The rescue net is a simple and safe rescue device that can accommodate up to two personnel during hoisting.
When the rescue net is employed, the following procedures are to be used after the device is lowered into the
water IAW 1.4.

3.11.5.1 Single Survivor Rescue Using the Rescue Net

The RS shall:

1. Place the rescue net opening directly in front of the RS without disconnecting it from the RH.

2. Place the survivor in a collar/equipment tow, and pull the survivor into the rescue net backwards. Position
the survivor on either side of the rescue net, facing out.

The RS shall instruct the survivor to keep all body parts inside the rescue net at
all times, and to not attempt to get out of the rescue net until directed by the HO.

3. The RS shall perform a safety check:

a. The RS shall check the RH and rescue net lifting point for security and ensure the rescue net is hooked
into the RH.

b. Ensure that the survivor is completely inside the rescue net with their legs inside.

c. The RS shall ensure the hoist cable or line is not fouled on the rescue net, debris, the survivor, or the RS.

4. The RS shall swim into the rescue net backwards, facing out of the rescue net. The RS places one arm
across the net opening, ensuring that the survivor cannot fall out.

5. The RS signals RAISE CABLE (Chapter 6).

6. The survivor and/or RS shall be hoisted to the helicopter. Upon reaching the aircraft, the crewman will
assist the survivor and/or RS into the aircraft using procedures outlined in 1.4.4.3.

3.11.5.2 Multiple Survivor Rescue Using the Rescue Net

The RS shall:

1. Place the rescue net opening directly in front of the RS without disconnecting it from the RH.

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2. Position the survivors in the rescue net, facing out.

The RS shall instruct the survivors to keep all body parts inside the rescue net at
all times, and to not attempt to get out of the rescue net until directed by the HO.

3. The RS shall perform a safety check:

a. The RS shall check the RH and rescue net lifting points for security.

b. Ensure that the survivors are completely inside the rescue net with their legs inside.

c. The RS shall ensure hoist cable or line is not fouled on the rescue net, debris, the survivors, or the RS.

4. The RS signals RAISE CABLE (Chapter 6).

5. The survivors shall be hoisted to the helicopter. Upon reaching the aircraft, the crewman will assist the
survivors into the aircraft using procedures outlined in 1.4.4.3.

3.11.6 Rescue Basket

When the rescue basket is selected as the method of recovery, the following procedures shall be utilized after the
basket is rigged IAW 1.4.3.1.

3.11.6.1 Survivor(s) Rescue Using the Rescue Basket

The RS shall:

1. Signal the helicopter IAW Chapter 6 (Figure 6-1), deploy rescue basket/net.

2. Await delivery of the rescue basket.

3. When basket has been placed in the water, within 5–10 feet of the swimmer and survivor, swim survivor to
the basket.

4. Place the survivor in the basket in a sitting position.

5. Ensure arms and legs are completely inside the basket and instruct survivor to maintain this position.

6. Signal the aircraft ready to be hoisted IAW Chapter 6 (Figure 6-1).

7. The RS should stabilize the basket until the helicopter is directly overhead by grasping the basket and
waiting until it can be vertically raised with minimum lateral movement.

8. Once the rescue basket is clear of the water, the RS shall swim to the aircraft one or two o’clock-position
and maintain eye contact with the rescue basket or assist other survivors as required.

9. When all survivors are recovered, the RS shall recover utilizing the method of their choice.

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Note

Though designed for one survivor, under special circumstances it is the RS’s discretion
to determine how many survivors can safely be placed into the basket. Prior to
deviating from the above procedures, the aircrew shall consider all pertinent factors,
including, but not limited to: survivor size, environmental concerns, imminent dangers,
and helicopter hoisting limitations.

3.11.7 Rescue Basket with Trail Line

When the rescue basket/trail line is selected as the method of recovery, the following procedures shall be utilized
after the basket is rigged IAW 1.4.3.4.

3.11.7.1 Survivor(s) Rescue Using the Rescue Basket/Trail Line

The RS shall:

1. Signal the helicopter IAW Chapter 6 (Figure 6-1), deploy rescue basket via trail line.

2. The rescue basket is deployed IAW 1.4.

3. Await delivery of the rescue basket.

4. When basket has entered the water, place the survivor in the basket in a sitting position.

5. Ensure arms and legs are completely inside the basket and instruct survivor to maintain this position.

6. Signal the aircraft ready to be hoisted IAW Chapter 6 (Figure 6-1).

7. The RS shall grasp the trail line assembly with one hand, and give the RAISE CABLE hand signal with
the free hand. The RS should flutter-kick away from the SRU while tending the trail line to preclude the
rescue basket from spinning during recovery.

8. The SRU crew shall begin rescue basket recovery procedures IAW 1.4.3.

9. When all survivors are recovered, the RS shall recover utilizing the method of their choice.

Note

Though designed for one survivor, under special circumstances it is the RS’s discretion
to determine how many survivors can safely be placed into the basket. Prior to
deviating from the above procedures, the aircrew shall consider all pertinent factors,
including, but not limited to: survivor size, environmental concerns, imminent dangers,
and helicopter hoisting limitations.

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INTENTIONALLY BLANK

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CHAPTER 4
Inland Search and Rescue Procedures
4.1 INLAND SEARCH AND RESCUE REQUIREMENTS

While Navy SAR-capable units have traditionally operated within the maritime environment, it is becoming
increasingly necessary for those units to also operate inland. Because of increased air traffic density, military
training areas both in the United States and abroad have been positioned inland, often over the most remote and
rugged terrain. Additionally, military or civilian SAR agencies frequently request the aid of SAR-capable assets
for inland emergency missions. While many of the procedures used in the maritime region also apply when
operating inland, it is necessary to train and become proficient in the procedures unique to the inland
environment. This is especially true if the operating area includes mountainous or rugged terrain.

This chapter discusses inland SAR procedures including those procedures unique to mountainous or rugged
terrain. The degree of proficiency required in these procedures will depend on the individual unit’s operating area.
These procedures are to be the basis for inland SAR evaluations.

Note

Throughout this manual, the term RA will be utilized to delineate Navy aircrewmen or
SAR medical technicians (Navy enlisted classification (NEC) L00A) performing
rescue operations.

4.2 RESPONDING TO COMPOSITE FIBER AIRCRAFT MISHAPS

Many modern aircraft are composed of composite materials and may contain other products that may be harmful
to the RA if they are inhaled or come into contact with exposed skin. Rescue aircrewmen are advised to obtain
PPE (respirator, gloves, goggles, etc.) from their command and don prior to entering the affected area. In the
event an RA is contaminated during a rescue, the exposed skin shall be washed as soon as possible, and a medical
examination performed. All contaminated clothing and gear shall be decontaminated or replaced.

 Inhalation of composite material fibers resulting from aircraft fires or damaged

aircraft materials may be harmful to rescue personnel. If smoke is present, rescue
personnel shall be deployed upwind and approach the aircraft in a manner as to
avoid any smoke or hazardous composite airborne fibers. Respiratory protection
should be worn to the maximum extent possible.

 Regardless of the method of survivor recovery, when effecting a military SAR in

the immediate vicinity of the aircraft crash site, extreme care shall be used due to
the possibility of unexpended ordnance.

Note

For complete information on responding to composite fiber aircraft mishaps and

associated dangers, see the current version of the “Naval SAR Training Lectures”
located on the Search and Rescue Model Manager (SARMM) SharePoint, (Rescue
Swimmer Occupational Hazards).

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4.3 MOUNTAIN OPERATIONS

Mountain flying considerations such as meteorological conditions, site evaluations, and power available/power
required are addressed in the type aircraft NATOPS manual, OPNAVINST 3130.6, or in the NSRS to the
IAMSAR Manual.

 During all inland SAR evolutions (training and/or actual), power margin checks
shall be conducted IAW applicable T/M/S NATOPS procedures.

 While conducting rappel operations in mountainous terrain, specifically near cliff

faces, turbulence from rotor downwash may result in uncontrollable spinning of
rappel crewmen at hover altitudes below 100 feet AGL. This hazard is increased
when rappelling with litters. Uncontrollable spinning may result in loss of
consciousness, injury, or death to the RA if not arrested immediately.

Notes

 Oxygen shall be available for all crewmembers IAW Commander, Naval Air
Forces Instruction (CNAFINST) 3710.7, NATOPS General Flight and Operating
Instructions.

 Use of signaling sleeves LSC P/N: 465 is recommended for all overland rescue
operations that involve an RA being deployed to the survivor.

 Petzl rock-climbing helmet, OPS CORP Fast Base Jump helmet and
Team Wendy Exfil SAR helmet are approved as an optional helmet to be used in
place of the aviation flight helmet for the RA while performing rescue duties
(i.e., being hoisted, rappelling, DD, and short-haul evolutions). These helmets are
not to be used for normal flight duties. Naval Air Systems Command-approved eye
protection shall be worn with these helmets during all evolutions.

4.4 RESCUE METHODS/RECOVERY METHODS

There are five rescue methods that can be utilized:

1. Landing to effect a rescue

2. Rescue via one skid/wheel

3. Rescue via hoist

4. Rappelling, short haul

5. Direct deployment.

4.4.1 Landing to Effect a Rescue

The preferred overland rescue method is landing to effect a rescue. Landing to effect a rescue is more expeditious,
reduces pilot/crew fatigue, and is the safest method of recovery.

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Personnel shall avoid entering/exiting the aircraft in the direction of rising terrain in
close proximity of the main rotor and tail rotor systems.

4.4.2 Procedures for a Rescue by Landing

If the location of the survivor(s) is/are beyond the sight of the aircraft, the travel between the two should be kept
to a minimum to reduce crew fatigue. In such instances, on the first trip to the survivor(s) the following gear
should be carried:

1. Hand-held radio

2. Level A/B SAR medical kit (first aid kit)

3. Rescue/MEDEVAC litter.

When the survivor(s) is/are beyond the sight of the aircraft, the RA must keep the pilots appraised of the condition
and requirements of the survivor(s) via the hand-held radio. The copilot may be required to aid the RA in
recovering the survivor(s).

4.4.3 Rescue Via One Skid/Wheel

When topography excludes landing to effect a rescue, consideration shall be given to placing one skid/wheel in
close proximity to the terrain or obstruction.

When performing a rescue via one skid/wheel, caution shall be used when placing the
skid/wheel in direct contact with terrain. The possibility of dynamic rollover is greatly
increased. In all cases, one skid/wheel landings shall be conducted IAW applicable
T/M/S NATOPS procedures and local standard operating procedure.

4.4.4 Rescue Via Hoist

 The HO shall ensure that the RA is offset to the maximum extent possible while
tending the trail line or rappel rope from the aircraft’s three o’clock-position. This
is to minimize oscillations of the litter which could cause the hoist cable to sheer
by contacting the aircraft’s wire protection system.

 A belay shall be used in conjunction with the rescue hoist during all live practice
hoist training evolutions above 10 feet AGL. When hoisting personnel during
actual rescue operations, use of the belay system is highly recommended. Failure
of the rescue hoist system without the safety of a belay system overland may result
in serious injury or death to personnel on the hoist. Refer to 4.4.4.3.1 for belay line
rigging and 4.4.4.3.2 for belay line procedures.

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 Terrain or foliage may prohibit landing to effect the rescue. In such cases, a hoist
recovery is most advantageous. On flights having a corpsman, the corpsman should
be lowered first to aid the survivor. If no corpsman is present, the RA is lowered
and shall evaluate the survivor’s medical condition to determine which type of
rescue device is required. If the survivor is suspected of having head, neck, and/or
back injuries, a rescue litter or appropriate immobilization device shall be used.
Additional medical equipment/rescue devices may be lowered utilizing the rescue
hoist or belay line.

 Any locking carabiner that has been, or is intended to be, dropped from the aircraft
or training tower shall be color-coded red.

 Red color-coded carabiners shall never be utilized to support personnel.

 An RA should be lowered through trees, or dense foliage only as a last resort

(i.e., no clear area exists in the proximity of the survivor(s), and the condition of
the survivor(s) appears to require immediate medical attention).

 The RA shall not grab the RH/rescue device until it has contacted the deck. Failure
to ground the RH/rescue device prior to contact with the RA may result in the RA
receiving an electrical shock.

 In all cases where live bodies are being supported, hooked up, or attached, locking
carabiners shall be utilized with knurled fittings down and locked. In all cases
(whether the survivor is determined to be cooperative or noncompliant) the RA
shall not hoist survivors from an overland or maritime environment without the
proper application of the selected rescue device to include safety straps or safety
devices outlined in this manual.

Notes

 If the RA rappels to the survivor(s), and a single-man hoist recovery is to be used,

the rappel rope may be substituted as a tending line vice the trail line. This is
achieved by attaching the rappel rope to the V-strap of the litter assembly utilizing
a locking carabiner with a weak link incorporated (Figure 4-1).

 Refer to NAVAIR 13-1-6.5 for weak-link incorporation.

 When utilizing locking carabiners to hook up/attach equipment, the knurled fittings
shall not be locked.

1. Survivor and/or RA are properly attached to rescue device.

2. Knurled fittings on locking carabiners are down and locked.

3. Carabiners are not side-loaded when weight is applied.

4. Hoist cable and belay line are not obstructed/entangled.

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Figure 4-1. Single-man Hoist to Sling Using Alternate Weak Link Assembly

Once the RA and survivor are in the cabin, securing the RA/survivor safely in the
cabin shall be accomplished by the HO paying out just enough cable to close the cabin
door to a point where it is resting lightly against the cable, disconnecting the RA and
survivor, and securing them in the helicopter. Once the RA and survivor are secure,
then HO opens the cabin door and stows the RH. Ensure applicable T/M/S NATOPS
airspeed restrictions are adhered to while the hoist cable is deployed from hoist
assembly, and while the cabin door is not completely closed.

4.4.4.1 Single-man Hoist Recovery

1. Rappel harness (Figure 4-2):

Note

Use of the rappel harness in conjunction with a descent control device shall only be
completed by a rappel-qualified RA.

a. Attach the RH into the locking carabiner on the rappel harness.

b. Connect the locking carabiner of the belay line through the lifting D ring of the rappel harness.

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Figure 4-2. Single-man Hoist to Rappel Harness

c. Ensure both knurled fittings on the locking carabiners are down and locked.

d. Ensure the RH is locked prior to signaling to raise cable

2. Integrated torso harness (Figure 4-3):

a. Attach the RH into the gated D ring of the survivor’s integrated torso harness.

Figure 4-3. Single-man Hoist to Integrated Torso Harness Replace with LRH

b. Attach the locking carabiner of the belay line into the gated D ring of the integrated torso harness.

c. Ensure the knurled fitting on locking carabiner is down and locked.

d. Ensure the RH is locked prior to signaling to raise cable

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3. TRI-SAR harness (Figure 4-4)

a. The rescue aircrewman shall attach a locking carabiner to the lifting V ring of the TRI-SAR, and attach
the RH to the locking carabiner on the TRI-SAR.

Figure 4-4. Single-man Hoist to TRI-SAR

b. Attach the locking carabiner of the belay line through the lifting V ring of the TRI-SAR.

c. Ensure the knurled fittings on the locking carabiners are down and locked.

d. Ensure the RH is locked prior to signaling to raise cable

 If the survivor is wearing a CMU-33 Type I survival harness, use extreme caution
to ensure that the survivor’s gated D ring and the RA’s harness snap hook are not
disconnected before hoisting.

 Upon reaching the aircraft door opening and while bringing in the survivor, ensure
that the gated D ring and snap hook do not twist and inadvertently disconnect.

Notes

 If not utilizing the rescue/MEDEVAC litter; the rescue basket, rescue strop, or
hoisting vest should be the primary recovery devices used for uninjured survivors.

 Due to the design characteristics of the CMU-33 Type I survival vests, it is necessary
to hook the survivor’s gated D ring directly into the RH, regardless of what harness
the RA is using. If dual hoisting is desired, the RA shall then hook the lifting V ring
from the RA’s harness into the RH. If this procedure is not followed, i.e., the RA
hooks their snap hook into the survivor’s gated D ring, the survivor will hang very
low, and may not be able to be hauled into the aircraft.

 The gated D ring is located on the right shoulder strap of the CMU33 Type I
survival harness, and may be covered by a nylon restraining flap.

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e. Attach the RH into the gated D ring of the Aircrew Integrated Recovery Survival Armor Vest and
Equipment (AIRSAVE) vest.

f. Attach the locking carabiner of the belay line into the gated D ring of the survival vest lifting harness.

g. Ensure the knurled fitting on the locking carabiner is down and locked.

h. Ensure the RH is locked prior to signaling to raise cable.

5. CMU-37/P and CMU 38/P Aircrew Endurance Vest

Notes

 If not utilizing the rescue/MEDEVAC litter; the rescue basket, rescue strop, or
hoisting vest should be the primary recovery devices used for uninjured survivors.

 Pocket configurations may interfere with access to the locking carabiner. Ensure a
thorough sweep of the chest area and clear all survival items that may preclude
access to the carabiner.

a. Attach the RH into the locking carabiner of the vest.

b. Attach the locking carabiner of the belay line into the locking carabiner of the vest.

c. Ensure the knurled fitting on the locking carabiner is down and locked.

d. Ensure the RH is locked prior to signaling to raise cable.

6. F-35 seat mounted integrated harness:

a. Connect survivor’s lifting straps to the RH.

b. Attach the locking carabiner of the belay line into the lifting straps.

c. Ensure the knurled fitting on locking carabiner is down and locked.

d. Ensure the RH is locked prior to signaling to raise cable.

7. Rescue strop—single-man hoist recovery (Figure 4-5):

If the rescue strop arm-retaining straps are not utilized around both arms due to a
severe injury to one arm, the RA shall accompany the survivor up the hoist. This will
ensure the survivor does not fall out of the rescue strop while hoisting. In all other
cases (whether the survivor is determined to be cooperative or noncompliant) the RA
shall not hoist survivors from an overland or maritime environment without the proper
application of the selected rescue device to include safety straps or safety devices
outlined in this manual.

DEC 2019 4-8

 NTTP 3-50.1

Notes

 The arm retainer straps shall be outboard when placing the rescue strop on the
survivor.

 If the survivor has a severe injury to one arm, and other considerations preclude the
use of a more appropriate rescue device, the arm retaining straps should be applied
around the uninjured arm only.

a. Place the rescue strop around the back and under each arm of the survivor.

Figure 4-5. Single-man Hoist to Rescue Strop

b. Route the arm retainer straps over survivor’s arms and under the rescue strop.

c. Ensure the arm retainer straps are as high up the survivor’s arms (above the elbows) as possible.

d. Attach the RH into the lifting V rings of the rescue strop.

e. Attach the locking carabiner of the belay line through the lifting V rings of the rescue strop.

f. Ensure the knurled fitting of the locking carabiner is down and locked.

g. Ensure the RH is locked prior to signaling to raise cable.

8. Hoisting vest (Figure 4-6):

a. Place the survivor in the hoisting vest and fasten the torso snaps.

b. Attach the adjustable chest-lifting straps to the lower portion of the lifting V ring of the leg-lifting strap.

c. Attach the RH into the lifting V ring of the hoisting vest.

d. Attach the locking carabiner of the belay line through the V ring of the hoisting vest.

e. Adjust the hoisting vest chest-lifting straps as necessary to ensure a level or upright position.

f. Ensure the knurled fitting on the locking carabiner is down and locked.

g. Ensure the RH is locked prior to signaling to raise cable.

4-9 DEC 2019

NTTP 3-50.1

Figure 4-6. Single-man Hoist to Hoisting Vest

9. Air Rescue Systems ARV hoisting vest (Figure 4-7):

Notes

 If the survivor has a severe injury to one or both arms, the victim can be safely
flown with their arms inside the ARV, otherwise the victim should have their arms
through the armholes.

 In the event speed is paramount to achieving a safe and successful extraction, the
ARV-quick connect (QC) can be used in the quick pick configuration
(Figure 4-13).

 The crotch strap shall be used when utilizing the ARV. The size can be adjusted to
minimize discomfort of the survivor.

a. Place the ARV high around the shoulders of the victim.

b. Place survivor’s arms through the armholes of the vest.

c. Press both key lock plates together keeping a firm hold while locating the tail lock plate.

d. Grab the tail lock and hook it over the capture horn of the joined lockplates

e. Attach the RH into the joined lockplates of the hoisting vest

f. Attach the locking carabiner of the belay line through the joined lockplates of the hoisting vest.

g. Ensure the knurled fitting on the locking carabiner is down and locked.

h. Ensure the RH is locked prior to signaling to raise cable.

DEC 2019 4-10

 NTTP 3-50.1

Figure 4-7. Single-man Hoist to Air Rescue Vest

10. Heltack Hotseat hoisting vest (Figure 4-8).

Notes

 If the survivor has a severe injury to one or both arms, the victim can be safely
flown with their arms inside the Hotseat, otherwise the victim should have their
arms through the armholes.

 The crotch strap shall be used when utilizing the Hotseat. The size can be adjusted
to minimize discomfort of the survivor.

 A carabiner will be needed to attach the center web loop to the side D rings in
order to configure the vest for helicopter hoisting.

a. Place the Hotseat high around the shoulders of the victim.

b. Place survivor’s arms through the armholes of the vest.

c. Thread a carabiner through the side D-rings and the center web loop.

d. Attach the RH into carabiner of the hoisting vest.

e. Attach the locking carabiner of the belay line through the carabiner of the hoisting vest.

f. Ensure the knurled fitting on the locking carabiner is down and locked.

g. Ensure the RH is locked prior to signaling to raise cable.

4-11 DEC 2019

NTTP 3-50.1

Figure 4-8. Single-man Hoist to Hotseat

11. Rescue/MEDEVAC litter (refer to Figure 4-1):

a. Attach a locking carabiner to both lifting rings on the litter sling assembly.

b. Attach the RH into the locking carabiner. Attach the locking carabiner of the belay line into the locking
carabiner on the litter sling assembly.

c. Ensure the knurled fittings on the locking carabiners are down and locked.

d. Ensure the RH is locked prior to signaling to raise cable.

 The HO shall ensure that the tending line/trail line is disconnected and clear of the
aircraft prior to clearing the PAC for forward flight.

 While conducting rappel operations in mountainous terrain, specifically near cliff

faces, turbulence from rotor downwash may result in uncontrollable spinning of
rappel crewmen at hover altitudes below 100 feet AGL. This hazard is increased
when rappelling with litters. Uncontrollable spinning may result in loss of
consciousness, injury, or death to the RA if not arrested immediately.

12. Rescue seat—single/dual hoist recovery (Figure 4-9):

Notes

 One survivor at a time, or one survivor with RA, shall be hoisted using the rescue
seat.
 If hoisting an unconscious survivor with the rescue seat, the RA shall be hoisted
along with the survivor.

a. The belay line locking carabiner shall be attached to the rescue seat at the lifting eyelet.

DEC 2019 4-12

 NTTP 3-50.1

Figure 4-9. Single-man Hoist to Rescue Seat

b. After the rescue seat is on the ground, the RA shall pull down one fluke and have the survivor sit on it
facing the rescue seat.

c. The RA shall pull the adjustable safety strap from the flotation collar pouch. The safety strap shall be
routed under one arm, around the back, under the other arm, and attached to the V ring.

d. Tighten strap until survivor is secured against the flotation collar.

e. Have the survivor wrap their arms around the flotation collar.

f. The RA shall complete a final safety check prior to signaling the aircraft RAISE CABLE.

Note

The RA shall ensure the survivor stays securely seated as tension is applied to the hoist
cable. If applicable, the LRH shall be locked prior to raise cable.

g. If the RA elects to be hoisted with the survivor, the RA shall wear the adjustable safety strap in the
same manner as the survivor.

h. The survivor and/or RA shall be hoisted to the helicopter. Upon reaching the aircraft, the HO shall
assist the survivor and/or RA into the aircraft.

13. Rescue Basket:

a. Attach a locking carabiner to the lifting ring of basket.

b. Attach the RH into the locking carabiner.

c. Attach the locking carabiner of the belay line into the locking carabiner on the rescue basket.

d. Ensure the knurled fittings on the locking carabiners are down and locked.

e. Ensure the RH is locked prior to signaling to raise cable.

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NTTP 3-50.1

4.4.4.2 Dual-man Hoist Recovery

1. Dual rappel harness (Figure 4-10):

a. Attach the RH into the harness carabiner.

Figure 4-10. Dual-man Hoist Rappel Harness to Hoisting Vest/Rappel Harness

b. Attach the belay line carabiner into the harness D ring.

c. Two additional carabiners will be needed to hook up the rappel harness.

d. Attach the first additional carabiner to both the belay line and the harness carabiners on the outboard
side of harness D ring with the gate down and locked.

e. Hook the second additional carabiner to the first additional carabiner daisy chain-style, down and
locked, with gate facing away from RA.

f. Hook the rappel harness ring directly into the second additional carabiner.

g. Ensure the knurled fittings on the locking carabiners are down and locked.
h. Ensure the RH is locked prior to signaling to raise cable.

Note

If the RA is wearing a rappel harness, the survivor should be placed in a hoisting vest
for the dual-man hoist recovery.

2. Rappel harness to hoisting vest (Figure 4-10):

a. Attach the RH into the harness carabiner.

b. Attach the belay line carabiner into the harness D ring.

c. Two additional carabiners will be needed to hook up the hoisting vest.

d. Attach the first additional carabiner to both the belay line and the harness carabiners on the outboard
side of harness D ring with the gate down and locked.

e. Hook the second additional carabiner to the first additional carabiner daisy chain-style, down and
locked, with gate facing away from RA.

DEC 2019 4-14

 NTTP 3-50.1

f. Hook the hoisting vest lifting ring directly into the second additional carabiner.

g. Ensure the knurled fittings on the locking carabiners are down and locked.

h. Ensure the RH is locked prior to signaling to raise cable.

i. Straddle the victim while being hoisted.

3. Rappel harness to Helitack Hotseat (Figure 4-11):

Notes

 If the survivor has a severe injury to one or both arms, the victim can be safely
flown with their arms inside the vest, otherwise the victim should have their arms
through the armholes.

 The crotch strap shall be used when utilizing the hoisting vest. The size can be
adjusted to minimize discomfort of the survivor.

a. Attach the RH into the harness carabiner.

Figure 4-11. Dual-man Hoist Rappel Harness to Hotseat Vest

b. Attach the belay line carabiner into the harness D ring.

c. One additional carabiners will be needed to hook up the hoisting vest.

d. Thread additional carabiner through the side D rings and center web loop.

e. Attach this carabiner to both the belay line and the harness carabiners on the outboard side of harness
D ring with the gate down and locked and facing away from RA’s control hand.

f. Ensure the knurled fittings on the locking carabiners are down and locked.

g. Ensure the RH is locked prior to signaling to raise cable.

4-15 DEC 2019

NTTP 3-50.1

3. Rappel harness to Air Rescue Systems ARV (Figure 4-12):

Notes

 If the survivor has a severe injury to one or both arms, the victim can be safely
flown with their arms inside the vest, otherwise the victim should have their arms
through the armholes.

 In the event speed is paramount to achieving a safe and successful extraction, the
ARV-QC can be used in the quick pick configuration (Figure 4-13).

 The crotch strap shall be used when utilizing the hoisting vest. The size can be
adjusted to minimize discomfort of the survivor.

a. Attach the RH into the harness carabiner.

Figure 4-12. Dual-man Hoist Rappel Harness to Air Rescue Vest

Figure 4-13. Quick Pick to Air Rescue Vest

DEC 2019 4-16

 NTTP 3-50.1

b. Attach the belay line carabiner into the harness D ring.

c. One additional carabiners will be needed to hook up the hoisting vest.

d. Attach the additional carabiner to both the belay line and the harness carabiners on the outboard side of
harness D ring with the gate down and locked and facing away from RA’s control hand.

e. Hook the Keylock lift directly into the additional carabiner.

f. Ensure the knurled fittings on the locking carabiners are down and locked.

g. Ensure the RH is locked prior to signaling to raise cable.

3. Rappel harness and rescue/MEDEVAC litter (Figure 4-14):

a. Attach the RH into harness carabiner.

Figure 4-14. Dual-man Hoist Rappel Harness to Rescue/MEDEVAC Sling Assembly

b. Attach the belay line carabiner into the harness D ring.

c. Hook one additional carabiner into both the belay line and harness carabiners on the outboard side of
the harness D ring.

d. Hook up both lifting rings from the rescue/MEDEVAC litter lifting slings directly to this carabiner.

e. All carabiner gates shall be down and locked.

f. Ensure the knurled fittings on the locking carabiners are down and locked.

g. Ensure the RH is locked prior to signaling to raise cable.

h. Straddle litter while being hoisted.

4. TRI-SAR harness to hoisting vest (Figure 4-15).

a. Rescue aircrewman shall attach locking carabiner to rescue hoist.

4-17 DEC 2019

NTTP 3-50.1

Figure 4-15. TRI-SAR Harness to Hoisting Vest

b. Route the rescue hoist locking carabiner through TSH lifting V and hoisting vest lifting D ring.

c. Attach the belay line locking carabiner through TSH V ring and hoisting vest lifting D ring.

d. Ensure the knurled fitting of the locking carabiners are all down and locked and away from RA.

e. Ensure the RH is locked prior to signaling to raise cable.

5. TRI-SAR harness to ARV (Figure 4-16) quick pick (Figure 4-17).

a. RA shall attach locking carabiner to rescue hoist.

Figure 4-16. TRI-SAR Harness to Air Rescue Vest

DEC 2019 4-18

 NTTP 3-50.1

Figure 4-17. Quick Pick using TRI-SAR

b. Route the rescue hoist locking carabiner through TSH lifting V ring.

c. Attach the belay line locking carabiner through TSH V ring

d. Hook one additional carabiner into both the belay line and harness carabiners on the outboard side of
the TRI-SAR to the Keylock Lift.

e. Ensure the knurled fitting of the locking carabiners are all down and locked and away from RA.

f. Ensure the RH is locked prior to signaling to raise cable.

6. TRI-SAR harness to Hotseat (Figure 4-18).

a. RA shall attach locking carabiner to rescue hoist.

Figure 4-18. TRI-SAR Harness to Hotseat

4-19 DEC 2019

NTTP 3-50.1

b. Route the rescue hoist locking carabiner through TSH lifting V ring.

c. Attach the belay line locking carabiner through TSH V ring.

d. Thread additional carabiner through the side D rings and center web loop.

e. Attach this carabiner to both the belay line and the carabiners on the outboard side of TRI-SAR with the
gate down and locked and facing away from RA’s control hand.

f. Ensure the knurled fitting of the locking carabiners are all down and locked and away from RA.

g. Ensure the RH is locked prior to signaling to raise cable.

7. TRI-SAR Harness to modified rescue strop (Figure 4-19)

If the rescue strop arm-retaining straps are not utilized around both arms due to a
severe injury to one arm, the RA shall accompany the survivor up the hoist. This will
ensure the survivor does not fall out of the rescue strop while hoisting. In all other
cases (whether the survivor is determined to be cooperative or noncompliant) the RA
shall not hoist survivors from an overland or maritime environment without the proper
application of the selected rescue device to include safety straps or safety devices
outlined in this manual.

Notes
 The arm retainer straps shall be outboard when placing the rescue strop on the
survivor.

 If the survivor has a severe injury to one arm, and other considerations preclude the
use of a more appropriate rescue device, the arm retaining straps should be applied
around the uninjured arm only.

a. Place the rescue strop around the back and under each arm of the survivor.

Figure 4-19. TRI-SAR Harness to Modified Rescue Strop

DEC 2019 4-20

 NTTP 3-50.1

b. Route the arm retainer straps over survivor’s arms and under the rescue strop.

c. RA shall attach locking carabiner to rescue hoist.

d. Route the rescue hoist locking carabiner through TSH lifting V ring and rescue strop lifting V rings.

e. Attach the belay line locking carabiner through TSH V ring and rescue strop lifting V rings.

f. Ensure the knurled fitting of the locking carabiners are all down and locked and away from RA.

g. Ensure the RH is locked prior to signaling to raise cable.

8. TRI-SAR harness to QS (Figure 4-20):

a. RA shall attach locking carabiner to rescue hoist.

Figure 4-20. TRI-SAR Harness to Quick Strop

b. Route the rescue hoist locking carabiner through TSH lifting V ring.
c. Rout red lifting strap through friction keeper and slide the keeper as far out as possible to the ends of
the straps.

d. Attach QS lifting V rings directly to rescue hoist hook with the red band outboard.

e. Attach the belay line locking carabiner through TSH V ring and rescue strop lifting V rings.

f. Ensure the knurled fitting of the locking carabiners are all down and locked and away from RA.

g. RA routes the QS over preferred shoulder and maintains control of it until employed on the survivor.

4.4.4.3 Belay Line

4.4.4.3.1 Belay Line Rigging for H-60

The method used for rigging the belay line is the multipurpose device (MPD) setup.

1. Red rappel rings utilizing MPD equipment list:

a. Eleven millimeter belay line.

4-21 DEC 2019

NTTP 3-50.1

b. Carabiners, locking (2) minimum.

c. MPD.

2. H-60 Red Rappel Rings MPD Setup

a. Attach a locking carabiner to starboard aft red ring (Sierra).

b. Unlock the parking brake (Figure 4-21), and turn the MPD over so that the back plate faces up.

c. Open the MPD by rotating the back plate clockwise until there is space to insert the rope between the
fixed and moving friction brakes (Figure 4-22).

Figure 4-21. Multipurpose Device (Unlocked)

Figure 4-22. Rotate Back Plate Fully Open

DEC 2019 4-22

 NTTP 3-50.1

d. Insert the belay rope with the running end between the friction brakes and place the rope around the
pulley in a clockwise direction enabling the load end of the rope to exit the pulley opposite of the friction
brakes (Figure 4-23).

e. Close the MPD by rotating the back plate completely counterclockwise, making sure the rope properly
enters and exits the device. Attach the device to the locking carabiner on starboard aft red ring (Figure 4-24).

f. Secure load end of the belay rope utilizing a Figure eight knot. Attach the locking carabiner through the
Figure eight knot loop.

Figure 4-23. Insert Belay Rope

Figure 4-24. Close and Secure Back Plate

4.4.4.3.2 Belay Line Rigging for UH-1/HH-1

The method used for rigging the belay line is the self-equalizing cordelette deck setup (Figure 4-25).

1. Self-equalizing cordelette deck setup equipment list:

a. Adapter, quick disconnect 12 (McFarlane PN: 32326)

4-23 DEC 2019

NTTP 3-50.1

b. Five carabiners, locking.

c. Tubular nylon webbing (refer to Figure 4-26 for ring bend knot)

d. 11 millimeter belay line (suitable length for evolution)

e. Belay plate

f. Antichafing pad (locally manufactured, if required)

Figure 4-25. Self-equalizing Cordelette Belay Line Setup

Figure 4-26. Tying a Ring Bend Knot into a Piece of Tubular Nylon Webbing

2. Self-equalizing cordelette deck setup procedures:

a. Install the quick disconnect adapter to cargo stud.

DEC 2019 4-24

 NTTP 3-50.1

b. Install one carabiner to quick disconnect adapter.

c. Install two carabiners to the deck tie down rings making a triangle shape with the first carabiner and
quick disconnect (center carabiner installed in the opposite direction of the belay line) (Figure 4-27).

Figure 4-27. Self-equalizing Deck Setup

d. Tie the bitter ends of the flat rope using a ring bend knot (Figure 4-26).
e. Tie an overhand knot approximately three inches from ring bend knot. (This will prevent the ring bend
knot from passing through any carabiners.

f. Route the flat rope through the three carabiners on the deck placing the overhand knot loop through
center carabiner (overhand knot should be approximately three inches from the center carabiner, ring bend
knot should be approximately six inches from center carabiner). Ensure there are no twists in the flat rope.

g. Grasp the flat rope on the left and right side of the center carabiner and pull toward the remaining rope
(Figure 4-28). Ensure all three carabiners gates are up, locked, and away from V shape.

Figure 4-28. Self-equalizing Deck Setup

4-25 DEC 2019

NTTP 3-50.1

h. Connect a carabiner to each V-shaped loop, and ensure both carabiners gates are up facing opposite
direction. (Figure 4-29).

i. Bend rope and route through stich belay plate with spring side towards deck rig.

j. Connect the belay line and stitch belay plate using the two carabiners on the deck rig (Figure 4-30).
Ensure all carabiners are locked prior to usage.

Figure 4-29. Self-equalizing Deck Setup

Figure 4-30. Self-equalizing Deck Setup

4.4.4.3.3 General Belay Line Procedures

When operating the belay line, the following voice terminology and procedures shall be used. The terms IN
BELAY, OUT BELAY, HOLD BELAY, and SAFETY BELAY are orders normally given by the HO or belay
operator to the RA operating (tending) the belay line. The order to SAFETY BELAY may be given by any
member of the crew and shall be challenged by and replied to among the RA(s), HO, belay operator, or pilot.

DEC 2019 4-26

 NTTP 3-50.1

 Belay operators tending belay lines shall wear leather gloves suitable for line
handling. Flight gloves are not designed for line handling and may result in rope
burns to hands and subsequent inability to handle the belay line during normal or
emergency procedures. Belay operators tending belay lines utilizing the spring
loaded belay plate shall maintain, to the best extent possible, a two handed grip on
the belay line at all times unless a safety belay is applied.

 A safety-belay shall be applied to the belay system during all short-haul evolutions.
The belay operator shall ensure both the rappel rope and belay line are pulled taut
and matched prior to performing safety belay procedures.

 It is imperative that the belay line is kept taut at all times while the hoist/rappel
rope is stationary, being deployed, or being retrieved. In the event that the rescue
hoist cable or rappel rope fails during the evolution, slack in the belay system
would allow personnel on the hoist cable or rappel rope to fall at rates that may not
be stoppable and could result in serious injury or death.

 In the event of an aircraft, personnel, or flight emergency during a belay evolution,

the belay operator shall immediately perform safety-belay procedures.

Notes

 Aircraft power availability, crew configuration, or the rescue mission may dictate
that only one RA is available in the aircraft to run the hoist, rappel, and belay
systems. Overland SAR missions using hoist, belay, and rappel systems can easily
overtask a single RA.

 During these situations, it is highly recommended that the pilot operate the rescue
hoist with hoist directions from the HO.

 The HO shall use standard T/M/S NATOPS voice procedures for reporting the
position of the hoist cable and belay line.

4.4.4.3.4 Belay Procedures Utilizing Multipurpose Device

Always perform a safety check by unlocking the parking brake and giving a quick tug
on the load end of the rope to ensure proper rigging prior to hooking the MPD to a live
load. When rigged properly, the MPD will lock after giving a quick tug to the load end
of the rope.

1. Out-belay

The procedures for out-belay utilizing the MPD are as follows:

a. The HO directs OUT-BELAY.

4-27 DEC 2019

NTTP 3-50.1

b. Fully unlock the parking brake.

c. Grip the running end of the rope and tightly hold it against the fixed brake V-Groove, bringing it back
toward the cabin overhead and parallel to the load end, creating an S-shaped bend in the rope as it passes
through the MPD (Figure 4-31).

Figure 4-31. Out-belay

Note

The release handle must be pulled out and held during the entire descent of the rescue
load. Failure to hold the release handle will activate the moving brake causing the
belay line to assume the entire rescue load from the hoist cable.

d. Pull release handle out and hold to release braking mechanism.

e. The belay operator feeds the belay line through the MPD ensuring it is taut and closely matched with
the corresponding hoist cable or rappel rope.

In the event the MPD release handle is let go, or if the moving brake inadvertently
locks during an out-belay evolution, the HO shall stop hoisting down immediately. The
HO shall bring the hoist cable back up until it re-assumes the load weight prior to
pulling the release handle again. Pulling the release handle while there is slack in the
hoist cable may cause injury to rescuer.

2. Hold-belay

The procedure for hold–belay utilizing the MPD is as follows:

a. The HO directs: HOLD-BELAY.

b. The belay operator shall acknowledge the order: ROGER, HOLD-BELAY.

DEC 2019 4-28

 NTTP 3-50.1

c. The belay operator lets go of the release handle while simultaneously routing the running end of the
belay rope around the MPD friction post. The belay operator shall maintain a grip on the running end of
the rope while performing a hold-belay (Figure 4-32).

d. The belay operator will maintain the hold belay position until directed to OUT-BELAY, IN-BELAY,
OR SAFETY-BELAY.

Figure 4-32. Hold-belay

3. Safety-belay

The procedures for safety-belay utilizing the MPD are as follows:

a. The HO or pilot directs: SAFETY-BELAY.

b. The belay operator shall acknowledge the order: ROGER, SAFETY-BELAY.

c. The belay operator first lets go of the release handle and locks the parking brake.

d. The belay operator routes the running end of the belay rope around the MPD friction post while
maintaining a grip on the running end of the rope (Figure 4-33).

e. The belay operator should maintain positive control of the running end of rope.

f. Report: BELAY IS SAFE.

g. PAC shall acknowledge report: ROGER, BELAY IS SAFE.

h. If the MPD is to be left unattended, an overhand knot on the running end of the rope shall be applied in
the following manner:

(1) Grasp the free end of belay line approximately 18–24 inches from the MPD and tie an overhand
knot into the load end of the belay rope (Figure 4-34).

(2) Cinch knot tightly.

Safety-belay shall be applied if the MPD is to be left unattended, or if the belay operator needs to release his grip
on the running end of the rope.

4-29 DEC 2019

NTTP 3-50.1

Figure 4-33. Safety-belay

Figure 4-34. Safety-belay with Overhand Knot

4. In-belay

The following in-belay procedures shall be used for in-flight or hover hoist recovery of personnel:

a. The HO or pilot directs: IN-BELAY.

b. The belay operator immediately unlocks the parking brake and pulls belay line slack ensuring the rope
remains taut and is matched to the hoist cable.

DEC 2019 4-30

 NTTP 3-50.1

5. Rescue device hook up procedures

a. TRI-SAR harness and single lift DD procedure (Figure 4-35) and TSH and double lift DD procedure
(Figure 4-36).

(1) Attach two locking carabiners (opposite directions) to the RH.

Figure 4-35. TRI-SAR Harness and Single Lift Direct Deployment Procedure

Figure 4-36. TRI-SAR Harness and Double Lift Direct Deployment Procedure

4-31 DEC 2019

NTTP 3-50.1

(2) Attach one locking carabiner on the RH to the lifting V-ring on the TRI-SAR. Down and locked.

(3) Single lift: Attach the QS with red band last on the second carabiner.

(4) Double lift: Attach rescue strop followed by the QS (red band applied last).

Note

Strop carabiner may remain up and open until survivor is secured properly with the
QS; immediately verify down and locked after survivor is properly secured.

(5) Lock RH.

(6) Attach the locking carabiner of the belay line through both carabiners.

(7) After recovery of the survivor, ensure all knurled fittings are down and locked.

(8) Verify RH locked.

4.4.4.3.5 Belay Procedures Utilizing Self-equalizing Cordelette Deck Setup

1. In-belay. In-belay is used when the helicopter inland rescue aircrewman hoist operator (HHO) pulls the
belay line into the aircraft during hoisting or rappelling evolutions. The following in-belay procedures shall be
used for in-flight or hover hoist recovery of personnel:

a. The HHO directs pilot HOIST UP.

b. The pilot with hoist controls will repeat hoist up and slowly apply roller on hand control unit, then
pulling the belay line into aircraft, the HHO will pull belay line into the aircraft (A/C) through the deck
setup.

c. HHO will ensure minimal to no slack in belay line while RA is being hoisted.

Note

In order to tie the belay knot, it may be necessary to slow or stop the hoist.

2. Belay line knot (Figure 4-37). A belay line knot (over-hand knot) is a safety procedure used when pulling
the belay line into the aircraft (in-belay) with personnel attached to the rescue hoist. In the event of an
emergency while hoisting personnel into the aircraft, a belay line knot will stop the initial free fall of
personnel on the hoist/belay line as the knot is pulled up against the belay plate, preventing further payout of
line. A belay line knot shall be applied as follows:

a. After each 10 feet (approximately) of in-belay, HHO performs hold belay procedure.

b. Two to 3 feet away from belay plate, form a loop in the belay line by doubling line back against itself.

c. Take newly formed loop, pull down, and wrap one complete turn around the doubled line to form
another loop.

d. Pull knot taut enough to cinch knot. Do not overtighten knot so as to impede easy removal of the knot
at a later time.

e. Continue knotting belay line every 10 feet (approximately) until personnel are recovered, or belay
lock-off is applied.

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Figure 4-37. Belay Line Knot

3. Out-belay. Out-belay is a procedure used to let the belay line out of the aircraft by feeding through the
belay plate. Out-belay is primarily used when deploying rescue personnel to the ground via hoist or rappel for
immediate recovery of survivors.

a. The HHO directs RA tending belay line OUT-BELAY.

b. The RA tending belay line feeds belay line from belay line bag into the belay plate at a rate to maintain
a taut belay line with the hoist cable or rappel rope.

Note

In event of rescue hoist malfunctions the HHO shall stop hoist, conduct hold-belay and
belay lock-off, before executing T/M/S NATOPS emergency procedures.

4. Hold-belay (Figure 4-38). Hold-belay is a braking procedure used to slow or stop the belay line from exiting
the belay plate. Hold-belay may be used during a stay hooked up short haul if RA losses control of the rope.
a. The HHO tending the belay line pulls the free end of belay line 180 degrees opposite of line exiting the
belay plate.

b. Hold-belay line in this position until directed to IN BELAY, OUT BELAY, or BELAY LOCK-OFF.

Figure 4-38. Hold-belay

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5. Hands-free safety-belay (Figure 4-39). Safety-belay is a knot applied at the belay plate to secure the belay
system during short-haul evolutions or in the event of an emergency. Belay lock-off shall be accomplished as
follows:

a. The HHO tending belay line shall acknowledge order to belay lock-off.

Figure 4-39. Hands-free Safety-belay

b. Perform lock-off procedure.

c. Grasp free end of belay line approximately 24–36 inches from belay plate and create a loop.

d. Route loop through the two carabiners below belay plate and pull through.

e. Grasp newly formed loop and tie a Figure 8 knot (Figure 4-40) around free end of the belay line.

Figure 4-40. Figure 8 Knot

f. Cinch knot tightly.

g. Report: I HAVE MY LOCK OFF.

h. PAC shall acknowledge report: ROGER.

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4.4.5 Rappelling

 While conducting rappel operations in mountainous terrain, specifically near cliff

faces, turbulence from rotor downwash may result in uncontrollable spinning of
rappel crewmen at hover altitudes below 100 feet AGL. This hazard is increased
when rappelling with litters. Uncontrollable spinning may result in loss of
consciousness, injury, or death to the RA if not arrested immediately.

 An RA should be lowered through trees or dense foliage only as a last resort

(i.e., no clear area exists in the proximity of the survivor(s), and the condition of
the survivor(s) appears to require immediate medical attention).

 The RA shall not grab the RH/rescue device until it has contacted the deck. Failure
to ground the RH/rescue device prior to contact with the RA may result in the RA
receiving an electrical shock.

 Nonlocking carabiners shall never be used to support live personnel.

 In all cases where live bodies are being supported, hooked up, or attached, locking
carabiners shall be utilized with knurled fittings down and locked.

 In all cases (whether the survivor is determined to be cooperative or

noncompliant), the RA shall not hoist survivors from an overland or maritime
environment without the proper application of the selected rescue device to include
safety straps or safety devices outlined in this manual.

Notes

 The preferred rescue method in all overland cases is to land. A landing rescue is
more expeditious, reduces pilot/crew fatigue, and is far safer than other rescue
methods.

 Rappelling to a survivor is the most expeditious means of getting an RA to the

deck when a landing is not practical. Rappelling has many advantages over
hoisting. The ability of the RA to control the descent allows for a safer means of
descending through trees, dense foliage, and rugged terrain. Rappelling reduces
hover time, and the increased speed of the evolution combined with the advantage
of controlled descent makes rappelling a valuable rescue technique in the inland
rescue environment.

 Only rappel-qualified RAs shall conduct SAR rappelling operations

IAW OPNAVINST 3130.6.

 If the RA rappels to the survivor(s), and a single-man hoist recovery is to be used,

the rappel rope may be substituted as a tending line vice trail line by attaching the
rappel rope to the V-strap of the litter assembly utilizing a locking carabiner with a
weak link incorporated (Figure 4-1).

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 To expedite rescue operations, nonlocking carabiners may be utilized when

hooking up/attaching equipment. When utilizing locking carabiners to hook
up/attach equipment, the knurled fittings shall not be locked.

 Any locking carabiner that has been or is intended to be dropped from A/C shall be
color-coded red and never be used to support personnel.

4.4.5.1 Basic Rappelling Equipment

a. Tubular nylon webbing

b. Red rappel rings (if applicable for TMS)

c. Sky Genie rappel rope—(1) 250 feet and (1) 150 feet—storage bags

d. Sky Genie descent control device

Note

Any locking carabiners used to attach the rappel rope to the storage bag shall be
color-coded red.

e. Locking carabiners

f. Nonlocking carabiners

g. Rappelling harness

h. Pulley (if required)

i. Rappel gloves (must be full fingered and reinforced palm).

Notes

 For helicopter operations, rappel ropes shall not exceed 250 feet of length.

 Periodic inspection criteria for the equipment listed above is contained in

NAVAIR 13-1-6.5.

 Each inland SAR command shall maintain sufficient equipment to conduct both
training and actual SAR mission requirements.

4.4.5.2 Rappel Equipment Preparation

When the crew/HAC has determined that a rappel evolution is to be conducted, the HAC will direct the HHO to
rig the rappel station. The HHO acknowledges the command, and both the HHO and RA rig the rappel station:

1. Donning the rappel harness (Figure 4-41). The rappel harness is donned in the following manner:

a. Loosen the waist strap and the leg loops as far as possible, but do not pull the webbing out of the
buckle. Hold the harness in front of you to make sure the D ring loop and the waist buckle are in front and
that the straps to the leg loops are not twisted.

b. Lower the harness until the leg loops are touching the deck. Step over the waist belt and into the leg loops.
Pull the harness up to your waist and tighten the waist strap. The harness should have a space of 3–8 inches
between the ends of the padded waist belt when the waist strap is pulled tight.

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Figure 4-41. Donning the Rappel Harness

c. Adjust the leg loops to the desired height and tightness. The harness may be more comfortable tight.

d. Back up the buckle by tying the free end of the waist strap around itself at the spot just before the waist
belt enters the buckle. Check to make sure that the waist strap is through the D ring loop. If possible, the
leg loop adjusting straps should also be backed up the same way.

Note

The Pro Series Rescue harness has detachable quick connect buckles on the leg straps
for ease of donning over cold weather gear. The male end of the detachable buckles
shall be reattached and flush with the female end prior to completion of donning the
harness.

2. Rappel station rigging. The two methods used for rigging rappel stations are the hoist station and the red
rappel rings.

a. Hoist station (Figure 4-42):

(1) Rappel rope

(2) Locking carabiner

(3) Tubular nylon webbing flat rope.

b. Red rappel rings (Figure 4-43):

(1) Rappel rope

(2) Locking carabiner.

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Figure 4-42. H-1 Hoist Rappel Station Rigging

Figure 4-43. H-60 Inland Rappel/Belay Setup

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3. Descent control device rigging (Figure 4-44). The Sky Genie descent control device is rigged to the rappel
rope in the following manner:

There shall never be fewer than 2 1/2 wraps on the descent control device; the rappel
rope shall always enter one side of the bail and exit from the opposite.

a. Unlock the locking screw at the top of the shaft.

Figure 4-44. Descent Control Device Rigging

b. Holding in the detent pin, remove the bail from the shaft.

c. Holding the shaft in either hand, with large eyelet up and locking screw facing toward you, route rappel
rope through the top left slot of the shaft and route in the direction of arrow.

4. Sky Genie descent device/rappel harness/belay line hook-up procedure (Figure 4-45):

a. Hook up the Sky Genie descent device to rappel harness with carabiner.

b. The gate of the carabiner will be down and locked, facing away from the rappelling RA.

c. For a right-handed RA, the open side of the Sky Genie bail should be on the rappelling RA’s right.

d. For a left-handed RA, the open side of the Sky Genie bail should be on the rappelling RA’s left.

e. Hook belay line carabiner to harness D ring on left side of harness carabiner for a right-handed RA, or
right side of the harness carabiner for a left-handed RA.

f. Orient the gate of the belay line carabiner in the same fashion as the harness carabiner, down and locked.

g. Attach belay line to rappel harness D ring in the same manner.

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Figure 4-45. Rappel Harness with Both the Descent Control Device and Belay Line Attached

5. Descent control device lock-offs. The three types of lock-offs that are used with the descent control device
are as follows:

a. Single lock-off (Figure 4-46). Use this lock-off in conjunction with the modified lock-off, and rig in the
following manner:

(1) Grasp the free end of the rappel rope with the control hand close to the bail (8–10 inches).

Figure 4-46. Descent Control Device Single Lock-off

(2) While keeping taut, bring it up and route it between the rappel rope and upper eyelet of the shaft,
working from rappelling RA outward.

(3) Pull the rope down into an X in front of the Sky Genie and cover with thumb of the other hand.

DEC 2019 4-40

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b. Double lock-off (Figure 4-47). Use this lock-off primarily for momentary hands-off operations, and rig
in the following manner:

(1) Grasp the free end of the rappel rope with the control hand close to the bail (8–10 inches). While
keeping taut, bring it up and route it between the rappel rope and the upper eyelet of the shaft, working
from front to back.

(2) While keeping the rappel rope taut, route the rappel rope between the rappel rope and upper eyelet
of the shaft, completing a 360-degree wrap.

Figure 4-47. Descent Control Device Double Lock-off

c. Modified lock-off. Use this lock-off for short haul and/or prolonged hands off operations. This lock-off
is accomplished in the following manner (Figure 4-48):

(1) Complete a single lock-off:

(a) Grasp the free end of the rappel rope and route it through the locking carabiner(s) that are
attached to the lifting D ring of the rappel harness. If the belay line is to be utilized, route the rappel
rope through both carabiners that are attached to the lifting D ring of the rappel harness.

Figure 4-48. Descent Control Device Modified Lock-off

(b) Form a loop with the rappel rope and loop it over the upper eyelet of the shaft.

(c) Pull free end down and taut.

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Notes

 When satisfied that both the rappel station and rappelling RA are rigged and ready
for rescue operations, the HHO reports: AFT STATION RIGGED FOR RAPPEL.

 When it is determined that a rescue via rappel is to be performed, the rescue

crewmen should ready all necessary equipment that will be required during the
rescue operation.

 The T/M/S NATOPS of the aircraft will determine actual rigging of the rappel
station.

4.4.5.3 Predeployment Preparations

When directed by the HHO, the rappelling RA shall don the rappel harness. The HHO shall then attach the
descent control device to the rappel rope, and then attach the rappel harness to the descent control device. The
initial check is the last step prior to sending the rappelling RA out the door.

Ensure the descent control device has a minimum of a double lock-off before the
rappelling RA attaches the rappel harness. The initial check should start at the rappel
harness, and work up the rappel rope to the attachment point in the aircraft, and
includes the following:

1. The rappel harness is properly worn and without twist.

2. The knurled fitting on the locking carabiner is down and locked, and facing away from the rappelling RA.

3. The descent control device is properly attached to the rappel rope with 2 1/2 wraps minimum; the rappel
rope shall always enter one side of the bail end exit from the opposite. Ensure the locking screw is locked all
the way down, then slightly back off (approximately 1/8 turn), and verify that detent pin is out. Ensure either
a double or modified lock-off.

4. Carabiners on hoist stanchion(s) have knurled fittings down and locked and the chafing pendant on the
rappel rope is through the lower carabiner on the hoist stanchion.

5. All locking carabiners (5) on the three-point equalizing setup have knurled fittings down and locked:

a. When complete, report INITIAL CHECK COMPLETE.

b. After report of INITIAL CHECK COMPLETE, the HHO shall request PERMISSION TO PUT
RAPPELLING RA OUT THE DOOR. After permission, the HHO shall signal the rappelling RA by one
tap on the chest to release the crewman’s safety belt. The rappelling RA then gets into position in the cabin
door. At this time, all necessary gear (i.e., rescue litter, hoisting vest, etc.) shall be made available to the
rappelling RA.

Note

Any equipment and/or rescue devices shall be attached to rappelling RA prior to the
final check.

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4.4.5.4 Rappel Deployment Procedures

There are three rappel methods utilized to deploy the RA overland.

1. Standard rappel:

a. Once established in a hover over the survivor, the HO shall ask permission to deploy the rappel rope
(with the bag attached to the bitter end of the rope). When complete, the HHO shall report: ROPE AWAY.

b. When the rope has contacted the ground and no tangles are noted, the HHO shall report: I HAVE A
CLEAN ROPE.

c. The HHO shall then report: COMMENCING FINAL CHECK. The final check consists of an initial
check in addition to checking all equipment attached to the rappelling RA to complete the rescue mission
(i.e., rescue litter, hoisting vest, belay line, etc.).

d. When the final check is completed, the HHO reports: FINAL CHECK COMPLETE. PERMISSION
TO RAPPEL.

e. After permission is given from the PAC, the HHO shall then tap the rappelling RA three times on the
shoulder. The rappelling RA unlocks and leans back with both feet on the skid/deck edge while slowly
feeding the rope through the Sky Genie. When the rappelling RA’s head is lower than his feet, the
rappelling RA slides his feet off of the aircraft. The HHO shall report: RAPPELLER AWAY.

f. The rappelling RA shall descend to the ground using basic rappelling procedures.

Note

During descent, the rappelling RA shall continually scan the rappel scene and the
aircraft to prevent fixation on the landing area and uncontrollability that may result in
injury to the rappelling RA and/or damage to the rappel rope. A moderate descent rate
shall be maintained.

g. The HHO shall continuously monitor the progress of the rappelling RA and keep the PAC informed.
Once on the ground, the rappelling RA shall give the I’M ALL RIGHT signal (Chapter 6). The HHO shall
report: RAPPELLING RA ALL RIGHT, and the rappelling RA shall then disconnect from the rappel rope
(if applicable).

h. The HHO observes and reports: DISCONNECTING ROPE.

If necessary to disconnect and drop the rappel rope, the HHO shall remove the
carabiner and ensure that the free end of the rappel rope is dropped clear of the
survivor and rappelling RA.

i. The HHO shall then disconnect the rappel rope (if applicable) from the rappel station and drop it clear
of the aircraft. Once the rappel rope is clear of the aircraft, the HHO shall report ROPE AWAY, CLEAR
FOR FORWARD FLIGHT.

2. Bagless rappel. Where terrain hazards may cause loss or damage to the rappelling rope, it may be desirable
to use the bagless method of rappelling.

a. The rappel rope and storage bag will be attached to the rappel harness via one or two carabiners.

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b. The rappel rope should feed out of the rappel bag on the same side of the rappelling hand.
Approximately 3–4 feet of rappel rope is fed out of the rappel bag.

c. Rappelling is then conducted normally, as per standard rappel procedures (item 1).

3. Rappel with rescue litter (Figure 4-49):

 The HHO shall maintain positive control of the rescue litter while attaching it to
the rappelling RA. This shall be accomplished by creating a 3- to 6-foot loop
(depending on T/M/S aircraft) with an extra piece of flat rope. Attach one end of
loop to aircraft, attach other end of loop to rescue litter prior to attaching litter to
RA (utilize carabiners to attach loop). Once RA is outside the helicopter and the
litter is attached to them, remove the carabiner end of loop attaching the litter to the
deck and stow in aircraft.

 While conducting rappel operations in mountainous terrain, specifically near cliff

faces, turbulence from rotor downwash may result in uncontrollable spinning of
rappel crewmen at hover altitudes below 100 feet AGL. This hazard is increased
when rappelling with litters. Uncontrollable spinning may result in loss of
consciousness, injury, or death to the RA if not arrested immediately.
a. Hook up Sky Genie descent control device and belay line to rappel harness as established.

Figure 4-49. Rescue/MEDEVAC Litter Below Rescue Aircrewman

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 NTTP 3-50.1

b. Attach a piece of flat rope (approximately 6 feet) to the end of the litter with a carabiner or by looping
the flat rope around the litter frame.

c. The litter is lowered out the door and attached to the harness and belay line carabiners on the outboard
side of the harness D ring. When utilizing locking carabiners to hook up/attach equipment, the knurled
fittings shall not be locked.

d. The litter is routed either between the rappelling RA’s legs, or on the outboard side of the rappelling
RA’s legs opposite the rappelling RA’s control hand.

4.4.5.5 Short-haul with Hoisting Vest

The short-haul evolution is a rescue method utilized for the extraction of a survivor on vertical or near-vertical
terrain. It may also be used in cases where the hoist cable length is insufficient or the hoist is inoperative. The
short-haul evolution terminates at a predetermined landing zone. This provides a rapid means of rescue from
inaccessible locations.

A safety-belay shall be applied to the belay system during all rappel short-haul
evolutions. The HHO shall ensure both the rappel rope and belay line are pulled taut
and matched prior to performing safety-belay procedures.

4.4.5.6 Short-haul Procedures

The belay line is attached after the rappelling RA is at deck edge/skid, placing the carabiner through the D ring on
the rappel harness (refer to rappel procedures, 4.4.5). The HHO should position the aircraft to enable the
rappelling RA the most direct access to the survivor. The pendulum-to-survivor location should be minimized to
prevent injury to the survivor/rappelling RA. Upon the rappelling RA’s arrival at the survivor, the rappelling RA
shall give the I’M ALL RIGHT hand signal (Chapter 6) and lock-off. The rappelling RA shall then gather all
excessive rope prior to connecting to the survivor. The HHO shall safety the belay prior to load being applied.
The rappelling RA shall connect the survivor as follows.

The RA must be ever vigilant with the survivor’s head (cradling head of survivor with
one arm) should the survivor be or become unconscious during the short-haul evolution.

1. Short-haul hookup with hoisting vest/rappel harness (Figure 4-50). Rappel down with Sky Genie and belay
line attached as previously stated. To hook up the hoisting vest, two additional carabiners will be needed.
Hook the first additional carabiner into both belay line and harness carabiners on outboard side of harness
D ring with gate down and locked on opposite side of the rappelling RA’s control hand. Hook second
additional carabiner into the first additional carabiner daisy-chain style. Hook hoisting vest lifting ring
directly into the second additional carabiner. Gate shall be down and locked facing outboard (away from
rappelling RA). Straddle victim while transporting in short-haul.

2. Short-haul hookup with Hotseat/rappel harness (Figure 4-51). Rappel down with Sky Genie and belay line
attached as previously stated. To hook up the Hotseat, one additional carabiners will be needed. Hook the
additional carabiner through the side D-rings and the center web loop. Attach this carabiner into both belay
line and harness carabiners with gate down and locked on opposite side of the rappelling RA’s control hand.
Straddle victim while transporting in short-haul.

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Figure 4-50. Rescue Aircrewman and Survivor (Hoisting Vest) Short-haul

Figure 4-51. Rescue Aircrewman and Survivor (Hotseat) Short-haul

3. Short-haul hookup with ARV/rappel harness (Figure 4-52). Rappel down with Sky Genie and belay line
attached as previously stated. To hook up the ARV, one additional carabiners will be needed. Hook an
additional carabiner into both belay line and harness carabiners. Hook joined keylock plates directly into the
additional carabiner. The gate shall be down and locked on the opposite side of rappelling RA’s control hand.
Straddle victim while transporting in short-haul.

4. Short-haul hookup with a rescue/MEDEVAC litter (Figure 4-53). Rappel down with Sky Genie and belay
line attached as previously stated. To hook up MEDEVAC litter, one additional carabiner will be needed.
Hook up one carabiner into both the belay line and harness carabiners; on the outboard side of harness D ring,
hook up both lifting rings from lifting litter slings directly to this carabiner. The gate shall be down and
locked on the opposite side of rappelling RA’s control hand. After the rappelling RA has connected to the
survivor and has completed a final check, the rappelling RA shall signal the aircraft via radio or hand signal
READY FOR PICKUP (Chapter 6).

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Figure 4-52. Rescue Aircrewman and Survivor (ARV) Short-haul

Figure 4-53. Rescue Aircrewman and Survivor (Rescue/MEDEVAC Litter) Short-haul

During short-haul evolutions, the aircraft should not exceed 40 knots indicated air
speed, or T/M/S NATOPS restrictions; whichever is lower.

Note

If the RA determines a short-haul is needed after rappelling without the belay, the
HHO shall lower the belay rope to the rappelling RA utilizing a piece of tubular nylon
webbing looped around rappel rope, connected to a locking carabiner. Once the belay
rope has reached the rappelling RA, the rappelling RA should disconnect the rappel
rope locking carabiner from the tubular nylon webbing and connect it into the D ring

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on the rappel harness. Ensure the gate on the locking carabiner is down and locked and
facing away from the rappelling RA. The rappelling RA shall then give a THUMBS
UP signal to the HHO.

a. The HHO shall then position the aircraft directly over the RA/survivor and, using standard voice
procedures, direct the aircraft up while maintaining adequate clearance of all obstacles.

b. After clearing all obstacles, the rappelling RA shall give a CLEAR FOR FORWARD FLIGHT signal
(Chapter 6). The HHO shall continuously monitor the entire evolution, keeping the PAC informed as to the
progress and positioning of the RA. The rappelling RA shall ensure adequate altitude is maintained by
using radio or hand signals.

3. Options to terminate short-haul:

a. Landing. The HHO shall use standard voice procedures for directing the aircraft to the predetermined
landing zone. Upon descent, the rappelling RA gives distance to ground hand signals to the HHO
(Chapter 6). Once the rappelling RA is on the deck, the rappelling RA shall give the I’M ALL RIGHT
hand signal and disconnect from the survivor and belay line. Once disconnected, the HHO shall retrieve
the belay line in the aircraft and disconnect the rappel rope, as per 4.4.5. The HHO shall then report:
CLEAR OF ALL ROPES AND LINES.

b. In-flight hoist recovery. The HHO shall lower the hoist cable to the rappelling RA utilizing a piece of
tubular nylon webbing looped around rappel rope, or both rappel and belay ropes connected to a locking
carabiner, which is connected into the RH. Once the RH has reached the rappelling RA, the rappelling RA
should keep the locking carabiner connected to the tubular nylon webbing and perform hook up procedures
as per paragraph 4.4.4.2. The rappelling RA shall then give a THUMBS UP signal to the HHO. As weight is
applied to the hoist cable, ensure the carabiners do not side load. As the rappelling RA is being hoisted, they
shall gather all excessive rappel rope while the HHO brings in excessive belay line.

c. Hover hoist recovery. Upon establishing a hover, the HHO uses the same procedures outlined for
in-flight hoist recovery.

(1) Hook-up procedures for single-man hoist recovery (harness):

(a) Attach the RH to the locking carabiner connected into the lifting D ring of the rappel harness.

(b) Connect the locking carabiner of the belay line into the lifting D ring of the rappel harness.

(c) Ensure the gates on the locking carabiners are down, locked, and facing away from the
rappelling RA.

(d) Ensure the RH is locked prior to signaling to raise cable.

(2) Hook-up procedures for dual-man hoist recovery (harness/hoisting vest):

(a) Attach RH into the harness carabiner.

(b) Attach belay line carabiner into the harness D ring.

Note

Two additional carabiners will be needed to hook up hoisting vest.

(c) Attach first additional carabiner into both the belay line and harness carabiners on the outboard
side of harness D ring with gate down and locked.

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(d) Hook the second additional carabiner into the first additional carabiner daisy-chain style with
gate facing away from RA.

(e) Hook hoisting vest lifting ring directly to second additional carabiner.

(f) All carabiners shall be down and locked. Straddle victim while hoisting.

(g) Ensure the RH is locked prior to signaling to raise cable.

Note

Figure 4-45 shows the RH forward of the Sky Genie. The RA may choose to place the
RH either forward or aft of the Sky Genie.

(3) Hook-up procedures for dual-man hoist recovery (harness/litter) (Figure 4-54):

(a) Attach RH into the harness carabiner.

(b) Attach belay line carabiner into the harness D ring.

(c) Hook one additional carabiner into both the belay line and harness carabiners on the outboard
side of the harness D ring.

(d) Hook up both lifting rings from the litter lifting slings directly into this carabiner.

(e) All carabiner gates shall be down and locked.

(f) Ensure the RH is locked prior to signaling to raise cable.

(g) Straddle the litter while hoisting.

Note

Figure 4-36 shows the RH forward of the Sky Genie. The RA may choose to place the
RH either forward or aft of the Sky Genie.

4. Hover hoist recovery. Upon establishing a hover, the HHO uses the same procedures outlined for in-flight
hoist recovery.

5. Hook-up procedures for dual-man hoist recovery(harness/harness):

a. Attach RH into the harness carabiner.

b. Attach belay line carabiner into the harness D-ring.

Note

Two additional carabiners will be needed to hook up survivor’s rappel harness.

c. Attach first additional carabiner into both the belay line and harness carabiners on the outboard side of
harness D-ring with the gate down and locked.

d. Hook the second additional carabiner into the first additional carabiner daisy-chain style, with gate
facing away from RA.

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e. Hook survivor’s rappel harness lifting ring directly to second additional carabiner.

f. All carabiners shall be down and locked. If possible, straddle victim while hoisting.

g. Ensure the RH is locked prior to signaling to raise cable.

All power margin checks shall be IAW applicable T/M/S NATOPS for all training and
actual SAR missions.

Notes

 Figure 4-55 shows the RH forward of the Sky Genie. The RA may choose to place
the RH either forward or aft of the Sky Genie.

 The HAC shall determine which method of short haul termination shall be
accomplished with careful consideration to all aircraft operational and
environmental conditions.

Figure 4-54. Dual-man In-flight Hoist Recovery (Hoisting Vest)

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Figure 4-55. Dual-man In-flight Hoist Recovery (Rescue/MEDEVAC Litter)

4.4.6 Vertical Surface Direct Deployment Procedures

The DD method may be used to perform rescues inland. In mountainous and/or cliffside/vertical environment,
recovery is accomplished by hovering above the object and maneuvering the aircraft to hold the RA in positive
contact with the face of the object. The RA uses the TSH and remains attached to the hoist cable throughout the
evolution with the cable supporting the RA’s weight. The RA can then traverse the face, as necessary, to reach the
survivor. Precise crew coordination and thorough planning are paramount to a successful vertical rescue operation.

 The QS shall only be used in conjunction with the TSH for DD recovery of
survivors.

 The decision to use DD procedures on a survivor with a known or suspected head,

neck, spinal, or other severe injury should only be exercised when the use of
traditional survivor recovery procedures would place the lives of the RA and/or
survivor at greater risk.

 Direct deployment procedures should not be used on aviators who have ejected
from aircraft. It is strongly recommended that during an actual overland rescue, the
RA and survivor should be belayed unless doing so will put the survivor or the RA
at greater risk.

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 During all overland DD training evolutions, the RA shall be belayed utilizing

current authorized procedures. For overland/cliffside rescues the hoist shall be
accomplished at an altitude that will enable the pilot to maneuver the helicopter
clear of the RA/survivor in the event of an aircraft emergency.

 A site evaluation should be accomplished using high- and low-reconnaissance

techniques and considering effects such as orographic turbulence, loss of wind
effect behind obstacles, and power available. Emergency procedures including
departure route shall also be determined/briefed prior to initial approach.

Notes

 Use of the term DD always refers to the RA wearing a TSH in conjunction with a
QS assembly. The significant difference in DD from the traditional RA
deployment/survivor recovery procedure is that the RA never unhooks from the
RH during the entire rescue evolution.

 All power margin checks shall be IAW applicable T/M/S NATOPS manuals for all
training and actual SAR missions.

 The use of signaling sleeves (LSC P/N: 465) is highly recommended for all DD
operations.

 If being hoisted to a vertical surface, the aircrew shall assess the situation and hoist
the RA in a way that avoids an approach that endangers the survivor with the hoist
cable, falling debris, rotor wash, or other hazards.
 The TSH shall not be used as a rappelling harness.

 The standard rescue strop shall not be utilized for DD procedures (except when
performing a double lift recovery).

1. Once the survivor has been located, the crew determines together whether DD is the best method of rescue.

When performing cliffside or steep terrain DD rescues, the RA should not be placed
directly above the survivor. Placing the RA directly above the survivor could cause
rocks or other debris to strike and cause further injury to the survivor.

Note

The RA should include specific landmarks on the prebriefed route, as it may be difficult
to maintain visual contact with the survivor once in positive contact with the vertical
surface. This route should avoid exposing the survivor to falling debris, rotor wash, or
any other hazards. Avoid overhangs that may contact and damage the hoist cable.

2. Prior to deploying to a vertical surface, the HO and RA shall identify a route from the point of positive
contact with the surface, to the survivor. The PAC shall also be involved, ensuring that they are clear on the
intended route.
3. Upon completion of the site evaluation, route planning, and emergency procedure brief, the PAC
commands: RIG FOR DIRECT DEPLOYMENT.

4. The HO responds: ROGER, RIGGING FOR DIRECT DEPLOYMENT.

DEC 2019 4-52

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Note

Open cabin door/retrieve RH IAW applicable T/M/S NATOPS procedures/limitations.

5. The HO brings the RH into the helicopter for RA hookup.

Being hooked into more than one safety device (gunners belt, crew seat restraint belt,
RH) at one time may be hazardous to the RA should the helicopter encounter an
emergency and have to ditch. The HO shall ensure that the RA is immediately released
from the crewman’s safety belt once the RA is properly hooked in to the RH and the
HO has positive physical control of the RA.

6. The RA, wearing a properly secured crewman’s safety belt, sits on the deck facing the cabin door and
hooks into the RH in the following order:

a. TSH lifting V ring (always first).

b. Rescue strop (double lift recovery only, see 3.8). RA routes the rescue strop over the preferred shoulder
and maintains control of it until it is utilized on the survivor.

c. QS (detachable lifting strap always with red band outboard and always last).

Note

The detachable lifting strap of the QS can be identified by the red band of webbing
located next to the detachable lifting strap’s V ring assembly.

(1) Ensure the detachable lifting strap is routed through the friction lock prior to hookup.

(2) Ensure the detachable lifting strap V ring (identified by red band) is always the last object hooked
up to the RH.

(3) The HO hooks belay line to lifting V ring on the RA’s TSH. The belay line carabiner shall be down
and locked away from RA.

Note

The RA should slide the QS friction keeper as far out as possible, ensuring as large an
opening as possible is maintained in the QS assembly. This will make employment of
the QS over the survivor’s head and shoulders easier.

(4) RA routes the QS over the preferred shoulder and maintains control of it until employed on the
survivor.

d. When RA is satisfied, gives the HO the THUMBS UP signal.

7. HO grabs the back of the RA’s TSH and taps the RA once on the chest. Upon receiving the signal, the RA
releases the crewman’s safety belt.

8. The HO reports: RESCUE STATION RIGGED, STANDING BY FOR DIRECT DEPLOYMENT.

9. The PAC reports: STAND BY FOR MANUAL APPROACH TO DIRECT DEPLOYMENT.

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10. The HO responds: ROGER.

Note

The HO should verbally position the aircraft to a place that allows the RA to maintain
positive contact with the vertical surface. Once in positive contact with the vertical
surface, the RA maintains a rappelling position and does not climb, and instead, uses
the helicopter to reposition vertically. Position the aircraft in relationship to the
survivor using cliff-walking techniques and appropriate hand signals. Once the RA is
at the desired distance below the helicopter, they become an extension of the
helicopter. Hoist movement should be kept to a minimum.

11. The HO directs the helicopter into position; the HAC establishes a steady hover over the survivor and
commands: STAND BY TO LOWER RA.

12. HO maintains positive control of RA and directs the RA to the cabin door. RA sits in cabin door.

13. HO taps the RA three times on the shoulder. Upon receiving a THUMBS UP signal from the HO, the RA
reports: RA READY.

14. The PAC commands: LOWER RA.

It is essential that the RA arrive at the prebriefed position in a safe, controlled, and
positive fashion. To establish initial positive contact, it is preferred to have the RA
hoisted down from a stable hover over the prebriefed position. Positioning the
helicopter horizontally with the RA at the end of the cable could cause the RA to lose
positive and controlled contact with the surface.

15. The HO hoists the RA off the deck. The RA adjusts the straps of the TSH for proper fit and comfort when
satisfied, gives the HO a THUMBS UP signal meaning: READY TO BE HOISTED.

It is imperative that the belay line is kept taut at all times while the hoist/rappel rope is
stationary, being deployed, or being retrieved. In the event that the rescue hoist cable
or rappel rope fails during the evolution, slack in the belay system would allow
personnel on the hoist cable or rappel rope to fall at rates that may not be stoppable
and could result in serious injury or death.

Note

As the RA is being lowered, they shall try to maintain visual contact with the survivor
at all times.

a. The HO reports RA ON THE WAY DOWN. The HO continuously keeps the PAC apprised of the RA’s
position.

b. The RA bends 90 degrees at the waist, fully extends the legs, keeping the knees slightly bent, and
contacts the vertical surface with their boots in supine (half-sitting) position.

DEC 2019 4-54

 NTTP 3-50.1

16. Upon RA positive contact, the HO reports: POSITIVE CONTACT. The RA is supported by the hoist cable
and is not to be a climber. Hoist cable movement should be kept to a minimum at this point. The RA is now an
extension of the helicopter. The HO shall verbally guide the PAC to maneuver the RA to the survivor.

Note

The I AM ALRIGHT hand signal is not required for DD procedures by the RA.

17. Once secure footing has been established, the RA approaches the survivor via the prebriefed route by
walking along the vertical surface. The RA gives desired movement hand signals to the HO while moving
about the surface.

The HO should keep slack to a minimum and be prepared to take the load immediately
should the situation dictate.

Notes

 Failure to keep the RA directly below the rescue hoist may cause the RA to lose
positive contact with the surface.

 If the RA should lose positive contact with the vertical surface the HO shall report
it to the PAC and begin recovery of the RA to a safe position to begin the delivery
again.

a. The HO gives positioning commands to the PAC to keep the helicopter in a stable hover directly above
the RA and keep the RA in positive contact with the surface.

Note

The RA may, upon reaching the survivor, request a small amount of slack in the hoist
cable to allow the RA freedom of movement in order to prepare the survivor for
pickup.

18. Upon RA contact with the survivor, the HO reports: RA HAS ENGAGED THE SURVIVOR.

19. The RA shall fit the survivor with the QS.

 If the survivor is placed in the QS device facing away from the RA, there is a
possibility of the survivor being injured, and/or rendered unconscious due to the
extreme pressure placed on the chest area. Placing survivor in the QS in this
manner shall only be performed as a last resort during an extreme situation
(i.e., survivor losing grip on surface, debris falling, etc.) in which the RA may only
get one chance to put the survivor in the QS, or the time required to place the
survivor in the QS correctly would threaten the life of the RA and/or survivor.

 In the event the survivor grabs the RA preventing the application of the QS, the RA
shall immediately grip the survivor under the arms and establish a Gable grip

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NTTP 3-50.1

(Figure 3-3), as well as wrap the legs around the survivor, if possible. The HO shall
immediately recognize this situation as an emergency and direct the aircraft away
from the vertical surface down as low as safely possible and continue to hoist
either into the aircraft or to the surface as appropriate.

Note

The RA shall attempt to ensure the survivor is facing him/her. If the survivor is either
unable or unwilling to turn and face the RA, the RA shall not attempt to physically
force the survivor to face them.

a. Survivor facing the RA:

(1) Using the hand of the arm that the QS is on, grasp the opposite wrist of the survivor (if the QS is on
the right shoulder, the RA grasps the right left of the survivor and vice-versa).

(2) The RA slides the QS off of their arm and along the survivor’s arm, placing the QS over the
survivor’s head and shoulders.

b. Survivor facing away from the RA:

Note

The detachable lifting strap of the QS can be identified by the red band of webbing
located next to the detachable lifting strap’s V ring assembly.

(1) Disconnect the QS detachable lifting strap V ring from the RH, pulling it out of the friction keeper.

(2) Wrap the QS around the survivor’s chest.

(3) Route the QS detachable lifting strap V ring back through the friction keeper, and reconnect it into
the RH.

c. The RA then pulls the QS up into the armpits of the survivor, as high on the survivor’s back as possible.

d. The RA slides the QS friction keeper as close as possible to the survivor, placing constant pressure on
the friction keeper to hold it in place by simultaneously holding both lifting straps with one hand.

Failure to keep a tight hold of the QS lifting straps could allow the friction keeper to
loosen. This may allow the survivor to slide out of the QS during hoisting or, if the
safety strap is utilized, allow the majority of the survivor’s weight to transfer from
under the armpits to the survivor’s groin area.

e. With their free hand, the RA shall reach around and pull the safety strap out of the storage pocket
located on the back of the QS.

f. Route the safety strap between the survivor’s legs and attach the safety strap snap lock to the friction
keeper. Do not cinch the safety strap down at this time.

20. The RA performs a safety check:

a. The RA shall check the RH, TSH lifting V ring, belay line, and QS lifting V rings for security and
ensure all lifting V rings are hooked into the RH, and the RH is locked.

DEC 2019 4-56

 NTTP 3-50.1

b. The RA shall ensure the QS detachable lifting strap is properly routed through the friction keeper.

c. The RA shall ensure all safety straps are properly secured.

d. Ensure the hoist cable is not fouled on equipment, rocks/debris, the survivor, or the RA.

In all cases, (whether the survivor is determined to be cooperative or noncompliant)

the RA shall not hoist the survivor from an overland or maritime environment without
the proper application of the selected rescue device to include any and all safety straps
or safety devices per this manual.

21. The RA signals READY FOR PICKUP, followed by the READY TO LOSE POSITIVE CONTACT by
hand signal (Chapter 6), or RA’s radio (secondary):

a. The RA shall immediately grasp the RH with free hand to protect the RA’s face from whiplash of the
hoist cable/RH during hoisting.

b. After tension has come on the hoist, the RA shall release the RH and reach down and adjust the QS
safety strap just enough to take up the excess slack. Do not cinch the safety strap tightly against the crotch
of the survivor.

22. The HO receives the READY FOR PICKUP/READY TO LOSE POSITIVE CONTACT hand signals
from the RA and reports: RA/SURVIVOR READY TO LOSE POSITIVE CONTACT.

23. The HO shall direct the PAC to position the helicopter directly over the RA/survivor (putting the
RA/survivor as vertical to the rescue hoist as possible to avoid excessive swinging once positive contact is
broken), and then direct the PAC directly away from the vertical surface. Once the RA/survivor are safely
away from the vertical surface, the HO reports: RA/SURVIVOR CLEAR OF ALL OBSTACLES.

Note

Upon hearing the RA/SURVIVOR CLEAR OF ALL OBSTACLES from the HO, the
PAC may elect to lower the helicopter (with verbal commands from the HO) to a
predetermined height for safety during the hoisting evolution. This shall be done using
standard voice procedures.

24. When satisfied with the helicopter positioning, the PAC commands: STEADY HOVER, COMMENCE
HOISTING.

25. The HO acknowledges the command and continuously updates the PAC on the RA/survivor position
(i.e., RA/SURVIVOR HALFWAY UP, AT THE CABIN DOOR, etc.).

Do not detach the RA/survivor from the RH until the RA/survivor are safely in the cabin
of the helicopter. Securing the RA/survivor safely in the cabin shall be accomplished
(once the RA and survivor are in the cabin) by the HO paying out just enough cable to
close the cabin door to a point where it is resting lightly against the cable, disconnecting

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NTTP 3-50.1

the RA and survivor, and securing them in the helicopter. Once the RA and survivor are
secure, then HO opens the cabin door and stows the RH. Ensure applicable
T/M/S NATOPS airspeed restrictions are adhered to while the hoist cable is deployed
from hoist assembly, and while the cabin door is not completely closed.

26. When the RA/survivor are at the cabin door, the HO shall position them so the survivor’s back is to the
HO, and the RA’s feet (if possible) are in contact with the cabin deck. The RA will normally nod to the HO
when ready to come into the helicopter.

The HO shall not grab the survivor in any other manner than around the waist.
Grabbing the survivor’s clothes/gear or the QS may loosen the QS enough to allow the
survivor to slip during transition into the helicopter cabin.

27. The HO shall grab the survivor around the waist, simultaneously letting out hoist cable and pulling the
survivor (and RA) into the helicopter.

28. When the RA and survivor are completely inside the helicopter, the HO shall position him/herself in the
cabin door, guarding against the RA and survivor falling out. The HO shall report: RA/SURVIVOR ABOARD.

29. The HO shall pay out only enough hoist cable to allow the cabin door to be closed as far as possible
without damaging the cable.

30. Once the cabin door is closed the HO shall disconnect the RA and survivor from the RH and secure them
in the aircraft.

31. When the HO is satisfied the RA and survivor are secured properly, the HO shall then open the cabin
door, seat the RH, and close the cabin door (as required).

32. The HO then reports: RESCUE STATION SECURE, CLEAR FOR FORWARD FLIGHT.

DEC 2019 4-58

 NTTP 3-50.1

CHAPTER 5
Search and Rescue Equipment
5.1 BASIC REQUIREMENTS

The nature of the SAR mission requires that Navy units having SAR responsibilities be constantly equipped to
carry out those responsibilities. This chapter establishes the approved minimum rescue equipment to be
maintained by Navy units with SAR responsibilities. Although the limiting factor in most situations will be
shortage of space available, commands are encouraged to add authorized rescue equipment as necessary to
increase mission readiness. Refer to Appendix D for procurement information.

Note

Required forecastle and rescue boat equipment outlined in Appendix D shall be

stenciled with ship’s hull number.

5.2 RESCUE SWIMMER EQUIPMENT

The 90-day inspection of the wet suit and other equipment should coincide with inspection of the RS’s harness, or
HBU-23/P.

Maintenance and inspection of all aviation RS equipment shall be accomplished IAW NAVAIR 13 manuals.
Maintenance and inspection of all surface RS equipment shall be accomplished IAW NAVSEA developed
planned maintenance system (PMS).

Use PPE when handling contaminated wet suits and/or equipment.

Wet suits and/or other equipment shall be removed from service if contaminated by any of the following: acetic
acid, hydrochloric acid, muriatic acid, nitric acid, nitrobenzene, oxalic acid, phenol, or sulfuric acid.

5.2.1 Minimum Rescue Swimmer Equipment

The minimum equipment that the RS shall have (Figure 5-1) is as follows:

Notes

 Required forecastle and rescue boat equipment is outlined in Appendix D.

 The RS should keep at least one swim fin replacement strap (P/N 6215-02, national
item identification number (NIIN) 01-227-7507) with their personal RS equipment.

 The RS shall not deploy into the water without the minimum items marked with an
asterisk (*).

 Surface rescue swimmer’s (SRS’s) minimum SAR equipment shall be stenciled

with RS’s first and last initial, and last four numbers of DOD ID.

5-1 DEC 2019

NTTP 3-50.1

*1. Rescue harness. The rescue harness shall be carried on all SAR missions and shall have the following
attached:

*a. Strobe light SDU-39 (with blue detachable lens)

Figure 5-1. Rescue Swimmer Dressed Out

*b. One pocket shroud cutter/J knife

*c. One swimmer’s knife

*d. Four chemical lights—two high intensity and two general purpose

*e. Two MK-124 Mod 0 flares (aviation RSs only)

*f. Whistle (surface RSs mandatory/optional for aviation RS)

The RS shall never deploy into the water with the HABD/SEA. Removal of the
HABD/SEA holster before water entry is at the RS’s discretion.

*g. HABD/SEA holster (aviation RSs only).

*2. Rescue swimmer’s flotation device.

The RS shall deploy into the water with a minimum of either a wet suit top, or dry suit
assembly, as well as all other items listed marked with an asterisk (*).

DEC 2019 5-2

 NTTP 3-50.1

3. Wet suit ensemble:

a. One-piece trouser

b. Long-sleeved jacket

*c. One-piece shorty wetsuit

d. Hood

*e. Gloves (preferably with reinforced palms)

*f. Booties.

4. Dry suit ensemble. Including appropriate undergarments.

*5. Ventilated swim fins.

*6. Wraparound swimmer’s mask:

a. Chemical light attachment

b. Swimmer’s snorkel.

7. Underwater demolition team (UDT) shorts (two pair).

*8. AN/PRC-149 with C-12631/PRC-149 swimmers radio control unit (aviation RSs only).

*9. Swimmer tending line when deploying by J-bar davit or LPD 17-class port shell door.

10. Gath Gedi helmet.

5.2.2 SAR Swimmer’s Wet Suit Ensemble

Notes

 Required maintenance on all RS’s gear shall be performed at organizational level

and above.

 The RS shall perform a preflight/preuse inspection on all RS equipment prior to

each use, and at intervals not to exceed 30 days at sea, and 45 days ashore. The RS
shall also perform a post-flight/postuse inspection after each use. As a minimum
requirement, the inspection shall consist of a visual inspection.

 A minimum of either a wet suit top or dry suit shall be worn on all overwater
rescues. At the CO’s discretion, the driFIRE shirt and UDTs may be substituted.

 Wet suit items can remain in service as long as the items continue to pass the
required inspections outlined in NAVAIR 13-1-6 manuals.

1. The SAR swimmer’s wet suit ensemble is an exposure protective assembly designed for continuous wear.
It will protect the RS from exposure to cold water, wind, and spray while performing emergency rescue
actions at sea. The SAR swimmer’s wet suit ensemble consists of a one-piece trouser, long-sleeved jacket,
one-piece shorty, hood, gloves, booties, mask, snorkel, swim fins, RS’s life preserver, and
community-specific (aviation or surface) RS’s harness.

5-3 DEC 2019

NTTP 3-50.1

2. Shorty wet suit requirements:

a. Black in color.

b. Material must be 2–3 millimeters in thickness.

c. Four-way flex material.

d. Underarms and shoulders must be seamless.

5.2.3 SAR Swimmer’s Mask

Notes

 Before water entry, the RS’s mask shall be tied off on either the left or right
shoulder strap of the RS’s harness and not passed through the neck hole of the
RS’s flotation device. The SAR swimmer’s mask shall not be tied to the RS
flotation device.

 Maintenance of the SAR swimmer’s mask is limited to inspection, minor repair,

and replacement IAW NAVAIR 13-1-6.

 The SAR swimmer’s mask shall have the chemical light attaching provision
(P/N 168AS201-1547) incorporated prior to being placed in service.

The SAR swimmer’s mask (P/N 1681AS200-1, CAGE 30003) is a wrap-around mask for maximum field of view,
and incorporates impact-resistant tempered glass. A mask strap replacement (P/N5084-02) and strap replacement
clips (P/N 5026-07) are available for use with the mask.

5.2.4 SAR Swimmer’s Snorkel

Note

Maintenance on the SAR swimmer’s snorkel is limited to visual inspection and

replacement.

The SAR swimmer’s snorkel (P/N 168AS400-2, CAGE 30003, NIIN 01-227-7503) is made of a flexible hose
with mouthpiece attached to a solid upper tube. The SAR swimmer’s snorkel is available in standard hose, type 1,
and flexible hose, type 2. Replacement snorkel mask straps can be ordered under NIIN 01-228-0946.

5.2.5 SAR Swimmer’s Swim Fins

The SAR swimmer’s swim fins are solid pliable fins designed for maximum power. They are made in three sizes:
small (NIIN 01-227-6017), medium to large (NIIN 01-015-6762), and extra large (NIIN 01-220-5816), or extra
large SCUBAPRO Jet Fin (size 13 and up), (NIIN 01-077-5251). The RS should keep at least one replacement
strap (P/N 6215-02, NIIN 01-227-7507) with their personal RS equipment.

Note

The Caritool by Petzl is now an authorized option for a SRS to attach to the harness for
fin stowage when being raised or lowered to or from the RIB. The Caritool may be
open purchased via Petzl, P/N p42. Swimmers shall conduct a visual inspection for
corrosion and cracks prior to use, after use, and every 90 days. If any discrepancies are
noted, the Caritool shall be replaced.

DEC 2019 5-4

 NTTP 3-50.1

5.2.6 Life Preserver Unit-28/P and LSC P/N 482 Life Preserver Assemblies

Notes

 The Lifesaving Systems Corporation (LSC P/N 482) (Figure 5-2) life preserver is a
modified LPU-28/P life preserver. The modification consists of a two-piece
hook-and-pile tape retention strap for ease of routing the wire of the swimmer
control unit (SCU). Both the LPU-28P and LSC (P/N 482) assemblies are
authorized for use by all aviation and surface RSs during SAR operations. They are
designed to be compatible with helicopter aircrew helmets. They provide storage
and pile tape attachment points for the SDU-39N distress light and
AN/PRC-125/149 radios with the SCU installed.

 Both the LPU-28/P and LSC (P/N 428) life preserver assemblies (Figure 5-3) weigh
a maximum of 2 1/2 pounds (without accessories) and provide a minimum of
30 pounds of buoyancy. Both assemblies consist of a single compartment flotation
assembly, a casing assembly, a waist belt, and a carbon dioxide inflation assembly.
The LPU-28/P incorporates a diver’s mouthpiece type oral inflation valve and a
pressure relief valve. The LSC P/N 482 has a standard oral inflation tube with a
knurled ring locking mechanism and does not incorporate a pressure relief valve.
 The flotation assembly is constructed of heat-sealed polyurethane film. It is
contained by the cover assembly and attached to the oral inflation assembly, pressure
relief valve, and CO2 inflator by threaded access fittings and a valve stem, which
pass through the cover assembly. The casing assembly has an adjustable waist belt
and optional back strap attached. The carbon dioxide inflator consists of a carbon
dioxide cartridge (28–31 grams, type II) and an inflation valve. The carbon dioxide
inflator is mounted on the valve stem, which passes through the casing assembly and
seals to the flotation assembly. A check valve is installed in the valve stem to prevent
leakage. The cord connecting the actuating knob and carbon dioxide inflator passes
through a channel on the casing assembly to provide an all-directional pull.

5.2.7 Aviation RS’s Harness (HBU-23/P) P/N 205

The RS harness (see Figure 5-3 for aviation RS harness) shall be worn by the RS on all
rescues, and has the capability of carrying multiple RS devices. Refer to Appendix D
for a list of required equipment for the RS harness. The harness is constructed of
MIL-W-4088 type 13 webbing consisting of shoulder straps, risers, back straps, an
adjustable chest strap, and a lifting strap. The end of the lifting strap is equipped with a
snap-link assembly and a parachute harness triangle link. A pouch on the front of the
harness provides a stowage place for the lifting strap and its attached hardware. A
webbing pull handle attached to the front of the stowage pouch permits ready access to
the lifting strap snap link during rescue operations. Pocket assemblies are located at the
junction of each riser and the lifting strap and on the right shoulder strap.

5.2.8 Aviation/Surface Rescue Swimmer TRI-SAR Harness

The surface RS TSH (Figure 5-3) is approved for use and is designed specifically for Navy surface RSs. The SRS
TRI-SAR variant has a V-ring added to the left riser to allow for attachment of the swimmers tending line. The
SRS TSH assembly shall be maintained IAW applicable maintenance index page (MIP)/MRC. The SRS
TRI-SAR placed in service and flotation vest inspection will be accomplished IAW applicable MRCs. Ordering
information is contained in Appendix D.

5-5 DEC 2019

NTTP 3-50.1

Figure 5-2. Lifesaving Systems Corporation (LSC P/N 482) Life Preserver

Figure 5-3. Aviation/Surface Rescue Swimmer TRI-SAR Harness

DEC 2019 5-6

 NTTP 3-50.1

All items (except chemical lights) in a SRS TSH shall be secured with a 30-inch (when extended) piece of type I
or type IA nylon cord with seared ends. Tie an overhand knot at each end and secure item with a bowline knot.

5.2.9 SAR Swimmer’s Knife and Sheath

The RS’s knife (P/N 1681AS500-1, CAGE 30003, NIIN 01-278-3007) is made of a stainless steel blade with a
small amount of carbon added to ensure a sharp edge, and a hand grip, which is molded around the shank of the
blade. The belt sheath is molded rubber with an attached end to hold the knife in the sheath. The current knife is
being replaced through attrition by a new knife (same P/N) with a blunt tip and a notch to cut shroud lines.

5.2.9.1 Emerson N-SAR (BTS) SAR Knife

The Emerson N-SAR (BTS) SAR knife (Figure 5-4) is an authorized replacement for the current diver’s knife
with scabbard and hook blade knife. Refer to NAVAIR 13-1-6.5 for installation/inspection requirements.

Figure 5-4. Emerson N-SAR (BTS) SAR Knife

5.2.9.2 Benchmade Rescue Swimmer Knife

The Benchmade Model 112 SBK SOML knife is a fixed blade RS knife that incorporates a J-hook cutter. This
knife replaces the J-hook knife and the SAR swimmers knife in the TSH. Refer to NAVAIR 13-1-6.5 for
installation/inspection requirements. (See Figure 5-5.)

Figure 5-5. Benchmade Model 112 SBK SOML Knife

5.2.10 Rescue Swimmer Trunks

Rescue swimmer trunks (UDT shorts) are available in seven sizes, 28–40, and are available through normal
supply channels. The P/N is: 81439-MIL-T-29112. Individual stock numbers (by size) can be found in the
NA 00-35QH-2, Item A.174.

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NTTP 3-50.1

5.2.11 Rescue Swimmer’s Gloves

If RS gloves are unavailable through the Navy supply system, custom or off-the-shelf gloves may be open
purchased utilizing specific requirements. When ordering any custom or off-the-shelf glove, the following criteria
must be met.

1. Black in color (some grey is acceptable).

2. Material shall have a 2–3 millimeter thickness or thicker.

3. Bamboo, Kevlar, or Kevlar-like material reinforced palm and fingers.

4. No visible (when possible) or brightly colored manufacturers logos.

5.2.12 AN/PRC-149 Radio Set and C-12631/PRC-149 Radio Control Unit

The AN/PRC-149 radio set is a personal noncombat emergency communication radio and emergency location
beacon transmitter. The radio set operates in voice transceiver mode on three manually selectable emergency
frequencies. A triple-frequency beacon-operating mode provides transmissions on all three internationally
recognized SAR frequencies. The C-12631/PRC-149 radio control unit (voice box with cable) connects to the
AN/PRC-149 to make it a SAR swimmer’s radio. When attached, the control unit assumes control of the
push-to-talk (PTT) and the up and down volume-control functions. Connecting the SAR swimmer’s radio control
unit disables the corresponding functions in the AN/PRC-149. The AN/PRC-149 is battery-powered and contains
a flexible VHF/UHF antenna, Global Positioning System (GPS) antenna, LED display, On/Off switch,
volume-control switch, PTT switch, microphone, speaker, and earphones.

The AN/PRC-149 is intended to provide a means of signal and voice communication between a downed aircrew
member and the rescue party in the event of an emergency. The C-12631/PRC-149 radio control unit provides a
means of signal and voice communications between the SAR swimmer and the SAR aircraft.

Maintenance of the AN/PRC-149 and C-12631/PRC-149 radio control unit consists of place-in-service, preflight,
postflight, and special inspections. Maintenance shall be performed at the organizational level or above. For all
maintenance procedures, refer to NAVAIR 16-30PRC149-1, Radio Set AN/PRC-149 and C-12631/PRC-149,
Radio Control Unit.

5.2.13 Rescue Swimmer Extreme Environmental Gear

The following is a list of the latest SAR gear developed to protect RSs from hypo/hyperthermia related injuries.
Dry suits will not protect the RS from cold-related injuries if the proper undergarments, head, hand, and foot
protection are not utilized.

Notes

 Perform a place-in-service inspection on all extreme environment gear

IAW NAVAIR 13-1-6.7-2, Aircrew Personal Protective Equipment (Clothing)
Manual, at initial issue, and when removed from storage.

 It is the RS’s responsibility to perform a pre/postflight/use inspection on all

extreme environment gear.

 Surface RS only: Until NAVSEA PMS guidelines are formally implemented, the
storage, handling, folding and packing, leak inspection, visual and periodic
inspection guidelines outlined in the user care and maintenance manual provided
with the dry suit shall be adhered to. The user care and maintenance manual, along
with the repair kit, shall be maintained with the dry suit.

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5.2.13.1 Dry Suit Assemblies

 When the water temperature is below 60 °F, a dry suit ensemble is required. When
water temperatures are 60 °F to 70 °F, a dry suit ensemble is worn at the CO’s
discretion. When the water temperature is above 70 °F, a dry suit ensemble is not
required.

 Refer to Figure 5-6 for guidance on protective undergarments required with respect
to water temperature.

 Use appropriate undergarments (see below) such as wool, or man-made fibers such
as Gore-Tex when utilizing dry suits. The use of cotton undergarments (including
socks) shall be avoided.

Water Temperature Required Minimum Protective Equipment and Undergarments

for use with the Dry Suit Assembly (Note 1)
70–60 °F CWU-44/P undershirt, CWU-43/P drawers or Exotherm I or II fleece jumpsuit
60–55 °F CWU-44/P undershirt, CWU-43/P drawers, CWU-72/P liner (Note 2) or Exotherm I or
II fleece jumpsuit, gloves, and hood
55 °F and Below CWU-44/P undershirt (2 layers), CWU-43/P drawers (2 layers), CWU-72/P liner
(Note 2) or CWU-44/P undershirt, CWU-43/P drawers, Exotherm III fleece jumpsuit,
gloves, hood, and wool or wool blend socks
Note 1: The minimum protective equipment and undergarments for use with the dry suit may
be added to by the RS/command, but never subtracted from. The RS is reminded
that too much protective gear may cause a heat-related incident, so care should be
taken when adding extra layers, etc.
Note 2: For women: The CWU-81/P and CWU-82/P liner (two-piece system) may be
substituted for the CWU-72/P liner.
Note 3: Components of the Multi-Climate Protection System (MCPS) may be substituted for
CWU-43/P, CWU-44/P, CWU-72/P, CWU-81/P, CWU-82/P, and Exotherm liners
IAW NAVAIR 13-1-6.7-2.

Figure 5-6. Required Equipment Versus Water Temperature

Note

All dry suit assemblies shall remain in service until it is beyond economical authorized
repair.

1. Rescue swimmer’s dry suit. The Mustang Model MSD 660 aviation RS’s dry suit is a commercial off-the-
shelf (COTS) open-purchase garment used as an outer garment. The MSD 660 characteristics can be found in
Section 5 of NAVAIR 13-1-6-7-2:

a. Latex neck and wrist seal which stretches to fit

b. Internal suspenders that adjust to accommodate a range of sizes

5-9 DEC 2019

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c. One-size-fits-all factory-installed antiexposure socks

d. Exhaust valve to expel trapped air

e. Reflective tape from the shoulder to upper-arm

f. Protective pads built into the knee, chest, and underside of forearm.

Note

The MSD 660 is currently the only authorized dry suit for purchase, and is currently
replacing the MSD 565 by attrition.

Procurement of the MSD 660 can be done either through the supply system, or directly from the manufacturer,
Mustang Survival Manufacturing, Inc.

Mustang Survival USA

3870 Mustang Way
Bellingham, WA 98226

Phone (commercial): 1-800-526-0532

Fax: 360-676-5014
E-Mail: mustangusa@mustangsurvival.com

5.2.13.2 Dry Suit Donning

 Dry suits provide no inherent buoyancy.

 Once donned, the aviation RS shall always burp the dry suit. Burping is
accomplished by squatting at the knees, fully bent forward at the waist, while
holding the neck seal open, driving as much of the air out of the dry suit as
possible. This procedure shall be repeated again just prior to deployment. Failure to
burp the dry suit prior to deploying by 10/10 or 15/0 will most likely cause the dry
suit to tear upon contact/immersion in the water.

 Dry suits themselves do not provide adequate hypothermia protection. Head, hand
and foot protection, in addition to appropriate insulating liners/undergarments
(Figure 5-7), shall be worn beneath the dry suit to provide hypothermia protection.

 Use extreme care when donning the dry suit. Prior to donning the dry suit, remove
items such as rings, watches, etc. A torn dry suit will leak, severely degrading its
immersion protection. Avoid putting fingernail pressure on the wrist and neck seals
to prevent cutting the seals.

 New neck and wrist seals may need to be trimmed to allow a proper seal without
restricting circulation. Only qualified maintainers following the manufacturer’s
maintenance instructions may trim neck and wrist seals.

DEC 2019 5-10

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Notes

 Rescue swimmers with prominent wrist tendons on the surface of the skin will
form a groove along the wrist when the hand is tensed and may allow water to leak
in the seal. If you have prominent wrist tendons, pull the wrist seals up the arm
above the tendons to prevent wrist-seal leakage.

 The use of paraffin wax or beeswax on the entry zipper teeth will act as both a
lubricant and a corrosion preventative.

1. Remove shoes/boots. Don the MSD-660/565 Series coverall by first inserting feet into antiexposure socks,
then pull coverall up past waist. If suspenders are incorporated, don them and adjust to personal comfort.

2. Insert arms into sleeves. Grasp upper part of coverall (behind head) and pull neck seal over head. Adjust
neck seal so it is comfortable and seam tapes are aligned with shoulders. Release thumb loops from
hook-and-pile fastener tapes on sleeves.

3. Place right loop over right thumb and extend right arm horizontally to side of body. Grasp entrance
opening slide fastener with left hand and close fastener to a point past center of chest.

4. Remove right thumb from loop. Place left thumb in left sleeve loop and extend arm horizontally to side of
body. Grasp slide fastener pull-tab in right hand and completely close entrance slide fastener. Ensure pull-tab
is firmly seated into seal block and butted against end block.

5. Remove thumb from thumb loop and mate fastener tapes of both loops with fastener tapes on sleeves.

6. Ensure relief portal slide fastener is closed. Ensure pull-tab is firmly seated into seal block and butted
against end block.

7. Manually vent (burp) air from the suit by squatting at the knees and bending forward while pulling the
neck seal away from the neck.
5.2.13.3 Dry Suit Doffing

 Ensure the entry zipper is completely opened prior to removal of the dry suit. If not
entirely opened, damage could result to the entry seal.

 Avoid putting fingernail pressure on the wrist and neck seals to prevent cutting the
seal.

1. Remove all personal rescue equipment. If the outside of the dry suit was exposed to salt spray, dirt, or
foreign material during the mission, wash the suit down prior to removing it, paying particular attention to the
entry zipper.

2. Release thumb loops on each sleeve from hook-and-pile fasteners. Insert left thumb in left loop and extend
left arm horizontally to side.

3. Grasp entrance slide fastener pull-tab in right hand and open slide fastener past center of chest.

4. Remove left thumb from loop. Insert right thumb in right loop and extend right arm horizontally to side.

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5. Grasp entrance slide fastener pull-tab in left hand and completely open slide fastener. Remove right thumb
from loop.

6. Grasp upper portion of coverall and pull up over head.

7. Remove dry suit from legs and feet.

5.2.13.4 Dry Suit Cleaning

 Ensure that slide fasteners are closed prior to laundering/cleaning. Do not dry-clean
dry suit coveralls. Do not use bleaches or similar additives for cleaning. Do not use
commercial laundry facilities.

 The dry suit needs to be thoroughly cleaned and dried prior to storing. Failure to
adequately clean the suit after use may result in failure of the zipper or seals.

1. Pull sleeves inside out while pulling arms from sleeves. Peel coverall down, turning it inside out down
below the waist. Remove legs and feet from coverall. Close slide fastener.

2. Hand-launder, or use an automatic washer that has a delicate cycle. Ensure water used is cold.

3. Follow detergent manufacturer’s recommendations for amount of detergent to use. Wash cycle shall not
exceed 3 minutes.

4. Rinse garment three times. Use clean, fresh water for each rinse. Each rinse cycle shall be a minimum of
1 minute.

5. Coveralls may be dried using a clothes dryer, using lowest heat setting, for 20 minutes.

6. Recommend garment be placed in a locally fabricated mesh bag to minimize potential abrasive wear.

7. Hang coverall by shoulders on a wooden or plastic hanger in a well-ventilated area until dry, or tumble dry
with low heat.

8. When outside is dry turn legs and socks inside out to dry.

5.2.13.5 Dry Suit Undergarments

Notes

 Maintenance is limited to a place-in-service special inspection. If any defects are

found, return the undergarment to the manufacturer. The user maintains the
responsibility for maintenance of the undergarment, which is limited to
pre/postflight inspection and cleaning of the garment. Clean the undergarment
IAW the manufacturer’s instructions.

 The undergarment shall remain in service until it is damaged. There are no

authorized repairs to dry suit undergarments.

 Refer to Figure 5-7 for guidance on protective undergarments required with respect
to water temperature.

DEC 2019 5-12

 NTTP 3-50.1

U.S.I.A. military exotherm fleece jumpsuit (SAR swimmers only)—U.S.I.A. military exotherm fleece jumpsuit is
a COTS undergarment that can be utilized with the CWU-43/P drawers and the CWU-44/P undershirt, or by itself
underneath the SAR swimmer’s dry suit, Mustang Model MSD 660/565 Gore-Tex, coverall.

The Exotherm jumpsuit is available in three models:

1. Exotherm I and II: Air Temp. 90–50 °F/Water Temp. 75–55 °F

2. Exotherm III: Air Temp. 65–35 °F/Water Temp. 55–40 °F

Notes

 The Exotherm I and II are the same thickness, and rated at the same temperatures.
The Exotherm II includes wind protection.

 The Exotherm III is the recommended jumpsuit for SAR units only purchasing one
model of jumpsuit per RS.

The CWU-43/P and CWU-44/P cold-weather underwear—The drawers are full length and the ankles are of
tight-knit weave to fit securely. They have a boxer-style fly closure and an elastic waistband. The undershirt has
full sleeves and the cuffs and neckband are of a tight-knit weave to fit securely. The drawers and undershirt shall
be personal-issue items, and each RS shall maintain two of each item. To determine drawer and undershirt sizing
and national stock number (NSN), use the guidelines in Figure 5-7. The CWU-43/P and CWU-44/P cold-weather
underwear (MIL-D-85040) is designed to provide added thermal insulation and is constructed from aramid, a high
temperature–resistant material. The cold-weather underwear is designated for use by all aircrew members
operating in cold temperatures. The underwear may be used with standard Navy cold-weather equipment.

Size CWU-43P Waist CWU-43/P NSN CWU-44/P Chest CWU-44/P NSN

Measurement Measurement
(in inches) (in inches)
SMALL 26 to 29 00-467-4075 34 to 37 00-485-6547
MEDIUM 30 to 33 00-467-4076 38 to 41 00-485-6548
LARGE 34 to 37 00-467-4078 42 to 45 00-485-6680
X-LARGE 38 to 41 00-467-4100 46 to 49 00-485-6681

Figure 5-7. CWU-43/P and CWU-44/P Sizing Chart

The cold-weather undershirt and drawers are individually fitted to the aircrew member. The proper size cold
weather underwear corresponds to the regular underwear size.

The CWU-81/P and CWU-82/P liners are intended for women’s use only. The CWU-81/P liner is a shirt, and the
CWU-82/P are drawers. The liners shall be worn directly under the MSD560-series coveralls and over the
recommended underclothing. The liners are supplied in nine sizes.
Massif Hot Johns thermal undergarments, black in color, are authorized RS extreme environmental gear.

5.2.13.6 Rescue Swimmer Long Sleeve Shirts

The desert sand driFIRE silk weight long sleeve shirt is fire resistant and incorporates fast wicking and fast-drying
properties designed to keep the user cool and dry. The driFIRE shirts can be utilized by RSs in extreme air and
water temperature conditions where the possibility of heat related injuries exist. Use of the driFIRE garment is at
the CO’s discretion. The long sleeve shirts will be worn with the UDT swim shorts and the RS harness in lieu of
the shorty wetsuit. The shirts are open purchased through driFIRE utilizing the size chart below. (See Figure 5-8.)

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Basic Chest Measurement Chart (in inches)

Size XXS XS S M L XL XXL XXXL
31 34 37 40 43 46 49 52

Figure 5-8. Basic Chest Measurement

5.2.14 Direct Deployment System (Aviation Rescue Swimmer Only)

 The direct deployment system (DDS) shall only be used by qualified rescue
crewmen.

 The DDS consists of two components, a TSH assembly P/N 487 and a QS P/N 214.
The TSH assembly has two integrating components, a harness, P/N 487H, and a
removable flotation vest, P/N 487VB.

5.2.14.1 TRI-SAR Harness

The TSH (Figure 5-9) assembly is designed to combine the security of a full-body harness with the comfort of a
seat harness. The harness is black in color and comes in five sizes: small, medium, large, extra large, and
extra-extra large. See Figure 5-8 for sizing. When being hoisted, the harness provides a slightly reclined seated
position, allowing total use of the rescuer’s hands. The integrated flotation vest is black and features a low profile
(LP), easy-to-swim-in design with a minimum buoyancy of 35 pounds. The vest includes three pockets for
stowage of survival items. The flotation bladder is encased entirely in a heavyweight, puncture/abrasion-resistant
nylon cover. The flotation vest can be removed easily when flotation is not required.

5.2.14.2 Quick Strop

 The QS (Figure 5-10) is authorized for use only in conjunction with the TSH. It
shall not be used with any other RS harness.

 The QS shall only be used by RSs qualified in DD procedures.

The QS provides for a quick and safe means of hoisting uninjured personnel. It has stainless steel hardware, a
slide buckle that slides down the strop to prevent the survivor from slipping out, and an adjustable retainer strap
that is stored in a zippered pocket on the rear of the strop.

5.2.14.3 Inspection and Care

The DDS shall be inspected, purchased and maintained IAW NAVAIR 13-1-6.5. Preflight/Postflight inspections
shall be performed by the user.

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 NTTP 3-50.1

Figure 5-9. TRI-SAR Harness with Flotation Assembly (P/N: 487VB) Installed

Figure 5-10. Quick Strop with Safety Strap Unpacked

5.2.15 SAR Swimmer’s Helmet

The Gath Gedi helmet is required RS equipment and shall be available for all overwater deployments. The RS
helmet may be worn at RS’s discretion and shall be worn prior to deployment in the following cases:

1. At night

2. During a sea state of Douglas 3 or greater/Beaufort 4 or greater

3. Debris in the water.

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It protects the wearer from rescue devices being lowered to the RS, debris in the water, and from impacts while
being hoisted. It may be used with the RS’s mask fitted over the helmet or around the RS head and under the
helmet. Refer to NAVAIR 13-1-6.5 for installation/inspection requirements.

5.3 RESCUE DEVICES

The following rescue devices are common for both aviation and shipboard rescue missions. Selection of the rescue
device will generally have been made prior to RS deployment. The assigned rescue crew must be knowledgeable in
the application and operation of all rescue devices. Naval Air System Command 13-1-6 manuals address the
application and inspection of these devices. Selection is determined by the physical condition of the survivors and
whether the situation is a single- or multiple-survivor rescue scenario. Chapters 1, 2, and 3 detail the use of the
various devices by the rescue crew.

In situations where two or more survivors are to be lifted simultaneously, the

weight-bearing limitations of the hoist system shall be considered, and not exceeded.

Note

All rescue devices immersed in salt water shall be inspected by proper

organizational-level authority prior to being placed back into service.

5.3.1 Double Rescue Hook

 When hoisting personnel, the large hook of the DRH (see Figure 5-11) shall always
be used, without exception. Under no circumstances is it permissible to use the
small hook of the RH to hoist personnel.

 Hoisting personnel by the equipment ring or small hook of the DRH may lead to
failure of the ring or hook, and can result in injury or death of hoisted personnel.

 All other rescue devices can only be utilized in conjunction with the DRH.

 The DRH is the primary rescue device for shipboard recovery. The DRH assembly
includes a large hook rated at 3,000 pounds, a small hook rated at 1,000 pounds,
and an equipment ring rated at 1,500 pounds. The large hook is the only attachment
point authorized for hoisting personnel. It can also be used to hoist equipment, and
cargo/mail. The small hook can be used for lightweight items only, such as mail.
The equipment ring can be used to hoist light equipment and mail only. Both the
large and small hooks have a spring-loaded latch to prevent inadvertent release of
personnel or equipment.

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 NTTP 3-50.1

Figure 5-11. Double Rescue Hook

Notes

 All DRHs that are permanently attached to the aircraft shall be inspected
IAW applicable T/M/S aircraft MRCs.

 Special inspections on DRHs not permanently attached to aircraft (such as aboard

ship or part of the hoist quick splice plate assembly) shall be performed when
placed in service and at regular intervals as prescribed by the applicable
NAVAIR 13-1-6 manual. Special inspections shall consist of a visual inspection
and cleaning.

Cleaning and visual inspection of the DRH shall be the responsibility of the organizational level. Repairs or other
actions required shall be performed by the intermediate level or above.

5.3.2 Locking Rescue Hook

The LRH is the primary rescue device for helicopter recovery. The LRH assembly includes a large hook rated at
3,000 pounds and an equipment ring rated at 1,500 pounds. The large hook is the only attachment point
authorized for hoisting personnel. The LRH contains a manual slide locking latch to prevent inadvertent release of
personnel or equipment.

 The LRH (Figure 5-12) shall be locked prior to hoisting personnel and remain
locked while personnel are supported by the LRH. When lowering the rescue
basket, rescue seat, and rescue net, the LRH shall be locked. When lowering all
other equipment to personnel, the LRH should be unlocked.

 The HO or RA are to ensure the carrier spring assembly is verified as installed and
intact on the LRH prior to use to prevent inadvertent cable separation.

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Figure 5-12. Locking Rescue Hook

Notes

 When deploying personnel via hoist, the HO shall ensure the LRH is locked prior
to lowering personnel.

 When conducting a maritime hoist recovery of personnel, the RS shall ensure that
the RH is locked prior to signaling to raise cable.

 When conducting an overland hoist recovery of personnel, the RA shall ensure that
the RH is locked prior to signaling to raise cable.

 All LRHs that are permanently attached to the aircraft shall be inspected IAW
applicable T/M/S aircraft MRCs.

 Special inspections on LRHs not permanently attached to aircraft (such as aboard

ship) shall be performed when placed in service and at regular intervals as
prescribed by the applicable NAVAIR 13-1-6 manual. Special inspections shall
consist of a visual inspection and cleaning.

 Cleaning and visual inspection of the LRH shall be the responsibility of the
organizational level. Repairs or other actions required shall be performed by the
intermediate level or above.

5.3.3 Rescue Strop

 The rescue strop (Figure 5-13) is primarily designed as a rescue device for
uninjured personnel. If utilized for an unconscious or physically incapacitated
survivor, all procedures outlined in 1.4.2, 2.8.3.4, and 3.9.2 shall be strictly
adhered to. Failure to properly use the retaining straps on the rescue strop may
allow the survivor to slip out and fall.

DEC 2019 5-18

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 The rescue strop is an inherently buoyant device made of closed cell foam with an
orange external cover. It is designed to accommodate one survivor. A webbing
strap running through the cover has a V ring at both ends for attachment to the RH.
Two black retainer straps, one with a gated snap hook and the other with an
adjustable curved V ring, are provided with the strap and fastened to the strop with
the hardware ends secured with webbing keepers. Pictured North Atlantic Treaty
Organization-(NATO) donning instructions are printed in black on cover.

Figure 5-13. Modified Rescue Strop

All rescue strops shall be subjected to a special inspection and a proof load test. Special inspections shall be
performed at issue at regular intervals as prescribed by the applicable NAVAIR 13-1-6 manual.

The proof load test is performed on rescue strops after each use during which the rescue strop was excessively hit
hard or possible overstress has occurred.

5.3.4 Rescue Litter (Stokes Litter) and Flotation Assembly

The rescue litter (also referred to as the Stokes litter), when fitted with a backboard, is used to immobilize a
survivor who has sustained back injuries. The rescue litter is designed to accommodate one survivor, can be used
over land or water, and can be hoisted into the helicopter or on board ship. For use over water, the flotation
assembly shall be installed in order to keep the rescue litter upright and stable. This assembly consists of flotation
logs, chest pad, restraint straps, retainer straps, and ballast bar. The rescue litter hoisting sling (two piece) is
utilized for helicopter-/ship-hoisting purposes. The flotation logs support the upper half of the litter, keeping that
portion high in the water, while the chest pad keeps the survivor’s face out of the water and the litter from floating
face down. The survivor does not require any additional flotation device. Five restraint straps, stowed when not in
use by four retainer straps, secure the survivor in the rescue litter. The ballast bar is placed on the foot of the litter

5-19 DEC 2019

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and assists in keeping the litter floating at the proper angle. The rescue litter sling is color coded along with the
litter and once attached to the litter, can be attached to the RH for hoisting. The flotation assembly may be
removed from the litter and stowed in a separate carrying bag, which comes with the assembly.

 The backboard that is sometimes used in conjunction with the litter has no flotation
capability and shall not be used in the water.

 If the survivor is wearing a buoyant antiexposure suit such as the Imperial dry suit, it
will affect the flotation characteristics of the litter, and may negate the self-righting
feature. More information on antiexposure suits can be found in Chapter 8.

Notes

 Collapsible stokes litters are not authorized for use on surface ships. Surface rescue
swimmers are not trained on this equipment, and there are no established
procedures or safety checks.

 Due to specific shipboard recovery variations and in the interest of procedural

standardization, the Stokes litter is required equipment on board all surface rescue
platforms. The Stokes litter shall be maintained IAW applicable MIP/MRCs.

 The flotation kit shall be installed on the rescue litter (Figure 5-14) for all
overwater missions.

 Use of patient restraint straps with hook-and-pile tape are no longer authorized.
The rescue litter (stokes) is required to have the color-coded buckle-type patient
restraint straps (P/N: 140).

 For helicopter trail line procedures, refer to Chapter 1. For shipboard trail line
procedures, refer to Chapter 2.

 For helicopter rescue litter deployment/recovery procedures, refer to Chapter 1. For

shipboard rescue litter deployment/recovery procedures, refer to Chapter 2.

 For RS rescue litter procedures, refer to Chapter 3.

 The rescue litter flotation kit shall be added to the basic rescue stokes litter when
used in SAR missions. To save space and for better stowage of the litter, the
flotation logs and sling attached with the kit may be removed and stowed in a
separate carrying case which comes with the kit. The case containing the flotation
logs and slings shall be readily available and attached when necessary.

DEC 2019 5-20

 NTTP 3-50.1

Figure 5-14. Patient Secured to Rescue Litter with Flotation Installed

5.3.4.1 Build-up/Flotation Kit Assembly Procedures

1. Patient restraint straps (Figure 5-15).

Notes

 Use of patient restraint straps with hook-and-pile tape are no longer authorized.
The rescue litter (stokes) is required to have the color-coded buckle-type patient
restraint straps (P/N: 140).

 Place each end of the restraint straps in the positions. The long strap is provided for
the chest pad. The shorter straps are positioned across the lower legs. The straps
are attached to 3/8-inch tubing by passing the loop end around the outside and
under the tubing, passing between the tubing and wire. The wire will be cut from
the tube. Open the loop and push the other end through. Pull the webbing to form a
tight loop on the tube.

2. Retainer straps (Figure 5-16). Position each strap on the 3/4-inch tubing above the long end of the patient
restraint straps, except for the chest pad strap. Attach it to the 3/4-inch tube with plastic tie straps. Secure the
accordion-folded patient restraint straps until used by RA.

3. Flotation logs (Figure 5-17). Position the logs as shown. Pass the male end of the plastic buckle over the
3/4-inch tube and between the 3/8-inch tube and wire. The wire will have to be cut from the tube. Snap the
buckle together and adjust the strap by pulling on the free end. As the strap is tightened, rotate the log to keep
the buckle close to the 3/8-inch tube; this position provides protection for the buckle.

4. Chest pad cover (Figure 5-18). Pass the free end of the long patient restraint strap through the loops on the
chest pad.

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Figure 5-15. Rescue Litter Flotation Kit Patient Restraint Straps

Figure 5-16. Rescue Litter Retainer Straps

DEC 2019 5-22

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Figure 5-17. Rescue Litter Flotation Logs

Figure 5-18. Rescue Litter Chest Pad Covers

5-23 DEC 2019

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5. Rescue Litter Lift Insert and Patient Records Pocket location(Figure 5-19). When used, position the insert
as illustrated in Figure 5-20 and snap the handles as shown.

Figure 5-19. Rescue Litter Lift Insert and Patient Records Pocket Location

Figure 5-20. Rescue Litter Ballast Bar Location

DEC 2019 5-24

 NTTP 3-50.1

6. Rescue Litter Ballast Bar location (Figure 5-20). Position the lead ballast bar at the foot of the litter as
illustrated in Figure 5-20 and securely attach the bar to the frame with the four heavy plastic tie straps
provided. Carefully cut the excess length from the tie straps flush with the head of the tie after tightening.

7. Reflective Tape. Apply the reflective tape to the litter frame (3/4-inch tube) at the hoisting sling
attachment points, as illustrated in Figure 5-21. Ensure that the red tape is positioned at the head attachment
points and the white tape is positioned at the foot attachment points. To achieve proper functioning of this
equipment all items must be installed at the positions illustrated in Figure 5-21.

Figure 5-21. Rescue Litter Reflective Tape Locations

8. Hoisting Sling. Attach the snap hooks to the 3/4-inch tube at the positions illustrated in Figure 5-22.
Ensure that the short cable end (color-coded with a red locking carabiner) is affixed to the head attachment
point of the litter. The long cable end (color-coded with a white locking carabiner) is affixed to the foot
attachment point of the litter.

5.3.4.2 Inspection and Care

Maintenance operations shall be performed at the organizational level or above.

Maintenance of the rescue litter assembly is limited to inspection and minor repair or replacement prior to placing
in service. The rescue litter assembly shall be inspected after saltwater immersion, as well as prior to placing in
service and at regular intervals as prescribed by the applicable NAVAIR 13-1-6 manual.

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Figure 5-22. Rescue Litter Hoisting Sling Attachment Points

5.3.5 SAR MEDEVAC Litter

Notes

 The flotation kit shall be installed on the SAR MEDEVAC litter (Figure 5-23) for
all overwater missions (Figure 5-24).

 Use of patient restraint straps with hook-and-pile tape are no longer authorized.
The SAR MEDEVAC litter is required to have a new frame cover that integrates
the color-coded buckle type patient restraint straps (P/N: 402-2).

 Two universally sized carrying harnesses are supplied for situations where the
transporting personnel require free use of their hands (Figure 5-23).

 For helicopter trail line procedures, refer to Chapter 1. For shipboard trail line
procedures, refer to Chapter 2.

 For helicopter MEDEVAC litter deployment/recovery procedures, refer to

Chapter 1. For shipboard MEDEVAC litter deployment/recovery procedures, refer
to Chapter 2.

 For RS MEDEVAC litter procedures, refer to Chapter 3.

 For vertical hoisting, attach the hoisting sling as illustrated in the MEDEVAC litter
operation guide (Figure 5-25).

DEC 2019 5-26

 NTTP 3-50.1

 Due to specific shipboard recovery variations and in the interest of procedural

standardization, the SAR MEDEVAC litter is required equipment on board all
surface rescue platforms. The SAR MEDEVAC litter shall be maintained IAW
applicable MIP/MRCs.

 During shipboard or overland patient transfers, patients who have been secure to a
litter/spine board for cervical spine precautions may be secured onto the SAR
MEDEVAC litter. The SAR MEDEVAC litter straps shall be secured IAW 3.9.3
steps 5 through 7.

The SAR MEDEVAC litter is designed for water, shipboard, mountain, and other restricted area rescues. This litter
replaces the Neil-Robertson litter on all submarines and is an alternative to the standard stokes litter on all
submarines. It has a low and narrow profile, floats with the patient’s head slightly reclined from the vertical, and is
able to be hoisted vertically with its own sling, or horizontally using the standard rescue litter sling and trail line
assembly. The litter folds in half for shipboard movements, rappelling, backpacking, or stowage. Hands-free
transporting is permitted with the two carrying harnesses supplied. The litter is constructed of stainless steel, the case
and bed of nylon ballistic cloth, the restraint straps (Velcro) use polyester hook tape with a nylon loop tape, and the
zippers are heavy duty and noncorrosive. Fully rigged, it weighs approximately 40 pounds and measures 80 inches
long and 16 1/2 inches wide.

Figure 5-23. Search and Rescue Medical Evacuation Litter

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Figure 5-24. Search and Rescue Medical Evacuation Litter Flotation System and Chest Pad

Figure 5-25. Search and Rescue Medical Evacuation Litter Vertical Hoisting

DEC 2019 5-28

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5.3.5.1 Build-up Procedures

Note

The SAR MEDEVAC litter must be lifted off case before unfolding, in order to
prevent litter from catching in the case.

1. Lay litter in case horizontally with instruction pockets up. Unzip case and lift folded litter off case and
place on a flat surface.

2. Raise foot section approximately 90 degrees and line up plastic guide pin of center couplers (Figure 5-26).
Lower foot section in place.

3. Depress pins and slide couplers forward into the locked position (Figure 5-27).

4. Ensure that the locking pins have fully engaged the coupler (Figure 5-28).

Figure 5-26. Alignment of SAR MEDEVAC Litter Locking Couplers

Figure 5-27. Secure SAR MEDEVAC Litter Locking Couplers into Locked Position

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Figure 5-28. Ensure that the Locking Pins have Fully Engaged the Coupler

Notes

 Carefully stow the patient restraint straps after each use. The upper two straps must
be folded shorter than the lower straps. The end tab on the straps should extend
slightly from the fold, but ensure that the main folds do not extend beyond the edge
of the litter frame or it will be difficult closing the case.

 For stowage, position the chest pad lengthwise on the upper section and push it up
against the head restraint device.

5.3.5.2 Inspection and Care

Maintenance operations shall be performed by organizational level, or above.

Maintenance of the SAR MEDEVAC litter is limited to minor repairs or replacement of parts.

Inspections shall be performed prior to placing the MEDEVAC litter in service and at regular intervals as
prescribed by the applicable NAVAIR 13-1-6 manual.

Notes

 Ensure both litter-mounted hoist cables are inspected during the special inspection.

 For Lifesaving Systems Corporation—manufactured litter cables: Inspect the litter

attachment end swagging sleeves for three crimps, identified by compressions on
sleeves or a single 1/2-inch crimp. Inspect the swagging sleeves for corrosion on
sides and in ends.

 For MEDEVAC litters manufactured after 1988, the swagging sleeves may have a
single 1/2-inch-wide crimp, which is unique to the manufacturer. Inspect sling
attachment end swagging sleeves for one crimp, identified by a 1/2-inch-wide
compression. Inspect the swagging sleeves for corrosion on sides and in ends.
Inspect the cables for worn or broken wires at sleeve and along cable.

DEC 2019 5-30

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A proof load test on the MEDEVAC litter, litter-mounted hoist cables, and vertical sling shall be performed by
organizational activities during the conditional inspections. (See applicable NAVAIR 13-1-6 manual.)

Note

The vertical sling and litter with matched serial numbers shall be proof load–tested
together. The MEDEVAC litter’s vertical sling is always carried in a pouch sewn to
the backside of the MEDEVAC litter. This vertical sling is not to be confused with the
hoisting sling assembly.

5.3.6 Rescue Net (Aviation Only)

Improper rescue net build-up could result in the collapsing of the rescue net, which
may result in the survivor(s) drowning.

Note

Rescue net build-up (Figure 5-29), deployment/recovery procedures can be found in

Chapter 1.

Figure 5-29. Rescue Net Built Up

The rescue net is a collapsible, buoyant device designed to accommodate one or two survivors. A lifting ring for
hoisting is located at the top or upper portion of the net, along with locking support rods. These rods incorporate
sliding sleeves to prevent the net from collapsing while occupied. At the front of the net are two additional
support rods that can be disconnected from the top section when stored. The net weighs between 30 and
40 pounds and is international orange for high visibility.

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Cleaning of the rescue net shall be the responsibility of organizational level. Repairs or other actions required
shall be performed at the intermediate level, or above. All rescue nets shall be subjected to a special inspection.
The special inspection shall consist of a visual inspection. Special inspection shall be performed upon issue, and
at regular intervals as prescribed by the applicable NAVAIR 13-1-6 manual.

5.3.7 Rescue Seat (Aviation Only)

Note

Rescue seat deployment/recovery procedures can be found in Chapter 1.

The rescue seat (Figure 5-30) is used to assist rescue personnel for both land and sea operations. The rescue seat is
designed to accommodate one or two personnel. The rescue seat weighs approximately 18 pounds.

Figure 5-30. Rescue Seat

There are two folding seats incorporated in the device. When the seats are folded, the device dimensions measure
31 1/2 inches in height by 9 inches in width and 6 1/2 inches in depth. When both seats are extended, the device
dimensions are 31 1/2 inches in height by 27 1/2 inches in width by 6 1/2 inches in depth. The rescue seat is
equipped with two adjustable safety straps that incorporate a snap hook, friction adjuster, and V ring to secure
personnel to the seat. A bright orange flotation collar may also be incorporated, complete with pictorial
instructions for the survivor to use.

Special inspections shall be performed at time of place in service and at regular intervals as prescribed by the
applicable NAVAIR 13-1-6 manual. A special inspection shall also be performed after an excessively hard hit or
possible overstress occurrence. All special inspections shall consist of a visual, markings, and special load
(conditional inspection only) and tension (push/pull) inspection of the rescue seat.

DEC 2019 5-32

 NTTP 3-50.1

The visual, load and tension (push/pull) test and cleaning shall be the responsibility of the organizational level
maintenance. All other inspection or maintenance actions required shall be performed by the intermediate level or
above.

5.3.8 Hoisting Vest—Aviation Only/Donning

Notes

 Hoisting vest deployment/recovery procedures can be found in Chapter 1.

 The hoisting vest (Figure 5-31) is not a device to be used for water rescues. It can
be used for overland rescue and shipboard transfer of personnel, provided flotation
devices are employed.

 The hoisting vest is constructed of lightweight nylon mesh material and is designed
to accommodate one person. To ease donning and size adjustment of the vest, two
rings are provided for each of four snap hooks. Two adjustable chest straps shall be
attached to the lifting V ring for hoisting. Because the vest takes up little room and
is easily donned, it is an excellent device for ship-to-helicopter or
helicopter-to-ship transfer of uninjured or ambulatory personnel.

1. Step through leg openings and draw the vest up.

Figure 5-31. Hoisting Vest

2. Place arms through openings (coat fashion) and pull the vest over the shoulders with the opening to the front.

3. Connect the snap hooks to the rings.

4. Attach the back-support straps with the snap hooks to the lifting V ring.

5. Connect the lifting V ring to the RH.

5-33 DEC 2019

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Notes

 The trail line procedures may be used to increase the safety of the transfer.

 The RS shall be lowered to the ship if the deck crew is not familiar with these
procedures.

 The hoisting vest shall be inspected prior to placing in service and at regular
intervals as prescribed by the applicable NAVAIR 13-1-6 manual.

5.3.9 Helitack Hotseat

The Helitack Hotseat (Figures 5-32 and 5-33) is constructed of lightweight 1,000-denier nylon and is designed to
accommodate one survivor. To allow for rapid donning of the vest, two rings and a crotch strap with a belt loop
shall be attached to the rescue hoist via a manual locking carabiner for hoisting. Because the vest takes up little
room and is easily donned, it is an excellent device for ship-to-helicopter or helicopter-to-ship transfer of
uninjured or ambulatory personnel.

Figure 5-32. Hotseat (Closed) Figure 5-33. Hotseat (Open)

The harness also includes an integrated restraint system for juvenile/small patients, an adjustable crotch strap, and
support handles to adjust survivor positioning. When packaged, the device is 16 inches by 7 inches and weighs
approximately 5 1/2 lbs. It has a load capacity of 500 lbs.

Cleaning of the hotseat shall be the responsibility of the organizational level. Repairs or other actions required
shall be performed by the intermediate level, or above. All rescue vests shall be subjected to a special inspection.
The special inspection shall consist of a visual inspection. Special inspection shall be performed upon issue and at
regular intervals as prescribed by the applicable NAVAIR 13-1-6 manual.

5.3.10 Air Rescue Systems Air Rescue Vest (ARV)

The Air Rescue Systems Air Rescue Vest (Figures 5-34 and 5-35) is constructed of lightweight 1,000-denier
nylon and is designed to accommodate one survivor. To allow for rapid donning of the vest, two auto-locking
rings and a crotch strap with a keylock shall be attached to the LRH for hoisting. Because the vest takes up little
room and is easily donned, it is an excellent device for ship-to-helicopter or helicopter-to-ship transfer of
uninjured or ambulatory personnel.

DEC 2019 5-34

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Figure 5-34. Air Rescue Vest (Open)

Figure 5-35. Air Rescue Vest (Closed)

The harness also includes a rear trail line attachment point, an adjustable crotch strap, and support handles to
adjust survivor positioning. When packaged, the device is 16 inches by 7 inches and weighs approximately
8 pounds. It has a load capacity of 500 pounds.

Cleaning of the ARV shall be the responsibility of the organizational level. Repairs or other actions required shall
be performed by the intermediate level, or above. All rescue vests shall be subjected to a special inspection. The
special inspection shall consist of a visual inspection. Special inspection shall be performed upon issue and at
regular intervals as prescribed by the applicable NAVAIR 13-1-6 manual.

5-35 DEC 2019

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5.4 SUPPLEMENTAL HELICOPTER RESCUE EQUIPMENT

The helicopter rescue crew uses this equipment in conjunction with the rescue devices (see 5.3) during rescue
operations.

Note

All supplemental helicopter rescue equipment immersed in salt water shall be

inspected by proper organizational-level authority prior to being placed back into
service.

5.4.1 Helicopter Rescue Equipment Bag/H-60 Rescue Equipment Bag, Small

The helicopter rescue equipment bag P/N1682AS100-1 (NIIN 01-243-4523) and P/N 261 (Figure 5-36) are both
made of heavy-gauge nylon with urethane coating on the backside and have labeled pockets with hook-and-pile
tape resealable flaps. P/N 1682AS100-1 measures 28 inches by 44 inches with twelve pockets and P/N 261
measures 17 inches by 44 inches with 10 pockets. The bag should be mounted near to the hoisting station for ease
of access to equipment and be secured from support rails, tie-down rings, etc. within the helicopter.

Figure 5-36. Helicopter Rescue Equipment Bag and H-60 Rescue Equipment Bag, Small

DEC 2019 5-36

 NTTP 3-50.1

Notes

 Maintenance operations shall be performed by the organizational level or above.

Maintenance on the helicopter rescue equipment bag is limited to inspection, minor
repair, or replacement.

 The helicopter rescue equipment bag shall be inspected prior to placing in service
and at regular intervals as prescribed by the applicable NAVAIR 13-1-6 manual.

 Inspect all required equipment located in the helicopter rescue equipment bag
IAW the applicable NAVAIR 13-1-6 manuals.

 Naval Air Systems Command considers the Aldis lamp ancillary aircraft equipment.
As such, it is no longer considered supplemental helicopter rescue equipment.

5.4.1.1 Hoisting Gloves

The hoisting gloves (MIL-G-2366) are made of heavy-duty leather and are worn by the rescue HOs. Hoisting
gloves are used during hoist operations to protect the operator’s hands from burns, chafing, or cuts caused while
guiding the cable during hoist operations. Hoisting gloves are part of the helicopter rescue equipment bag
(BGU-8/N and P/N 261).

5.4.1.2 Crewman’s Safety Belt

 The crewman’s safety belt (MS16070-2, MS16070-3, and MS16070-21) must be

worn snugly to prevent inadvertent release of latch mechanism.

 Being hooked into more than one safety device (gunner’s belt, crew seat restraint
belt, RH) at one time may be hazardous to personnel should the helicopter
encounter an emergency and have to ditch. When transitioning from a crewman’s
safety belt to a helicopter seat or rescue hoist RH, immediately release the
crewman’s safety belt after attached to helicopter via another means (i.e., seatbelt,
rescue hoist, etc.).

 Crewmen shall ensure that the amount of slack in the crewman’s safety belt is short
enough to preclude ejection from the cabin area in the event of an aircraft ditch.

 Attaching crewman safety belts to tie-down rings is not authorized in certain

aircraft. Refer to applicable T/M/S NATOPS manual for guidelines when
determining where to attach the crewman safety belt.

Notes

 Inspect belt for thickness of material on webbing ends. Belts shall have four layers
of material to deter webbing end from pulling through waist adjustment adapters.
Belts having less than four layers, thickness shall be modified to provide additional
thickness. Crewmember’s aircraft safety belts, which cannot be adjusted outward
sufficiently to encompass the aircrew member when wearing body armor or other
bulky items, may be lengthened. All modifications to the crewmember’s aircraft
safety belt must be performed IAW NAVAIR 13-1-6.5.

 Commands will need to ensure additional belts (beyond three) are available if
mission and crew requirements dictate.

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When in use, the crewman’s safety belt allows free and safe movement within a limited area inside the aircraft.
The crewman safety belt, sometimes called a gunner’s belt, is used as a restraint and safety device. The
procedures for wearing of the crewman safety belt are as follows:

1. Take the belt portion and put it around the chest under the armpits and secure, adjusting to chest size.

2. Attach the strap portion to the approved aircraft tie-down in the deck or to a seat belt and adjust the length
of the strap to remain within the aircraft when extended.

The belt, constructed of nylon webbing, is provided with pull-tabs and adapters for size adjustment and has a
latch-link assembly for easy donning. Meshed to the back of the belt is a length-adjustable heavy nylon strap with a
snap hook for attachment to a tie-down fitting. Additionally, the crewman’s safety belt can be used with the cable
grip (see 1.8.2 and 5.4.1.3) to secure a hoisting cable in the event of a jammed or failed rescue hoist.

5.4.1.3 Cable Grip

After an actual load is supported by the cable grip, the HO shall ensure its turn-in, and
proper paperwork initiated for special inspection.

Note

Cable grip procedures can be found in Chapter 1.

The cable grip (Figure 5-37) consists of two jaws, which open and close onto the cable, and a shackle, which
enables the cable grip to be attached to the air crewman’s safety belt to take the weight of the hoist load off the
hoist brake assembly during a hoist failure. The cable grip is capable of supporting 1,000 pounds.

Figure 5-37. Cable Grip

DEC 2019 5-38

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5.4.1.4 Chemical Lights

Notes

 The shelf life of the chemical light (Figure 5-38) is 4 years when left in an
undamaged foil wrapper.

 Do not remove foil from chemical light unless intending to use it. Once the foil is
broken, the chemical light’s shelf life is greatly decreased.

Figure 5-38. Chemical Light

The chemical light is a foil-wrapped plastic wand, which emits a chemically activated light useful during nighttime
rescue operations. The chemical light consists of a plastic tube that encases two chemicals, one of which is in a thin
glass vial. When the plastic tube is flexed and shaken, the vial breaks, the two chemicals mix, and light is emitted.
Six-hour general-purpose chemical lights are available in 4-inch (NIIN 00-106-7478) and 12-hour/6-inch
(NIIN 01-074-4229) sizes; these emit a green light. A 30-minute high-intensity yellow (NIIN 01-074-4230) is also
available. Each light is foil wrapped to protect it from humidity and to increase its shelf life.

5.4.1.5 Chemical Light Strap

The chemical light strap (Figure 5-39) is a lightweight nylon strap device used to attach chemical lights to most
rescue devices or hooks. The chemical light strap device consists of three snap-hooks connected by a single length
of 1-inch nylon webbing strap.

Figure 5-39. Chemical Light Strap

5.4.1.6 Hoisting Sling Assembly

The hoisting sling assembly (Figure 5-40) is designed for quick attachment to/detachment from the rescue or SAR
MEDEVAC litter assemblies. The hoisting sling assembly is a two-part (one sling for each side of the
rescue/MEDEVAC litter) system, used in conjunction with the trail line assembly (Figure 5-41) for transport from
the ground, ship, or water to the SRU.

The hoisting sling assembly is constructed of two sets of stainless steel 5/32-inch cables. Each cable set contains
two lengths of cable (33 inches and 41 inches), which are attached to one another by a 1 1/2-inch by 5/16-inch
stainless steel lift ring. Each cable set has a pair of thimbles, two swagging sleeves, and two color-coded locking
carabiners. The 33-inch cable is attached to the head of the litter by the red color-coded carabiner, and the 41-inch
cable is attached to the foot of the litter by the white color-coded carabiner.

5-39 DEC 2019

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Figure 5-40. Hoisting Sling Assembly for Both the Rescue Litter and SAR MEDEVAC Litter

Figure 5-41. Trail Line Assembly

DEC 2019 5-40

 NTTP 3-50.1

Note

Hoisting sling assembly is coded as a consumable; however, replacement of the white

or red reflective tape is authorized.

5.4.1.7 Trail Line Assembly

Notes

 Helicopter trail line procedures can be found in Chapter 1. Shipboard trail line
procedures can be found in Chapter 2.

 The trail line assembly is used to control and guide rescue equipment to the desired
location during helicopter and shipboard hoisting operations.

 The trail line assembly P/N 220, NIIN 01-312-4854) consists of a pack
(P/N 1554AS301-1, NIIN 01-226-5135) containing 120 feet of 3/8-inch
polyethylene or polypropylene rope, a weak link (approximately 450 pounds
breaking strength), one 5-pound shot bag, a V-strap for rescue/MEDEVAC litter
hoisting, and trail line gloves. All hardware is made of stainless steel and bronze
for corrosion resistance.
 Replace trail line weak-link assembly as necessary.

 All splices on the trail line assembly shall be spliced IAW Naval Ships’ Technical
Manual (NSTM) 613, Wire and Fiber Rope and Rigging.

5.4.1.8 Hoist Quick Splice Plate

Note

Hoist quick splice plate (Figure 5-42) procedures can be found in Chapter 1.

Figure 5-42. Hoist Quick Splice Plate

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The hoist quick splice plate is constructed of 1/4-inch aluminum, is 6 5/8 inches in length, and 3 inches in width.
The corners are rounded and holes are grooved in places where the hoist cable rests. A 1/32-inch-thick stainless
steel clip is attached to the plate with two 5/32-inch steel rivets. A DRH is attached to the plate with thimbles,
swagging sleeve, and a length of hoist cable. The distance between DRH and hoist quick splice plate is 6 inches
(plus or minus 1 inch).

The hoist quick splice plate is intended for use when the hoist cable has been intentionally cut. The bitter end of
the severed cable is threaded through five numbered holes and secured with a stainless steel clip. Once the hoist
quick splice plate is attached to the cable, the DRH is used to complete the rescue.

The cable splice (P/N AMTC-R2008-O) is available as an approved alternate to the hoist quick splice plate
assembly.

Note

Cable splice procedures (Figure 5-43) can be found in Chapter 1.

Figure 5-43. Cable Splice (P/N AMTC-R2008-O)

5.4.1.9 Manual Rescue Hand Tool/SAR Cable Cutter

The SAR cable cutter (Figure 5-44) is designed to cut 5/32-diameter cable. The SAR cable cutter is to be used as
in cutting cable for SAR operations.

DEC 2019 5-42

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Figure 5-44. Manual Rescue Hand Tool/SAR Cable Cutter

5.4.1.10 Wool Blanket

Wool blankets are part of the helicopter rescue equipment bag (BGU-8/N), carried on SAR-capable rotary-wing
aircraft for treatment of hypothermia.

5.4.1.11 Cranial Assembly

The cranial assembly (Figure 5-45) is a cloth helmet with chinstrap designed to incorporate protective devices;
rigid plastic with cushion liners snap on for head protection, sound suppressors for hearing protection, and
goggles for eye protection shall be included.

Figure 5-45. Cranial Assembly

5-43 DEC 2019

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Notes

 Passenger cranial assemblies shall be taped IAW NAVAIR 13-1-6.7-3.

 Proper care and use of the cloth helmet assemblies is essential to ensure optimum
performance during emergencies and routine operations.

5.4.2 Life Preservers

Notes

 A preflight inspection shall be performed on all personal life preservers prior to

each flight by the aircrew member to whom the life preserver is assigned.

 A preflight inspection shall be performed on life preservers installed in aircraft

prior to each flight by assigned aircrew members.

 Special inspections shall be performed by organizational-level (aviator’s equipment

branch) on all aircraft-installed life preservers at regular intervals as prescribed by
the applicable NAVAIR 13-1-6 manual.

 The calendar/phase inspection shall be performed on all life preservers prior to

placing in service. The inspection cycle thereafter shall be as follows:
personal-issue life preservers shall be inspected at regular intervals as prescribed
by the applicable NAVAIR 13-1-6 manual. Aircraft-installed life preserver
inspection shall coincide with the inspection cycle of the aircraft in which it is
installed. See applicable PMS publications for specific intervals. In no case shall
the interval exceed 231 days. Unless operational requirements demand otherwise,
the life preserver calendar/phase inspection shall be performed by the intermediate
level of maintenance or above.

 The functional test shall be performed prior to placing in service, every fourth
inspection cycle thereafter, and whenever an inflation assembly is replaced. The
leakage test shall be performed during every inspection cycle.

5.4.2.1 LPP-1/1A Life Preserver

The LPP-1/1A life preserver (Figure 5-46) is a single-compartment, yoke-type flotation assembly that weighs
approximately 3 pounds and provides a minimum buoyancy of 29 pounds when inflated. Prior to inflation, the
preserver is contained in a pouch strapped around the survivor’s waist by an adjustable webbed nylon belt. When
removed from the storage pouch, the deflated preserver is placed over the survivor’s head and inflated through
either an oral inflation tube or a carbon dioxide cylinder/inflation valve. The CO2 inflation valve assembly is
triggered by a lanyard and toggle at the base of the preserver. The oral inflation tube is located in the upper
portion of the preserver and is easily accessible to the survivor. Also attached to the preserver are several survival
items, including a survival location light with attachment near the right shoulder, a whistle below the oral inflation
tube, a sea dye marker inside the pouch, and a lifeline and toggle contained in the belt assembly. When not in use
the LPP-1/1A is stored in a storage container with instructions printed on it. See Figure 5-47 for donning
procedures.

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Figure 5-46. LPP-1/1A Life Preserver

Figure 5-47. LPP-1/1A Life Preserver Donning Procedures

5-45 DEC 2019

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5.4.2.2 Life Preserver Unit-32/P Life Preserver Assembly

 The LPU-32/P life preserver is not suitable for, and shall not be used by, small
children in Navy aircraft.

 The LPU-32/P life preserver assembly is authorized for use by passengers and
troops in helicopter or transport type aircraft for sea-survival situations. It is
designed such that one size fits all.

 The LPU-32/P life preserver assembly consists of a life preserver yoke assembly in
addition to three survival items: a sea-dye marker, a whistle, and a chemical light,
each of which must be ordered separately to make up the complete system. The
LPU-32/P life preserver assembly weighs approximately 4 pounds and provides a
minimum of 40 pounds of buoyancy. It consists of a flotation assembly, two
inflators, and a casing cover assembly, which includes the belt assembly and the
survival items pouch.

 The dual-cell, yoke-type flotation assembly is constructed of a heat-sealed

polyurethane-coated nylon cloth. A fire-retardant, aramid cloth (MIL-C-83429,
Type II, Sage Green # 1590) casing protects the bladder. It is equipped with an oral
inflation tube, a check valve, and a manifold stem assembly. The waist belt
assembly consists of an adjustable belt made of nylon webbing, a nylon slide
(looploc), a triglide, and side release.

Notes

 As LPU-32/P life preservers (Figure 5-48) become available, they shall replace the
LPP-1/1A by attrition. See Figure 5-49 for donning procedures.

 Naval Air Systems Command 13-1-6.1-2 authorizes a 12-inch locally

manufactured extension belt for the LPU-32/P waist belt for use with winter
garments, battle dressed troops, or larger passengers.

5.4.2.3 Life Preserver Unit-31/P Life Preserver Assembly

Notes

 The LPU-31/P life preserver assembly (Figure 5-50) is authorized for use by
helicopter combatant aircrew using the T-65 body armor.

 The LPU-31/P life preserver assembly weighs approximately 4 pounds and

provides a minimum of 29 pounds of buoyancy. The LPU-31/P life preserver is
composed of the LPP-1/1A life preserver and a protective bladder cover.

 The flotation assembly of the LPU-31/P is constructed of polychloroprene-coated

nylon cloth. It is equipped with an oral inflation valve, a valve stem, and an
inspection record patch. The belt consists of a 53-inch piece of webbing, an
adjustable buckle and clasp, a toggle assembly, and a toggle assembly pocket. The
belt adjusts from a waist size of 30 to 52 inches and attaches the flotation assembly
to the wearer by means of the belt loop on the flotation assembly. The toggle

DEC 2019 5-46

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assembly consists of a wooden toggle and line, and it is used to secure survivors
together while they are in the water. When not in use, the toggle line is wrapped
around the wooden toggle and stowed in a pocket located on the belt.
See Figure 5-51 for donning procedures.

Figure 5-48. Life Preserver Unit-32/P Life Preserver Assembly

Figure 5-49. Life Preserver Unit-32/P Life Preserver Assembly Donning Procedures

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Figure 5-50. Life Preserver Unit-31/P Life Preserver Assembly

Figure 5-51. Life Preserver Unit-31/P Life Preserver Assembly Donning Procedures

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5.4.3 Regular Standard, Right-angle, 2-cell Flashlight

Notes

 For NVG compatibility, the flashlight may be used with a blue indicator light filter
(NIIN 01-369-1658).

 Maintenance of the regular standard, right-angle, 2-cell flashlight is limited to

inspection.

The regular standard, right-angle, 2-cell flashlight is a battery-operated flashlight that emits white, red, and
diffused light and is intended for general use. The flashlight is powered by two commercial, size D, dry-cell
batteries. The regular standard, right-angle, 2-cell flashlight is intended for general use. The flashlight is operated
by a push slide-type switch, mounted on the side of the flashlight case. The switch provides a locked OFF,
FLASHING, and positive ON position and can be operated with one hand.

The filters can be changed (depending on the application) by means of unscrewing the filter cap, installing the
filter in front of the lens, then screwing the filter cap back onto the front of the flashlight. If the lamp requires
changing, a spare is located in a holder located in the battery retainer.

5.4.4 Tubular Nylon Webbing Flat Rope

The webbing (Figure 5-52) as ordered is 150 feet long and must be cut to the desired length. The webbing is used
as a self-equalizing four-point anchor to which a separate rappel line can be attached. Description and uses of the
self-equalizing four-point anchor are covered in Chapter 4.

Figure 5-52. Tubular Nylon Webbing

Failure to comply with limited service requirements could be hazardous to personnel.

The tubular nylon strap shall be removed from service and discarded under the
following conditions: 24 months have elapsed from the date placed in service or if
contaminated by any of the following: acetic acid, hydrochloric acid, muriatic acid,
nitric acid, nitrobenzene, oxalic acid, phenol, or sulfuric acid.

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Notes

 Maintenance operations shall be performed by organizational level or above.

 Maintenance of the nylon strap is limited to visual inspection, replacement, and

cleaning. Excessively dirty nylon strap may be laundered in cool water using a
mild detergent (MIL-D-16791), and hung to air dry.

 Nylon straps shall be inspected prior to being placed in service and at least every
90 days thereafter.

5.4.5 Entrenching Tool

Notes

 Maintenance is limited to inspection.

 The telescoping shovel shall be inspected upon initial issue, and at least every
180 days thereafter, or at intervals to coincide with the inspection schedule of the
survival kit or assembly in which the shovel is stored.

The entrenching tool (shovel) is used to dig at crash sites, put out fires, or make survival shelters. The telescoping
shovel blade and shaft are constructed from aluminum alloy. The shaft of the shovel telescopes from 14 inches to
22 inches using two shaft pieces. The hollow shaft allows for a lighter tool. The shovel also has a D-shaped
durable plastic handle. The blade is 10 inches wide by 11 inches long.

5.5 RAPPELLING EQUIPMENT

Notes

 Maintenance operations of all rappelling equipment shall be performed by

organizational level, or above.

 Maintenance of rappelling equipment is limited to visual inspection, cleaning, and

replacement.

 Special inspections shall be performed on all rappelling equipment at time of place

in service, and at regular intervals as prescribed by NAVAIR 13-1-6.5.

The rappelling equipment is used to descend from the aircraft to the ground. This equipment has advantages over
the hoist because of an increase in speed, reliability, accuracy, safety, and simplicity, as descent is entirely
controlled by the rappeller. Descents may be made into difficult-to-reach areas from heights exceeding hoist cable
lengths.

5.5.1 L-4-250/L-4-150 Sky Genie Descent Systems

Two Sky Genie descent systems (Figure 5-53) are used in rappelling. The L-4-250 system has a 250-foot-long
rope, while the L-4-150 rope is 150 feet long. Each system includes the rope, a control unit used to control the
rate of descent, two locking carabiners, and a storage bag.

5.5.2 Rappelling Rope

There are two rappelling ropes (Figure 5-54) with separate container bags. The two ropes (150-foot and 250-foot)
have swaged loops, natural elasticity, and natural lubricant. Each rappelling rope has its own serial number, and a
record is maintained of date placed in service and number of rappels performed.

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Figure 5-53. L-4-150/L-4-250 Descent System and Rappel Harness

Failure to comply with the below safety criteria could be hazardous to personnel.
Rappelling ropes shall be removed from service and discarded under the following
conditions (Reference NAVAIR 13-1-6.5):

1. After 200 rappels, or 24 months from date placed in service

2. If used to arrest a free fall of 2 feet or more

3. If rope has been used two times for rapid descent at speeds in excess of 15 feet per second

4. If contaminated by any of the following: acetic acid, hydrochloric acid, muriatic acid, nitric acid,
nitrobenzene, oxalic acid, phenol, or sulfuric acid.

Note

Excessively dirty rope may be laundered in cool water using a mild detergent
(MIL-D-16791), and hung to air dry.

5.5.3 Rappel Harness

The pro series rescue harness (Figure 5-54) is a replacement for the basic rappel harness (Figure 5-53). The harness
consists of an adjustable padded waist strap, attached by 1 3/4-inch webbing straps to two adjustable padded leg
loops with detachable quick disconnect buckles on each leg. The front lifting D ring is proof loaded to 5,000 pounds
of force with an average ultimate tensile strength of 16,000 pounds of force each and incorporated for attaching the
descent/belay/ascent devices. All 1 3/4-inch webbing has 7,000 pounds of force minimum breaking strength, and all
3-inch webbing has 9,000 pounds of force minimum breaking strength. Each rappel harness shall be serialized. It is
available in five sizes.

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Figure 5-54. Pro Series Rescue Harness

5.5.4 Carabiner

 If any defects are noted, replace prior to placing in service.

 Ensure that all carabiners are free of oil, fuel, and grease prior to use. Never
lubricate the gate, gate-locking sleeve (locking type only), or gate pin.

Carabiners are oblong metal rings of various types normally used for rappelling and tree extraction, as discussed in
Chapter 4. Carabiners have different weight limitations depending on the type of metal and construction used. There
are two basic types of carabiners in use: the standard nonlocking carabiner (NIIN01-322-7433), and standard locking
carabiner (STUBAI SG #85) (NIIN 01-322-7432), which are available through the supply system.
5.5.4.1 The Standard Nonlocking Carabiner

 The standard nonlocking carabiner (NIIN01-322-7433) (Figure 5-55) should be

used in tandem with the gates on opposite sides.

 All nonlocking carabiners shall be color-coded red to identify them as being

nonlocking.

 The standard nonlocking carabiner shall never be used as an attachment to hoist

personnel. Nonlocking carabiners are used on equipment only.

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Figure 5-55. Standard Nonlocking Carabiner

5.5.4.2 Standard Locking Carabiner

The standard locking carabiner (Figure 5-56) has the safety feature of a lockdown thumbscrew. The thumbscrew
rotates around the gated portion of the carabiner and keeps the gate from accidentally opening. These carabiners
are made of steel or aluminum and provide the maximum safety.

Figure 5-56. Standard Locking Carabiner

5.5.5 Portable Oxygen System

The 106 cubic-inch portable oxygen system consists of a compressed gaseous oxygen twin bottle, AIROX VII
regulator, and modified MBU17V2/P mask. The system will provide continuous oxygen flow for periods of up to
45 minutes, dependent upon conditions. The system is compact (22.5 inches long by 13 inches wide by 6.5 inches
high) and weighs 8 1/2 pounds. It is compatible with the standard helicopter helmet.

5.5.6 Waist Belt

A waist belt may be manufactured locally by using any suitable material to attach the bag on the waist. The waist
belt is then attached to the rappel bag utilizing the straps on the back of the bag. The rappeller places this around
the waist with the rope bag worn on the lower back.
5.5.7 Spring-loaded Belay Plate

Note

If belay plate is contaminated with any foreign substance, clean with isopropyl alcohol
and wipe dry with clean lint free cloth.

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The spring-loaded belay plate is attached to a stationary object and is used as a braking device for lowering the
survivor. The spring-loaded belay plate is an aluminum disk with two center slots, that accommodate both
9-millimeter and 11-millimeter ropes.

5.5.8 Multipurpose Belay Device

The multipurpose belay device (Figure 5-57) is used in conjunction with an 11-millimeter dynamic belay rope as
a redundant safety belay system in the event a cable or rappel rope fails during rescue personnel insertion and
recovery operations. The MPD’s high-efficiency pulley, with an integral rope-grab mechanism, allows it to be
used as a lowering system back up which can be quickly changed over to a raising system without switching out
or replacing hardware.

 Environmental conditions may have an effect the MPD’s arresting capability. Ropes
having water, ice, or oily substances will affect the ropes interaction with the MPD.
HOs may need to add additional friction when these types of environmental
conditions are affecting the belay system. Saturated ropes or ropes covered with
foreign material may not progress smoothly through the MPD, possibly resulting in a
ratcheting type of progression as the ropes moves through the device. Additionally,
rope that is dirty, sandy, or muddy may cause increased wear to the fixed and
moving brakes, which may reduce the device’s ability to arrest and hold a load.

 If the belay operator notices a sudden change in speed or tension on the rope
running through the MPD, immediately let go of the release a handle (disengage)
to stop the load.

 Remove the MPD from service and dispose of appropriately following an actual
arrestment of a rescue load.

Figure 5-57. Multipurpose Device

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5.7 SURVIVOR POSITION-MARKING DEVICES

Pyrotechnic devices should not be used in areas where flammable fluids or other combustible materials may be
ignited. These marking devices are used for marking positions or determining wind direction. Pyrotechnics should
be stored in a dry, well-ventilated magazine out of the direct rays of the sun and protected against excessive or
variable temperatures.

 Smoke markers are very dangerous and shall be used IAW NAVAIR 11-15-7.

 Damaged markers shall not be used. Segregate damaged markers for appropriate
disposition IAW NAVAIR 11-15-7.

 If at any time the aircraft has an emergency and the marker is armed, either
immediately resafe the marker (if possible) or discard immediately.
 Do not stow armed markers in the helicopter. Armed markers that cannot be
resafed shall be disposed of IAW local instructions.

A flashing marker light may cause vertigo, especially at night.

Notes

 Shipboard personnel should not utilize chemical lights in attempting to mark

survivor’s position. Multiple chemical lights in the water are distracting to the
rescue crews and may hamper the search efforts by presenting numerous false
targets to helicopter crews and/or shipboard search teams.
 Marker deployment procedures can be found in Chapter 1.

5.7.1 MK 25 Smoke, Marine Marker

This device (Figure 5-58) is designed to be launched or thrown from aircraft or surface vessels to provide either
day or night reference points to the position of survivors. This device has a 10- to 20-minute burning time. For
freshwater use, refer to NAVAIR 11-15-7.

Figure 5-58. MK 25 Smoke, Marine Marker

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The MK 25 shall not be launched while in hover because of the valve plug possibly
striking aircraft or personnel.

Note

Both the protective cap and arming cap should be kept until marker is deployed. If
marker is not deployed, resafe the marker.

5.7.2 MK-58 Smoke, Marine Marker

This device (Figure 5-59) is designed for day or night use in any condition calling for a long-burning (at least
45 minutes) smoke reference point on the ocean surface. This flare can be launched by hand (refer to
NAVAIR 11-15-7 for more information).

Figure 5-59. MK-58 Smoke, Marine Marker

5.7.3 MK 18 Smoke, Land Marker

This device (Figure 5-60) is the only pyrotechnic designed for use over land. It may be used in many applications
for signaling on the ground or from an aircraft as a marking device or for wind determination. This device has a
burn time of 50 to 90 seconds.

5.7.4 Wind Drift Indicator

Wind drift indicators are weighted streamers. They are a COTS product and come in a variety of bright colors.
The streamers are made of crepe paper and are approximately 10 inches wide and 20 feet long. The streamers are
nonpyrotechnic and do not present a fire hazard.

5.7.5 Datum Marker Buoy

These buoys (Figure 5-61) are specially designed, droppable, floating beacons which transmit on radio
frequencies. Once the buoy is dropped, it will become a drifting datum point and navigational aid for search
aircraft. The datum marker buoy (DMB) provides an excellent means of measuring total water current. The total
water current is the sum of the wind, sea, and other currents. The actual total water current is an essential item of
information in search planning.

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Figure 5-60. MK 18 Smoke, Land Marker

Figure 5-61. Datum Marker Buoy

5.7.6 SDU-36/N Electric Marine Marker Light

The electric marine marker light (Figure 5-62) is a droppable light which provides a visual reference to a survivor’s
position in the water. The light can be used in fuel spills where there is a possibility of fuel being on the surface. The
electric marine marker light is a battery-powered (6-volt battery, P/N BA803/U), 14-inch-long device with an outer
case, overhead omni-directional lens, and mounting bracket. The light switch operates by an automatic gravity
switch so that when upright (lens pointing up) the light is ON, and when inverted, the light is OFF.

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Figure 5-62. SDU-36/N Electric Marine Marker Light

5.7.7 MK-79 Mod 0 and MK-79 Mod 2 Personnel Distress Signal Kit

 Dented or damaged flares shall not be used. Dents or other imperfections might
result in violent action of the flare when fired and should be discarded in proper
manner.

 Flares should not be threaded into launcher under any circumstance, unless being
fired. This includes during inspection.

Note

Flare-lots, which have been reclassified by a Notice of Ammunition Reclassification,

will only be removed and replaced when directed by an aircrew system bulletin. If a
bandolier is not used, protective plastic caps shall be installed on flares or flares shall
be removed from service and stored.

The MK-79 Mod 0 and MK-79 Mod 2 personnel distress signal kits (Figure 5-63) consist of a pencil-type
launcher and cartridge flare used to attract attention of rescue parties or aircraft by launching cartridge flares into
the air. Each cartridge flare has a burn-duration of 4 1/2 seconds minimum and is propelled upward to a height of
250–650 feet.

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Figure 5-63. MK-79 Mod 0 and MK-79 Mod 2 Personnel Distress Signal Kits

Notes

 The MK-79 Mod 2 (NIIN 01-230-3974) is an alternate to the MK-79 Mod 0

(NIIN 00-866-9788) personnel distress signal kit.

 The MK-79 Mod 0 (NIIN 00-866-9788) and MK-79 MOD 2 (NIIN 01-230-3974)
personnel distress signal kits consist of one signal projector MK-31 Mod 0
(NIIN 01-123-4745) and a plastic bandolier holding seven screw-in signal cartridges
MK-80 Mod 0 (NIIN 00-930-7746) or MK-80 Mod 2 (NIIN01-216-3243). The
plastic bandolier, which stores the signals until use, has plastic tabs over the signal
end to protect the signal percussion primers from being struck accidentally. If the
plastic bandolier is not used to store the signals, protective caps (MS90376-8Y) shall
be used to protect the signal percussion primers.

5.7.8 MK-124 Mod 0 Marine Smoke and Illumination Signal

The MK-124 Mod 0 Marine Smoke and Illumination Signal (Figure 5-64) is intended for either day or night
signaling by aircraft personnel downed at sea or land. The signal is a one-hand-operable device intended for rescue
use. Its small size and weight permits it to be carried in life vest or flight suit pockets and on life rafts. The signal is
listed under DL 3139734, Specification WS 13697, NIIN 01-030-8330, and DOD Code Number L283. The MK-124
Mod 0 signal is intended to attract the attention of SAR aircraft and to give wind drift direction. The ignited MK-124
Mod 0 signal must be held at arm’s length at a 45-degree angle from the horizontal position. If the signal is being
used at sea, hold it over the side of the life raft to prevent damage to the life raft from hot residue.

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Figure 5-64. MK-124 Mod 0 Marine Smoke and Illumination Signal

The MK-124 Mod 0 signal consists of an aluminum case slightly over 5 inches long and 1 1/2 inches in diameter.
Each end of the signal is provided with a protective cap. The case has two raised bead circles around its
circumference on the flare (night) end to facilitate identification in darkness. On the outside of the MK-124 Mod 0
are operating instructions and further identification of smoke (day) and flare (night) ends. The case contains four
subassemblies: smoke candle, smoke igniter, flare candle, and flare igniter. The igniter is one-hand-operable. It
consists of an arming lever that must be extended to the armed position and then depressed to cock and release the
firing pin. The signal emits an orange smoke or red flare for approximately 20 seconds.

5.7.9 AN/SSQ-53 SAR Buoy

The AN/SSQ-53 SAR buoy has been replaced with channel 15 of the AN/SSQ-57B sonobuoy in P-3/P-8 aircraft.
See NAVAIR 28-SSQ-500-1, Sonobuoy Instruction Manual for guidance.

5.8 AIRCRAFT CREW REQUIREMENTS

Crew requirements for SAR missions shall be IAW appropriate aircraft T/M/S NATOPS Manual.

5.9 MINIMUM HELICOPTER SAR EQUIPMENT

The following is the minimum required SAR equipment to be maintained in the aircraft when conducting any
SAR mission (unless otherwise noted):

Notes

 An RH and rescue strop should be carried in all aircraft with rescue hoist installed.

 Level B medical kits and SAR medical oxygen system are to be maintained by
commands utilizing SAR medical technicians (NEC L00A) only.

 Minimum requirements may be added to, but never subtracted from, at the CO’s
discretion.

1. Rescue hook

2. One rescue strop

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3. One QSR

4. One hoist quick splice plate

5. One cable grip with its own crewman’s safety belt

6. One rescue hand tool (manual webbing/cable cutter)

7. Crewman’s safety belts: minimum of three

8. Six general-purpose, and six high-intensity chemical lights

9. Three chemical light straps

10. One pair of heavy-duty hoisting gloves

11. Three additional cranial assemblies

12. Two wool blankets

13. One helicopter rescue equipment bag

14. One trail line assembly

15. One rescue litter sling assembly (two pieces)

16. One Level A SAR medical kit

17. One rescue litter or SAR MEDEVAC litter assembly

18. One Level B medical kit (SAR corpsmen use only)

19. One SAR medical oxygen system (SAR corpsmen use only).

5.9.1 Additional Required SAR Equipment for Over Water

The following is the minimum required SAR equipment to be maintained in the aircraft when conducting any
overwater SAR mission, including plane guard (unless noted otherwise).

Notes

 A total of six MK-58 flares may be substituted for items 1 and 2.

 Refer to Chapters 1 and 3 for overwater SAR procedures.

 Minimum requirements may be added to, but never subtracted from, at the CO’s
discretion.

1. Two MK-58 smoke flares

2. Four MK 25 smoke flares

3. Three electrical marine marker lights

4. One electronic datum-marking device (when available)

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5. Three LPU-32/P life preservers

6. One MPLR weak link per MPLR carried.

5.9.2 Additional Required SAR Equipment for Over Land (for Commands with Helicopter Inland
Rescue Aircrewman-qualified Rescue Aircrewmen Only)

The following is the minimum required SAR equipment to be maintained in the aircraft with helicopter inland
rescue aircrewman aboard, when conducting any overland SAR mission.

Notes

 Refer to Chapters 1 and 4 for overland SAR procedures.

 Minimum requirements may be added to, but never subtracted from, at the CO’s
discretion.

1. Four MK 18 smoke flares

2. Three crewman’s safety belts

3. One shovel (entrenching tool)

4. Four nylon straps or flat rope (cut to desired length)

5. Two flashlights (survival vest flashlights can be counted)

6. One V-bladed rescue knife

7. One 270-foot belay line

8. One 150-foot rappel rope

9. One 250-foot rappel rope

10. Three Sky Genie descent control devices

11. Fourteen standard locking carabiners

12. One MPD, or one spring-loaded belay plate

13. Three rappel harnesses

14. One hoisting vest

15. One 2-way radio compatible with rescue helicopter

16. One pair of full-fingered, reinforced-palm, rappel gloves per person.

Note

The MPD is the approved replacement for the spring-loaded belay plate. Spring loaded
belay plates are no longer manufactured but are approved for use until no longer
serviceable at which time they shall be replaced by an MPD.

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5.9.2.1 Additional Equipment for Overland That is Optional, but Recommended

1. One rescue seat

2. One folding survival saw or aircrewmember’s survival tool kit

3. One 50-foot roll of tubular nylon webbing

4. A portable, or permanently installed loudspeaker

5. Mountain boots (compatible with crampons) for each RA

6. High-visibility flight suits for each RA

7. High visibility Jacket for each RA

8. Crampons

9. Ice ax

10. Leg gators

11. Wind drift indicator (streamer style that is biodegradable)

12. Overland rescue helmet (1 per rescuer).

5.9.2.2 Additional Equipment for Mountainous Terrain that is Optional, but Recommended

Naval Air Systems Command 13-1-6.5 has a variety of different survival kits and equipment. Inland SAR
commands should tailor additional equipment to the type of environment they operate in with regard to
temperature and altitude, keeping in mind the basic needs of an individual stranded in said environment: shelter,
water, and food. Some suggestions are:

1. Cold-weather apparel

2. Lightweight extreme cold weather shelter/tents

3. Extreme cold weather sleeping bags

4. Ten snow flukes

5. Illumination device (flashlight/lantern battery)

6. MREs and/or cold-weather rations

7. Portable oxygen system

8. Extra emergency water/water storage bags

9. Snow shoes

10. Climbing gear

11. Hand held GPS

12. SPOT/Emergency signaling beacon/device.

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5.10 FIXED-WING SEARCH AND RESCUE EQUIPMENT

Fixed-wing aircraft with a search mission should carry a droppable SAR kit (NAVAIR 13-1-6.5).

5.11 AIRCRAFT MEDICAL EQUIPMENT KITS

Notes

 Changes to the contents of the Level A or Level B SAR medical kits by local
commands are not authorized.

 All units with a SAR mission requirement shall acquire and maintain the
appropriate kit or kits for emergency use per the authorized medical allowance list
for that command.

Two levels of SAR medical kits have been developed for use by helicopter commands with SAR capability. The
Level A SAR medical kit is designed for all units that maintain SAR capable helicopters. The Level B medical kit
is used in conjunction with the Level A SAR medical kit for all units that maintain SAR-capable helicopters that
may utilize SAR hospital corpsmen (NEC L00A). Chapter 7 contains information on medical procedures.
Appendix D contains the list, with stock numbers, of the medical equipment for each kit.

Notes

 Maintenance operations shall be performed by organizational level, or above.

 Maintenance of the SAR Level A and B SAR medical kits is limited to minor
repair, replacement of the container bag, and/or the inspection and replacement of
medical items.

 Inspection and replacement of medical items in the Level A SAR medical kit shall
be the responsibility of organizational level maintenance, or above.

 Inspection and replacement of medical items in the Level B SAR medical kit shall
be the responsibility of SAR corpsman, or qualified medical department personnel.
All batteries (nonrechargeable) in the Level B medical kit shall be replaced
annually. A history record shall be maintained with the Level B kit inventory.
Batteries shall be marked with a “Place in Service” date. Oxygen bottles shall be
maintained with a minimum of 1500 pounds per square inch. Inspection and repair
of the Level B container bag is the responsibility of organizational level
maintenance, or above.

 Special inspections shall be performed on the Level A/B SAR medical kit at
place-in-service, and at regular intervals as prescribed by the applicable
NAVAIR 13-1-6 manual.

5.12 MEDICAL OXYGEN SYSTEM

Note

Medical oxygen is not for use as supplemental flight oxygen for the aircrew.

The approved oxygen system contains a regulator, volume ventilator, adult cuffed mask, and adult/child airways
contained in a rigid case. The system is designed for use with the M-22 (Jumbo) “D” aluminum oxygen cylinder
or the standard “D” steel oxygen cylinder. The system is for use by SAR hospital corpsmen (NEC L00A), and
qualified medical department personnel only. Ordering information is contained in Appendix D.

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5.13 HUMANITARIAN ASSISTANCE AND DISASTER RELIEF AND DEFENSE SUPPORT OF CIVIL
AUTHORITIES OPERATIONS

Humanitarian assistance and disaster relief (HADR) and defense support of civil authorities (DSCA) missions
require SAR units to operate in coordination with civil agencies and in situations outside the traditional means of
a SAR unit. Units responding to these extreme situations should tailor additional equipment to the type of
environment they operate in with regard to accessibility, communication constraints, and recovery of personnel
enclosed in structures; keeping in mind the challenges associated with said environment: confined space access,
adverse environment, and multiple patients size/physical characteristics. Some suggestions are:

1. Overland SAR helmet, OPS CORE and or Team Wendy (one per rescuer)

2. Team Wendy SAR helmet visor

3. Integrated helmet light

4. Heavy utility gloves (one per rescuer)

5. Massif Hellman pants (one per rescuer)

6. Massif 1/4 Zip combat shirt (one per rescuer)

7. High visibility jacket (one per rescuer)

8. High visibility combat shirt (one per rescuer)

9. 2-way radio capable of dual band operations for inner/outer agency communications (one per rescuer)

10. Radio chest harness (one per rescuer)

11. 2-way talk through Comtac III headset (one per rescuer)

12. In-reach beacon

13. Approved hoisting vest

14. Infant-toddler hoisting vest

15. Emergency escape/rescue axe (one per SAR crew)

16. Halligan bar and sledgehammer/flat axe (one per SAR crew)

17. Pick head axe (one per SAR crew)

18. Battery operated rescue breach kit (cutter, spreader, and ram)

19. 15-inch green chemlight (15 per SAR crew)

20. 15-inch red chemlight (15 per SAR crew)

21. Manta strobe (one per SAR crew)

22. NAR-5 SAR Level A kit (one additional per crew)

23. Hoistable semi-rigid liter (one per crew)

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24. Hypothermia management kit (10 per crew)

25. Collapsible trauma shears (one per rescuer)

26. Pelican case 1660 (five per SAR detachment)

27. Pelican 1650 (five per SAR detachment)

28. Pelican 1624 (five per SAR detachment)

29. 30L dry bag (two per SAR crew)

30. Waterproof emergency medical aviator bag (one per SAR crew).

5.14 SURFACE VESSEL SAR EQUIPMENT

This equipment is required for a shipboard deck recovery. Refer to Appendix D for quantities of each item and
procurement and stock number information. Additional items are used for the rescue boat.

Note

Refer to Chapter 2 for amplifying information on shipboard rescue equipment, and

procedures.

5.14.1 J-bar Davits

Refer to Chapter 2 for J-bar davit outfitting and procedures.

5.14.2 Heaving Line

Heaving lines (Figure 5-65) are made of a floatable, soft, vinyl latex ball attached to a 3/8-inch floating poly line.
They are 100 feet long and have an international orange vinyl latex ball attached to the heaving line.

Figure 5-65. Heaving Line with Chemical Light Attached

Note

One chemical light shall be attached to the end of the ball ring during all night
operations.

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5.14.3 Rescue Swimmer Tending Line

The RS tending line is a 3/4-inch circumference, 800-pound test propylene line with a stainless steel 2 3/8 inch
snap hook on one end. The line is reeled on a compact spool.

5.14.4 V-bladed Rescue Knife

The V-bladed rescue knife (Figure 5-66) is a 10-inch-long by 5-inch-wide device, which consists of a dzus
fastener remover on one end, a cutting area that can cut any cloth material up to 1/4-inch thickness, and a handle
grip that fits either hand comfortably.

Figure 5-66. V-bladed Rescue Knife

Note

There shall be a minimum of one V-bladed rescue knife on the forecastle and one
V-bladed rescue knife on the rescue boat.

5.14.5 Wool Blanket

Two wool blankets approximately 6 feet by 8 feet are used for treatment of hypothermia.

5.14.6 Grapnel Hook

A grapnel hook (Figure 5-67) is a multiprong steel hook that is used for recovering aircraft parts. It weighs
4 pounds, and is attached to 100 feet of 1 1/2-inch circumference nylon line via a 1/4-inch chain.

Note

There shall be a minimum of two grapnel hooks on the forecastle and two grapnel
hooks on the rescue boat.

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Figure 5-67. Grapnel Hook

5.14.7 Safety Harness with Dynabrake Shock Absorber

The safety harness (Figure 5-68) is constructed of several straps that crisscross the shoulders, waist, and hips.
There is a D ring located in the center of the back that protrudes through the buttonhole in the rear of the
lifejacket. One end of the dynabrake shock absorber (a length of rope that lengthens when shock pressure on the
rope increases) attaches to the D ring on the back, and the other end is secured to the ship. The individual
handling the J-bar davit uses this harness for safety purposes.

Figure 5-68. Safety Harness

5.14.8 Level A SAR Medical Kit

This medical kit is to be available on all surface vessels and rescue boats. The Level A SAR medical kit is
designed for all units that maintain SAR capability. Chapter 7 contains information on medical procedures.
Appendix D contains the list, with stock numbers of the medical equipment for the kit.

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Notes

 Changes to the contents of the Level A SAR medical kit by local commands
(including the ship’s IDC) are not authorized.

 There shall be a minimum of one Level A SAR medical kit on the forecastle and
one Level A SAR medical kit on the rescue boat.

5.14.9 Twenty- and Twenty-four-inch Life Ring

Both the 20- and 24-inch life rings (Figure 5-69) are constructed of an inherently buoyant material that is formed
into a doughnut shape. Line is added on the perimeter of the life rings to give survivors additional handholds. For
high-visibility day usage, the rings are painted orange. The life ring shall be stenciled IAW NSTM 077, Personnel
Protection Equipment, and a minimum 100 feet of 3/8-inch circumference polypropylene line shall be attached to
the life rings so that they may be retrieved.

Figure 5-69. Twenty- and Twenty-four-inch Life Rings

Notes

 For low-visibility and night usage, chemical lights are attached to the life rings.

 One 20-inch life ring (with line) is required on a RIB boat.

 All splices on tending lines shall be spliced IAW NSTM 613.

5.14.10 Megaphone

Megaphones, commonly known as bullhorns, are hand-held loudspeakers with an internal 6-volt battery and
should be loud enough to broadcast over shipboard noise to a distance of at least 200 yards.

5.14.11 M-14 Rifle, and Bandoleer of Ammunition, 30 Rounds

These items should be used by the ship’s gunner’s mate on the forecastle for shark watch.

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5.15 ADDITIONAL RESCUE BOAT EQUIPMENT

5.15.1 Pistol and Ammunition

These items shall be held by the boat officer or qualified crewmember at the discretion of the ship’s CO.

5.15.2 Boat Hook

The boat hook (Figure 5-70) is a 6-foot wooden staff, with a brass hook and prod at one end, used to fend off or
hold on. When used for SAR its purpose is to snag and retrieve the survivor’s parachute.

Figure 5-70. Boat Hook

5.15.3 Radio Set

The rescue boat shall be equipped with a radio or radios capable of monitoring VHF channel 16 and either
243.0 megahertz or 282.8 megahertz.

5.15.4 Semaphore Flags

Used only if a signalman is required in the rescue boat. Semaphore is a system of signaling by a person. A special
flag is held in each hand and various positions of the arms indicate specific letters, numbers, or statements.

5.15.5 Flashlights

Two flashlights, powered by two dry-cell batteries, contained in a plastic case.

5.15.6 Shipboard Battle Lantern

The general shipboard portable battle lantern is an acceptable battery-operated rescue boat search lantern. The
lantern’s power source is two 6-volt dry-cell batteries connected in parallel that are contained in a watertight
plastic case. A rigid carrying handle is secured to the top of the case. The lantern is activated by a toggle switch.
When the batteries are fresh, the lantern can be used continuously for approximately 8 hours.

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5.15.7 Hand-held Signal Light

This light is only required if a signalman is required in the rescue boat. The multipurpose signaling light is
designed to operate from a 9-volt dry-cell battery or from ship’s power. Ordinarily, it is used in small boats for
signaling or illumination. For signaling, the lamp may be held in the hand and operated with the trigger in the
pistol grip handle. It may be mounted and operated by remote control. It has an effective signaling range of
4,000 yards and is designed to send up to 12 words per minute.

5.15.8 MK-79 Pencil Flare

Pyrotechnic devices should not be used in areas where flammable fluids or other combustible material may be
ignited. These marking devices are used for marking positions or determining wind direction. Pyrotechnics should
be stored in a dry, well-ventilated magazine out of the direct rays of the sun and protected against excessive or
variable temperatures.

5.15.9 Night Vision Goggles

Night vision goggles (AN/PU-7A, or equivalent) should be available to lookouts and boat crews.

Note

Utilization of high-power floodlights or any other light source will impair use of
NVGs and/or render them useless. If NVGs are to be used, all extraneous sources of
light shall be extinguished.

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CHAPTER 6
Search and Rescue Communications
Procedures
6.1 IMPORTANCE OF COMMUNICATIONS

The importance of communications throughout a SAR mission cannot be overemphasized. From the transmission
of a distress message to notification of the search unit and from coordination of the search to intercommunication
within the individual rescue unit, communication is the thread that weaves the separate parts into an effective and
workable system.

Distress Call. The unit receiving a distress call should follow these basic guidelines:

1. Get all information possible from the distressed party including type, size, and color of craft; nature of
emergency; number of persons involved; location; local weather; and sea state (if applicable).

2. Do not switch frequencies. Use other radios if available to alert SAR units and coordinate search. Continue
to talk to party until rescue is accomplished.

6.2 CONTROL COMMUNICATIONS

It is essential that the guidelines established in IAMSAR are used by Navy units prosecuting a SAR case. The
communications responsibilities of the SMC and OSC shall be IAW IAMSAR manual. In the case of
HADR/DSCA support, it is imperative that units involved establish communication plans and airspace
deconfliction with cognizant control authorities assigned. Also reference the following publications:
NTTP 3-57.2, Multi-Service Tactics, Techniques, and Procedures for Defense Support of Civil Authorities
(DSCA), NTTP 3-57.3, Navy Humanitarian and Civic Assistance Operations, Navy Warfare Publication
(NWP) 3-29, Disaster Response Operations, JP 3-28, Defense Support of Civil Authorities.

6.2.1 Search Unit Reports

Ten to 20 minutes prior to arrival at the search area, the SRU reports to the OSC. The report includes call sign,
estimated time of arrival (ETA) on scene, on-scene communications capability, planned search speed, and
on-scene endurance. Upon arrival at the designated search area, a report of the current weather at the scene is
relayed to the OSC. When an aircraft SRU reports to the OSC, the OSC accepts responsibility for flight-following
service. It is essential that each aircraft SRU makes operations normal or “OPS normal” reports to the OSC at
regular intervals. Normally, multiengine aircraft will make reports every 30 minutes and single-engine aircraft and
helicopters every 15 minutes. Upon completion of the assigned search period, the SRU reports the results of the
search to the OSC.

6.2.2 Situation Reports

Situation reports (SITREPs) are to be transmitted by the OSC to the SMC upon arrival at the search area, when
change occurs, or every 4 hours. The SITREP is to include:

1. Situation report number (numbered numerically by OSC)

2. Date/time group of SITREP

3. Search unit’s on-station arrival time, with estimated off-station time

4. On-scene weather, wind, and sea conditions

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5. Pertinent new developments

6. Major modifications to search plan

7. Requests for additional assistance

8. Summary of search areas with probability of detection

9. Recommendations.

6.3 SEARCH AND RESCUE FREQUENCIES

The following frequencies are the internationally recognized SAR frequencies:

6.3.1 Distress Frequencies

1. 500 kilohertz—International continuous wave (CW)/modulated continuous wave (MCW) distress and calling

2. 2,182 kilohertz—International voice distress, safety and calling

3. 8,364 kilohertz—International CW/MCW lifeboat, life raft, and survival craft

4. 40.5 megahertz—U.S. Army frequency modulation (FM) distress

5. 121.5 megahertz—International voice aeronautical and shipboard emergency (VHF)

6. 156.8 megahertz—International FM voice distress, emergency (VHF)

7. 243.0 megahertz—Joint/combined military voice aeronautical emergency and international survival craft
(UHF)

8. 406.0 megahertz—International voice aeronautical and shipboard emergency (UHF).

6.3.2 Commonly Used On-scene SAR Frequencies

1. 2,670 kilohertz—Coast Guard HF working frequency

2. 3,024.4 kilohertz—International voice SAR on scene (3023)

3. 5,680 kilohertz—International voice SAR on scene

4. 123.1 megahertz—National aeronautical SAR scene of action. International SAR scene of action in U.S. and
Canadian International Civil Aviation Organization (ICAO) regions of responsibility in Atlantic and Pacific

5. 138.78 megahertz—U.S. military voice SAR on scene and DF

6. 155.16 megahertz—FM frequency used by some states and local agencies for coordinating SAR
operations

7. 157.1 megahertz—Coast Guard VHF-FM working frequency (CH 22A)

8. 282.8 megahertz—Joint/combined on scene and DF (UHF)

9. 243.0 megahertz—RIB/rescue helicopter communications

10. 381.8 megahertz—Coast Guard Command net (working frequency between United States Coast Guard
aircraft, cutters, etc.).

Shipboard preparations for SAR operations are in the SAR checklist in Appendix B.

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6.3.3 Coast Guard Datum Marker Buoys

The Coast Guard routinely deploys DMBs at search datum to assist with sea current/drift calculations. The DMB
emits an audio signal for an extended period on the following frequencies: 240.6, 242.65, 248.0, and
275.1 megahertz.

6.4 SAR BREVITY CODES

Search and Rescue brevity codes are commonly used in military searches and should be known by Navy units
participating in a SAR mission. The brevity codes are listed in NTTP 6-02.1, Multi-Service Tactics, Techniques,
and Procedures for Multi-Service Brevity Codes, and NTTP 3-22.5-SAR-TAC.

6.5 SURFACE VESSEL SAR COMMUNICATION PROCEDURES

During SAR operations, communication between all units involved in the SAR operations shall be established for
on-scene coordination. Small boats involved in SAR operations shall be equipped with radios that meet the
specifications in 5.14.3.

6.6 AVIATION SAR COMMUNICATION PROCEDURES

During rescue operations, it is essential that standardized communication procedures be utilized. The voice, hand,
and signal communication procedures contained herein are minimum procedures and will be adequate in most
situations. Additional procedures should be established as required to meet local requirements. It is essential
during the rescue phase of operations that the RA continuously update the crew on the progress of the rescue. This
is especially important at night or in low-visibility situations when pilots are on instrument, rather than visual
reference, or where pilots may not be able to see a survivor’s location from the landing or hovering site.

6.6.1 Rescue Swimmer Radio (AN/PRC-149 Radio Set and C-12631/PRC-149 Radio Control Unit)

The AN/PRC-149 is part of the aviation RS minimum equipment required for deployment and is a back-up means
of communication to rescue hand signals. Additional information on the operating limitations and inspection cycle
can be found in NAVAIR 16-30PRC149-1.

Note

Immediately after signaling I AM ALL RIGHT, the aviation RS should perform a

radio check and establish radio communications with the SRU.

6.6.2 Rescue Hand Signals

Note

Either hand may be used to perform all rescue hand signals that are communicated
with one hand.

The primary means of communication between the RS and the rescue platform in a maritime environment are the
standard hand signals contained in this chapter. In an inland SAR situation, a hand-held radio is essential
whenever crewmembers are out of visual range of the aircraft. Hand signals are to be used whenever radio
communications are not possible. For overwater situations, prudent use of the AN/PRC-149 RS radio is
mandatory when rescue hand signals are not sufficient to convey a situation. The hand signals illustrated in
Figure 6-1 are the standard signals for use by rescue personnel or survivors where appropriate. All SAR
crewmembers shall be familiar with the meaning of all rescue hand signals.

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Figure 6-1. Rescue Hand Signals (Sheet 1 of 12)

Figure 6-1. Rescue Hand Signals (Sheet 2 of 12)

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Figure 6-1. Rescue Hand Signals (Sheet 3 of 12)

Figure 6-1. Rescue Hand Signals (Sheet 4 of 12)

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Figure 6-1. Rescue Hand Signals (Sheet 5 of 12)

Figure 6-1. Rescue Hand Signals (Sheet 6 of 12)

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Figure 6-1. Rescue Hand Signals (Sheet 7 of 12)

Figure 6-1. Rescue Hand Signals (Sheet 8 of 12)

6-7 DEC 2019

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Figure 6-1. Rescue Hand Signals (Sheet 9 of 12)

Figure 6-1. Rescue Hand Signals (Sheet 10 of 12)

DEC 2019 6-8

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Figure 6-1. Rescue Hand Signals (Sheet 11 of 12)

Figure 6-1. Rescue Hand Signals (Sheet 12 of 12)

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CHAPTER 7
Medical Procedures
7.1 BASIC REQUIREMENTS

Search and rescue and emergency medical care often are closely associated. In a maritime SAR scenario, emergency
medical care begins in the rescue vehicle. In an overland SAR scenario, emergency medical care may begin on scene
prior to survivor recovery or in the helicopter, depending on the situation. Hoist operator and RA personnel shall
maintain qualifications and training in basic first aid, cardiopulmonary resuscitation (CPR) and Level A SAR
medical kits per OPNAVINST 3130.6. The following medical responsibilities apply to HOs and RAs during a SAR
mission:

1. En route to the survivor, assess the MOI and nature of illness (NOI). This takes into account how the
survivor was injured. Mechanism of injury includes the strength, direction, and nature of the forces that
caused the injury. There should also be an “index of suspicion,” which is the anticipation that certain types of
accidents will produce specific types of injuries. With this thought process, the SRU crew can determine what
equipment will be needed to affect the rescue and have it rigged and staged prior to arriving on scene.

Note

At the earliest opportunity, the SRU shall communicate the survivor’s medical
condition to the OSC/SMC and request instructions on where to transport the survivors
for advanced medical care.

2. Administer immediate first aid to survivors to the extent that the survivor can be recovered into the SRU
and transported to advanced medical care.

3. Prevent further injuries to survivors during the rescue and transport to a medical facility. The presence of a
hospital corpsman as part of the SAR crew does not alter the requirement for other crewmembers to have a
basic knowledge of emergency medical procedures. The HO and aviation/surface RS shall have a working
knowledge of all equipment in the Level A SAR medical kit.

7.1.1 Blood-borne Pathogen and Body Substance Isolation Precautions

Organisms called pathogens cause diseases. Blood-borne pathogens are transmitted to rescue personnel via direct
unprotected contact with infected blood or bodily fluids of a victim. It is impossible to visually identify a victim who
is infected with these pathogens. For this reason, all bodily fluids from a survivor should be considered infected.

Body substance isolation (BSI) precautions shall be accomplished prior to primary survey or administering
medical treatment to a survivor. Body substance isolation can be accomplished in varying degrees, dependent on
the situation. The following are minimum BSI requirements for rescue personnel:

Note

SAR crew (RSs, corpsmen, and pilots) shall receive hepatitis B vaccine, as the pilots
could very well be exposed during overland rescue.

1. Donning the disposable latex gloves provided in the Level A/B SAR medical kit prior to performing a
primary survey or medical treatment to the survivor.

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2. Depending on the victims’ injuries and the level of medical care provided, donning all the contents of the
biohazard kit provided in the Level A/B/SAR medical kit may be required.

3. Upon completion of the SAR/MEDEVAC mission, rescue personnel should complete the following:

a. Remove any personal contaminated clothing, place in a plastic bag separate from other laundry, and
decontaminate by washing in detergent and warm water as soon as possible

b. Shower with warm water and antibacterial soap

c. Decontaminate aircraft cabins, rescue boats, ship decks, and equipment by washing with fresh water
and detergent

d. Examination by medical department personnel.

7.1.2 Hazardous Materials/Composite Fiber Exposure

Many modern aircraft are composed of composite materials and contain petroleum and chemical products that
may be harmful to rescuers if they are inhaled, ingested, or come into contact with exposed skin. The following
guidelines should be followed when operating at or around an aircraft mishap site:

Inhalation of composite material fibers resulting from aircraft fires or damaged aircraft
materials may be harmful to rescue personnel. If smoke is present, rescue personnel
shall be deployed upwind and will approach the aircraft in a manner as to avoid any
smoke or hazardous composite airborne fibers.

Personnel assigned responsibilities at aircraft mishap sites over land or over water are strongly recommended to
don PPE prior to entering the mishap scene. Recommended PPE includes coveralls, steel-toed boots, goggles or
safety glasses, full-face respirator with high-efficiency particulate air (HEPA)/organic vapor cartridges, and
heavy-duty gloves. Personnel that utilize respirators shall be trained and qualified IAW Office of the Chief of
Naval Operations (OPNAV) 5100.23, Navy Safety and Occupational Health Program Manual.

1. Helicopters should maintain a sufficient distance from the mishap scene to preclude the spread of airborne
composite fibers from rotor downwash. Deploy personnel upwind of the mishap site.

2. Personnel should don additional PPE as available and approach the scene from upwind, thereby limiting
exposure to airborne fibers.

Note

During a SAR mission, rescue personnel should only enter an aircraft mishap site to
provide medical attention and recovery of any survivors. Once all survivors or mishap
personnel are recovered, the mishap scene should not be disturbed any further, or
evidence collected, unless directed by a mishap investigator or unit safety officer.

3. Provide medical attention to survivors, recover into the rescue vehicle, and transport to advanced medical
facilities as soon as possible.

4. Egress of rescue personnel and victim(s) from scene should be accomplished as soon as safely possible to
preclude prolonged exposure to any airborne composite fibers.

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7.1.3 SAR Medical Technicians (Hospital Corpsman [HM] NEC L00A)

Search and rescue medical technicians are assigned to duty involving flying as a crew member billets by Bureau
of Naval Personnel (BUPERS) and shall maintain all NATOPS, SAR, and medical training and qualifications
outlined in CNAFINST 3710.7 and OPNAVINST 3130.6. Hospital corpsmen in training (NEC 802A) for SAR
medical technician shall not be assigned SAR duty until fully qualified per above instructions.

7.2 SAR CREW MEDICAL PROCEDURES

Early assessment and preparation for providing medical treatment and transportation of survivors should begin as
soon as possible after notification of a SAR/MEDEVAC mission. The following guidelines should be considered
during the initial stages of a SAR/MEDEVAC mission:

7.2.1 Maritime Missions

1. If the number of survivors may exceed helicopter or rescue boat capacity, additional SRUs should be
directed to the scene to assist. In multiple-survivor rescue missions, the SRU should consider adding
additional rescue personnel, rescue equipment, blankets, and medical kits.

2. During multiple-survivor scenarios, immediate transportation of severely injured survivor(s) may necessitate
leaving the RS in the water with remaining survivors. If medical facility is out of visual range of the rescue
scene, the following guidelines should be considered prior to leaving an RS on scene:

a. Additional SRUs are en route or on scene to provide recovery of RS and remaining survivors.

b. Operable life rafts are on scene to sustain RS and survivors until return of SRU. Rescue swimmer
and/or survivors have operable radio communication. Search and rescue unit has deployed smoke flares to
mark datum, or RS/survivors have signaling devices.

c. Environmental conditions (weather, sea state) permit reacquiring RS and survivors visually.

d. Depending on SRU transit time, water temperature, air temperature, and the possibility of RS and
remaining survivor(s) developing hypothermia should be considered.

e. Rescue swimmer and/or survivors have operable radio communications.

7.2.2 Overland Missions

1. If available, a SAR medical technician should be the first rescue crewman deployed from the helicopter to
recover survivors. Depending on the situation and number of survivors, additional rescue personnel should be
deployed to assist in the recovery effort.

2. If the number of survivors may exceed helicopter capacity, additional SRUs should be directed to the
scene to assist. In multiple-survivor rescue missions, the SRU should consider adding additional rescue
personnel, rescue equipment, blankets, and medical kits.

3. Helicopter power limitations, multiple-survivor scenarios, or need for immediate transportation of severely
injured survivor(s) may necessitate leaving rescue personnel and survivors on scene. The following guidelines
should be considered prior to leaving personnel on scene:

a. Additional SRUs are en route or on scene to provide recovery of rescue personnel and remaining
survivors.

b. Rescue personnel have operable radio communication and signaling devices.

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c. Environmental conditions permit reacquiring rescue personnel and survivors visually.

d. Rescue personnel and survivors have clothing, provisions, and protection from the elements to safely
remain on scene until recovery can be completed.

7.2.3 Search and Rescue Crew Medical Training

The minimum medical procedures and equipment qualifications and proficiency training for helicopter HOs,
aviation RSs, SRSs, and SMTs are outlined in OPNAVINST 3130.6. Additionally, SMTs will have medical
protocols, procedures, and a continuing medical education program approved by SAR medical director and
supervised by the locally designated unit medical director.

7.3 MEDICAL DIRECTION

The medical director approves nonphysician providers (such as RS/SMTs) to practice medicine and must be
involved in all aspects of the patient care system. The medical director assumes the ultimate responsibility for the
oversight of all patient-care aspects of the SRU (a process known as medical direction). As such, the medical
director must ensure that all pre-hospital providers who are credentialed to practice medicine have the appropriate
education, certifications, licensing, training, and knowledge of their medical protocols. The medical director also
oversees training and is a critical part of the quality improvement process.

7.3.1 Aviation Medical Direction

Each SRU shall have a physician assigned in writing (flight surgeon/medical officer for aviation crews) as the unit
medical director accountable for the activities of SRU personnel within the system. While their expertise is
oversight of patient care, actual patient care missions are more appropriately assigned to SMTs or other SAR
medical personnel based on level of care required by the patient. Medical directors assigned at the local command
level will report to the SAR medical director for their area of responsibility. The SAR medical director will be
board-eligible/certified in emergency medical services (EMS) and appointed by the type commander (TYCOM).
The SAR medical director is a subject matter expert in pre-hospital care and will approve medical protocols for all
SAR providers, ensure quality assurance of patient care provided, review medical training standards for SAR
personnel, set standards of care and certification for prehospital providers, and provide guidance for the unit
medical directors. The SAR medical director may assign unit medical directors to perform quality assurance
reviews, implement quality improvement programs, assist in unit medical training, and review the certifications
and licenses of personnel within their unit.

7.3.2 Surface Medical Direction

Each SRU shall have a physician assigned in writing (a senior medical officer for surface vessels) as the unit
medical director accountable for the activities of SRU personnel within the system. For surface vessels with no
medical officer, TYCOM will appoint a designated medical officer as the unit medical director. Medical directors
assigned at the local command level will report to TYCOM medical officer as the surface SAR medical director. The
surface SAR medical director should be a subject matter expert in pre-hospital care. The TYCOM surface medical
director will approve medical protocols for all SRSs, ensure quality assurance of patient care provided, review
medical training standards for SAR personnel, set standards of care and certification for prehospital providers, and
provide guidance for the unit medical directors. The SAR medical director may assign unit medical directors to
perform quality assurance reviews, implement quality improvement programs, assist in unit medical training, and
review the certifications and licenses of personnel within their unit.

7.3.3 General Medical Procedures

Medical treatment of the survivor will normally take place in the SRU during transport to a medical facility.
During an in-water scenario, the RS may need to provide rescue breathing prior to survivor recovery. During an
overland scenario, rescue crewman may need to stabilize the survivor prior to recovery. While each rescue
incident will differ in the treatment necessary, basic life support and medical protocols should be followed per the
rescuers level of training and certification: RS, EMT-Basic, SMTs, paramedics, and critical care paramedics. To

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keep up with medical advancements, each level of provider shall review required training and protocols
requirements annually to keep up with medical advancements and changes. Training materials are available for
download on SARMM Sharepoint (reference OPNAV 3130.6).

Note

When two or more rescue crewmen are providing medical treatment to a survivor, one
of the rescue crewmen must assume a supervisory role and direct the efforts of the
others. In any rescue scenario where a SMT (helicopter) or independent duty corpsman
(rescue boat or ship) is part of the rescue crew, they shall supervise the medical
treatment of the survivor(s) during recovery and transport to an advanced medical
facility. In the absence of medical department personnel, the senior enlisted rescue
crewman (helicopter or rescue boat) shall determine who will provide medical
supervision of the treatment of the survivor(s).

 The rescue/MEDEVAC litter should not be used in a maritime rescue

scenario if the survivor has immediate life-threatening injuries, i.e., no
breathing, severe bleeding. A survivor with immediate life-threatening
injuries shall be recovered to the SRU via the fastest means possible.

 An automated external defibrillator is not authorized for use in Navy aircraft.

Notes

 Not all unit flight surgeons are trained in emergency medicine. Commanding
officers should not substitute their SMT for a flight surgeon for duty and/or SAR
missions.

 The SAR lectures posted on the SARMM Sharepoint and medical protocols
provide guidance for procedures.

 Personnel who are unconscious, who have fallen three times the survivor’s
height, or who have been ejected from an aircraft must be presumed to have
spinal injuries. Utilization of the rescue/MEDEVAC litter for recovery in either
an overwater or overland rescue scenario is highly recommended, if at all
reasonable, to help prevent a potentially life-threatening or permanent
neurological injury. In conjunction with use of the litter, total spinal
immobilization, including cervical collar, should be applied at the earliest
opportunity.

7.3.4 Diving-related Injuries

Survivors who have been breathing compressed gases (i.e., scuba, heeds) should be observed during transport to a
medical facility for signs of decompression sickness or embolus. When possible, these survivors should be kept
lying flat and changes in aircraft altitude should be kept to a minimum. Transport altitude for the aircraft should
be kept as low as safety allows.

Note

If possible, all diving gear should be transported to the treatment facility as it could be
directly related to treatment plans for the patient.

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7.3.5 Environmental Injuries

Environmental injuries are caused when the survivor is exposed to environments that are hot and/or humid, cold,
or submersion in water. Factors effecting environmental injuries are outside air temperature, wind chill, water
temperature, rain, snow, and humidity. Onset and severity of environmental injuries to survivors will largely
depend on weather conditions, clothing, and exposure time.

7.3.5.1 Hypothermia

Nearly all victims recovered from the aquatic environment will suffer some degree of hypothermia. The goal in
this case is to preserve the victim’s temperature, prevent after drop of body core temperature, and have access to
the victim so that lifesaving measures can be performed during the transport phase of the rescue.

1. Hydrostatic squeeze—As it applies to hypothermia, hydrostatic squeeze is the constriction of the

respiratory system. The severe cold disables the body’s ability to take in oxygen. The added stress to the body
of being hoisted by the rescue strop allows gravity to take what blood has been pooled in the chest and head
and disperse it into the extremities. This can/will send the survivor into respiratory and/or cardiac arrest.
Consideration should be given to utilizing a method of recovery maintaining a horizontal or near horizontal
survivor position.

2. After drop—Cold blood from the extremities (arms and legs) gets suddenly reintroduced to the body’s
core, and drops the body’s core temperature below the level needed to sustain life.

3. The procedures for recovery and transport of a hypothermic survivor are as follows:

a. Recovery phase—The survivor should be recovered using the rescue basket. Use of the
rescue/MEDEVAC litter or DD double lift is also acceptable. It is important to keep the hypothermic
survivor quiet and immobilized due to the fragile state of their cardiac and respiratory systems. Hoisting
from the water in a horizontal position reduces the aggravation of shock caused when the effect of water
pressure is removed (hydrostatic squeeze).

Note

The RS will have to make the decision on when not to use the
rescue/MEDEVAC litter based on the environment and the survivor’s injuries
(no ABC, severe bleeding).

b. Transport phase—The survivor shall be transported in a horizontal/face-up position on a

rescue/MEDEVAC litter. When possible, wet clothing shall be removed. The victim shall be wrapped in a
standard wool blanket and then a reflective casualty blanket. These materials are required equipment on all
SAR-capable aircraft.

Environmental protective clothing can mask life threatening injuries. All protective
clothing should be removed on patients dependent on the MOI or NOI. The survivor
should be assessed per medical treatment protocol.

DEC 2019 7-6

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CHAPTER 8
Aviation Survival Equipment
8.1 BODY ARMOR

8.1.1 The Protective Assembly, Aircrew Survival—Armor A/P22P-18(V)

This protective assembly (Figure 8-1) is a triservice effort designed to replace existing survival vests (Navy/Marine
Corps Airsave Integration Survival Vest Armor Protection Ensemble, the Army survival armor recovery vest, insert,
and packets (SARVIP), and the Air Force CMU-21/P) and be usable in all aircraft communities.

8.1.2 Configuration

Enhanced aircrew vital organ protection is provided since the vest assembly is also compatible with soft and hard
armor assemblies (PRU-60/P22P-15 or PRU-60A/P22P-15 and PRU-61/P22P-15 or PRU-61A/P22P-15
respectively), and the Army’s .50-caliber armor plate. The soft armor assembly (Figures 8-2 and 8-3) can be worn
in combination with other components to provide small-arms fire and fragmentation protection including
high-velocity shrapnel from antiaircraft rounds. The PRU-61/P22P-15 and PRU-61A/P22P-15 hard armor, in
conjunction with soft armor, provides protection against up to .30-caliber armor-piercing rounds. The Army’s
hard armor plate provides standoff protection against .50-caliber rounds. The A/P22P-18(V) vest has been
designed to provide one-hand, two-operation quick disconnect of the hard armor plate (Figures 8-2, 8-3, and 8-4).

The protective assembly, aircrew survival—armor A/P22P-18(V) consists of the following:

1. CMU-33A/P22P-18(V) survival vest (Type I or Type II).

2. PRU-60/P22P-15 or PRU-60A/P22P-15 small arms protective soft body armor.

3. PRU-61/P22P-15 or PRU-61A/P22P-15 small arms protective hard body armor or Army .50-caliber hard
body armor.

4. The A/P22P-18(V) protective assembly is compatible with Navy/Marine Corps LPU-21/P, LPU-23/P,
LPU-34/P, and LPU-36/P; Air Force LPU-9, and Army LPU-10 life preservers.

8.2 SURVIVAL VEST

8.2.1 The Type I CMU-33A/P22P-18(V) Survival Vest

The Type I CMU-33A/P22P-18(V) survival vest is designed for use by all helicopter and most fixed-wing,
nonejection seat (FWNES) aircraft aircrews.

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A/C Survival Life Parachute Restraint Antiexposure Helmet Oxygen

Type Vest Preserver Harness Used Assembly (HGU-) Mask
(MBU-)
C-130 SV-2B (NES/LB) LPU-21 (series) NB-8 Back Pack Viking QDAEC 25(V)2/P N/A
CMU-33 TYPE I LPU-27/P NC-3 Chest Pack 85/5P
LPU-34/P LP w/Quick-fit Harness
LPU-35/P
LPP-1/1A(pax)
LPU-32/P(pax)
T-6 CMU-36/P LPU-23D/P PCU-58/P CWU-62/P 68(V)8/P 23(V)9/P
PCU-59/P 59A/P 73/P CWU-86/P 17(V)6/P
T-34 CMU-32 LPU-10 NB-6 Back Pack CWU-62/P 47(V)3/P 17(V)2/P
SV-2B (NES/CB) LPU-21 (series) w/Quick-fit Harness CWU-86/P 68(V)1/P 23(V)6/P
CMU-33 TYPE I LPU-35/P 85(V)1/P
T-38 N/A LPU-3 BA-22 Back Pack CWU-62/P 68(V)1/P 16/P
w/Quick-fit Harness CWU-86/P
T-45 SV-2B (F/A) LPU-23 (series) Integrated Torso CWU-62/P 68(V)1/P 16/P
CMU-33 TYPE II LPU-33/P LP PCU-36/P 39/P 52/P CWU-86/P 85(V)1/P 23(V)2/P
LPU-36/P LP 58/P 59/P
V-22 CMU-33 TYPE I LPU-34/P LP N/A CWU-62/P 24/P 12/P
LPP-1/1A(pax) CWU-79/P(pax) 25(V)2/P 23(V)1/P
LPU-32/P(pax) CWU-83/P(pax) 85/8P
H-1/H-3/H-2 CMU-24/P (NOT H-2) LPP-1/1A N/A CWU-62/P 24/P N/A
H-46/H-60 CMU-30 LPU-21 (series) CWU-79/P 25(V)2/P
CMU-33 TYPE I LPU-28/P (RS) CWU-83/P 84/1P
SV-2B (HELO) LPU-32/P 84/2P
HBU-23 (RS) LPU-34/P LP 84/3P
TRI-SAR (RS) LPU-35/P 84/4P
CMU-37/P (Aircrew) LPU-34 CWU-86/P (Male) 84/6P
LPU-37 CWU-87/P (F)
CMU-38/P (Pilot) LPU-34 CWU-86/P (Male) 84/6/P
LPU-37 CWU-87/P (F)
AH-1 CMU-30 LPU-21 (series) N/A CWU-62/P 67/1P N/A
CMU-33 TYPE I LPU-34/P LP
SV-2B (HELO) LPU-35/P
H-53 CMU-30 LPP-1/1A N/A CWU-62/P 24/P N/A
CMU-33 TYPE I LPU-21 (series) CWU-79/P 25(V)2/P
SV-2B (HELO) LPU-32/P CWU-83/P 84/1P
LPU-34/P LP 84/4P
LPU-35/P 84/7P
Pouch Type
CMU-37/P (Aircrew) LPU-34 CWU-86/P (Male) 84/6P
LPU-37 CWU-87/P (F)
CMU-38/P (Pilot) LPU-34 CWU-86/P (Male) 84/6/P
LPU-37 CWU-87/P (F)
H-57 CMU-24/P LPU-21 (series) N/A N/A 84/2P N/A
SV-2B (HELO) LPU-35/P
F/A = Fighter/Attack
HELO = Helicopter
NES/LB = Nonejection Seat/Land-Based
NES/CB = Nonejection Seat/Carrier-Based

Figure 8-1. Survival Equipment by T/M/S Aircraft (Sheet 1 of 2)

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A/C Survival Life Parachute Restraint Antiexposure Helmet Oxygen

Type Vest Preserver Harness Used Assembly (HGU-) Mask
(MBU-)
LPU-23 (series) Integrated Torso PCU-34/P 34/P
SV-2B (F/A) 14(V)1/P
A-4K LPU-33/P LP 36/P 51/P CWU-62/P 68(V)/P
CMU-33 TYPE II 23(V)2/P
LPU-36/P LP 52/P 57/P 58/P 85(V)1/P
66(V)/1P
LPU-23 (series) Integrated Torso PCU-36/P
SV-2B (F/A) CWU-62/P 68(V)/P 16/P
AV-8 LPU-33/P LP 39/P 52/P
CMU-33 TYPE II CWU-86/P 68(V)6/P 23(V)4/P
LPU-36/P LP 58/P 59/P
85(V)1/P
BA-22 Back Pack CWU-62/P
F-5 SRU 21/P LPU-10 68(V)1/P 16/P
w/Quick-fit Harness CWU-86/P
33/P
LPU-23 (series) Integrated Torso 55A/P
SV-2B (F/A) CWU-62/P 14(V)1/P
F/A-18 LPU-33/P LP PCU-34/P 36/P 39/P 51/P 68(V)/P
CMU-33 TYPE II CWU-86/P 23(V)2/P
LPU-36/P LP 52/P 57/P 58/P 59/P 68(V)6/P
85(V)1/P
2ZCH28982-
2ZCH40270-0110 PE402800A00-01 MBU250700-6 Martin Baker 2ZCH40050-
F-35 353004-83-02 0003 Vision
RFD Beaufort RFD Beaufort JSF 0110
Systems Intl.
LPU-21 (series)
25(V)2/P
SV-2B (NES/CB) LPU-35/P NB-8 Back Pack
E/P-3 Viking QDAEC 47(V)4/P N/A
CMU-33 TYPE I LPU-32/P (pax) w/Quick-fit Harness
68(V)2/P
LPP-1/1A (pax)
LPU-21 (series)
Viking HGU-68(V)9/P
LPU-35/P PCU-17/P
P-8 CMU-33 TYPE I QDAEC, HGU-25(V)2/P N/A
LPU-32/P (pax) (NFO/AIRCREWMAN)
PS4049 (pax)
LPP-1/1A (pax)
LPU-21 (series)
CWU-62/P 25(V)2/P
SV-2B (NES/CB) LPU-35/P NB-8 Back Pack
E-2/C-2 CWU-86/P 47(V)4/P 17(V)2/P
CMU-33 TYPE I LPU-32/P (pax) w/Quick-fit Harness
CWU-83/P 68(V)2/P
LPP-1/1A (pax)
LPU-10
CMU-24/P LPU-21 (series)
C-12 N/A N/A 85/5P N/A
CMU-33 TYPE I LPU-34/P LP
LPU-35/P LP
F/A = Fighter/Attack
NES/LB = Nonejection Seat/Land-Based
NES/CB = Nonejection Seat/Carrier-Based

Figure 8-1. Survival Equipment by T/M/S Aircraft (Sheet 2 of 2)

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NTTP 3-50.1

Figure 8-2. Front View of the Protective Assembly, Aircrew Survival—Armor A/P22P-18(V)

Figure 8-3. Rear View of the Protective Assembly, Aircrew Survival—Armor A/P22P-18(V)

SEP 2019 8-4

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Figure 8-4. Both the Front and Back Hard Armor Plates are Released Simultaneously with One Hand

8.2.1.1 Configuration

The vest’s survival equipment stowage pockets are modular, permitting survival items to be configured to suit
type command requirements and different environments. This makes it possible to configure the most compatible
assembly of survival items for the aircraft and mission being flown, including those special configurations for
each of the services for flights into areas requiring chemical, biological, or radiation protection.

If authorized, aircrew members in aircraft positions with armored seats may remove the back soft ballistic insert
from its casing and wear only the front soft armor. However, after the removal of the rear ballistic armor insert,
the back casing must remain attached to the front armor and casing to retain the front armor in the proper position
on the wearer.

The Type I vest has an integrated hoisting harness and a two-way plastic slide fastener (zipper) on the front to
allow the vest to be opened from either the top or bottom for easier access for armor disconnect.

Notes

 Compatible with soft and hard armor: PRU-60/P22P-15 or PRU-60A/P22P-15 and

PRU-61/P22P-15 or PRU-61A/P22P-15.

 Comes equipped with LPU-21/P and LPU-23/P collar lobe attachment straps.

8.2.1.2 Application

The Type I vest is intended for use by aircrews of helicopters and most FWNES aircraft in conjunction with the
aircrew armor assemblies.

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Note

The CMU-33/P22P-18(V) Type I may also be worn with only the soft armor or as a
survival vest without any armor.

8.2.2 CMU-33A/P22P-18(V) Type II Survival Vest

The CMU-33A/P22P-18(V) survival vest Type II (Figure 8-5) is designed for aircrews of fixed-wing ejection seat
aircraft and some FWNES. The CMU-33 Type II is worn over the PCU-33 series or PCU-56 series integrated
torso harness in the same fashion as the SV-2B it is replacing.

Figure 8-5. The Type II CMU-33A/P22P-18(V) Survival Vest

8.2.2.1 Configuration

The vest’s survival equipment stowage pockets are modular, permitting survival items to be configured to suit
type command requirements and different environments. This makes it possible to configure the most compatible
assembly of survival items for the aircraft and mission being flown including those special configurations for each
of the services for flights into areas requiring chemical, biological, or radiation protection. The CMU-33 Type II
vest does not include an integrated hoisting harness, but comes with integrated torso harness attachment straps.
The Type II vest is designed to integrate with torso harnesses such as the PCU-33 series or PCU-56 series worn
by fixed-wing ejection seat aircraft aircrews and some FWNES aircrews.

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 NTTP 3-50.1

The Type II vest, used in ejection-seat aircraft, has a metal one-way slide fastener for increased air-blast
protection in the event of seat ejection.

Note

The Type II vests come equipped with LPU-21/P and LPU-23/P collar lobe attachment
straps, but are designed to be compatible with most Navy, Air Force, and Army life
preserver assemblies.

8.2.2.2 Application

The Type II CMU-33A/P22P-18(V) survival vest is designed for use by all ejection seat, and some FWNES
aircraft aircrews in conjunction with the aircrew armor assemblies and the integrated torso harness (types
PCU-33/P and PCU-56/P).

Notes

 The CMU-33/P22P-18(V) Type II will always be worn in conjunction with (over)

an integrated torso harness, regardless of armor and life preserver configuration.

 The CMU-33/P22P-18(V) Type II may also be worn with only the soft armor, or as
a survival vest without any armor.

8.2.3 SV-2B Survival Vest

The SV-2B survival vest is (Figure 8-6) used throughout Navy aviation and provides maximum useful storage for
survival equipment, consistent with minimum bulk and weight. In addition, the survival vest provides for
integration of a life preserver and the chest-mounted oxygen regulator. It does not interfere with the use of either
the back pack or integrated-type parachute harness. The SV-2B is being replaced by the CMU-33 Type I and II,
but is still very common.

Figure 8-6. A Properly Worn SV-2B Survival Vest

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NTTP 3-50.1

8.2.3.1 Configuration

The SV-2B survival vest is constructed basically of nylon cloth. An adjustable harness, leg straps, and a front
entrance slide fastener (zipper) provide a means of fitting and securing the vest to the aircrew member. The
SV-2B has four major configurations: fighter/attack, nonejection seat land-based, nonejection seat carrier-based,
and helicopter. That being said, the general layout of the SV-2B remains the same. Fixed pockets are provided for
stowage of survival items. When required, the chest-mounted oxygen regulator is located inside a pocket secured
to the vest by means of hook-and-pile tape (except for AV-8 series aircraft). For AV-8 series aircraft, the oxygen
regulator is mounted on a mounting bracket attached to the vest (see Figure 8-7).

Figure 8-7. SV-2B Nomenclature

Note

Compatible with soft and hard armor are the PRU-60/P22P-15 or PRU-60A/P22P-15
and PRU-61/P22P-15 or PRU-61A/P22P-15. A locally manufactured chest-strap
extension may be required to fit the SV-2B over the body armor.

8.2.3.2 Application

The SV-2B is designed for use by all aircrew members. It can be worn by itself or over virtually any parachute
harness in the inventory, if properly configured.

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8.2.4 CMU-30/P22P-15 Survival Vest

The CMU-30/P22P-15 survival (Figure 8-8) vest is designed specifically for helicopter aircrews. It is being
replaced by the CMU-33 Type I.

Figure 8-8. CMU-30/P22P-15 Survival Vest

8.2.4.1 Configuration

The survival equipment pockets are modular, so the location of survival items may be changed. The vest has a
slide fastener (zipper) on the front. When the hard armor is worn in front, the slide fastener is engaged for no
more than 2 inches and the armor release beaded pull handle is used as an alternate front closure.

Notes

 Compatible flotation is the LPU-21/P.

 Compatible with soft and hard armor PRU-60/P22P-15 or PRU-60A/P22P-15 and

PRU-61/P22P-15 or PRU-61A/P22P-15.

8.2.4.2 Application

The CMU-30/P22P-15 is designed for use by helicopter aircrews in conjunction with the aircrew armor assembly
when operating in hostile territory.

Note

The CMU-30/P22P-15 may also be worn with only the soft armor or as a survival vest
without any armor.

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8.2.5 CMU-37/P and CMU-38/P Survival Vest

The CMU-37/P (Figure 8-9) is designated for mobile crewmen. The CMU-37/P has an integrated aircraft shoulder
safety harness, HBU-27/P, for use by mobile crewmen. The safety harness provides a means to attach the
crewman to designated points in the aircraft, providing fall arrestment and retention of crewman while not seated
in a crew seat. The CMU-38/P (Figure 8-10) is for use by crewmen that are restrained in a seat for the duration of
the flight. Both vests are designed to be used with installed PRU-71/P soft body armor and PRU-61/A or ESAPI
hard armor plates. They may also be worn as standalone survival vests without armor installed. The LPU-34 or
LPU-37 life preserver may be attached to the vests for over water flights.

Figure 8-9. CMU-37/P Aircrew Endurance Vest (Front/Back)

Figure 8-10. CMU-38/P Aircrew Endurance Vest

8.2.5.1 Configuration

The CMU-37/P and CMU-38/P are constructed with fire-retardant mesh fabric. Each horizontal strip of webbing
is attached to the vest by vertical stitching evenly spaced along the horizontal length of the strip. The modular
lightweight load-carrying equipment (MOLLE) method of attachment provides the necessary loops for multiple
pocket configurations and individual sizing during the fitting process. Stowage pockets are attached to the vest by
interlacing the straps sewn to the back of the pockets through the loops of the horizontal webbing strips. The
straps are then secured to the pocket with omnidirectional snaps. The radio pocket has been designed to
accommodate all current survival radios. If a smaller radio is being used by the aircrew, one of the magazine
pockets may be used to stow the radio.

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8.2.5.2 Application

1. The CMU-37/P mobile version is designed for use by rotary wing mobile aircrew with or without aircrew
armor assemblies. The body armor components are installed internally. The vest may be worn with soft armor
panels and hard armor plates installed, with only soft armor installed, or with no armor installed. The hard
armor plates cannot be installed unless the soft armor is in place. While wearing the CMU-37/P, the lifting
harness assembly (LHA) shall be used. The LHA provides fall protection from the built-in harness used in
conjunction with the HBU-27/P aircraft shoulder safety harness. Additionally, the full harness is necessary for
crew member to be hoisted during rescue operations. Side panel covers are designed to provide secure closure
of the vest and additional space for survival gear and internal space for side armor, if worn. Shoulder pads are
designed with soft armor inserts to providing cushioning. The soft armor inserts may be removed from the
shoulder pads if necessary; however, the covers must remain in place. Modular lightweight load-carrying
equipment loops are provided to route LPU/LPFC attachment straps and HBU-27/P release mechanisms.
Front, back, and side panel soft armor combined with hard armor make up the CMU-37/P armor assembly
which is installed within the front and back and side panel vest assemblies. An optional lumbar pad is
included for additional lower back support.

2. The CMU-38/P restrained version is designed for use by rotary wing pilot and co-pilots with or without
aircrew armor assemblies. The body armor components are installed internally. The vest may be worn with soft
armor panels and hard armor plates installed, with only soft armor installed, or with no armor installed. The hard
armor plates cannot be installed unless the soft armor is in place. While wearing the CMU-38/P, the LHA shall
be used. The LHA is necessary for crew member to be hoisted during rescue operations. Side panel covers are
designed to provide secure closure of the vest and additional space for survival gear and internal space for side
armor if worn. Shoulder pads are designed with soft armor inserts providing cushioning. The soft armor inserts
may be removed from the shoulder pads if necessary; however, the covers must remain in place. Modular
lightweight load-carrying equipment loops are provided to route LPU/LPFC attachment straps. Front, back, and
side panel soft armor combined with hard armor make up the CMU-38/P armor assembly, which is installed
within the front and back and side panel vest assemblies. An optional lumbar pad is included for additional
lower back support. The CMU-38/P pocket system has been designed to allow the carrying of survival items in a
more efficient manner and is compatible with legacy and future survival gear requirements.

8.3 PARACHUTE RESTRAINT HARNESS, PARACHUTE, AND ASSOCIATED EQUIPMENT

8.3.1 Quick Fitting Parachute Restraint Harness

The quick fitting parachute restraint harness (Figure 8-11) is designed for aircrews of FWNES aircraft. The quick
fitting parachute restraint harness has only one purpose: to connect a parachute to an aircrew member.

Figure 8-11. Quick Fitting Parachute Restraint Harness

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8.3.1.1 Configuration

The quick fitting harness consists mainly of nylon webbing. Three quick ejector fittings, one on the chest strap, and
one on each leg strap, allow ease of donning and doffing the harness. Each shoulder riser has one parachute
assembly attachment point. The quick fitting parachute restraint harness allows the use of either the back pack–type
NB-8 personnel parachute assembly or the NC-3 chest pack personnel parachute assembly.

8.3.1.2 Associated Parachute Assemblies

1. The NB-8 personnel parachute assembly (Figure 8-12) is a back pack-type parachute consisting of a
multicolored (white, olive green, international orange, and sand shade), 28-foot diameter, flat, circular, nylon
canopy with 28 gores. The canopy is packed in a container assembly and secured to the aviator’s back by
means of a quick fitting parachute restraint harness. It is by far the most popular parachute configuration for
all land- and-carrier based nonejection seat aircraft (refer to Figure 8-1).

Figure 8-12. NB-8 Personnel Parachute Assemble (Back Pack)

2. The NC-3 personnel parachute assembly (Figure 8-13) is a chest-type parachute used primarily in transport
type aircraft. The NC-3 assembly includes a multicolored (white, olive green, international orange, and sand
shade), 28-foot diameter, flat, circular, nylon canopy with 28 gores. The canopy is packed in a container
assembly secured to the aircrew’s chest by means of a quick fitting parachute harness.

Figure 8-13. NC-3 Personnel Parachute Assemble (Chest Pack)

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8.3.2 PCU-series Integrated Torso Parachute Restraint Harness

8.3.2.1 Configuration

The integrated torso harness comes in many different models, such as the PCU-33/P, PCU-51/P, and PCU-56/P
(see Figure 8-14). Although there are many different model numbers, the general configuration and fittings are the
same. Slight variances in the basic harness are given new model numbers for ease of procurement in the supply
system. The PCU-series parachute restraint harness consists of nylon webbing encased in a nylon fabric channel
and is configured into a sleeveless, legless, torso garment closed by a slide fastener at the front. Main sling
webbing straps with canopy release adapters provide attachment of parachute riser. A lap belt adapter provides
attachment to ejection seat, survival seat kit, and parachute assembly. A gated D ring is attached to the right
shoulder adjustable strap interweaved with a canopy release adapter.

Figure 8-14. PCU-series Integrated Torso Parachute Restraint Harness

8.3.2.2 Associated Parachute Assembly

The NB-7 personnel parachute assembly (Figure 8-15) is a back pack–type parachute consisting of a multicolored
(white, olive green, international orange, and sand shade), 28-foot diameter, flat, circular, nylon canopy with
28 gores used with a PCU-series integrated torso parachute restraint harness. The canopy is packed in a container
assembly and secured to the aviator’s back by means of a PCU-series integrated torso parachute restraint harness.
The parachute assembly is mated to a seat survival kit by a slide fastener and then installed in the aircraft seat.
The integrated torso harness incorporates the parachute restraint harness and provides attachment points for the
parachute assembly and survival kit. When aboard the aircraft and seated, the aviator connects the canopy release
fittings on the parachute risers to the canopy release adapters (Koch fittings) on the harness.

Two different configurations for the NB-7 parachute assembly may be used. The difference is the addition or
absence of the PHSRU discussed in 8.3.3.

8.3.3 Parachute Harness Sensing Release Unit

The PHSRU (Figure 8-16) is a SEAWARS that provides a backup automatic mode of separating the parachute
from the aircrew. Manually activating the canopy release assembly (Koch fitting) is the primary mode of
separating the risers from the aircrew. Automatic release is intended for disabled aircrews or when there is
insufficient time to manually activate the release. The PHSRU is designed to release within 2 seconds after
seawater entry. Immersion in fresh water will not activate the PHSRU.

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Figure 8-15. NB-7 Personnel Parachute Assembly

Figure 8-16. Parachute Harness Sensing Release Unit

Attached to Koch Fitting of NB-7
Personal Parachute Assembly

8.3.3.1 Configuration

The SEAWARS consists of two PHSRUs, both fitted to each of the canopy release assemblies (Koch fittings)
located on each shoulder riser.

8.3.3.2 Principles of Operation

1. Manual operation: Upon landing, the aircrew disengages the parachute assembly from the PCU-33/P or the
PCU-56/parachute restraint harness by actuating the canopy release assembly (Koch fitting) on each shoulder
riser.

2. Automatic operation: Within 2 seconds after the aircrew enters seawater, immersing the PHSRU, the
following functions take place assuming the aircrew does not manually activate the canopy release assembly
(Koch fitting):

a. An electron current path is established between the two sensors inside the PHSRU housing assembly.

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 NTTP 3-50.1

b. The conductive path is sufficient in seawater to allow the firing capacitors within the PHSRU to charge
to a predetermined voltage that will result in the capacitors discharging through the bridge wire within the
explosive cartridge.

c. The release piston is driven by the gas released from the explosive cartridge compressing the plug
assembly, thereby releasing the sleeve and the riser assembly.

Notes

 The events described in 2a thru 2c above occur simultaneously.

 Fresh water or water of lesser conductivity will not fire the PHSRU.

 No harm will come to anyone touching the PHSRU when it fires. The PHSRU is
totally enclosed and safe.

 The RS shall never assume the PHSRU will work. There have been cases in which
one or both PHSRUs failed. Always approach the survivor being vigilant for a
parachute.

8.3.3.3 Application

The SEAWARS system is utilized on the PCU-series integrated torso parachute restraint harness. Refer to
Figure 8-1.

8.4 LIFE PRESERVER UNIT (LIFE PRESERVER UNIT-SERIES)

The LPU-series life preserver has many different models, and though technically different, their general appearance
and inflation procedures are basically the same. For the purposes of this section, all of the different models
(see Figure 8-1 for model numbers) will be referred to as LPU-series, and any major differences will be noted.

8.4.1 Life Preserver Unit-Series Life Preservers Used by Aircrews of High-performance Ejection
Seat-equipped Aircraft

Notes

 The RS may encounter difficulty towing a survivor wearing the LP LPU-33/P LP

and LPU-36/P LP due to its design. Hooking into the survivor’s gated D ring may
overcome the problem.

 Due to its design, the LP LPU-33/P LP and LPU-36/P LP (Figure 8-17) beaded
handles for manual inflation are in the chest area. This is true of any LP life
preserver.

The LPU-3 (T-38 only), LPU-10 (F-5 only), LPU-23 (series), LPU-33/P LP, and LPU-36/P LP life preserver
assemblies are authorized for use by all aircrew operating in high-performance ejection-seat aircraft. The
LPU-series life preservers are designed as a constant-wear item for use with either a modified integrated torso
harness or a survival vest and will not interfere with the removal of the nonintegrated parachute harness. The
LPU-series life preserver assembly ranges in weight from 3 1/4 to 4 pounds (without survival items) and provides
a minimum of 65 pounds buoyancy.

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Figure 8-17. Low Profile Life Preserver Unit

8.4.1.1 Configuration

The LPU-series consists of multiple components compactly packed into an exterior cover assembly. The flotation
assembly consists of two independent flotation chambers. One chamber consists of the left waist lobe joined by a
tube to the right collar lobe. This chamber contains one FLU-8B/P (automatic) and one beaded handle (manual)
CO2 inflation assembly, and the oral inflation valve attached to the left waist lobe. The other chamber consists of
the right waist lobe joined by a tube to the left collar lobe. This chamber also contains one FLU-8B/P (automatic)
and one beaded handle (manual) CO2 inflation assembly, and the oral inflation valve attached to the right waist
lobe. The two chambers are sewn together at the collar lobes. Four straps on the inflation shell assembly pass
through grommets on the exterior cover assembly to attach the LPU-series life preserver to the modified
integrated torso harness or survival vest. Two additional straps adjust a plastic buckle, which snaps across the
wearer’s chest to keep the LPU-series in position when worn. A beaded handle connects to an inflation device
mounted on each side of the exterior cover assembly to initiate manual (primary) inflation of the life preserver.

8.4.1.2 Principles of Operation

The LPU-series is inflated either automatically by immersion in fresh or salt water, or manually by pulling both
beaded handles. The bladders inflate to provide head-out-of-water buoyancy.

1. The primary method of initiating inflation is the manual mode; pulling both beaded handles in a natural
downward motion. Each beaded handle is connected by a lanyard to the actuating lever of the inflation
assembly. Pulling the beaded handles initiates zipper separation on the exterior cover and causes the CO2
cylinders to be punctured, inflating the bladders. The zipper securing the exterior cover continues to separate
as the bladders inflate.

2. The automatic feature of the FLU-8B/P inflator serves as a backup to manual inflation. Automatic inflation
is initiated when immersion in fresh or salt water activates an electronic circuit within the device to detonate
an explosive primer (cartridge). Energy from the burning explosive forces the spent-cartridge indicator into
the firing check port and simultaneously propels the piercing pin to puncture the CO2 cylinder, inflating the
bladder. The zipper securing the exterior cover separates as the bladder inflates.
3. In an emergency situation, the oral inflation tubes may be used to top off the inflated bladders, maintain
inflation of a leaky bladder, or inflate a bladder if an inflator malfunctions. The oral inflation tubes may also
be used to evacuate air.

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8.4.1.3 Application

Refer to Figure 8-1 for specific model LPU-series applications.

8.4.2 Life Preserver Unit-series Life Preservers Used in Fixed-wing Nonejection-seat Aircraft
and Helicopters

Notes

 The RS may encounter difficulty towing a survivor wearing the LP LPU-34/P LP

and LPU-35/P LP due to its design. Hooking into the survivor’s gated D ring may
overcome the problem.

 The RS is reminded that due to its design, the LP LPU-34/P LP and LPU-35/P LP
(Figure 8-17) beaded handles for manual inflation are in the chest area. This is true
of any LP life preserver.

 Life preserver unit-series life preservers used in nonejection-seat aircraft and

helicopters do not have the FLU-8B/P automatic inflation assembly discussed in
8.4.3.

The LPU-10, LPU-21 (series), LPU-34/P LP, and LPU-35/P LP life preserver assemblies are authorized for use
by all aircrew operating in nonejection-seat aircraft and helicopters. The LPU-series life preservers are designed
as a constant-wear item for use with either a modified integrated torso harness or a survival vest and will not
interfere with the removal of the nonintegrated parachute harness. The LPU-series life preserver assembly ranges
in weight from 3-1/4 to 4 pounds (without survival items) and provides a minimum of 65 pounds buoyancy.

8.4.2.1 Configuration

The LPU-series consists of multiple components compactly packed into an exterior cover assembly. The flotation
assembly consists of two independent flotation chambers. One chamber consists of the left waist lobe joined by a
tube to the right collar lobe. This chamber contains one beaded handle (manual) CO2 inflation assembly and the
oral inflation valve attached to the left waist lobe. The other chamber consists of the right waist lobe joined by a
tube to the left collar lobe. This chamber also contains one beaded handle (manual) CO2 inflation assembly and
the oral inflation valve attached to the right waist lobe. The two chambers are sewn together at the collar lobes.
Four straps on the inflation shell assembly pass through grommets on the exterior cover assembly to attach the
LPU-series life preserver to the modified integrated torso harness or survival vest. Two additional straps adjust a
plastic buckle, which snaps across the wearer’s chest to keep the LPU-series in position when worn. A beaded
handle connects to an inflation device mounted on each side of the exterior cover assembly to initiate manual
(primary) inflation of the life preserver.

8.4.2.2 Principles of Operation

The LPU-series life preserver used in FWNES aircraft and helicopters can only be inflated manually. The
LPU-series is inflated manually by pulling both beaded handles. The bladders inflate to provide head-out-of-water
buoyancy.

1. The primary method of initiating inflation is the manual mode; pulling both beaded handles in a natural
downward motion. Each beaded handle is connected by a lanyard to the actuating lever of the inflation
assembly. Pulling the beaded handles initiates zipper separation on the exterior cover and causes the CO2
cylinders to be punctured, inflating the bladders. The zipper securing the exterior cover continues to separate
as the bladders inflate.

2. In an emergency situation, the oral inflation tubes may be used to top off the inflated bladders, maintain
inflation of a leaky bladder, or inflate a bladder if an inflator malfunctions. The oral inflation tubes may also
be used to evacuate air.

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Note

The exterior cover must be manually opened prior to attempting to inflate the bladders
using the oral inflation tubes.

8.4.2.3 Application

Refer to Figure 8-1 for the type LPU used in Navy nonejection seat aircraft and helicopters.

8.4.3 FLU-8B/P Automatic Inflation Device

The FLU-8B/P (Figure 8-18) is a water-activated inflation system that provides a backup automatic mode of
inflating a life preserver unit for disabled aviators in high-performance ejection seat–equipped aircraft and
shipboard personnel so equipped.

8.4.3.1 Configuration
The FLU-8B/P is a sealed cartridge actuated device installed on the valve stem of each waist lobe of the flotation
assembly. A manifold nut secures the device and upper and lower pressure seal gaskets on the valve stem and
serves as a cover for the valve stem. Each FLU-8B/P contains:

1. Sensor housing, which contains an electronic circuit, two 6-volt manganese dioxide batteries, and a sensor
plug assembly containing the battery contact spring and sensor pin

2. Body housing, which contains a cartridge, piercing pin, spent-cartridge indicator, firing check port, cam
lever, lanyard assembly, nylon release pin, and provisions to attach a Type III, 35 gram CO2 cylinder.

Figure 8-18. Life Preserver Unit Inflation Assembly with FLU-8B/P Installed

8.4.3.2 Principles of Operation

The FLU-8B/P may be operated either manually or automatically.

1. The manual mode is considered the primary mode and can be actuated an unlimited amount of times.

2. Automatic inflation of the LPU is initiated when immersed in fresh or salt water. Automatic mode is a
one-time-use feature.

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8.4.3.3 Application

The FLU-8B/P system is used in all life preservers configured for use with ejection seat aircraft. Additionally,
most shipboard personnel personal flotation assemblies now utilize the FLU-8B/P system.

8.5 RIGID SEAT SURVIVAL KIT

Notes

 All RSSKs (Figure 8-19) look essentially the same and have the same basic
equipment installed.

 Rigid seat survival kits are installed in all high-performance aircraft that utilize
ejection seats. The RSSK functions as a seat for the aircrew member, as well as a
platform and/or case for mounting emergency oxygen and other survival
equipment.

8.5.1 Configuration

1. The molded fiberglass seat lid assembly is the primary structure of the RSSK (Figure 8-19). It serves as a
seat for the aircrewman as well as a mounting platform for the universal radio/transceiver (URT) radio
beacon, the rucksack assembly, and the emergency oxygen system. Two lap belts are attached to the lid
assembly at the aft outboard edges and are fitted with release assemblies, which are attached to the
aircrewman’s parachute harness.

Figure 8-19. Example of a Rigid Seat Survival Kit

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2. A flexible oxygen and communications hose assembly, which consists of two hose subassemblies, is
installed on the side of the lid assembly. The first subassembly provides connection for communication and
oxygen services between the aircraft console, through the ejection seat survival kit, to a quick disconnect
union at the end of the subassembly. The second subassembly provides the interconnection between the quick
disconnect and the aircrewman’s chest-mounted breathing oxygen regulator. Anti-G and vent air are provided
directly to the aircrewman from the aircraft console.

3. The emergency oxygen system provides ejected aircrew with up to 10 minutes of air in the event that
ejection occurs above 10,000 feet.

4. The fabric rucksack container is divided into two compartments. The larger compartment at the rear of the
rucksack houses a life raft. The front compartment contains basic survival items (Figure 8-19), and is closed
by a zipper.

8.6 INFLATABLE LIFE RAFTS

Note

The Chief of Naval Operations (CNO) has established new survival equipment lists
(Figure 8-20) as standards to be utilized by all concerned. These lists provide for an
effective 24-hour survival capability. Please refer to NAVAIR 13-1-6.1-1 for
additional information on all life rafts.

8.6.1 LR-1 One-man Life Raft Assembly

The LR-1 is a one-man life raft (Figure 8-21) utilized with various soft- and hard-type survival kits (Figures 8-23
and 8-24), and is the most widely used life raft in the fleet. The LR-1 is intended for use by an aircrew member
forced down at sea. It can also be used as a shelter when forced down over land, or to ford streams, lakes, and
rivers.

8.6.1.1 LR-1 Configuration

The LR-1 life raft assembly consists of an inflation assembly (CO2 cylinder and inflation valve), and a one-man
life raft. Three types of CO2 cylinders and one type of inflation valve, FLU-6/P or modified FLU-6/P, are
available. The life raft consists of a single compartment flotation tube with a noninflatable floor. It features a
weather shield, sea anchor, sea anchor pocket, retaining line pocket, and ballast bags.

8.6.1.2 LR-1 Function

The LR-1 life raft assembly is inflated either manually by pulling the inflation assembly-actuating lanyard or
automatically on LR-1 RSSK by gravity-drop-on-kit actuation. The inflation assembly inflates the flotation tube.
After boarding, the LR-1 may be topped off by using the oral inflation valve (see Figures 8-21 and 8-22).

8.6.2 LRU-18/U Life Raft Assembly

The LRU-18/U is a one-man life raft (Figure 8-25) utilized with various soft- and hard-type survival kits. It is
intended for use by aircrew members forced down at sea. It can also be used as a shelter when forced down over
land, or to ford streams, lakes, and rivers. It is a lightweight life raft designed to replace the bulkier and heavier
LR-1 in certain applications.

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Nomenclature Quantity Reference Number

Ground/Air Emergency Code Card 1 NAVAIR 13-1-6.5
Nylon Cord, Type 1 50 ft NAVAIR 13-1-6.5
Bailing Sponge, Type 2, Class 2 1 NAVAIR 13-1-6.5
Combat Casualty Blanket 1 NAVAIR 13-1-6.5
SRU-31/P Survival Kit, Packet No. 1 (Medical) 1 NAVAIR 13-1-6.5
(Note 2)
SRU-31/P Survival Kit, Packet 2 (General) 1 NAVAIR 13-1-6.5
(Note 2)
SRU-31 A/P (Note 6) Optional NAVAIR 13-1-6.5
Radio Beacon 1 NAVAIR 13-1-6.5
Bag, Drinking Water (50 ml) (Note 4) 6 NAVAIR 13-1-6.5
or
Water, Drinking Emergency (118 ml) (Note 4) 3 NAVAIR 13-1-6.5
Smoke and Illumination Signal 2 NAVAIR 13-1-6.5
(MK 13 Mod 0 or MK-124 Mod 0)
Sea Dye Marker 2 NAVAIR 13-1-6.5
Latex Surgical Tubing 5 ft NAVAIR 13-1-6.5
Green Lightstick, 12-hour (Note 3) 2 NAVAIR 13-1-6.5
S.O.S. Light, Green, 8-hour (Note 3) 2 NAVAIR 13-1-6.5
HGU-32/P Antiexposure Hood (Note 5) 1 NAVAIR 13-1-7-2
HAU-12/P Antiexposure Mittens (Note 5) 1 pr NAVAIR 13-1-7-2
Notes: 1. The items listed are typical and are considered mandatory for inclusion in the survival kit container.
Deviation from the listed items may be required by certain functional air wings (FUNCWINGs),
carrier air wings (CVWs), commanders, fleet air wings (COMFAIRs), or marine aircraft wings
(MAWs). Requests for deviations must be forwarded to and authorized by TYCOMs and with
information to fleet support team (FST) at Naval Air Warfare Center, Aircraft Division
(NAVAIRWARCENACDIV), Patuxent River, MD via naval message. When optional items are
substituted, particular attention must be made to the binding sequence so that physical sizes and
binding order of substituted items remain approximately the same. That portion of an item name in
parentheses is a common-use name or container size and is not intended for supply requisition
purposes.
2. SRU-31/P complete kit consisting of both the medical packet (#1) and general packet (#2) may be
ordered; instructions for packing and ordering these kits are found in NAVAIR 13-1-6.5.
3. Replace green lightstick, 12-hour, with S.O.S. light green, 8-hour, at Seat Survival Kit’s next
inspection cycle, reference NAVAIR 13-1-6.5 for NIINs.
4. If bag, drinking water (50 ml), substitute water, drinking emergency (118 ml), IAW NAVAIR 13-1-6.5.
5. Not required to be packed if available from supply.
6. The selection of SRU-31/P or SRU-31A/P Individual Aircrewmember’s Survival Kit will be at the
discretion of the TYCOM depending on mission requirements, reference NAVAIR 13-1-6.5,
Chapter 9, for detailed information.

Figure 8-20. A Typical List of RSSK Survival Items (Items May Vary Slightly from Model to Model)

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Figure 8-21. Inflated LR-1 One-man Life Raft Assembly

Figure 8-22. LR-1 Life Raft Assembly

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Description Quantity Reference NIIN SM&R

Required Number Code
Dye Marker 2 MIL-S-17980 00-270-9986 PAOZZ

Distress Signal, MK-124 MOD 0 2 — 01-030-8330

Emergency Radio Beacon 1 MIL-B-38401A 00-160-2136 PAOGG

AN/URT-33A

Battery Power Supply (Note 3) 1 P/N A3-03-0052 00-168-8628 PAOZZ

(CAGE 18560)

Water, Drinking, Bagged. 3 01-124-4543 PAOZZ

Emergency (Note 2)

Cord, Nylon, Utility, 50 feet 1 MIL-C-5040 00-262-2148 PAOZZ

SRU-31/P Individual Survival Kit 1 MIL-S-81941 00-478-6504 PCOZZ

(Part 1–Medical, Part 2–General

Ground Air Emergency Code Manual 1 NAVAIR 00-25-213 0800-LP-000-1500 —

Combat Casualty Blanket Type II, 3 oz. 1 MIL-B-36964 00-935-6666 PAOZZ

Bailing Sponge 1 P/N L-S-626 00-240-2555 PAOZZ

(CAGE 81348)

Personnel Lowering Device (Note 1) 1 CL 213D2-1 00-451-3324

Notes: 1. Optional item.
2. Deleted.
3. Refer to NAVAIR 16-30URT33-1 for battery service life.

Figure 8-23. LR-1 Survival Items

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Packaged LR-1 Life Raft Assembly Aircraft

Standard Soft Pack Assembly (Note 1) C-2A E-2C KC-130F
E-2A T-34B KC-130R
E-2B
High-speed Soft Pack Assembly A-4B KC-130F
A-4C KC-130R
A-4E
High-speed Soft Pack (Modified) Assembly T-39E CT-39G
Rigid Seat Survival Kit 1/1A F-4B F-4K F-4N
F-4J F-4M RF-4B
Rigid Seat Survival Kit 3 T-2
Rigid Seat Survival Kit 8/8A A-4F TA-4J A-7E
A-4M A-7A S-3A
A-7C TA-4F A-7B
Helicopter Back Pack Assembly (Note 2) All Helicopters (except AH-1 series)
SKU-2/A F-14 A-6E EA-6B
KA-6D EA-6A
SKU-3/A F-18
SKU-4/A A-7
SKU-6/A AV-8B TAV-8B

SKU-12/A (Note 3) A-6E EA-6A

KA-6D EA-6B
NOTE: 1. E-2 aircraft equipped with the A/P22P-11 crew back pack utilize the LRU-18/U one-man Vee
Bottom Life Raft.
2. LR-1 Life Rafts will be replaced with LRU-18/U one-man Vee Bottom Life Raft in helicopter back
pack assemblies on an additional basis.
3. The LRU-23/P life raft assembly is installed in seat survival kits used in F/A-18 aircraft equipped
with SJU-17(V)1A through SJU-17(V)4A ejection seats.

Figure 8-24. LR-1 Applications

Figure 8-25. LRU-18/U Life Raft Assembly

8.6.2.1 LRU-18/U Configuration

The LRU-18/U life raft assembly consists of a one-man life raft and an inflation assembly (CO2 cylinder and
inflation valve). It has two separate cells, each consisting of a series of tubes. The upper second, third, and fourth
tubes are inflated with CO2, and the remaining tubes are inflated orally (Figures 8-26 and 8-27).

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Figure 8-26. LRU-18/U Life Raft Assembly Nomenclature

Figure 8-27. Packaged LRU-18/U Life Raft Assemblies

8.6.2.2 LRU-18/U Function

The LRU-18/U life raft assembly is inflated manually by pulling the beaded inflation handle which actuates the
CO2 inflation assembly. The inflation assembly inflates the upper second, third, and fourth tubes. After boarding,
additional buoyancy and free board may be added by orally inflating the remaining tubes through the oral-cell oral
inflation valve.

8.6.2.3 LRU-18/U Application

The LRU-18/U life raft assembly is mandatory for use by all authorized helicopter and E-2C aircrew during
over-water flights (Figure 8-28).

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Packaged LRU-18 Life Raft Assembly Aircraft

SRU-37/P One-Man Vee-Bottom Life Raft and Container Assembly All helicopters
(Helicopter Back Pack)
SKK-9 One-Man Vee Bottom Life Raft and Survival Kit Container Assembly E-2C (aircraft equipped with A/P22P-11 crew back pack)

Figure 8-28. LRU-18/P Aircraft Applications

8.6.3 LRU-23/P Life Raft Assembly

The LRU-23/P life raft assembly (Figures 8-29 and 8-30) is a one-man life raft utilized in individual seat survival
kits. The LRU-23/P is intended for use by an aircrew member forced down at sea and provides insulation against
low air and sea temperatures. It can also be used as a shelter when forced down over land, or to ford streams,
lakes, and rivers.

Figure 8-29. LRU-23/P Life Raft Assembly

Figure 8-30. LRU-23/P Life Raft Assembly Nomenclature

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8.6.3.1 LRU-23/P Configuration

The three main components of the life raft are the flotation chamber, double-layer floor, and double-layer canopy.

8.6.3.2 LRU-23/P Function

If the survival kit deployment is manually actuated during parachute descent, the rucksack will fall away,
extracting the life raft and drop-line. When the life raft reaches the end of free-fall, the initial line stretch snubbing
action will actuate the life raft’s CO2 inflation assembly. The rucksack containing the basic survival items will be
suspended below the inflated life raft, and act as a sway stabilizer during descent.

On entering the water, the life raft retaining lanyard is removed from its stowage pocket on the raft and attached
to a D ring on the survivor’s life preserver. After removing the survival radio, the seat kit lid is then released, the
life raft is boarded from the stern using boarding handles, and the rucksack is retrieved.

If the survival kit is retained until after water entry, actuation of the manual deployment handle on the seat kit will
release the rucksack. The life raft may then be inflated by manually pulling on the drop-line attached to the raft
CO2 inflation assembly.

8.6.3.3 LRU-23/P Application

The LRU-23/P life raft assembly is installed in seat survival kits used in F-14, F/A-18, and T-45 aircraft equipped
with SJU-17(V)1/A through SJU-17(V)6/A ejection seats. Refer to NAVAIR 13-1-6.3-2, Seat Survival Kits
(SKU Series Seat Kits) for details of application.

8.6.4 LRU-29/P22P-20 Sealed Life Raft Assembly

The LRU-29/P22P-20 sealed life raft assembly (Figure 8-31) is a vacuum-packaged one-person life raft utilized in
the A/P22P-20 crew back pack assembly. It is intended for use by an aircrew member forced down at sea. It can
also be used as a shelter when forced down over land, or to ford streams, lakes, and rivers.

Figure 8-31. LRU-29/P22P-20 Sealed Life Raft Assembly

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8.6.4.1 LRU-29/P22P-20 Configuration

The LRU-29/P22P-20 sealed life raft assembly is a vacuum-packaged LRU-16/P. The raft is redesignated after
vacuum packaging by the manufacturer of the A/P22P-20 crew back pack assembly. It consists of a FLU-10
zero-leak inflator and a one-person life raft. The life raft comes with an inflatable floor and weather shield for
insulation from the elements. The life raft is stowed in the SRU-41/P22P-20 survival equipment kit assembly of
the A/P22P-20 crew back pack assembly and is tethered to the assembly via a lanyard.

8.6.4.2 LRU-29/P22P-20 Function

The LRU-29/P22P-20 life raft assembly is deployed by the aircrew. If emergency egress from the aircraft occurs
over water, aircrew should deploy the raft prior to water entry if conditions allow. The life raft should open and
inflate automatically after deployment during descent. The bridle cord is attached to a grommet in the
LRU-29/P22P-20 sealed packaging and the SRU-41/P22P-20 survival equipment kit.

When the bridle cord is fully extended, the vacuum sealing is torn open and a separate internal line attached to the
FLU-10 inflation valve actuates the inflation process via gravity drop. If emergency egress occurs over land
deployment of the life raft is not recommended prior to landing.

8.6.4.3 LRU-29/P22P-20 Application

The LRU-29/P22P-20 life raft assembly is only authorized for use in the A/P22P-20 crew back pack assembly
used in the E-2C.

8.6.5 Multiplace Life Rafts (MPLR A/A), LRU-30A/A (8-man), LRU-31A/A (12-man), and
LRU-32A/A (20-man)

The MPLRs (Figure 8-32 illustrates the A/A; Figure 8-33 illustrates the survival items) are intended for use by
aircrew and passengers forced down at sea.

Figure 8-32. MPLR A/A

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Note

The MPLR A/A model life raft is replacing the MPLR. The main difference between
the two models is the container in which it is stored. The MPLR uses a vacuum-sealed
bag, while the MPLR A/A utilizes a polymer tub with cover. Since any other
difference in the life raft models is slight, this manual will describe the MPLR A/A
unless otherwise noted.

8.6.5.1 MPLR A/A Configuration

The newly configured MPLR LRU-30A/A (8-man), LRU-31A/A (12-man), and LRU-32A/A (20-man) consist of
the life raft in a polymer tub with a cover and webbing straps with frangible links. The tub cover has a clear
window for verification of the CO2 bottle charge. The frangible links are designed to break at 180 pounds of force
as the life raft expands when actuated. The tub assembly is stowed in a newly configured container that
incorporates protective skids on the bottom for horizontal storage and at the end opposite of the inflation pull
handle for vertical stowage. The container is custom-fitted to the tub, streamlining the overall package. This new
configuration functions exactly as the old vacuum-bagged version. Only packaging of the life raft and container
have changed; the life rafts themselves are unchanged (see Figure 8-31).

Quantity Required Reference SM&R

Description NIIN
8-man 12-man 20-man Number Code

Desalter Kit, Sea Water, MK-2, Type II (1) 5 6 10 MIL-D-5531 00-372-0592 PAOZZ
Sea Dye Marker 4 5 8 MIL-S-17980 00-270-9986 PAOZZ
Distress Signal MK-124 Mod 0 or 7 8 10 DL 313734 01-030-8330 ----
MK-124 Mod 1 01-550-1355
or
Signal Kit, MK-189 Mod 0 (2) 1 1 1 ---- 01-366-0344 ----
or
Australian Authorised MK-189 Mod 0 1 1 1 6869830 ----
Kit (3) (53711)
Water, Drinking, Bagged, Emergency (4) ---- 01-124-4543 PAOZZ
w/MROD 8 12 20
w/o MROD 32 48 80
First Aid Kit 1 1 2 MULTI 00-922-1200 ----
Bailing Sponge 1 4 6 L-S-626 00-240-2555 PAOZZ
Combat Casualty, Blanket, Type I or 1 2 3 MIL-B-36964 00-935-6665 PAOZZ
Combat Casualty Blanket Type II, 3 oz. MIL-B-36964 00-935-6666 PAOZZ
Flare Gun MK-79 Mod 0 (2) 1 1 2 ---- 00-866-9788 PAOZZ
Signal Light (Strobe) SDU-5/E or 1 1 1 MIL-L-38217 00-067-5209 PAOZZ
SDU-39/N (5) 01-630-6269 PAOZZ
Light, Chemical 2 2 2 95277-80 01-334-4274 PAOZZ
Signal Mirror, Type I (6) or 1 1 1 MIL-M-18371 00-105-1252 PAOZZ
Signal Mirror, Type II 01-455-6695 PAOZZ
01-455-6671 PAOZZ
Survival Radio (7) and (8) and/or Radio 1 1 1 2155-0908300 01-466-0179 PAOZZ
Beacon AN/URT-140. (7) PAOGG
Code Card (9) 1 1 1 ---- ---- ----
Whistle Type II 1 1 1 MIL-W-1053 00-254-8803 PAOZZ
Cord, Nylon, Utility, 50 feet 1 1 1 PIA-C-5040 00-240-2154 PAOZZ

Figure 8-33. MPLR A/A List of Survival Items (Sheet 1 of 2)

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Quantity Required Reference SM&R

Description NIIN
8-man 12-man 20-man Number Code
Optional Items:
The following items are no longer required but remain optional for use (10)
Water Storage Bag 3 4 7 MIL-B-8571 00-485-3034 PAOZZ
Desalinator, Manual Reverse Osmosis (4) 1 1 1 ---- 01-313-6086 ----
Sunburn Preventative Preparation 1 2 3 MIL-S-37800 01-121-2336 PAOZZ
Food Packet, Liferaft 8 12 20 A-A-20331 01-028-9406 PAOZZ
Hand Generated Flashlight A-9 (11) 1 1 1 MIL-F-8209 00-283-9806 PAOZZ
Compass, Pocket, Type MC-1 (12) 1 1 1 MIL-C-17850 00-515-5637 PAOZZ
or
Compass, Wrist WCC-100 00-809-5252 PAOZZ
Pocket Knife 1 1 1 MIL-K-818C 00-162-2205 PAOZZ
Notes:
1. Authorized for use in Arctic/Antarctic environments.
2. MK-189 Mod 0 Signal Kit contains 6 MK-124 Day/Night flares and 2 MK-79 Mod 0 flare guns. If used, it fills flare
requirements.
3. Only the MK-189 Kit Mod 0 with NSN 1370-01-366-0344 is authorized for use on Australian P-8A Life rafts, and is subject
to design lifing IAW Defense Explosive Ordnance Publication (DEOP) 800.030.F1.17.01.
4. MROD is an optional item. NAVAIR does not fund the required overhaul. If commands elect to keep MROD they will be
responsible for all overhaul costs. MRODS’s that are removed and are not being reinstalled shall be turned into DRMO. The
MROD membrane may ice up at temperatures below 35° F.
5. The SDU-5/E shall be replaced with the SDU-39/N during repack. The SDU-5/E is no longer authorized.
6. The Type II mirror (large) shall be utilized in lieu of the Type I mirror (small) until stock of the Type II mirror is depleted.
7. Survival Radio and beacon requirements shall be IAW CNAFINST 3710.7. The AN/PRC-149/149A fulfills the
requirements for both voice and beyond-the-line-of-sight beacon.
8. Ensure that battery service life does not expire prior to the next scheduled special inspection. Refer to applicable radio
maintenance publication for battery service life.
9. Refer to NAVAIR 13-1-6.5.
10. Collected data supports average rescue times are now less than four hours. Items in the optional table are not
considered necessary for short term survival. Items may still be packed in raft, but are not required. Optional items may be
stored where indicated on accessory containers and supply pockets.
11. The Type A-9 Flashlight is no longer procurable. All A-9 Flashlights still in service shall remain in service and inspected
until no longer serviceable. Liferafts that carry the A-9 Flashlight are considered RFI without the light. A replacement for the
A-9 Flashlight is being researched and shall be identified at a later time.
12. Use MIL-C-17850 until stock is depleted, then use WCC-100.

Figure 8-33. MPLR A/A List of Survival Items (Sheet 2 of 2)

8.6.5.2 MPLR A/A Function

The LRU-30A/A, LRU-31A/A, and LRU-32A/A are inflated by pulling the inflation pull handle attached to the
actuation/mooring line (Figure 8-34). The inflation pull handle and actuation/mooring line are stowed in a pocket
at the opposite end of the carrying case that has protective skids (used for vertical storage). The actuation/mooring
line has a snap-hook attached to the bitter end for attachment to the aircraft or the person(s) launching the life raft.
The newly configured MPLR has a shortened stroke to actuate the life raft. Pulling the inflation pull handle will
fully inflate the life raft, boarding ramps, and canopy. The survival equipment container is tethered to the life raft
and should be retrieved after entering life raft.

8.6.5.3 MPLR A/A Application

The LRU-30A/A, LRU-31A/A, and LRU-32A/A MPLR are authorized for use aboard all Navy/Marine Corps
multi-place transport and rotary-wing aircraft except for C-130 aircraft-wing stowage compartments. The
LRU-33/A is the only MPLR authorized for use in C-130 wing-stowage compartments.

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Figure 8-34. MPLR A/A Inflation Pull Handle

8.7 ANTIEXPOSURE APPAREL ASSEMBLIES

Notes

 The environmental guidelines dictating the mandatory use of these antiexposure

assemblies can be found in the climatic and operational requirements as established
by CNAFINST 3710.7.

 This chapter covers constant-wear and quick-donning antiexposure assemblies.

Antiexposure assemblies are designed to protect the aircrew member or passengers
from exposure to cold-water conditions in the event of immersion. The
constant-wear assemblies provide additional protection from cold weather.

8.7.1 A/P22P-17 Antiexposure Apparel Assembly

The A/P22P-17 antiexposure apparel assembly (Figure 8-35), which is composed of the
CWU-79/P passenger antiexposure survival system (PAESS), is designed to provide cold weather/water
protection for noncombat-equipped passengers. The ensemble will be used on carrier onboard delivery (COD) and
vertical onboard delivery (VOD) aircraft on flights over water or where cold climatic conditions could be
hazardous or fatal should emergency egress be necessary.

8.7.2 CWU-79/P Passenger Antiexposure Survival System

The PAESS was designed to meet OPNAV requirements for antiexposure protection for nontroop, nonaircrew
personnel on COD/VOD missions when antiexposure protection is required for the aircrew.

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Figure 8-35. A/P22P-17 Antiexposure Apparel Assembly

8.7.2.1 Passenger Antiexposure Survival System Configuration

The suit is a modified one-size-fits-all CWU-62A/P antiexposure coverall. It is a lightweight coverall that will
prevent water from leaking through it from the outside, but will allow body moisture to pass out, thereby
lessening heat and moisture buildup. The CWU-79/P has an attached hood and there are adjustment straps on each
side of the torso which will enable the coverall to fit passengers of various sizes. The coverall has wrist seals and
a neck seal that are made of gas-expanded neoprene, which are adjustable to most sizes. A pocket on the right
thigh provides stowage for the HAU-12/P antiexposure mittens and HGU-32/P antiexposure hood. The
CWU-75/P antiexposure socks are attached as an integral part of the assembly. The PAESS will provide
protection from immersion hypothermia when worn over regular winter uniforms or civilian street clothing.

1. CWU-75/P antiexposure socks. The CWU-75/P antiexposure socks are of sewn construction made of
waterproof, breathable, stretchable fabric, and are attached to the legs of the CWU-79/P coverall.

2. PAESS supplemental components. The HGU-32/P antiexposure hood and HAU-12/P antiexposure mittens
are supplemental components of the PAESS system.

8.7.2.2 Passenger Antiexposure Survival System Application

When authorized by the TYCOM, the A/P22P-17 antiexposure apparel assembly shall be worn aboard COD/VOD
aircraft when antiexposure protection is required for the aircrew. The A/P22P-17 assembly shall be worn by
passengers for flight operations IAW the climatic and operational requirements established by CNAFINST 3710.7.

8.7.3 CWU-83/P Passenger Antiexposure Coverall Ensemble

The CWU-83/P passenger antiexposure coverall (PAEC) ensemble (Figure 8-36) consists of the CWU-83/P
PAEC, neoprene gloves, neoprene hood, and worn with the LPU-32/P or LPP-lA life preserver unit and
HGU-24/P cranial, and is designed to provide cold weather/water protection for noncombat-equipped passengers.
The ensemble will be used on VOD aircraft on flights over water or where cold climatic conditions could be
hazardous or fatal should emergency egress be necessary. When worn over regular winter uniforms or winter
civilian clothing, the CWU-83/P can provide 1-hour protection from hypothermia in 40 F seas.

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Figure 8-36. CWU-83/P Passenger Antiexposure Coverall Ensemble

8.7.3.1 CWU-83/P Configuration

The CWU-83/P PAEC was designed to meet requirements for antiexposure protection for nontroop, nonaircrew
personnel on VOD missions when antiexposure protection is required for the aircrew that prevents water from
leaking in, but allows sweat vapor to evaporate and alleviate heat stress and moisture buildup. The CWU-83/P has
a neoprene hood stowed in the right thigh pocket and neoprene five-finger gloves stowed in each of the forearm
pockets. The hood and each glove are secured to the suit with a snap-off ribbon lanyard. Two sizes of coverall are
available to passengers and have color-coded labels on the chest area. The size small coverall has contrasting
yellow trim; the size large has no contrasting color trim. Neoprene wrist and neck seals stretch to fit each of the
small and large size range. To expel trapped air in the suit, the suit is equipped with a self-burping exhaust valve
on each shoulder and air blocking zip panels (gaiters) on each calf. To assist with SAR, a lifejacket retention loop
is installed on the center front and a grab panel is installed across the center upper back.

8.7.3.2 CWU-83/P Application

The CWU-83/P shall be worn by noncombat-equipped passengers for flight operations IAW with the climatic and
operational requirements established by CNAFINST 3710.7.

8.7.4 A/P22P-6 Series Antiexposure Apparel Assemblies, Constant Wear

Notes

 Paragraphs in this section pertain to the A/P22P-6 series antiexposure apparel

assemblies. The A/P22P-6 series consists of the A/P22P-6(V)2, A/P22P-6A(V)2,
A/P22P-6B(V)2, A/P22P-6C(V)2, and A/P22P-6D(V)2 assemblies, except where
noted.

 The A/P22P-6 series are continuous-wear assemblies designed to keep the wearer
dry. The complete assemblies provide protection from the thermal effects of
cold-water immersion in the event of emergency overwater aircraft egress.

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8.7.4.1 A/P22P-6 Configuration

The A/P22P-6 series antiexposure apparel assemblies, constant wear (Figure 8-37), consist of the components
listed in Figure 8-38.

1. CWU-62/P (series) coverall (Figure 8-39). The CWU-62/P (series) coverall is a lightweight coverall that
prevents water from entering, but permits bodily produced moisture vapor to pass out, thus minimizing heat
and moisture buildup.

Notes

 The CWU-62/P, CWU-62A/P, and CWU-62B/P antiexposure coveralls are

one-piece garments supplied in twelve sizes. The CWU-62C/P antiexposure
coverall is a one-piece garment supplied in nine sizes.

 These coveralls shall not be worn in direct contact with the skin. The function of
the antiexposure coverall is most effective when worn over recommended
undergarments. Skin irritation is known to result from wearing the coverall in
direct contact with the skin.

Figure 8-37. A/P22P-6 Series Antiexposure Apparel Assembly, Constant Wear

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Table 5-1B. Components of A/P22P-6 Series Antiexposure

Apparel Assemblies, Constant Wear
Assemblies
(A/P22P*)
Reference
Component Nomenclature (paragraph) 6(V)2 6A(V)2 6B(V)2 6C(V)2 6D(V)2

CWU-43/P Drawers 5-50 X X X X X

CWU-44/P Undershirt 5-50 X X X X X

CWU-23/P Liner, Antiexposure 5-51 X O O O O

CWU-72/P Liner, Antiexposure 5-52 O X X X X

CWU-81/P Liner, 5-52A X X X X X

Antiexposure
(Shirt, women only)

CWU-82/P Liner, 5-52A X X X X X

Antiexposure
(Drawers, women only)

CWU-62/P Antiexposure Coverall 5-53 X X — — —

CWU-62A/P Antiexposure 5-53 — — X — —

Coverall

CWU-62B/P Antiexposure 5-53 — — — X —

Coverall

CWU-62C/P Antiexposure 5-53 — — — — X

Coverall

CWU-74/P Antiexposure 5-53A O O O O O

Coverall

SRU-25/P Socks 5-54 X X — — —

CWU-75/P Antiexposure 5-55 — — X X X

Socks

CWU-27/P Flyer’s Summer 5-56 X X X X X

Coverall or MEAFFS

Hood, MIL-H-81500 5-189 X X O O O

HGU-32/P Hood 5-208 — — X X X

Mittens, MIL-M-81534 5-176 X X O O O

HAU-12/P Mittens 5-225 — — X X X

Legend: X = Required
O = Optional
— = Not Applicable

Figure 8-38. Components of the A/P22P-6 Series Antiexposure Apparel Assembly, Constant Wear

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Figure 8-39. CWU-62/P (Series) Coverall

2. CWU-74/P coverall. The coverall has two breast pockets, a right thigh pocket, a lower right and left
pocket, and pencil pocket on the left upper sleeve. The relief slide fastener is 8 inches long and installed
horizontally on the coverall. The coverall comes with neck and wrist seals installed.

3. SRU-25/P socks. The SRU-25/P socks are one-piece and are molded to shape to provide comfort and a
good fit. Tops of socks extend above flight boots to reduce bulk and restriction.

4. CWU-75/P antiexposure socks. The CWU-75/P antiexposure socks are of sewn construction made of
waterproof, breathable, stretchable fabric. Tops of socks extend above flight boots to reduce bulk and
restriction.

8.7.5 A/P22P-7(V) Quick-donning Flyers Antiexposure Apparel Assembly

The A/P22P-7(V) quick-donning antiexposure apparel assembly is an emergency-use assembly designed to keep
the wearer warm and dry. The complete assembly provides protection from the thermal effects of cold-water
immersion in the event of emergency over water aircraft egress.

8.7.5.1 A/P22P-7(V) Configuration

The A/P22P-7(V) quick-donning flyers antiexposure apparel assembly consists of the following:

1. CMU-21/P22P-7(V) modified survival vest. The CMU-21/P22P-7(V) survival vest provides maximum
useful storage for survival equipment, consistent with minimal bulk and weight. It is identical to the
SV-2 survival vest, but has the addition of an expansion panel for use over the CWU-60/P.

2. Life Preserver Unit-27/P22P-7(V) life preserver unit. The LPU-27/P22P-7(V) is identical to the
LPU-21B/P life preserver but has the addition of an expansion panel for use over the CWU-60/P. It is
integrated with the CMU-21/P22P-7(V) in order to provide flotation for in-water survival situations. Refer to
NAVAIR 13-1-6.1-2 for a detailed description of the LPU-27 life preserver.

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3. HGU-32/P antiexposure hood (optional). The HGU-32/P hood is stowed in the thigh pocket of the
CWU-60/P coverall. It is to be used whenever the helmet is removed during a cold-water survival situation.

4. HGU-68(V) 2/P or HGU-47(V) 2/P helmet. The HGU-68(V)2/P helmet is worn by aircrew personnel of
P-3 aircraft. The helmets are worn with the antiexposure assembly and over the hood of the CWU-60/P
coverall.

Note

C-130 aircrews are not required to wear helmets.

8.7.5.2 A/P22P-7(V) Application

The A/P22P-7(V) assembly is designed to provide a minimum of 6 hours of thermal protection against
hypothermia and enough buoyancy to keep a downed aircrewman afloat should they be unable to board a life raft.
The CWU-60/P component is not worn continuously, but is stowed on board the P-3 and C-130 aircraft for
emergency use. In general, the coverall will be used by aircrew members in an emergency IAW climatic and
operational requirements as established by CNAFINST 3710.7.

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INTENTIONALLY BLANK

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CHAPTER 9
Submarine Search and Rescue Procedures
9.1 GENERAL

Submarine rescue is a time critical and multidimensional endeavor. Efforts to both locate the exact position of a
distressed/disabled submarine (DISSUB) and deliver submarine rescue assets to the DISSUB site will occur in
parallel as described below.

1. Following a submarine disaster, Undersea Rescue Command (URC), located at Naval Air Station North
Island and/or international submarine rescue organizations will mobilize to deliver submarine rescue assets
via a mothership (MOSHIP) to the DISSUB scene.

2. It is the United States’ policy to minimize time to first rescue (TTFR) of DISSUBs, with a maximum
TTFR of 96 hours. Time to first rescue is defined as the time from notification of a DISSUB event to the first
rescue cycle.

3. It is preferred to conduct rescue operations via submarine rescue assets rather than for survivors to attempt
to escape to the surface. If the conditions on the DISSUB do not permit waiting for rescue assets, the DISSUB
senior survivor may direct that personnel escape to the surface using Submarine Escape Immersion
Equipment (SEIE). The SEIE suit is an international orange, full body suit with a thermal liner that allows
DISSUB personnel to escape from a submarine at depths up to 600 feet. The SEIE suit provides thermal
protection and keep the escapee dry throughout the ascent to the surface and while on the surface. Each SEIE
suit contains an individual life raft. Each life raft is also international orange in color, has reflective tape
strips, and a manually activated light.

4. The primary fleet submersible search and rescue (SUBSAR) mission, and focus of this chapter, is to
localize the DISSUB to enable submarine rescue assets to conduct rescue operations in a timely manner. The
96-hour TTFR relies on the location of the DISSUB to within 100 yards prior to the arrival of rescue forces.
Submersible search and rescue responsibilities also include recovering and medically treating personnel that
may have escaped to the surface from the DISSUB prior to the arrival of submarine rescue assets.

The importance of localizing the DISSUB to an accuracy of 100 yards prior to the
arrival of rescue forces cannot be overemphasized. Exercises have proven that this is a
difficult but necessary task. Section 9.6.4 provides details on accomplishing this
mission.

5. Submarine rescue using both U.S. and international rescue systems is possible in water depths of less than
2000 feet of seawater. Escape from a submarine is not recommended for DISSUB depths greater than 600 feet
of seawater.

6. The DISSUB employment of the Submarine Emergency Position Indicating Radio Beacon (SEPIRB) is, in
most cases, critical to a successful submarine rescue. The SEPIRB may be deployed from the DISSUB from
either the signal ejector or an escape trunk. Upon reaching the surface, the SEPIRB will begin satellite
communications broadcasting the initial SEPIRB GPS position and updated positions based on Doppler from
low Earth-orbit satellites. The subsequent Doppler position updates from the SEPIRB are not as accurate as

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the initial GPS position. The initial GPS position indicates the most likely position of the DISSUB while the
continuously updating Doppler position estimates the current location of the SEPIRB. Six hours after
activation on the surface, the SEPIRB will commence transmitting on a line of sight frequency of
121.5 megahertz to aid in recovery. The standard distress frequency is 121.5 megahertz.

7. This chapter is focused on localizing the DISSUB. The submarine rescue phase, including rescue asset
capabilities, is detailed in Commander, Submarine Force, United States Atlantic Fleet
(COMSUBLANT)/Commander, Submarine Force, United States Pacific Fleet (COMSUBPAC)
OPORD 2137, Submarine Rescue and NATO ATP/MTP 57, The Submarine Search and Rescue Manual.

9.2 COMMAND AND CONTROL

The command relationships for both SAR phases of SUBSAR operations are described in the following
paragraphs.

9.2.1 SAR Mission Coordinator

The SAR mission coordinator is the numbered fleet commander for a particular area of operations.

9.2.2 Submarine Search and Rescue Authority

The submarine search and rescue authority (SSRA) is normally the submarine operating authority
(SUBOPAUTH) or submarine TYCOM. This is the operational commander exercising operational control of the
DISSUB.

9.2.3 On-scene Commander

The commander of the first unit to reach the vicinity of a submarine accident or established datum will assume the
duties of OSC. In the event that the first unit on the scene is an aircraft, the commander will normally retain
control of search operations until the arrival of a surface unit commander. In all other cases, in order to maintain
continuity of command, the officer who subsequently may arrive in the search area is not to assume command by
reason of seniority unless or until:

1. Ordered to do so by the SSRA or higher authority

2. In the officer’s judgment, a change of command is essential.

9.2.3.1 On-scene Commander Duties and Responsibilities

Specific duties and responsibilities for submarine rescue assets are described in COMSUBLANT/COMSUBPAC
OPORD 2137. The OSC will be the most integral asset for searching for the DISSUB. The following are the
duties and responsibilities for the OSC in order of priority:

1. Recover DISSUB escapees and provide medical treatment if submarine escape has occurred prior to the
arrival of rescue assets. Medical services from the OSC may also be requested to supplement the rescue
forces’ medical capabilities during the rescue phase.

2. Commence an all sensor search for the DISSUB if the location is unknown.

3. Refine DISSUB location within 100 yards prior to the arrival of rescue forces.

4. Recover the SEPIRB that should be on the surface near the location of the DISSUB depending on set and
drift and the elapsed time between deployment and recovery of the SEPIRB.

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Note

Recovery of the SEPIRB is an important aspect of rescue operations. The crew will
write important information related to the DISSUB on the SEPIRB. Additionally, the
SEPIRB should be deactivated as soon as possible to prevent the continued alerting of
the Federal Aviation Agency and rescue assets.

5. Provide force protection for both SAR assets per applicable national directives.

6. Provide logistical and administrative support through the logistics element, including replenishment of
rescue assets.

7. Provide reports to the SSRA.

9.2.4 Coordinator Rescue Forces

The coordinator rescue force (CRF) is the commander responsible for the conduct of the rescue phase of
SUBSAR operations. Whenever practicable, a submarine senior officer, normally Commander, Submarine
Squadron 11 (CSS-11) or equivalent, will be designated as the CRF. As illustrated in Figure 9-1, the CRF reports
to both the OSC and the SSRA.

Figure 9-1. Command Relationship–Submarine Disaster Task Organization

9.2.5 Rescue Element Commander

The rescue element commander (REC) is the CO of the submarine rescue assets, typically the URC CO.

9.2.6 National Rescue Coordinator

The national rescue coordinator (NRC) is the international officer responsible for employing international rescue
assets as requested during a DISSUB event. For example, the NATO submarine rescue system may be employed
to supplement the U.S.’ indigenous rescue systems.

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9.2.7 International Rescue Element Commander

The international rescue element commander is the CO or equivalent of the international rescue systems. This
person has the same relationship to the NRC as the REC has to the CRF.

9.2.8 Task Organization

The SUBSAR task organization is illustrated in Figure 9-1.

9.3 ESCALATION OF SUBMARINE SAR RESPONSE

The SUBOPAUTH may declare three different levels of submarine SAR response as indicated in the paragraphs
below.

9.3.1 Event SUBLOOK

Event SUBLOOK is intended for use when the safety and/or location of a submarine are in doubt. SUBLOOK is a
check on possible communications failure and is initiated by the SUBOPAUTH. Although not all-inclusive, the
following are examples of when SUBLOOK actions would be appropriate:

1. Failure of a submarine to arrive at the prescribed pilot pickup location and an attempt to contact the
submarine by local authorities and the SUBOPAUTH has been unsuccessful.

2. Failure to receive an arrival report from a submarine within the required time limits.

3. Failure to receive a required check report or similar accountability report within the required periodicity.

4. The DISSUB location is known (e.g., submarine surfaced), but the submarine’s ability to sustain
operations is in doubt (e.g., compromised ballast tanks).

9.3.2 Event SUBMISS

The SUBOPAUTH, with TYCOM concurrence, may initiate event SUBMISS when a submarine is significantly
overdue. Normally, SUBMISS commences within 5 hours of SUBLOOK declaration, although this may be
extended by responsible authority. Event SUBMISS starts a coordinated search that will continue until the
submarine or survivors are located and/or SUBSUNK is declared. It may be appropriate to declare SUBMISS or
SUBSUNK without first declaring SUBLOOK.

9.3.3 Event SUBSUNK

Event SUBSUNK initiates full scale SAR operations, if not already in progress. Event SUBSUNK is used when
there are positive or likely indications that a submarine has sunk. The SUBOPAUTH, with TYCOM concurrence,
initiates event SUBSUNK when:

1. A submarine fails to surface promptly after a known accident

2. A valid SEPIRB transmission is received

3. The OSC or SSRA possesses evidence of a DISSUB

4. Any time the situation warrants (e.g., extensive search fails to locate a potential DISSUB).

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9.4 OVERVIEW OF SEARCH PROCEDURES

1. While a submarine disaster resulting in a DISSUB condition is unlikely, there are several events that could
lead to such an occurrence. Barring a collision with another vessel that has the ability to immediately report
the event, the U.S. rescue response depends on the employment of a SEPIRB from the DISSUB to indicate its
position.

2. As demonstrated in exercises, the position reported by the SEPIRB alone rarely provides the required
accuracy to conduct a successful rescue. The DISSUB will likely be located a few hundred to several hundred
yards from the SEPIRB reported position depending on water depth and currents. Fleet search assets must
refine this position to less than 100 yards as quickly as possible to meet submarine rescue timelines. Time to
first rescue is 96 hours, but this includes time for the rescue MOSHIP to position on top of the DISSUB,
deploy the rescue vehicle, and mate to the DISSUB. While every situation is different, fleet assets may have
much less than 96 hours to pinpoint the location of the DISSUB.

3. The OSC should report all known information to the SSRA, but the precision of the exact DISSUB
position cannot be overemphasized. Although the environment and DISSUB water depth may not support all
search assets, such as submarines or unmanned underwater vessels (UUVs) having a continuous navigation
fix source, significant effort should be expended to minimize navigation errors. For example, while the initial
search to identify the DISSUB should be at the best search depth, submarines should localize from periscope
depth, if possible, to provide the best possible location. If UUVs are utilized, methods such as bottom lock
navigation or the use of transponders should be employed to minimize navigation errors.

9.5 DISSUB SEARCH ASSETS

1. Distressed/disabled submarine search assets include submarines, traditional surface warships, MCMs,
fixed and rotary wing aircraft, side scan sonars, remotely operated vehicles and UUV’s. Surveillance towed
array sensor system (SURTASS) ships may also be employed for wide area searches if needed. The selection
of the optimum search platforms will depend on various factors, including the proximity of the DISSUB
relative to various search platforms and the depth of water. Submarine or MCM search assets are likely the
best platforms to pinpoint the DISSUB position based on a combination on their capabilities and world wide
availability.

2. Fixed or rotary wing aircraft may be the first search assets to arrive at the DISSUB datum. These platforms
should be used to confirm the presence of the DISSUB and determine if submarine escape has commenced.
They should work to reduce the DISSUB position uncertainty until the arrival of submarine or MCM search
assets.

3. Should surface warships arrive at the DISSUB datum prior to the submarine or MCM assets, they should
also work to reduce the position uncertainty as much as possible working in concert with available aircraft.

4. Unmanned underwater vessels will likely be the last search platform to arrive on station due to the logistics
of transporting the unit, crew, and equipment to an embarkation port, reducing DISSUB position uncertainty
to a warship or other MOSHIP at the embarkation port and transiting to the DISSUB datum. However, the
UUV should arrive on station prior to rescue forces given that their logistics are less complex than the rescue
system. It is likely that search assets will have produced an accurate DISSUB position solution prior to the
arrival of the UUV. In addition to confirming this position, the UUV has the ability to record video and
photographs which can be used to assess the condition and attitude of the DISSUB as well as the status of its
escape trunks prior to the arrival of rescue forces. Various types of UUVs are available depending on the
depth of water in the area of the DISSUB. These include the MK 18 family of systems offering confined area
search capability, which would be expected for a DISSUB launching a SEPIRB.

5. Lightweight towed side-scan sonar systems may be employed. Unlike the UUV, the towed system has the
capability of reporting real time side scan sonar images to operators. The individual units can be hand
transported and may be launched from small boat platforms to locate the DISSUB in shallow waters up to

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200 feet of seawater. For deep water operations, more robust launch and recovery systems will be required.
Accuracy may be affected due to displacement of the towed system with current. Unlike UUVs, these
platforms do not possess photo or video capabilities to assess DISSUB conditions.

6. Navy Expeditionary Combat Command (NECC) is comprised of Navy assets that are able to conduct
underwater searching techniques with UUVs and side-scan sonar as well as diving and recovery operations to
support a DISSUB. The use of explosive ordnance disposal and mobile diving and salvage divers are limited by
depths not to exceed 300 feet of seawater. They may also be limited by current, the diving platform, and a
recompression chamber. Each Navy asset identified is operational control to the respective numbered fleet
commander and administrative control to NECC.

7. Special operations forces may be quickly employed with specialized equipment to help locate and
communicate with the DISSUB. For example, the Royal Navy maintains a Submarine Parachute Assistance
Group for this purpose.

9.6 PLANNING AND CONDUCTING THE DISSUB SEARCH

9.6.1 Interference Advisories

In order to maintain ships not involved in SAR operations clear of the search datum, consideration should be
given to requesting issuance of Notices to Mariners, Hydro Atlantics/Hydro Pacifics, and pertinent International
Notices to Mariners, delineating the search area and requesting ships to remain outside of the submarine datum.

9.6.2 Establishing DISSUB Datum

Any search pattern for a DISSUB must be based upon established datum. It is likely that the datum will be based
on the reception of a SEPIRB alert. If another unit is present when the accident occurs, the senior officer is
responsible for establishing datum. Otherwise, the SSRA will do so.

9.6.3 Marking DISSUB Datum

Datum should be marked to provide a visual reference point by the most practicable means available.

9.6.4 Methods of Search

Even with the successful employment of SEPIRB, the unique mission of locating a DISSUB to an accuracy of
100 yards presents a challenging scenario. The specific search tactics will vary greatly depending on the platform
and the equipment employed by each platform. The guidance below is not intended to reproduce search
procedures contained in platform specific NWPs. The following is general unclassified search guidance for strong
consideration:

1. All platforms should analyze the environment to determine the effectiveness of their search and the
methods to be employed to improve search effectiveness. This applies to passive or active searches.

2. For a U.S. DISSUB, the 3.5 kilohertz distress beacon will likely be the most predominant source from
which to conduct a passive search. Performing long target motion analysis legs driving significant true
bearing of the stationary source will produce an accurate solution at the crossed bearings point.

3. As demonstrated during exercises, it is challenging to resolve the DISSUB position to an accuracy less
than 100 yards without continuous navigation fix information. For this reason, submarines should search at
periscope depth if environmental conditions permit. Should searching at periscope depth be precluded by the
environment, a GPS fix should be obtained immediately prior to and after conducting the search with
appropriate offsets applied to inertial navigator positions.

4. The fire control systems on certain platforms may use inputs from inertial navigators vice GPS even while
the platform is in continuous receipt of GPS fixes. Even a small difference between GPS and inertial
navigator positions can result in the DISSUB reported position being out of the 100-yard tolerance.

DEC 2019 9-6

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9.6.4.1 Visual Search

The following possibilities must be considered until excluded by other developments:

1. The submarine could be on the surface but unable to communicate by radio because of equipment failure.

2. If the submarine is on the ocean floor, it may be able to release:

a. Pyrotechnic signals.

b. Colored dye markers.

c. SEPIRB. In addition to the satellite and line-of-sight communications that SEPIRB affords, DISSUB
survivors will write a message in grease pencil on the SEPIRB. Only a small portion of the SEPIRB will
be present above the water line.

d. Submarine emergency communications transmitter (CLARINET MERLIN) buoy.

3. Survivors (personnel that have escaped) could be floating in the water. Personnel on the surface should be
in escape and survival suits and individual life rafts (SEIE suits as described in section 9.1).

4. Shipping in the area could have information concerning submarine sightings or distress signals.

5. Large air bubbles, oil slicks and general debris may be sighted. If these indications are sighted, the exact
time and geographical position must be noted. Oil and debris should be recovered for analysis.

6. It is possible that the outline of the submarine could be sighted depending on water depth.

9.6.4.2 Passive Sonar Search

The DISSUB may acoustically signal its position using one or more of the following methods.

Note

The end user of the DISSUB position determined by fleet assets will be a commercial
MOSHIP with commercial GPS that is incapable of conducting a search. The
MOSHIP will position directly on top of the GPS position provided by fleet assets and
immediately commence rescue operations. The MOSHIP will not be able to use
bearing and range information. An exact GPS position must be provided.

1. Emergency distress beacon. The distress beacon can be activated from each submarine compartment. This
will likely be the most useful method of passively localizing the DISSUB. This distress beacon transmits at
3.5 kilohertz every 30 seconds with a battery life of 25 days. The battery power for the distress beacon is
independent of the DISSUB’s normal electrical distribution system.

2. Underwater telephone.

3. Conducting hull transients by hammering on the hull or other methods.

9-7 DEC 2019

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Search assets should observe active sonar silence for 5 minutes on the hour and
half hour to listen for hull tapping. Search assets shall request a copy of the submarine
class-specific guard book from the SUBOPAUTH in order to communicate with the
DISSUB and properly interpret signals from the DISSUB. Note that the signals
utilized by a DISSUB are different than the codes specified in AXP-1, Allied
Submarine and Anti-Submarine Exercise Manual.

9.6.4.3 Active Sonar Search

The DISSUB may be located by one of the following methods:

1. Side-scan sonar or equivalent means employed aboard surface warships, submarines, MCMs or UUVs.

2. Traditional active sonar from a ship, submarine or aircraft.

9.6.4.4 Radar/Electronic Countermeasures Search

1. The submarine’s employed SEPIRB will transmit at a frequency of 121.5 megahertz commencing 6 hours
after activation on the surface. Electronic countermeasures (ECM) direction finding techniques can be
employed to locate the SEPIRB.

2. Some submarines may be equipped with a submarine emergency communications transmitter (CLARINET
MERLIN) buoy. When released, this buoy will transmit a coded message via CW signals. The SUBOPAUTH can
provide the specific frequencies and timing of signals in order for the OSC to attempt to use ECM to locate the
source.

3. Radar should be employed, as appropriate, to attempt to locate the submarine (if surfaced), survivors on
the surface, debris, or distress buoys.

9.6.4.5 Magnetic Search

Fixed and rotary wing aircraft possessing magnetic detection equipment may conduct magnetic anomaly detection
searches in the designated area.

9.7 DISSUB EVIDENCE DISCOVERY

The following procedures are applicable, circumstances permitting, upon discovering evidence of a sunken
submarine.

9.7.1 Aircraft Procedures

1. Mark the location by float, flare, dye marker, and/or any other available means to provide a visual
reference point.

2. Inform the OSC and SSRA by FLASH message, giving the position and description of evidence as
accurately as possible.

9.7.2 Ship or Submarine Procedures

1. Mark the position with a buoy or other suitable object, if possible, to provide a visual reference point.

DEC 2019 9-8

 NTTP 3-50.1

2. Inform OSC and SSRA by FLASH message, giving position and description of evidence as accurately as
possible.

3. Attempt to communicate with the submarine by any means available.

4. If communications cannot be established with the submarine, or communications have become disrupted,
maintain an alert lookout for personnel in the water. At night, if weather and other circumstances permit,
searchlights may be of value. Consideration should be given to the use of ship’s small boats in searching and
listening for survivors, especially downwind/current from the DISSUB.

5. Determine set and drift as accurately as practicable and log half-hourly.

9.7.3 Discovery of Survivors on the Surface

1. Because of the special hazards of individual escape, properly equipped and trained personnel on the
surface are essential. Should conditions in the DISSUB deteriorate to the point of requiring an escape to the
surface prior to the arrival of rescue assets, DISSUB personnel could be floating in the water in SEIE suits.

2. Equipment and medical supplies should be available to treat partial drowning, shock, exposure, and a
variety of traumatic injuries.

In the absence of a recompression chamber, adequate treatment for decompression

sickness and air embolism is not possible. Any person who is recovered in an
unconscious condition must be presumed to have suffered an air embolism. Until they
can be placed under pressure, the use of oxygen by mask, maintaining a clear airway,
and other supportive measures may be life-saving. Should air evacuation to the site of
a recompression chamber be feasible, low altitude and/or cabin pressurization is
essential.

3. Mobile diving and salvage companies are equipped to provide a fly away diving system for recompression
chamber operations. Navy Expeditionary Combat Command is capable of augmenting a diving medical
officer or undersea medical officer to provide medical support, triage, and recompression chamber supervisor
support.

4. Commander, Submarine Force, United States Atlantic Fleet/Commander, Submarine Force, United States
Pacific Fleet OPORD 2137 contains more detailed guidance for treating DISSUB survivors.

9-9 DEC 2019

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INTENTIONALLY BLANK

DEC 2019 9-10

 NTTP 3-50.1

APPENDIX A
Rescue/Medical Report
A.1 PURPOSE

There are two types of reporting documents used when a Navy asset is utilized to perform a life-saving mission, a
rescue report (RR) and a medical report. The purpose of the rescue/medical reports is to provide information that
will improve Navy SAR capability. The compiled data will help to identify requirements for SAR equipment,
procedures, and training. Those submitting the reports are encouraged to use them to identify deficiencies and
recommend changes.

The RR (SAR Form 3-50.1/1) is not to be used as evidence in legal proceedings or disciplinary action. The
medical rescue report (MR) (DA Form 4700-Joint Trauma System (JTS) Tactical Evacuation (TACEVAC) After
Action Report (AAR) & Patient Care Record (PCR)) provides documentation of a survivor’s condition upon
pickup, during the transfer, and upon release to a medical facility.

Definitions

• MEDEVACs—Designated platforms properly marked per Geneva Conventions

• Casualty evacuations (CASEVACs)—Unregulated movement of casualties

• TACEVACs—MEDEVACs that include CASEVAC and MEDEVAC.

A.2 REQUIREMENTS

A.2.1 Rescue Report - SAR Form 3-50.1/1

An RR shall be submitted whenever a search or rescue is attempted or accomplished that involves Navy personnel
or assets (i.e., ships, boats, aircraft, crash trucks, search parties, etc.). The SAR effort may involve aircraft or
nonaircraft mishaps, and military, as well as nonmilitary, circumstances. Tactical evacuations and disaster relief
efforts are also considered SAR efforts for purposes of this report. The report is required in any case where
personnel and/or equipment are dispatched regardless of the success of the effort. Dispatch of medical department
ambulances for transport of patients will not normally require a report. All RRs shall be reviewed using a quality
review record prior to submission. The report should be submitted within 7 calendar days of the SAR effort by the
reporting custodian or CO of the assets dispatched.

A.2.2 Medical Rescue Report - DA FORM 4700 - JTS TACEVAC AAR & PCR

The MR shall be completed when a Navy asset performs a rescue or TACEVAC mission where a patient or survivor
is transported. Tactical evacuations includes MEDEVACs, and CASEVACs. The DA Form 4700-JTS TACEVAC
AAR & PCR instructions shall be followed. All SAR medical reports shall be reviewed by the unit medical director
using a quality review record located on the SARMM Sharepoint prior to being submitted to SARMM. Medical
report file names will be sent to SARMM using the following formatting: MR-unit-year-mission number
(i.e., MR-Helicopter Sea Combat Squadron (HSC)3-18-01). Medical reports should be sent encrypted and shall have
personally identifiable information. The information shall include patient’s or survivor’s name and birth date or
DOD identification number for all DOD personnel. The SARMM will forward all medical reports to the JTS. This
report will allow SARMM and the DOD to retrieve metrics from the medical reports for training, justification, and
trends of Navy transferred patients.

A-1 DEC 2019

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A.2.2.1 Background and Purpose

1. Tactical evacuation pre-hospital, pre-medical treatment facility (pre-MTF), or intra-MTF documentation of
medical interventions by TACEVAC personnel is critical to ensuring continuity of care and providing
meaningful analyses of medical interventions, techniques, tactics, and procedures rendered during transport.

2. As providers, it is critically important to document patient care for follow on providers in order to achieve
the best patient outcomes. Additionally, well documented care can improve not only individual care, but as
part of a process improvement system, good documentation can identify places where casualty care can be
improved on a system-wide level.

3. Using DA Form 4700-JTS TACEVAC AAR & PCR will allow for individual care improvement as well as
a method for process improvement and quality assurance for TACEVAC providers.

A.3 GENERAL INSTRUCTION

1. If exact information is not known, give the best information available. If the information cannot be
obtained or is not applicable to the particular situation, indicate UNK or N/A in the appropriate block.

2. Reports may be combined when possible, such as in a case where an embarked helicopter and a rescue
boat from the same ship respond to the same incident.
3. Detailed instructions for completing each block of SAR Form 3-50.1/1 are in Figure A-1.

4. The report is unclassified; therefore, any classified information should be omitted and the word
CLASSIFIED placed in the applicable block.

5. The MR and instruction are located on the SARMM Sharepoint, and on the Joint Trauma System under
“Documents,” https://jts.amedd.army.mil/index.cfm/documents/forms_after_action.
6. The MR shall be serialized: [MM (YR)Serial #] (i.e. MM (18) 01).

7. Multiple patients under same mission shall be specified by the mission number and by alphabetical order on
the MR. The MR will be serialized (i.e., MM-18-01A, 18-02B, 18-03C, etc.)

8. A quality review record shall be completed when a SAR and medical report has been completed. The
quality review record is located on the SARMM Sharepoint.
A.4 SPECIAL INSTRUCTIONS

1. During humanitarian and disaster relief efforts, a daily RR for the same crew can be used on multiple
missions. A new RR shall be completed if the crew has changed.

2. Search and rescue medical technicians transporting patients with a unit other than their assigned unit shall
complete a MR. The unit for whom the SMT transported the patient should also submit an RR.

A.5 DISTRIBUTION

Original SAR Form 3-50.1/1

Forward the original SAR Form 3-50.1/1 directly to:

COMMANDING OFFICER
ATTN: SARMM
HELSEACOMBATRON THREE (HSC-3)
BOX 357122
SAN DIEGO, CA 92135-7122

DEC 2019 A-2

 NTTP 3-50.1

Or emailed to SARMM. The RR and MR file names will be sent to SARMM using the following formatting,
report type-unit-calendar year-mission number (i.e. RR-HSC3-18-01 or MR-HSC-3-18-01).

Figure A-1. Rescue Report (Sheet 1 of 4)

A-3 DEC 2019

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Figure A-1. Rescue Report (Sheet 2 of 4)

DEC 2019 A-4

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Figure A-1. Rescue Report (Sheet 3 of 4)

A-5 DEC 2019

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Figure A-1. Rescue Report (Sheet 4 of 4)

DEC 2019 A-6

 NTTP 3-50.1

Rescue Report Instructions

Guidance for filling out Rescue Report

Notes
• In order to ensure that the SAR report provides the greatest amount of usable data,
all drop-down selection boxes and text fill-in boxes shall have entries. If the
applicable input is not available for selection, then select or type N/A in the
applicable space provided.

• Refer to SARMM Sharepoint for most up to date form.

1. Indicate aircraft reporting custodian, ship, or facility controlling SRU.

1a. Select SRU type from the drop down menu provided. If the applicable option does not appear, select
“Other (type in):” and type the SRU type in the space provided to the right.

2. Actual total number of hours and sorties expended on the SAR case by the SRU.

2a. List all assets employed in addition to the SRU.

3. Number by calendar year, e.g., 18-01 would be the first report for 2018.

3a. Select type of case/mishap. Also, provide the Air Force rescue coordination center mission number or
Coast Guard unit case number, if assigned.

4. Indicate the military command, government agency, or civilian activity requesting assistance.

5. Select the date from calendar and enter time for each mission phase (use local time) and select time zone
base off Zulu.

6. Select all appropriate blocks that apply to this mission.

7. Enter weather data from the time of the SAR.

8a. Select answer.

8b. Select answer. If yes, ensure medical report is submitted with RR.

9. Provide names of all rescue personnel (Last, First MI.) i.e., and rank/rate if military. List duty station on
rescue vehicle: HAC, copilot, swimmer, SMT, coxswain etc.

10. Include an in-depth narrative of distress situation that initiated the mission, including aircraft and/or
vessel types, location, weather, and how the rescue units were alerted.

11. Each item must have a selection made, including N/A if the equipment was not applicable. Ensure to
justify equipment needed in block (11a) and malfunctions in block (11b) with as much detail as possible.

11a. In addition to explaining equipment needed from block 11, ensure to include equipment that would have
aided in the successful completion of the SAR in a safer and/or more expeditious manner.

11b. Explain any equipment malfunctions that occurred during the SAR.

A-7 DEC 2019

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12. Select the configurations that match the SRU. If configurations are not available in the drop down boxes
for the specific SRU then select “Other” and type them in the additional remarks section below. Include any
configurations that assisted or degraded performance during the SAR.

13. Include SRU SAR posture/alert status and search tactics. Explain how the final search was planned and,
if applicable, select the search pattern, track spacing, sweep width and altitude. Include probability of
detection for each search plus planning assumptions (i.e., LR1 life raft with a drogue for an overwater
ejection). If searches were conducted prior to the final search, include information about them in the narrative
section below.

14. Include method, visual aids, distance from SRU when sighted and which crew member sighted the
survivor(s) first as well as any other information that was vital to sighting the survivor(s).

15. Select any survivor equipment that aided in locating the survivor or that prolonged their ability to survive
until rescue assets located them. If equipment is not available for selection, then include it in the remarks
selection below.

16. Select rescuer deployment method and recovery method of rescuer/survivor(s) from drop down boxes. If
survivors were recovered by multiple different methods, explain it in the narrative section below.
17. Explain any problems encountered by the rescuer. This may include occurrences where standard
procedures were not inclusive for the rescue situation or other problems that were specific to the rescuer while
executing the SAR.

18. Select number of personnel in each category.

18a. Enter basic medical information about survivor(s) to include sex, age and basic vitals (pulse and
respirations). Do not include any information such as their name(s) or identifying information that violates
Privacy Act or Health Insurance Portability and Accountability Act laws.
19. Select any MOIs, then the injury/condition/chief complaint in the box to the right and how many
personnel were afflicted in the next box. Then provide treatments or interventions in the last box. There may
be one or multiple MOIs, try to provide as accurate of an account as possible.

Example:

19. Mechanism of injury: Injury/condition/chief complaint: Intervention/treatment:

Collision/crash Stubbed toe Splint
Collision/crash No pulse CPR
Collision/crash Amputation Tourniquet
Collision/crash Dizziness Shock position

20. Explain medical difficulties/considerations not listed in block 17.

21. List any changes to survivor(s) status upon delivery/turnover to higher echelon of care.

22. Provide the name of the receiving person (Last, First MI.) and rank/rate if military.

22a. Name of hospital, ship, or ambulance etc.

22b. Contact information, include a phone number or email if able.

23. Select any of the overall problems encountered from the drop downs that apply to the SAR case. Include
additional problems that are not available under the drop downs and include any recommendations that would
help mitigate or alleviate such problems in the future.

DEC 2019 A-8

 NTTP 3-50.1

24. Additional remarks box for any comments not mentioned previously (i.e., training). Annotate if a hazard
report or Naval Aviation Maintenance Discrepancy Reporting Program report is going to be submitted.

25. Provide the name (Last, First MI.) of the person submitting the RR as well as rank/rate (if military).
Select submission date and include a phone number or email in case additional information is required.

26a and b. Additional narrative text boxes. Select applicable drop down of which narrative box that you need
to address additional information.

Notes
 Electronically submitted reports sent to SARMM shall use format in top right
boxes after “Save As:” i.e., RR-HSC3-18-01.

 If RR does not allow enough narrative space due to the nature of the call, please
attach word document. The word document shall annotate which box that
additional information is being added to.

A-9 DEC 2019

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INTENTIONALLY BLANK

DEC 2019 A-10

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APPENDIX B
SAR Incident Data
1. Nature of emergency (e.g., fire, collision, man overboard (see Uncertainty Phase Checklists), disabled,
medical advice, usually by radio (MEDICO)/MEDEVAC (see Uncertainty Phase Checklists), overdue, lost
person (see Uncertainty Phase Checklists), bailout, crash)

2. Position and time of emergency (latitude/longitude or bearing/distance from known point or last reported
position and next reporting position), including:

a. Heading/speed/altitude

b. For boats, fathometer readings, LORAN C lines, ranges and bearing, aids to navigation, and other
vessels in the area or recently seen.

3. Initial reporter (name/telephone or address if person; name/call sign if craft; parent agency, Air Traffic
Control (ATC))

4. Distressed craft name or type/call sign

5. Persons on board

6. Sighting of survivors or parachutes

7. Craft description (size, type, craft number, hull color, cabin color, deck)

8. Color, rigging, fuselage color, tail color, wingtip color, aircraft tail number, vessel number, sail number,
etc.

9. Secondary search objects

10. Radio frequencies in use, monitored, or scheduled

11. Emergency radio equipment and frequencies, including Emergency Position Indicating Radio
Beacon/SEPIRB

12. On-scene weather and sea conditions

13. Assistance desired, or received

14. Fuel on board/available, endurance on scene

15. Navigation equipment

16. Survival equipment

17. Food/water duration

18. Date/time of initial report

19. Other pertinent information.

B-1 DEC 2019

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Supplemental Data for Air/Marine Craft Overdue Incident

1. Date, time, and point of departure, planned route, speed of advance, ETA, and point of destination.

_______________________________________________________________________________________

2. Possible route deviations (favorite spots, friends):_____________________________________________

_______________________________________________________________________________________

3. Weather history and forecast along the proposed route (see Weather Information in Uncertainty Phase
Checklists):_____________________________________________________________________________

_______________________________________________________________________________________

4. Other information sources (friends, relatives, associates, agents, work)____________________________

_______________________________________________________________________________________

5. Auto/boat trailer license, description, location:________________________________________________

_______________________________________________________________________________________

6. Date/time of initial report:________________________________________________________________

7. Other pertinent information, such as a craft’s history of timely reporting and arrivals:

DEC 2019 B-2

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UNCERTAINTY PHASE DATA AND CHECKLISTS

Uncertainty Phase Checklist

1. Designate SMC

2. Verify departure and nonarrival

3. Assist ATC with communications search (aircraft)

4. Conduct communications search (vessel)

5. Include information requests in scheduled broadcasts

6. Coordinate news releases to media through command public affairs officer/executive officer

7. Issue appropriate notices

8. If located and safe:

a. Close case

b. Cancel broadcasts and notices

c. Send required reports

d. Notify all concerned.

9. If not located by a preliminary communications search, execute an extended communications search,

consider advancing to the alert phase.

10. Start completing incident processing form.

Lost Person Checklist

1. Initial reporting source (name/telephone or address):___________________________________________

________________________________________________________________________________________

2. Name of missing person:_________________________________________________________________

3. Location and date/time last seen:___________________________________________________________

4. Known intentions or possible actions of missing person:________________________________________

________________________________________________________________________________________

5. Age and physical description of missing person:_______________________________________________

6. Clothing, footgear, and equipment:_________________________________________________________

7. Physical and mental condition:____________________________________________________________

B-3 DEC 2019

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8. Knowledge of area:_____________________________________________________________________

9. Outdoor experience:_____________________________________________________________________

10. Weather conditions (see Weather Information Checklist):______________________________________

11. Action being taken:____________________________________________________________________

12. Assistance desired, if not obvious:_________________________________________________________

13. Date/time of initial report:_______________________________________________________________

14. Nearest relative (name/telephone or address):________________________________________________

15. Other pertinent information:_____________________________________________________________

MEDICO or MEDEVAC Data Checklist

1. Initial reporting source (parent agency, radio station, name/call sign if craft; name/telephone or address if
person):_________________________________________________________________________________

________________________________________________________________________________________

2. Patient name, nationality, age, sex, race:_____________________________________________________

3. Patient symptoms:______________________________________________________________________

________________________________________________________________________________________

4. Medication given:_______________________________________________________________________

5. Standard medicine chest or other medication available:_________________________________________

6. Radio frequencies in use, monitored, or scheduled:_____________________________________________

7. Craft description:_______________________________________________________________________

8. Vessel’s local agent:_____________________________________________________________________

9. Craft’s last port of call, destination, ETA:_______________________________

10. Assistance desired, if not obvious (local medical advice):_______________________________________

11. Assistance being received:_______________________________________________________________

12. Other pertinent information:______________________________________________________________

Weather Information

1. Visibility and any obscuration such as fog, smoke, or haze, and the time of any recent changes:_________

_______________________________________________________________________________________

2. Water/snow surface conditions such as sea state/powder:________________________________________

DEC 2019 B-4

 NTTP 3-50.1

3. Wind direction and velocity, and recent changes:______________________________________________

4. Cloud cover, ceiling, etc., and recent changes:________________________________________________

5. Temperature of air and water:_____________________________________________________________

6. Barometric reading:_____________________________________________________________________

7. Whether rain or snow is falling or has fallen, and the time it began and ended:_______________________

________________________________________________________________________________________

8. Whether severe weather such as thunderstorms, snow, hail, ice pellets, or freezing rain are occurring or
have occurred, and at what times it began or ended:

________________________________________________________________________________________

Man Overboard Data Checklist

1. Date/time of present position:_____________________________________________________________

2. Craft’s course/speed and destination:_______________________________________________________

3. Date/time of man overboard position:_______________________________________________________

4. Initial reporting source (parent agency, radio station, name/call sign of craft):_______________________

________________________________________________________________________________________

5. Estimated water temperature:_____________________________________________________________

6. Person’s name, age, sex:_________________________________________________________________

7. Person’s physical condition and swimming capability:__________________________________________

8. Person’s clothing amount and color, including life preserver:_____________________________________

________________________________________________________________________________________

9. Area searched and pattern used by craft on scene:______________________________________________

________________________________________________________________________________________

10. Intentions of craft on scene:______________________________________________________________

11. Assistance being received:_______________________________________________________________

12. Other pertinent information:_____________________________________________________________

B-5 DEC 2019

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ALERT PHASE DATA, DISTRESS PHASE DATA,

AND OVERDUE CHECKLISTS
Alert Phase Checklist

Note

Ensure Uncertainty Phase Checklist items are considered.

1. Designate SMC, if not already done

2. Issue urgent broadcasts to obtain assistance

3. Obtain information on positions of ships at sea and request assistance as necessary

4. Dispatch SRU(s) to provide assistance

5. Alert DF nets

6. Request ATC to obtain assistance from en route aircraft

7. If disabled unit regains normal operations, monitor until assured of safety

8. When unit is in no danger, cancel broadcasts and notify all concerned

9. Close case when assistance has been completed

10. If situation deteriorates and a unit or person is in grave and imminent danger, advance to distress phase.

Overdue Aircraft

1. Designate SMC

2. Alert SRU(s)

3. Request ATC units to attempt contact

4. Review any flight plans filed

5. Alert radar and DF nets

6. Have ATC units alert en route aircraft

7. Alert other agencies

8. Alert adjacent RCCs or other SAR authorities

9. Start search planning

10. Dispatch SRU for initial search

11. Use (as appropriate):

a. Notice to airmen

b. News media broadcasts

DEC 2019 B-6

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12. If located:

a. Close case

b. Cancel broadcast and notices

c. Notify all concerned.

13. When situation deteriorates and a unit or person is considered to be in grave and imminent danger,
advance to distress phase.

Overdue Vessel

1. Designate SMC

2. Alert SRU(s)

3. If submersible, request Navy or other special assistance

4. Complete preliminary communications search and carry out extended communications search

5. Alert other agencies

6. Alert adjacent RCCs or other SAR authorities

7. Start search planning

8. Dispatch SRU for initial search

9. Use (as appropriate):

a. Urgent broadcasts

b. Hydrological surveys

c. Notices to mariners

d. News media broadcasts.

10. If located:

a. Close case

b. Cancel broadcasts and notices

c. Notify all concerned.

11. If not located by completion of extended communications search, advance to distress phase.

12. When situation deteriorates and a unit or person is considered to be in grave and imminent danger,
advance to distress phase.

Unlawful Interference

1. Alert other agencies, such as appropriate law enforcement and aviation authorities

B-7 DEC 2019

NTTP 3-50.1

2. Alert SRU(s)

3. Alert adjacent RCCs or other SAR authorities

4. Alert radar and DF nets

5. Dispatch SRU as requested by other agencies

6. When it is probable that the aircraft is about to make a forced landing or ditch, or has done so, advance to
distress phase.

Distress Phase Checklist

Note

Ensure Uncertainty and Alert Phase Checklists items are considered.

1. Designate SMC if not already don

2. Notify adjacent RCCs or rescue subcenters (RSCs) or other SAR authorities.

3. Dispatch SRUs if distress location is known

4. If submersible or underwater habitat, request Navy or other special assistance

5. Dispatch any specialized units needed

6. Develop initial search action plan

7. Provide SRUs with mission information

8. Designate OSC

9. Consider use of multiple OSCs.

a. Air OSC

b. Surface OSC

c. Geographical OSC.

10. Assign on-scene frequencies

11. Consider the use of DMBs

12. Ensure briefing of search crews

13. Pass instructions to OSC

14. Request other available agencies provide assistance

15. Query radar and direction-finding stations

16. Issue distress broadcasts

DEC 2019 B-8

 NTTP 3-50.1

17. Request news media to include urgent requests for information

18. Determine merchant vessel locations, if appropriate (fleet area control and surveillance facility
(FACSFAC), automated mutual-assistance vessel rescue system)

19. Have ATC unit alert en route aircraft

20. Maintain communications link with distressed craft

21. Inform distressed unit of action taken

22. Send request for assistance to specific vessels

23. Begin planning for extended search efforts

24. Use computer-assisted search planning tools, if available

25. Establish contact and maintain liaison with distressed craft’s operating agency

26. Notify authorities of country of registry of distressed craft

27. Notify accident investigation authorities

28. Maintain records and charts of search activities and estimates of search effectiveness

29. Send required reports

30. Ensure debriefing of SAR crews

31. If search is successful and rescue effected, cancel broadcasts and close case

32. If search is unsuccessful:

a. Continue operations until all reasonable effort has been made

b. Obtain SAR coordinator permission to suspend search.

33. Notify all concerned of actions taken

34. Send required final reports.

B-9 DEC 2019

NTTP 3-50.1

SAR BRIEFING AND DEBRIEFING FORMS

Briefing

SAR:____________________________

Date:____________________________

A/C Type & Number:________________Unit:_________________Commander:__________________________

Details as to nature of distress or emergency:_______________________________________________________

Description of Search Object:___________________________________________________________________

1. Type of aircraft or vessel:_________________________________________________________________

2. Number or name of craft:_________________________________________________________________

3. Length:____________________________Width (Wing-Span):___________________________________

4. Number on board:_______________________________________________________________________

5. Full description of craft, including color and markings:_________________________________________

_______________________________________________________________________________________

_______________________________________________________________________________________

6. Frequencies of missing craft:______________________________________________________________

_______________________________________________________________________________________

Assigned Search Areas

Area:_______________________________________________________________________________________

Type of Search:_____________________________ Altitude/Vis:______________________________________

Time on Scene:______________________________Endurance of SRU:_________________________________

Commence Search at (Posn):__________________and Track (N-S)(E-W):_______________________________

___________________________________________________________________________________________

Frequencies:

1 Controlling Agency:________________________2) Aircraft:____________________________________

3 Surface Vessels:___________________________4) Others:_____________________________________

Progress Reports

To be passed to:_______________ every ________hours with weather report included every____________hours.

Special Instructions:___________________________________________________________________________

___________________________________________________________________________________________

DEC 2019 B-10

 NTTP 3-50.1

Debriefing

SAR:_____________________________________ A/C No.:________________________________________

Date:_______________________________________________________________________________________

Point of Departure:__________________________ Point of Landing:__________________________________

Launch Time:__________On Scene:___________ Off Scene:___________Landed:______________________

Area Actually Searched:_______________________________________________________________________

___________________________________________________________________________________________

___________________________________________________________________________________________

Type of Search:_____________________________ Altitude/Vis:_____________________________________

Terrain or Sea State:_________________________ Number of Observers:______________________________

Weather Conditions in Search Area (Vis, Wind Velocity, Ceiling, etc.):__________________________________

___________________________________________________________________________________________

Object of Search: (located/not located) ___ at Position:_______________________________________________

___________________________________________________________________________________________
Number and Condition of Survivors:______________________________________________________________

___________________________________________________________________________________________

___________________________________________________________________________________________
Sightings and/or Other Reports:__________________________________________________________________

___________________________________________________________________________________________

___________________________________________________________________________________________
Telecommunications (Discuss quality of communications and/or any changes other than briefed):_____________

___________________________________________________________________________________________

___________________________________________________________________________________________

Remarks (To include any action taken on search, any problems, criticism, suggestions):

___________________________________________________________________________________________

___________________________________________________________________________________________

___________________________________________________________________________________________

_________________________________________ _________________________________________

Date/Time (Local) Aircraft/Boat Commander

B-11 DEC 2019

NTTP 3-50.1

ABBREVIATED SAR BRIEFING AND DEBRIEFING

FORMS
Briefing

SAR:_______________________________________________________________________________________

Date:_______________________________________________________________________________________

A/C Type and Number:_____________________ Commander:________________________________________

Launch Time:________________________________________________________________________________

Search Area:_________________________________________________________________________________

___________________________________________________________________________________________

___________________________________________________________________________________________

Search Altitude:_____________________________ Sweep Width:____________________________________

Type of Search:______________________________________________________________________________

Remarks:___________________________________________________________________________________

___________________________________________________________________________________________

Debriefing

Area Actually Searched:_______________________________________________________________________

___________________________________________________________________________________________

___________________________________________________________________________________________

Search Time:____________________________ Transit Time:________________________________________

Percent of Area Covered:___________________________% from assigned search area.____________________

Probability of Detection for Area Assigned:______________________________________________________%

Remarks:___________________________________________________________________________________

___________________________________________________________________________________________

___________________________________________________________________________________________

___________________________________________________________________________________________

___________________________________________________________________________________________

DEC 2019 B-12

 NTTP 3-50.1

SAR Briefing and Tasking Form—Maritime Search

1. Date-time group (DTG) (local)

_____________________________________________________________________________________

2. SAR (incident name)____________________________________________________________________

3. Search object:__________________________________________________________________________

a. Type (Aircraft/Vessel/Other—Delete as necessary):

b. Name:_____________________________________________________________________________

c. Registration:________________________________________________________________________

d. Tonnage:___________________________________________________________________________

e. Description: (Color, markings, superstructure, characteristics)_________________________________

___________________________________________________________________________________

___________________________________________________________________________________

f. Owner/Operator/Agent:________________________________________________________________

g. P.O.B.:_____________________________________________________________________________

h. Emergency equipment carried:__________________________________________________________

___________________________________________________________________________________

4. Nature of Distress or Emergency (brief description):___________________________________________

_____________________________________________________________________________________

5. Search Area:

a. Area corner points (Lat. & Long.):_______________________________________________________

b. CSP (commence search point):__________________________________________________________

c. Direction of creep:____________________________________________________________________

d. Major axis:__________________________________________________________________________

e. Requested coverage factor (C):__________________________________________________________

f. Requested track spacing (S):____________________________________________________________

g. Requested search pattern (P,S,V,C,T):____________________________________________________

6 Other SAR facilities to be engaged in adjacent areas:____________________________________________

a. Aircraft/Altitude:_____________________________________________________________________

b Vessels:_____________________________________________________________________________

c. Land Parties:________________________________________________________________________

B-13 DEC 2019

NTTP 3-50.1

7. Frequencies and call signs to be used for communication with:

a. RCC/maritime RSC/aeronautical RSC/OSC/(Delete as necessary):_____________________________

b. Other search aircraft:__________________________________________________________________

c. Other search vessels:__________________________________________________________________

d. Land parties:________________________________________________________________________

e. Ship or craft in distress/survivors:________________________________________________________

8. Action on sighting the search object (delete as necessary):

a. Report to:___________________________________________________________________________

b. If unable to effect rescue, direct other vessels and/or aircraft to the scene.

c. Remain on-scene until relieved, forced to return, or rescue has been effected.

9. Progress reports should be passed to ______________________________ every ____ hours.

10. Special instructions:

Sighting Report Form

GENERAL INFORMATION

1. CASE NUMBER:_______________________________________________________________________

2. NAME OF PERSON REPORTING:________________________________________________________

3. ADDRESS:____________________________________________________________________________

4. TELEPHONE:_________________________________________________________________________

5. OCCUPATION:________________________________________________________________________

6. DESCRIPTION OF SIGHTING

a. TYPE OF CRAFT:___________________________________________________________________

b. COLOR:____________________________________________________________________________

c. TRIM:

7. TIME OF SIGHTING:__________________________LOCAL DATE:____________________________

*******************************************************************************************

AIRCRAFT

1. WHEELS/FLOATS/SKIS:________________________________________________________________

2. HIGH/LOW WING:_____________________________________________________________________

3. NUMBER OF ENGINES:________________________________________________________________

DEC 2019 B-14

 NTTP 3-50.1

4. DID ENGINES SOUND NORMAL:________________________________________________________

5. APPARENT ALTITUDE:________________________________________________________________

6. DIRECTION:__________________________________________________________________________

7. TURNING:____________________________________________________________________________

8. CLIMBING/DESCENDING:______________________________________________________________

9. OTHER A/C SIGHTED:_________________________________________________________________

a. TYPE:

b. DESCRIPTION:_____________________________________________________________________

c. TIME:

10. PARACHUTES SIGHTED:______________________________________________________________

a. NUMBER/COLOR:

11. DO A/C PASS REGULARLY:___________________________________________________________

*******************************************************************************************

VESSELS

1. HULL TYPE:__________________________________________________________________________

2. SUPERSTRUCTURE:___________________________________________________________________

3. ENGINES/SAILS:______________________________________________________________________

4. DID ENGINES SOUND NORMAL:________________________________________________________

5. LOCATION:___________________________________________________________________________

6. DIRECTION:__________________________________________________________________________

7. TURNING:____________________________________________________________________________

8. OTHER VESSELS SIGHTED:____________________________________________________________

a. TYPE:

b. DESCRIPTION:_____________________________________________________________________

c. TIME:

*******************************************************************************************

WEATHER

1. WEATHER AT TIME OF SIGHTING:_____________________________________________________

2. RAINING/SNOWING:__________________________________________________________________

B-15 DEC 2019

NTTP 3-50.1

3. THUNDERSTORM:____________________________________________________________________

4. WIND/SEA STATE:____________________________________________________________________

5. REMARKS:___________________________________________________________________________

*******************************************************************************************

RECORDER

1. DATE/TIME RECEIVED:________________________________________________________________

2. RECEIVED BY:________________________________________________________________________

3. RECEIVED DIRECT OR RELAYED:______________________________________________________

4. ASSESSED VALIDITY OF REPORT:______________________________________________________

5. ACTION TAKEN:______________________________________________________________________

DEC 2019 B-16

 NTTP 3-50.1

SITREPS
Situation Report Formats and Examples

Situation reports are used to pass information about a particular SAR incident. Rescue coordination centers use
them to keep other RCCs and appropriate agencies informed of cases that are of immediate or potential interest.
The OSC uses SITREPs to keep the SMC aware of mission events. Search facilities use SITREPs to keep the
OSC informed of search progress. The OSC addresses SITREPs only to the SMC unless otherwise directed. The
SMC may address SITREPs to as many agencies as necessary, including the sensors and controls, and other RCCs
and RSCs, to keep them informed. SITREPs prepared by an SMC usually include a summary of information
received from OSCs. Often, a short SITREP is used to provide the earliest notice of a casualty or to pass urgent
details when requesting assistance. A more complete SITREP is used to pass amplifying information during SAR
operations. Initial SITREPs should be transmitted as soon as some details of an incident become clear and should
not be delayed unnecessarily for confirmation of all details.

For SAR incidents where pollution or threat of pollution exists as a result of a casualty, the appropriate agency
tasked with environmental protection should be an information addressee on SITREPs.

SITREP Format

A SITREP format has been adopted internationally that is intended for use, along with the standard codes found
on the following pages, for international communications between RCCs.

Short form—To pass urgent essential details when requesting assistance, or to provide the earliest notice of
casualty, the following information should be provided:

TRANSMISSION (Distress/urgency)
DATE AND TIME (Coordinated Universal Time (UTC) or Local Date Time Group)
FROM: (Originating RCC)
TO: SAR SITREP (NUMBER) (To indicate nature of message and completeness of sequence of SITREPs
concerning the casualty)

a. IDENTITY OF CASUALTY (name/call sign, flag state/country)

b. POSITION (latitude/longitude)

c. SITUATION (type of message, e.g., distress/urgency; date/time; nature of distress/urgency, e.g., fire,
collision, MEDICO)

d. NUMBER OF PERSONS

e. ASSISTANCE REQUIRED

f. COORDINATING RCC.

Full form—To pass amplifying or updating information during SAR operations, the following additional sections
should be used as necessary:

g. DESCRIPTION OF CASUALTY (Physical description, owner, cargo carried, passage from/to,

lifesaving equipment carried)

h. WEATHER ON SCENE (Wind, sea/swell state, air/sea temperature, visibility, cloud cover/ceiling,
barometric pressure)

B-17 DEC 2019

NTTP 3-50.1

i. INITIAL ACTIONS TAKEN (by casualty and RCC)

j. SEARCH AREA (as planned by RCC)

k. COORDINATING INSTRUCTIONS (OSC designated, units participating, communications)

l. FUTURE PLANS

m. ADDITIONAL INFORMATION (include time SAR operation terminated).

Notes

 Each SITREP concerning the same casualty should be numbered sequentially.

 If help is required from the addressee, the first SITREP should be issued in short
form if remaining information is not readily available.

 When time permits, the full form may be used for the first SITREP, or to amplify
it.

 Further SITREPs should be issued as soon as other relevant information has been
obtained. Information already passed should not be repeated.

 During prolonged operations, no change SITREPs, when appropriate, should be

issued at intervals of about 3 hours to reassure recipients that nothing has been
missed.

 When the incident is concluded, a final SITREP is issued as confirmation.

Sample SITREP:

PRIORITY

P 152230Z SEP 02 ZYB PSN 045095Q23

FM USS TARAWA

TO FACSFAC SAN DIEGO CA//03//

INFO COMTHIRDFLT

HELSEACOMBATRON THREE//N60//

UNCLAS//NO3700//

MSGID/GENADMIN/USS MCCAMPBELL//

SUBJ/SAR SITREP ONE//

POC/LT JUSTIN HAWKINS/SAR OFFICER/-/LOC: USS TARAWA/EMAIL:

SAROFFICER@TARAWA.NAVY.MIL//

RMKS/1. FOLLOWING SAR INCIDENT INFO PROVIDED:

a. WILDGOOSE 15

DEC 2019 B-18

 NTTP 3-50.1

b. 32-20N 118-20W

c. DISTRESS/152200Z/AIRCRAFT DITCHING

d. 4

e. REQUEST FACSFAC SAN DIEGO CA ASSUME SMC AND CONDUCT SEARCH

f. FACSFAC SAN DIEGO

g. CH-46E/MAG 42/NAS NORTH ISLAND EN ROUTE USS BONHOMME RICHARD/12 MAN LIFE
RAFT, CREW EQUIPPED WITH SV-2s

h. WEATHER ON SCENE UNKNOWN

i. AIRCRAFT ISSUED MAYDAY BROADCAST ON 243.0 MHZ THAT WAS HEARD BY SHIP’S
HDC. PILOT OF DISTRESS AIRCRAFT GAVE POSITION, STATED BOTH ENGINES FLAMED
OUT AND DESCENDING THROUGH 1000 FEET WITH INTENTIONS TO DITCH.

j. NO SEARCH ASSETS AVAILABLE.//

BT

Code of Standard Phrases for Use between RCCs and RSCs

RJA Confirm you are controlling SAR action

RJB I am controlling SAR action
RJC Casualty reported to me:
1: overdue 4: aground
2: sinking 5: taking water
3: on fire 6: requiring tow
RJD Cargo is:
1: dangerous
2: not dangerous
3: oil
RJE Casualty carries ___(number of persons on board)
1: ___(number) lifeboats
2: ___(number) life rafts
RJF Casualty name, call sign and flag state as indicated
1: Owners/agents as indicated
RJG MAYDAY/PAN broadcast has been initiated by _____(call sign)
RJH Following rescue/search craft are/have been launched
1: Surface vessel _____ (call sign) ETA on-scene . . .
2: SAR helicopter _____(call sign) ETA on-scene . . .
3: SAR aircraft _____(call sign) ETA on-scene . . .
RJI SAR craft (as indicated) can be made available from _____(location) at _____(time)
RJJ SAR craft (as indicated) cannot be made available until _____(time)
RJK Number of SAR craft available at this time is _____(number)
RJL Can you make SAR craft (as indicated) available now or in near future
RJM Request details of SAR craft that can be made available including ETA on-scene

B-19 DEC 2019

NTTP 3-50.1

RJN SAR craft _____(call sign) is returning to base

1: Will be replaced by _____(call sign) ETA . . .
2: Will not be replaced
RJO Designated co-coordinator surface search is _____(call sign)
RJP Designated OSC is _____(call sign)
RJQ Following vessels are in area searching/standing by casualty_____(call signs)
RJR Search datum is _____(lat) _____(long)
RJS 1: New search datum is _____(lat) _____(long)
Search area is bounded by _____(lat) _____(long)
1: New search area is bounded by (_____)
RJT SAR aircraft is/was over casualty and indicates no sign of life
RJU SAR aircraft is/was over casualty and indicates _____(number) survivors sighted
RJV Survivors have taken to _____(number) life raft(s)
RJW At what time will _____(call sign) be on-scene
RJX (Not assigned)
RJY (Not assigned)
RJZ (Not assigned)
RKA SAR helicopter (call sign) will be in position to attempt rescue at _____(time)
RKB Rescue attempt successful (number) survivors uplifted and being taken to _____ (location)
RKC Rescue attempt unsuccessful. Will make further attempt shortly
RKD Rescue attempt unsuccessful _____(call sign) does not intend to make further attempt at this time
because of conditions, endurance, other reasons not known
RKE Further rescue attempt will be made when conditions improve or at _____(time)
RKF How many survivors are there
1: Number of survivors recovered is _____(number)
RKG How many missing persons
1: Number of missing persons is _____(number)
RKH _____(number) bodies located in position . . .
RKI _____(number) life rafts located in position . . .
RKJ _____(number) survivors located in position . . .
RKK _____(number) survival craft located with no sign of life has/have been sunk to avoid confusion
RKL _____(number) survival craft located by _____(call sign) has/have been sunk after recovery of
_____(number) survivors
RKM All survival craft located and _____(number) survivors recovered
RKN All survival craft located. No survivors
RKO For how long do you intend to continue search
RKP Consider search should continue for:
1: survivors
2: bodies
3: wreckage
4: survival craft
RKQ (Not assigned)
RKR Do not consider further search can be of any benefit
RKS Intend continuing search
RKT Do not expect search to continue after _____(time)

DEC 2019 B-20

 NTTP 3-50.1

RKU Incident is now closed

RKV Cancel MAYDAY or PAN message
RKW Intend transferring control of incident to _____(call sign)
RKX (Not assigned)
RKY (Not assigned)
RKZ (Not assigned)

B-21 DEC 2019

NTTP 3-50.1

INTENTIONALLY BLANK

DEC 2019 B-22

 NTTP 3-50.1

APPENDIX C

C-1 DEC 2019

NTTP 3-50.1

INTENTIONALLY BLANK

DEC 2019 C-2

 NTTP 3-50.1

APPENDIX D
Stock Numbers of SAR Equipment
The SAR model manager (HSC-3) is the cognizant field activity for SAR equipment not incorporated into the
Navy supply system. Single source procurement by open purchase for the equipment listed in the appendix has
been approved by the CNO.

Medical supplies for the Level A and Level B medical kits should be ordered by individual commands through
the type/wing commanders and/or local medical facility. Squadrons/ships medical department personnel should
assist commands when ordering medical supplies. Coordination with local medical facilities may help in
identifying new NSN’s or obsolete or canceled NSN’s. Report any changes noted via change recommendation to
SARMM: Attention Medical Coordinator.

Note

Verify P/Ns and stock numbers prior to ordering the listed SAR equipment.

SOURCE FOR OPEN-PURCHASE ITEMS

NORTHWEST RIVER SUPPLIES MARTECH INC.
2009 S. MAIN ST. 813 N.W. 1ST STREET
MOSCOW, ID 83843 FT LAUDERDALE, FL 33302
PHONE: (800) 635-5202
FAX (208) 883-4787
LIFESAVING SYSTEM CORPORATION SKY GENIE SYSTEMS
220 ELSBERRY ROAD DESCENT CONTROL INC.
APOLLO BEACH, FL 33572-2289 P.O. BOX 6405
PHONE: (813) 645-2748 FT SMITH, AR 72906
FAX: (813) 645-2768 PHONE: (800) 643-2539
WEB: WWW.LIFESAVINGSYSTEMS.COM FAX (501) 646-4628
DIVERS DEN PANAMA RECREATION EQUIPMENT INC
4833 EAST BUS, HIGHWAY 98 COMMERCIAL SALES
P.O. BOX 10606 P.O. BOX 1700
PANAMA CITY, FL 32404-1606 SUMNER, WA 98390
PHONE: (800) 272-4777 PHONE: (800) 258-4567
HARVEY SKIN DIVING SUITS INC., CMC RESCUE
SOUTH 252ND STREET PO DRAWER 6870
KENT, WA 98032 SANTA BARBARA, CA 93160-6870
PHONE: (206) 824-1114 PHONE: (800) 235-5741
WEB: WWW.CMCRESCUE.COM
LIBERTY MOUNTAIN SPORTS OMNIGLOW CORPORATION
4375W 1980S SUITE 100 96 WINDSOR STREET
SALT LAKE CITY, UT 84104 WEST SPRINGFIELD, MA 01089
PHONE: (800) 366-2666 PHONE: (800) 762-7548 EXT 515
BILLY PUGH CO. INC MUSTANG SURVIVAL MANUFACTURING, INC
1415 N. WATER ST 222 JULIANNA STREET
CORPUS CHRISTI, TX 78401-1543 P.O. BOX 520
PHONE: (361) 884-9351 ELIZABETH, WV 26143
PHONE: (304) 275-3306
U.S.I.A MILITARY DEFENSE DIVISION IRON DUCK
(CODE 49772) 20 VETERANS DRIVE
1600 RAILROAD AVE CHICOPEE, MA 01022
ST. HELENS, OREGON 97051-3133 USA
PHONE: (800) 247-8070 PHONE: (800) 669-6900
WEB: WWW.USIA.COM WEB: WWW.IRONDUCK.COM

D-1 DEC 2019

NTTP 3-50.1

PRIME VENDORS

AQUA TECH DIVE CENTER MAR-VEL UNDERWATER EQUIPMENT

1800 LOGAN AVENUE 7100 AIRPORT HIGHWAY
SAN DIEGO, CA 92113 PENNSAUKEN, NJ 08109-4302
PHONE: (619) 235-9098 PHONE: (800) 325-5711
FAX: (619) 237-1886 WEB: WWW.MAR-VEL.COM
WEB: WWW.DIVECENTER.COM
AMRON INTERNATIONAL ATLANTIC DIVING SUPPLY INC.
759 W. 4TH AVE. VIRGINIA BEACH, VA
ESCONDIDO, CA 92025 PHONE: (757) 481-7758
PHONE: (760) 746-3834 WEB:WWW.ATLANTICDIVINGSUPPLY.COM
MIL PHONE: (877) 462-6700
FAX: (760) 746-1508
EMAIL: SALES@AMRONINT.COM
WEB: WWW.AMRONINTL.COM
POC: JIMMY PAGE, EXT 104
DYNAMED LONDON BRIDGE TRADING CO.
6300 YARROW DRIVE 3509 VIRGINIA BEACH BLVD
CARLSBAD, CA 92009-1597 VIRGINIA BEACH, VA 23451
PHONE: 1-800-854-2706 PHONE: (757) 498-0207
FAX: 1-800-662-3962
LIFE SUPPORT PRODUCTS INC. BOUNDTREE
P.O. BOX 19569 2405 SOUTH INDUSTRIAL PARK AVE
IRVINE, CA 29713 TEMPE, AZ 85282
PHONE: 1-800-225-4577 PHONE: 1-800-453-1264 EXT. 6156
EMERSON KNIVES, INC U.S. DIVERS
P.O. BOX 4180 2340 COUSTEAU COURT
TORRANCE, CA 90510-4180 VISTA, CA 92081
PHONE: (310) 212-7455 PHONE: (760) 597-5081
WEB: WWW.EMERSONKNIVES.COM WEB: WWW.AQUALUNG.COM/MILITARY/DATASHEETS.HTML
PIGEON MOUNTAIN INDUSTRIES DRIFIRE PERFORMANCE WEAR
PO BOX 803 50 NORTH AVENUE, SUITE B
LAFAYETTE, GA 30728 ROSELLE, IL 60172
PHONE: (888) 764-1437 PHONE: (866) 266-4035
WEB: WWW.PMIROPE.COM WEB: WWW.DRIFIRE.COM
NORTH AMERICAN RESCUE, INC. GIBSON-BARNES (FORMERLY FLIGHTSUITS UNLIMITED)
35 TEDWALL COURT 1900 WELD BLVD #140
GREER, SC 29650-4791 EL CAJON, CA 92020
PHONE: (864) 675-9800 PHONE: 1-800-440-5904
FAX: (864) 675-9880 WEB: WWW.FLIGHTSUITS.COM
EMAIL: INFO@NARESCUE.COM
WEB: WWW.NARESCUE.COM
AERIAL MACHINE AND TOOL CORP. LYNNHAVEN DIVE CENTER
P.O. BOX 222 1413 NORTH GREAT NECK ROAD
4298 JEB STUART HIGHWAY VIRGINIA BEACH, VA 23454
VESTA, VA 24177 PHONE: (757)481-7949
PHONE: (276) 952-2006 WEB: WWW.LDCSCUBA.COM
WEB: WWW.AERIALMACHINEANDTOOL.COM

DEC 2019 D-2

 NTTP 3-50.1

AVIATION AND SURFACE RESCUE SWIMMER EQUIPMENT

Nomenclature NSN or Approved Source Quantity

SAR SHORTY Refer to NAVAIR 13-1-6.5 1 EA
SAR JUMPSUIT Refer to NAVAIR 13-1-6.5 1 EA
SWIMMERS HELMET Refer to NAVAIR 13-1-6.5 1 EA

AVIATION AND SURFACE RESCUE SWIMMER EQUIPMENT (CONT.)

Nomenclature NSN or Approved Source Quantity

GLOVES
Refer to NAVAIR 13-1-6.5 1 EA
(BLACK NEOPRENE)
f. HOOD
Refer to NAVAIR 13-1-6.5 1 EA
HOOD (6.5 mm)
g. ONE-PIECE SHORTY
Refer to NAVAIR 13-1-6.5 1 EA
(INSTRUCTOR ORANGE)

AVIATION AND SURFACE RESCUE SWIMMER EQUIPMENT (CONT.)

Nomenclature NSN or Approved Source Quantity

MASK, U.S. DIVER Refer to NAVAIR 13-1-6.5 1 EA
SEA VISION MASK Refer to NAVAIR 13-1-6.5
a. CHEMICAL LIGHT ATTACHMENT BAR Refer to NAVAIR 13-1-6.5 1 EA
b. CHEMICAL LIGHT ATTACH CLAMP Refer to NAVAIR 13-1-6.5 1 EA
c. SCREW 5340-00-964-2557
d. NUT
5310-00-982-6814
(SELF-LOCKING)
e. CHEMICAL LIGHT ATTACH OPEN PURCHASE THROUGH ADS
KIT (WWW.ADSINC.COM) AND LSC 1 EA
(INCLUDES 10 CLAMPS, NUTS, BOLTS) (WWW.LIFESAVINGSYSTEM.COM)
f. MASK STRAP Refer to NAVAIR 13-1-6.5 1 EA
g. SNORKEL, U.S. DIVERS 4220-01-227-7503 1 EA
h. SNORKEL KIT Refer to NAVAIR 13-1-6.5 1 EA
OPEN PURCHASE THROUGH ADS
FINS, U.S. DIVERS 1 PAIR
(WWW.ADSINC.COM)
a. MINI ROCKET
4220-01-227-6017
(S)
b. ROCKET
Refer to NAVAIR 13-1-6.5
(L)
c. SUPER ROCKET
Refer to NAVAIR 13-1-6.5
(XL)
d. XXL SCUBAPRO JETFIN
(SIZE 13 AND UP)
Refer to NAVAIR 13-1-6.5
MEDIUM
LARGE

D-3 DEC 2019

NTTP 3-50.1

Nomenclature NSN or Approved Source Quantity

e. S–XL ROCKET STRAP AND BUCKLE 4220-01-227-7507
f. ROCKET II FIN
Refer to NAVAIR 13-1-6.5
(L) SIZE 9–11
g. ROCKET II FIN
Refer to NAVAIR 13-1-6.5
(SUPER) SIZE 12+
h. ROCKET FIN II
Refer to NAVAIR 13-1-6.5
BUCKLE KIT
i. ROCKET II FIN
Refer to NAVAIR 13-1-6.5
REPLACEMENT STRAP
OPEN PURCHASE THROUGH
j. Whites EVO_3
ADS
k. ECHOZIP BOOTS
-3MM (SIZES 5–13)
-5MM (SIZES 5–13)
Refer to NAVAIR 13-1-6.5
-6.5MM (SIZES 5–13)
-5MM BIGFOOT
(SIZES 14–16)

AVIATION AND SURFACE RESCUE SWIMMER EQUIPMENT (CONT.)

Nomenclature NSN or Approved Source Quantity

1. KORAL KING BOOTS Refer to NAVAIR 13-1-6.5
RADIO
AN/PRC-149 RADIO WITH SWIMMERS CONTROL UNIT Refer to NAVAIR 16-3PRC149-1 1 EA
(AVIATION UNIT)
DIRECT DEPLOYMENT SYSTEM LIFESAVING SYSTEMS 1 EA
TRI-SAR HARNESS ASSY Refer to NAVAIR 13-1-6.5 1 EA
SURFACE TRI-SAR HARNESS ASSY 4240-01-327-6185 1 EA
QUICK STROP Refer to NAVAIR 13-1-6.5
TRI-SAR HARNESS ONLY Refer to NAVAIR 13-1-6.5
FLOTATION VEST Refer to NAVAIR 13-1-6.5
AVIATION SAR SWIMMERS DRYSUIT Refer to NAVAIR 13-1-6.7-2
U.S.I.A. MILITARY EXOTHERM FLEECE JUMPSUIT FOR U.S.I.A., Military Defense
USE WITH THE DRYSUIT Division (Code 49772)
1600 Railroad Ave. 1 EA
St. Helens, Oregon 97051-8070
Phone 1-800-247-8070
SURFACE SAR SWIMMERS DRYSUIT MUSTANG SURVIVAL
MANUFACTURING INC. SEE 1 EA
ARS DRY SUIT INFO

DEC 2019 D-4

 NTTP 3-50.1

AVIATION AND SURFACE RESCUE SWIMMER EQUIPMENT (CONT.)

Nomenclature NSN or Approved Source Quantity

DriFIRE DESERT SAND SILK WEIGHT SHIRT Refer to NAVAIR 13-1-6.7-2 1 EA
CWU-43/P AND CWU-44/P COLD-WEATHER
Refer to NAVAIR 13-1-6.7-2 1 EA
UNDERWEAR
MASSIF HOT JOHNS THERMAL UNDERGARMENTS
(SRS ONLY AS AN OPTIONAL REPLACEMENT TO
ADS WWW.ADSINC.COM
CWU-43/P AND CWU-44/P COLD-WEATHER
UNDERWEAR) BLACK ONLY

AVIATION AND SURFACE RESCUE SWIMMER EQUIPMENT (CONT.)

Nomenclature NSN or Approved Source Quantity

REQUIRED EQUIPMENT FOR SWIMMER HARNESS
a. FLARES, MK-124
Refer to NAVAIR 13-1-6.5 2 EA
(AVIATION SWIMMERS ONLY)
b. CHEMICAL LIGHT, 4-INCH, 6-HRS GREEN Refer to NAVAIR 13-1-6.5 2 EA
c. CHEMICAL LIGHT, 6-INCH, HIGH INTENSITY YELLOW Refer to NAVAIR 13-1-6.5 2 EA
ALTERNATE:
CHEMICAL LIGHT, 6-INCH, 12-HRS GREEN 6260-01-074-4229 AS REQ
CHEMICAL LIGHT, 6-INCH, 6260-01-178-5559 AS REQ
12 HRS RED
d. WHISTLE, SURVIVAL
(MANDATORY FOR SURFACE RESCUE SWIMMERS, Refer to NAVAIR 13-1-6.5 1 EA
OPTIONAL FOR AVIATION RESCUE SWIMMERS)
e. KNIFE, HOOK BLADE (J-KNIFE) Refer to NAVAIR 13-1-6.5 1 EA
f. KNIFE, RESCUE SWIMMERS Refer to NAVAIR 13-1-6.5 1 EA
g. KNIFE N-SAR (BTS) Refer to NAVAIR 13-1-6.5 1 EA
h. STROBE LIGHT (SDU-39)
ALL IN-SERVICE SDU-5/E DISTRESS LIGHTS ARE STILL Refer to NAVAIR 13-1-6.5 1 EA
AUTHORIZED FOR USE UNTIL THEY FAIL INSPECTION
SDU-39/N BATTERIES Refer to NAVAIR 13-1-6.5 3 EA

AVIATION AND SURFACE RESCUE SWIMMER EQUIPMENT (CONT.)

Nomenclature NSN or Approved Source Quantity

BLUE, LENS 6210-01-327-7277 1 EA
KIT BAG, FLYERS 8460-00-606-8366 1 EA
RESCUE SWIMMER GEAR BAG Refer to NAVAIR 13-1-6.5 1 EA

D-5 DEC 2019

NTTP 3-50.1

OVERWATER RESCUE EQUIPMENT

Nomenclature NSN or Approved Source Quantity

HELICOPTER RESCUE EQUIPMENT CASE Refer to NAVAIR 13-1-6.5 1 EA
H-60 RESCUE EQUIPMENT CASE Refer to NAVAIR 13-1-6.5 1 EA
SLING, RESCUE STROP Refer to NAVAIR 13-1-6.5 1 EA
DOUBLE RESCUE HOOK Refer to NAVAIR 13-1-6.5 1 EA
QUICK SPLICE Refer to NAVAIR 13-1-6.5 1EA
HOIST GLOVES, HEAVY DUTY Refer to NAVAIR 13-1-6.5 1 PR
CREWMAN SAFETY BELTS Refer to NAVAIR 13-1-6.5 3 EA
CABLE GRIP, CHICAGO Refer to NAVAIR 13-1-6.5 1 EA
CHEMICAL LIGHT STRAPS Refer to NAVAIR 13-1-6.5 4 EA
CHEMICAL LIGHT, 4-INCH,
Refer to NAVAIR 13-1-6.5 6 EA
6-HRS GREEN
CHEMICAL LIGHT, 6-INCH, 12-HRS, GREEN Refer to NAVAIR 13-1-6.5 6
OPTIONAL ADDITIONAL:
CHEMICAL LIGHT, 6-INCH, Refer to NAVAIR 13-1-6.5
3-HRS, INFRARED
PNEUMATIC HAND TOOL Refer to NAVAIR 13-1-6.5
CABLE SPLICE (ALTERNATE) Refer to NAVAIR 13-1-6.5 1

OVERWATER RESCUE EQUIPMENT (CONT.)

Part Number/ NSN or

Nomenclature Quantity
Size Approved Source/Part Number
HAND-HELD CABLE CUTTER Refer to NAVAIR 13-1-6.5 1 EA
BLANKETS, WOOL Refer to NAVAIR 13-1-6.5 2 EA
CRANIAL ASSEMBLIES Refer to NAVAIR 13-1-6.7-3 3 EA
FRESHWATER CONTAINER Refer to NAVAIR 13-1-6.5
ELECTRIC SEA MARKER LIGHT Refer to NAVAIR 13-1-6.5 3 EA
DATUM MARKER BUOY MARTECH INC. MB-1BW-750053
SAR BUOY AN/SSQ-53
NALC 8W24
NALC 8W31
MK-58 FLARES 1370-00-752-8126 2 EA
MK 25 FLARES 1370-01-194-4143 4 EA
SAR MEDEVAC LITTER Refer to NAVAIR 13-1-6.5 1 EA
STOWAGE CASE, # 402 LIFESAVING SYSTEM 1 EA
FRAME COVER, # 402 CORPORATION 1 EA
220 ELSBERRY ROAD
FRONT FLOTATION PAD, # 402 APOLLO BEACH, FL 33572-2289 1 EA
REAR FLOTATION PAD, # 402 PHONE: (813) 645-2748 1 EA
FAX: (813) 645-2768
CARRYING HARNESS, # 402 WEB: 1 EA
VERT HOISTING SLING, # 402 WWW.LIFESAVINGSYSTEMS.COM 1 EA

DEC 2019 D-6

 NTTP 3-50.1

OVERWATER RESCUE EQUIPMENT (CONT)

Nomenclature NSN or Approved Source Quantity

RESCUE LITTER (STOKES) Refer to NAVAIR 13-1-6.5
FLOTATION ASSEMBLY
a. FLOAT LOG FOAM
b. FLOAT LOG COVERS
c. RETAINER STRAPS (4 EACH)
d. PATIENT RESTRAINT STRAPS (SET OF 5) Refer to NAVAIR 13-1-6.5
e. CHEST PAD FOAM
f. CHEST PAD COVER
g. BALLAST BAR
h. MEDEVAC LITTER STOWAGE
RESCUE LITTER SLING ASSEMBLY 1 EA
Refer to NAVAIR 13-1-6.5
(STOKES AND MEDEVAC)
TRAIL LINE ASSEMBLY Refer to NAVAIR 13-1-6.5 1 EA
a. LINE PACK (BAG)
b. LINE ROPE ASSEMBLY
c. LINE SHOT BAG Refer to NAVAIR 13-1-6.5
d. LINE V-STRAP
e. LINE GLOVES
HOISTING VEST Refer to NAVAIR 13-1-6.5
RESCUE NET Refer to NAVAIR 13-1-6.5
NIGHT VISION GOGGLES (AN/PVS-7C) 5855-01-363-7491
NIGHT VISION GOGGLES (AN/AVS-9) Refer to NAVAIR 16-35AVS9-4
Rescue Basket Collapsible Refer to NAVAIR 13-1-6.5

D-7 DEC 2019

NTTP 3-50.1

OVERLAND RESCUE EQUIPMENT

Nomenclature Part Number/Size NSN or Approved Source Quantity

SIGNALING SLEEVES 465 LIFESAVING SYSTEMS
(OPTIONAL EQUIPMENT)
CLIMBER’S SPIKES A-A-1109 4240-00-273-9668
CLIMBER’S WAIST BELT A-A-1977 (42") 4240-00-926-4154
CLIMBER’S POLE STRAP P/N A-A-1776 4240-00-725-9715
CARABINERS (NONLOCKING) 8465-01-322-7433
CARABINERS (LOCKING) 8465-01-322-7432
(STUBAI STEEL SG #85/ROCK EXOTIC
C4S S)
PETZL ECRIN ROC OPEN PURCHASE
UC HELMET
(RED)
HEADLAMP Refer to NAVAIR 13-1-6.5
RESCUE “8” DESCENDER (WITH EARS) 300840 CMC RESCUE
(BLACK)
LIBERTY
SPRING-LOADED BELAY PLATE 434507 ABC
MOUNTAIN SPORTS
11MM DYNAMIC BELAY ROPE 438117-377-001 LIBERTY
MOUNTAIN SPORTS

SKY GENIE SYSTEMS DESCENT

SKY GENIE (NO SUBSTITUTE) 14G-0
CONTROL, INC.

SKY GENIE SYSTEMS DESCENT

a. ROPE (150 FEET) E-4 150
CONTROL, INC
SKY GENIE SYSTEMS
b. ROPE (250 FEET) E-4 250
DESCENT CONTROL, INC
SKY GENIE SYSTEMS
c. RAPPEL ROPE BAG (150)
DESCENT CONTROL, INC
SKY GENIE SYSTEMS
d. RAPPEL ROPE BAG (250)
DESCENT CONTROL, INC
TUBULAR NYLON STRAPS 1 INCH by
8305-00-753-6529
150 INCHES (CUT TO LENGTHS)
ORANGE FLIGHT SUIT FLS-27/P GIBSON-BARNES
8430-00-458-9135 THRU 0260
NOTE: LAST FOUR DIGITS
RESCUE MOUNTAIN BOOT MIL-B-43739
DEPEND ON SIZE NEEDED.
SEE NAVAIR 00-35-Q H-2
HOISTING VEST 207 LIFESAVING SYSTEMS
V-BLADE RESCUE KNIFE RN2 5110-00-524-6924
REPLACEMENT BLADES RKB-G 5110-00-098-4326
HAND SAW 404-013 RECREATIONAL EQUIP
SVEN FOLDING SAW 370830 LIBERTY ORGANIZATION
REPLACEMENT BLADES 370831 LIBERTY ORGANIZATION
SURVIVAL TOOL KIT, AIRMANS 8465-00-376-6741
(PORTABLE SAW)
FLASHLIGHT MX-991/U 6230-00-264-8261

DEC 2019 D-8

 NTTP 3-50.1

OVERLAND RESCUE EQUIPMENT (CONT.)

Nomenclature Part Number/Size NSN or Approved Source Quantity

ENTRENCHING TOOL, SHOVEL P/N A-A-59337 5120-00-878-5932
PULLEY 2-INCH SINGLE SM150000 PIGEON MOUNTAIN INDUSTRIES
PULLEY 2-INCH DOUBLE SM155000 PIGEON MOUNTAIN INDUSTRIES
RESCUE SEAT 420 4240-01-465-2302
SAR MEDEVAC LITTER 402 6530-01-187-0104
RESCUE LITTER (STOKES) 6530-01-315-4784
RESCUE LITTER SLING ASSEMBLY
1554AS201-1 1670-01-226-5300
(STOKES AND MEDEVAC)
TRAIL LINE ASSEMBLY
(SEE OVERWATER RESCUE
220 4010-01-312-4854
EQUIPMENT FOR BREAKDOWN OF IND.
ITEMS)
NIGHT VISION GOGGLES (AN/PVS-5) AN/PVS-7C 5855-01-363-7491
NIGHT VISION GOGGLES (AN/AVS-6) AN/AVS-9 5855-01-473-2904
106-CUBIC-INCH PORTABLE OXYGEN
0820130-3 1660-01-138-8623
SYSTEM
OXYGEN CADDY 36019 IRON DUCK
RAPPEL HARNESS (COMES IN FIVE CMC RESCUE
SIZES)
a. S, 26 TO 30 IN WAIST, 18 to 26 IN LEG 202512 1680-01-453-9830
b. M, 30 to 34 IN WAIST, 20 to 28 IN LEG 202513 1680-01-453-9806
c. L, 34 to 38 IN WAIST, 22 to 30 IN LEG 202514 1680-01-453-9820
d. XL, 38 to 42 IN WAIST, 22 to 30 IN LEG 202515 1680-01-453-9834
e. XXL, 42 to 46 IN WAIST, 24 to 32 IN 202516 1680-01-453-9839
LEG

REQUIRED DECK EQUIPMENT

Nomenclature Part Number/Size NSN orApproved Source Quantity

a. LITTER NETTING 6530-01-315-4785 1 EA
BLANKET, WOOL * A-A-55188 7210-00-082-5668 2 EA
GRAPNEL HOOK, 4 POUNDS * 2040-00-287-9644 2 EA
HEAVING LINES, 100 FEET WITH
LIFESAVING SYSTEMS 6 EA
ORANGE BALLS *
LIFE RING, 24 INCH, WITH 100 FEET,
4220-00-275-3156 2 EA
3/8 INCH POLYPROPYLENE LINE *
MEDICAL KIT, LEVEL A 6545-01-180-3552 1 EA
RESCUE LITTER (STOKES) 6530-01-315-4784 1 EA

D-9 DEC 2019

NTTP 3-50.1

REQUIRED DECK EQUIPMENT (CONT.)

Nomenclature Part Number/Size NSN orApproved Source Quantity

b. FLOTATION ASSEMBLY 182312101 4220-01-329-6420 1 EA
1-9 MAY BE ORDERED
SEPARATELY FROM
1. LOG FOAM 130 2 EA
LIFESAVING SYSTEMS USING
PART NUMBERS.
2. LOG COVERS 110 2 EA
3. RETAINER STRAPS 150 4 EA
4. RESTRAINT STRAPS
402-10 5 EA
(COLOR-CODED)
5. CHEST PADS FOAM 103-3 1 EA
6. CHEST PAD COVERS 103-2 1 EA
7. BALLAST BAR 170 1 EA
8. STOWAGE BAG (OPTIONAL) 409 1 EA
c. RESCUE LITTER SLING ASSEMBLY 190 1670-01-226-5300 1 EA
TRAIL LINE ASSEMBLY 220 4010-01-312-4854 1 EA
a. LINE PACK BAG 221 1680-01-226-5135 1 EA
b. LINE ROPE ASSEMBLY 222 1680-01-226-5136 1 EA
c. LINE SHOT BAG 224 168001-236-4663 1 EA
d. LINE V-STRAP 223 1680-01-242-1031 1 EA
e. LINE GLOVES 225-XL LIFESAVING SYSTEMS 1 EA
PUBLIC ADDRESS SET (MEGAPHONE) 5830-00-412-9206 1 EA
V-BLADE RESCUE KNIFE 5110-00-524-6924 1 EA
REPLACEMENT BLADES 5110-00-098-4326 AS REQ
LONG RIFLE GUNNERS MATE 1 EA
SNAP HOOK, 2-3/8 INCH, STAINLESS * 364 LIFESAVING SYSTEMS 2 EA
AUTO-INFLATABLE OR INHERENTLY LPP-1A, P/N
4220-00-089-7620 1 EA
BUOYANT LIFE JACKET 68A94D2-1
SAFETY HARNESS 4240-00-022-2522 1 EA
DYNABRAKE 4240-01-152-1525 1 EA
SWIMMER TENDING LINE, 300 YARDS MIL-R-24049 4020-00-968-1351/OPEN
2 EA
(PLASTIC POLYPROPYLENE) * TYPE 1 PURCHASE
RESCUE ROPE REEL 265 LIFESAVING SYSTEMS 1 EA
SNAP HOOK, 4-INCH, STAINLESS 366 LIFESAVING SYSTEMS 2 EA

Notes

 Ships designed with only single-sided shipboard recovery capability require half
the quantities listed.

 Any open purchased public address set (megaphone) meeting the same or greater
specifications as NSN 5803-00-412-9206 is also authorized.

DEC 2019 D-10

 NTTP 3-50.1

J-BAR DAVIT EQUIPMENT

Nomenclature NSN or Approved Source Quantity

DOWEL MIN 1 by 5-INCH HARDWOOD* 5510-00-223-0953 2 EA
J-BAR DAVIT* IAW SHIP’S DESIGNS 2 EA
SHACKLE, SAFETY ANCHOR,
IAW SHIP’S DESIGNS 8 EA
WITH COTTER KEYS*
3940-00-820-5145
SNATCH BLOCK, MIN 8 INCH* 2 EA
(Search and Rescue Gram 11-01)

J-BAR DAVIT EQUIPMENT (CONT.)

NSN or
Nomenclature Quantity
Approved Source/Part Number
CHEMICAL LIGHT STRAPS 4220-01-325-3133 4 EA
DOUBLE RESCUE HOOK 4030-00-863-8546/MS18027-2A 2 EA
HOIST LINE, 3-INCH NYLON * SHIP MANUFACTURED 2 EA
SLING, RESCUE STROP 1680-01-347-4946 2 EA
VANG GUY LINE, 2-INCH NYLON * SHIP MANUFACTURED 4 EA

Note

*Ships designed with only single-sided shipboard recovery capability require half the
quantities listed. Not required for approved shipboard recovery methods not utilizing
this equipment.

RESCUE BOAT EQUIPMENT

Nomenclature NSN or Approved Source/Part Number Quantity

20-INCH LIFE RING (RIB) 4220-00-275-3155 1 EA
9MM PISTOL OR LONG RIFLE GUNNERS MATE 1 EA
BATTLE LANTERNS 6230-00-783-6519 2 EA
BOAT HOOK, MIN 6 FEET 2040-00-268-9251 1 EA
CHEMICAL LIGHT STRAPS 4220-01-325-3133 2 EA
FLASHLIGHTS 6230-00-299-3035 2 EA
GRAPNEL HOOK, 4 LBS. 2040-00-287-9644 2 EA
HEAVING LINES, 100 FEET WITH ORANGE BALLS LIFESAVING SYSTEMS CORP 2 EA
MEDICAL KIT, LEVEL A 6545-01-180-3552 1 EA
RADIO SET, BRIDGE TO BRIDGE VHF 1 EA
RADIO SET, PORTABLE VHF OR UHF 1 EA
RESCUE ROPE REEL LIFESAVING SYSTEMS/265 1 EA
SAR MEDEVAC LITTER 6530-01-187-0104/402 1 EA
STAINLESS STEEL SNAP HOOK, 2-3/8 INCH LIFESAVING SYSTEMS CORP/364 1 EA
SWIMMER TENDING LINE, 300 YARDS (PLASTIC
4020-00-968-1351/MIL-R-24049 TYPE 1 1 EA
POLYPROPYLENE)
V-BLADED RESCUE KNIFE 5110-00-524-6924 1 EA

D-11 DEC 2019

NTTP 3-50.1

LEVEL A SAR MEDICAL KIT

Level A SAR Medical Bag—Nomenclature Quantity Per Kit Suggested NSN or Source
MEDICAL BAG - NORTH AMERICAN RESCUE NAR-5 SAR AID
1 EACH OPEN PURCHASE
BAG ITEM # 80-0399
ADHESIVE TAPE SURGICAL POROUS 1 EACH 6510-00-926-8882
BANDAGE, ADHESIVE 12 EACH 6510-00-913-7909
BANDAGE, ELASTIC (3" × 4 YARDS MINIMUM LENGTH) 4 EACH 6510-01-230-8702
BANDAGE, MUSLIN 4 EACH 6510-00-201-1755
BANDAGE, ROLL GAUZE (4.5" × 4 YARDS LENGTH MINIMUM) 4 EACH 6510-01-503-2117
BLANKET, CASUALTY 1 EACH 7210-00-935-6665
EMERGENCY TRAUMA DRESSING (ETD) (4 IN OR 6 IN) 4 EACH 6510-01-558-4108
EMERGENCY TRAUMA DRESSING (ETD), ABDOMINAL/STUMP 1 EACH 6510-01-541-8121
MASK, OXYGEN, POCKET 1 EACH 6515-01-341-9329
MINI MAG LIGHT 1 EACH 6230-01-395-5230
NRP PERSONAL PROTECTIVE EQUIPMENT (PPE) KIT 4 EACH 6515-01-537-1534
RESUSCITATOR, HAND POWERED (BVM) 1 EACH 6515-01-568-0193
SELF SEALING OCCLUSIVE DRESSING 4 EACH 6510-01-642-6212
SHEET, BURN-TRAUMA DRESSING 1 EACH 6510-01-194-0252
SODIUM CHLORIDE, INJECTION 0.9% USP (1000 ML) 2 EACH 6505-01-330-6269
SPLINT, UNIVERSAL (SAM) 2 EACH 6515-01-494-1951
SUPPORT, CERVICAL (ADJUSTABLE) 2 EACH 6515-01-452-4435
TOURNIQUET, COMBAT APPLICATION (CAT) 4 EACH 6515-01-521-7976
TRAUMA SHEARS (7-7 ¼ IN) 1 EACH 5110-01-626-8766

Authorized Optional Level A SAR Medical Equipment Quantity Per Kit NSN or Suggested Source

JUNCTIONAL TOURNIQUET 1 EACH 6515-01-618-7475

PELVIC SLING (SAM) 1 EACH 6515-01-509-6866
PORTABLE FINGER PULSE OXIMETER 1 EACH 6515-01-655-9412
TACTICAL FIELD SUCTION EASY KIT 1 EACH 6515-01-540-7206

Notes

 All Level A SAR medical kit contents shall be standardized throughout command.

 Commands are encouraged to open purchase Level A SAR medical kit contents
vice using listed NSN due to availability and unannounced NSN changes.

 PPE kit must contain at the minimum two pairs nitrile gloves and one National
Institute for Occupational Safety and Health (NIOSH)-certified N95 respirator
mask.

DEC 2019 D-12

 NTTP 3-50.1

LEVEL B SAR MEDICAL KIT

Suggested NSN or
Level B Medical Bag—Nomenclature Quantity Per Kit
Source
SAR MEDICAL TECHNICIAN MEDICAL BAG- CHINOOK PRODUCT #
1 EACH OPEN PURCHASE
TMK-ME/01278, OR LONDON BRIDGE TRADING PRODUCT #LBT1562SF
0.9% NS SYRINGE (10CC) 2 EACH 6505-01-287-0626
ADHESIVE TAPE SURGICAL POROUS (1 IN) 3 EACH 6510-00-926-8882
ADHESIVE TAPE SURGICAL POROUS (3 IN) 1 EACH 6510-00-926-8884
AIRWAY SET, NASOPHARYNGEAL 1 EACH 6515-01-518-8597
AIRWAY SET, ORAL 1 EACH 6515-01-518-8593
BANDAGE, ELASTIC (3"× 4 YARDS MINIMUM LENGTH) 2 EACH 6510-01-230-8702
BANDAGE, MUSLIN 4 EACH 6510-00-201-1755
BANDAGE, ROLL GAUZE (4.5" × 4 YARDS LENGTH MINIMUM) 2 EACH 6510-01-503-2117
BLANKET, CASUALTY 2 EACH 6532-01-524-6932
BOA CONSTRICTING BAND 2 EACH 6515-01-537-2611
EMERGENCY TRAUMA DRESSING (ETD) (4 IN OR 6 IN) 4 EACH 6510-01-558-4108
EMERGENCY TRAUMA DRESSING (ETD), ABDOMINAL/STUMP 2 EACH 6510-01-541-8121
ENDOTRACHEAL TUBE (7.5MM I.D.) 2 EACH 6515-01-036-9034
ENDOTRACHEAL TUBE HOLDER 2 EACH 6515-01-501-3063
EPINEPHRINE AUTO-INJECTOR, ADULT 2 EACH 6505-01-152-7626
ESOPHAGEAL DETECTION DEVICE 1 EACH 6515-01-368-2874
FORCEPS, ENDOTRACHEAL TUBE 1 EACH 6515-00-332-3300
HEARING PROTECTION (EAR FOAMIES) 2 SETS 6515-00-137-6345
INFUSER, PRESSURE, I.V., DISPOSABLE 2 EACH 6515-01-586-3089
INTEROSSEOUS INFUSION DEVICE 2 EACH 6515-01-571-3152
INTRAVENOUS STARTER KIT (18 GAUGE) 2 EACH 6515-01-488-4994
INTRAVENOUS STARTER KIT (20 GAUGE) 2 EACH 6515-01-488-5452
JUNCTIONAL TOURNIQUET 1 EACH 6515-01-618-7475
LARYNGOSCOPE SET 1 EACH 6515-01-450-9790
LUBRICANT, SURGICAL 2 EACH 6505-00-111-7829
MASK, OXYGEN, POCKET 1 EACH 6515-01-341-9329
MASS CASUALTY INCIDENT (MCI) TAGS 25 EACH 6530-01-398-3968
MINI MAG LIGHT 1 EACH 6230-01-395-5230
NEEDLE DECOMPRESSION KIT, ARS (3.25 IN) 4 EACH 6515-01-541-0635
PELVIC SLING (SAM) 1 EACH 6515-01-509-6866
PORTABLE FINGER PULSE OXIMETER 1 EACH 6515-01-655-9412
PROTECTION KIT, BIOLOGICAL HAZARDS 2 EACH 6515-01-388-1351
RINGER’S LACTATE, INJECTION, USP (2000ml) AS NEEDED 6505-01-462-3025
SALINE LOCK KIT 4 EACH 6515-01-607-1943

D-13 DEC 2019

NTTP 3-50.1

LEVEL B SAR MEDICAL KIT

Level B Medical Bag—Nomenclature Quantity Per Kit Suggested NSN or Source

SAR MEDICAL RESCUE REPORT 5 EACH SARMM SHAREPOINT

SELF SEALING OCCLUSIVE DRESSING 4 EACH 6510-01-642-6212

SHARPS SHUTTLE 1 EACH 6515-01-518-8551

SHEET, BURN-TRAUMA DRESSING 1 EACH 6510-01-194-0252

SODIUM CHLORIDE, INJECTION 0.9% USP (2000ml) AS NEEDED 6505-01-330-6269

SPHYGMOMANOMETER 1 EACH 6515-01-530-5160

SPLINT, TRACTION, SAGER 1 EACH 6515-01-450-3709

SPLINT, UNIVERSAL (SAM) 2 EACH 6515-01-494-1951

SPONGE, SURGICAL (4 × 4) 6 EACH 6510-01-164-2717

STETHOSCOPE, COMBINATION LITTMAN 1 EACH 6515-01-314-6694

STYLET, CATHETER-TUBE 1 EACH 6515-01-225-4761

SUPPORT, CERVICAL (ADJUSTABLE) 3 EACH 6515-01-452-4435

SUPPORT, CERVICAL, PEDIATRIC (ADJUSTABLE) 1 EACH 6515-01-473-1966

SURGICAL CRICOTHYROIDOTOMY KIT 1 EACH 6515-01-540-7568

SURGICAL INSTRUMENT SET, MINOR SURGERY 1 EACH 6545-00-957-7650

SYRINGE, STERILE (10 CC) 1 EACH 6515-01-372-6688

TACTICAL FIELD SUCTION EASY KIT 1 EACH 6515-01-540-7206

TOURNIQUET, COMBAT APPLICATION (CAT) 4 EACH 6515-01-521-7976

TRAUMA SHEARS (7-7 ¼ IN) 1 EACH 5110-01-626-8766

VENOSET, PRIMARY WITH CLAMP, MACRO 4 EACH 6515-01-105-0614

SAR Medical Oxygen System Nomenclature Quantity Per Kit Suggested NSN or Source

CASE, PELICAN, BLACK SIZES 1600-1660 1 EACH 6760-01-491-2821

CYLINDER, COMPRESSED GAS, D SIZE 2 EACH 6505-00-132-5181

KNOB, OXYGEN BOTTLE 2 EACH 6515-01-516-8732

MASK, NONREBREATHING 2 EACH 6515-01-164-3755

NASAL CANNULA, DISPOSABLE 2 EACH 6515-01-480-2308

REGULATOR, OXYGEN PRESSURE WITH INTEGRAL FLOW 2 EACH 6680-01-234-6789

RESUSCITATOR, HAND POWERED (BVM) 1 EACH 6515-01-568-0193

Patient Medical Equipment Nomenclature Quantity Per Kit Suggested NSN or Source

MONITOR, PATIENT (MEETS REQUIRMENTS USTRANSCOM PATIENT

1 EACH OPEN PURCHASE
MOVEMENT ITEM (PMI) LIST)

SUCTION UNIT, POWERED (MEETS REQUIREMENTS USTRANSCOM

1 EACH OPEN PURCHASE
PATIENT MOVEMENT ITEM (PMI) LIST)

VENTILATOR, PATIENT (MEETS REQUIREMENTS USTRANSCOM PATIENT

1 EACH OPEN PURCHASE
MOVEMENT ITEM (PMI) LIST)

DEC 2019 D-14

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LEVEL B SAR MEDICAL KIT

Authorized Optional Medical Equipment Nomenclature Quantity Per Kit Suggested NSN or Source
EXTRICATION DEVICE (KED) 1 EACH 6515-01-465-6662
GLUCOSE METER, BLOOD 1 EACH 6630-01-641-7680
HEMOSTATIC DRESSING (COMBAT GAUZE) 2 EACH 6510-01-600-4705
LITTER-SPLINT, EXTRICATION 1 EACH 6530-01-193-5037
MEDICATIONS (INCLUDING NARCOTICS PER NAVAL AVIATION MEDICAL
AS NEEDED N/A
PROTOCOLS)
OXYGEN CADDY 1 EACH 6515-01-373-4320
SUPRAGLOTTIC AIRWAY DEVICE 1 EACH OPEN PURCHASE
ZOLL IV POWER INFUSER MODEL M1000B-3A WITH TUBING 1 EACH OPEN PURCHASE

Notes

 All Level B medical kit contents shall be standardized throughout command.

 Commands are encouraged to open purchase Level B medical kit contents vice
using listed NSN due to availability and unannounced NSN changes.

 A complete Level B SAR medical kit is comprised of the Level B medical bag,
SAR medical oxygen system, patient medical equipment any authorized optional
medical equipment.

 Station SAR commands shall have one complete Level B SAR medical kit per
SAR capable aircraft.
 Operational squadron shall have one complete Level B medical kit per SAR
medical technician assigned plus one spare kit (not including patient medical
equipment).

 Authorized optional medical may be utilized in addition to the required contents

listed above.

 Oxygen caddy may be ordered in addition to the pelican case to allow for the
transportation and administration of oxygen to and from the aircraft.

 All mechanical medical equipment must be approved for use on military aircraft.

 All Level B medical kit contents shall be standardized throughout the command.

 Protection kit, biological hazards, super must contain at the minimum two pairs
nitrile gloves, biohazard bag, and one NIOSH-certified N95 respirator mask.

 The SAR medical technician backpack consists of dual bag system and with bag
can be used as an initial response bag with the following minimum equipment in it:
oral airway kit, nasal airway kit, two chest seals, two muslin bandages, two
emergency trauma dressing, pocket mask, two needle decompression kits, one
biological kit, two cat tourniquets, and trauma sheers.

 The SAM junctional tourniquet fulfills the requirements for both the pelvic sling
and junctional tourniquet.

 Fluid totals shall be a total of 2,000 milliliters. Commands have the ability to use
any combination of fluid bag size to equal that amount. All Level B contents shall
be standardized throughout the command.

D-15 DEC 2019

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DEC 2019 D-16

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APPENDIX E
United States Coast Guard Rescue
Coordination Centers
(24-hour Regional Contacts for
Emergencies)
The Coast Guard manages maritime SAR IAW Commandant of the Coast Guard Instruction
(COMDTINST) M16130.2F, U.S. Coast Guard Addendum to the United States NSRS to the IAMSAR Manual.

Area of SAR
RCC Location Coordination Phone Number
Responsibility
Overall responsibility for
areas covered by RCC
Boston, RCC Norfolk, RCC
Commander Miami, Rescue Subcenter
Atlantic Area SAR U.S. Coast Guard (RSC) San Juan, RCC
(757) 398-6700
Coordinator Atlantic Area New Orleans and RCC
Portsmouth, Virginia Cleveland plus a portion of
the North Atlantic Ocean
out to 40 degrees west
longitude.
New England down to and
Commander including a portion of
RCC Boston 1st Coast Guard District Northern New Jersey plus (617) 223-8555
Boston, Massachusetts U.S. waters of Lake
Champlain.
Mid-Atlantic states
Commander including the majority of
RCC Norfolk 5th Coast Guard District New Jersey down to the (757) 398-6231
Portsmouth, Virginia North Carolina/South
Carolina Border.
Southeast states from the
South Carolina/North
Commander Carolina border around to
RCC Miami 7th Coast Guard District the eastern end of the (305) 415-6800
Miami, Florida Florida panhandle plus a
large portion of the
Caribbean Sea.

E-1 DEC 2019

NTTP 3-50.1

Area of SAR
RCC Location Coordination Phone Number
Responsibility
RSC San Juan Commander
Southeast portion of the
(Sub-Center of RCC Sector San Juan (787) 289-2042
Caribbean Sea
Miami) San Juan, Puerto Rico
Southern states including
the Florida panhandle to
Commander the U.S./Mexico border in
RCC New Orleans 8th Coast Guard District Texas plus the inland (504) 589-6225
New Orleans, Louisiana rivers including the
Mississippi, Missouri,
Ohio, and tributaries.
Commander U.S. waters of the Great
RCC Cleveland 9th Coast Guard District Lakes, their connecting (216) 902-6117
Cleveland, Ohio rivers and tributaries.
Overall responsibility for
Commander areas covered by
U.S. Coast Guard RCC Alameda,
Pacific SAR Coordinator (510) 437-3701
Pacific Area RCC Seattle,
Alameda, California RCC Honolulu, and
RCC Juneau.
California and Eastern
Commander Pacific Ocean waters
RCC Alameda 11th Coast Guard District assigned by international (510) 437-3701
Alameda, California convention off the Coast
of Mexico.
Commander
RCC Seattle 13th Coast Guard District Oregon and Washington (206) 220-7001
Seattle, Washington
Hawaii, U.S. Pacific
Islands and waters of
Central Pacific Ocean
RCC Honolulu assigned by international
Commander
(operated as joint rescue convention (extending
14th Coast Guard District (808) 535-3333
coordination center from as far as 6 degrees
Honolulu, Hawaii
(JRCC) with DOD) south to 40 degrees north
latitude and as far as
110 west to 130 east
longitude).
Guam and other U.S.
Sector Guam
Commander territories and
(coordinates SAR under (671) 355-4824
Sector Guam possessions in the far
RCC Honolulu)
western Pacific Ocean.
Alaska, U.S. waters in
Commander
North Pacific Ocean,
RCC Juneau 17th Coast Guard District (907) 463-2000
Bering Sea, and
Juneau, Alaska
Arctic Ocean

DEC 2019 E-2

 NTTP 3-50.1

REFERENCES
NWP 3-29, Disaster Response Operations

NTTP 3-22.5-SAR-TAC, Navy Search and Rescue Tactical Information Document (SAR TACAID)

NTTP 3-57.2, Multi-Service Tactics, Techniques, and Procedures for Defense Support of Civil Authorities
(DSCA)

NTTP 3-57.3, Navy Humanitarian and Civic Assistance Operations

NTTP 6-02.1, Multi-Service Tactics, Techniques, and Procedures for Multi-Service Brevity Codes

CNAFINST 3710.7, NATOPS General Flight and Operating Instructions

NAVAIR 00-80R-14, NATOPS U.S. Navy Aircraft Firefighting and Rescue Manual

NAVAIR 00-80T-122, Helicopter Operating Procedures for Air-capable Ships NATOPS Manual

NAVAIR 11-15-7, Pyrotechnic, Screening, Marking, and Countermeasure Devices

NAVAIR 13-1-6.1-1, Inflatable Survival Equipment (Liferafts)

NAVAIR 13-1-6.1-2, Inflatable Survival Equipment (Life Preservers)

NAVAIR 13-1-6.3-2, Seat Survival Kits (SKU Series Seat Kits)

NAVAIR 13-1-6.5, Rescue and Survival Equipment

NAVAIR 13-1-6.7-2, Aircrew Personal Protective Equipment (Clothing)

NAVAIR 13-1-6.7-3, Aircrew Personal Protective Equipment (Helmets and Masks)

NAVAIR 13-1-7-2, Aircrew Personal Protective Equipment Manual

NAVAIR 16-30PRC149-1, Radio Set AN/PRC-149 and C-12631/PRC-149, Radio Control Unit

NAVAIR 28-SSQ-500-1, Sonobuoy Instruction Manual

NSTM 077, Personnel Protection Equipment

NSTM 613, Wire and Fiber Rope and Rigging

OPNAV 5100.23, Navy Occupational Safety and Health (NAVOSH) Program Manual

OPNAVINST 3120.32, Standard Organization and Regulations Manual (SORM)

OPNAVINST 3130.6, Naval Search and Rescue (SAR) Standardization Program

JP 3-28, Defense Support of Civil Authorities

JP 3-50, Personnel Recovery

Reference-1 DEC 2019

NTTP 3-50.1

COMDTINST M16130.2F, U.S. Coast Guard Addendum to the United States National Search and Rescue
Supplement (NSS) to the International Aeronautical and Maritime Search and Rescue Manual

COMNAVSURFPAC/COMNAVSURFLANT Instruction 3502.7, Surface Force Training and Readiness Manual

COMSUBLANT/COMSUBPAC OPORD 2137, Submarine Rescue

ATP-10, NATO Search and Rescue (SAR) Manual

ATP-57, The Submarine Search and Rescue Manual

AXP-1, Allied Submarine and Anti-Submarine Exercise Manual

Defense Explosive Ordnance Publication (DEOP) 800.030.F1.17.01

International Aeronautical and Maritime Search and Rescue (IAMSAR) Manual

National Search and Rescue Plan of the United States

Naval SAR Training Lectures, CD-ROM (Rescue Swimmer Occupational Hazards, 15 January 2008

SUGGESTED READING

COMNAVSURFORINST 3502.1, Surface Force Training Manual

NAVAIR 01-110HCE-1, NATOPS Flight Manual Navy Model UH/HH-1N Helicopter

NAVAIR 01-230HLC-1, NATOPS Flight Manual Navy Model SH-3A Helicopters

NAVAIR 01-230HLH-1, NATOPS Flight Manual Navy Model UH-3H and UH-3H Executive Transport Aircraft

NAVAIR 01-250HBD-1, NATOPS Flight Manual Navy Model CH-46D/UH-46D Helicopters

NAVAIR 01-260HCG-1, NATOPS Flight Manual Navy Model SH-2G Aircraft

NAVAIR 11-15-7, Pyrotechnic, Screening, Marking, and Countermeasure Devices

NAVAIR 13-1-6.2, Emergency Personnel and Drogue Parachute Systems Manual

NAVAIR A1-H60SA-NFM-000, NATOPS Flight Manual Navy Model MH-60S Aircraft

NAVAIR 13-1-6.4, Oxygen Equipment

NAVAIR-16-30URT 33-1, Organizational and Intermediate Maintenance with Illustrated Parts Breakdown Radio
Beacon Set AN/URT-33A

NAVMED P-117, Manual of the Medical Department (MANMED)

Commander, Naval Meteorology and Oceanography Command/CTG 80.7 OPORD-Current Operations Order

NAVSEA 090-LP-077-0000, NAVSEA Technical Manual for Life Preservers

ACP 135, Communications Instructions Distress and Rescue Procedures

ATP 3.3.9.2, NATO Search and Rescue (SAR) Manual

DEC 2019 Reference-2

 NTTP 3-50.1

International Civil Aviation Organization Document 7333-AN/859, Search and Rescue Manual

JP 3-28, Defense Support of Civil Authorities

TO-00-105E-9, Aerospace Emergency Rescue and Mishap Response Information (Emergency Services)

Reference-3 DEC 2019

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DEC 2019 Reference-4

 NTTP 3-50.1

LIST OF ACRONYMS AND ABBREVIATIONS

1MC general announcing system
A/C aircraft
AAR after action report
ABC airway, breathing, and circulation
AGL above ground level
AIRSAVE Aircrew Integrated Recovery Survival Armor Vest and Equipment
ARV air rescue vest
ATC air traffic control
ATP Allied tactical publication
BSI body substance isolation
CASEVAC casualty evacuation
CNO Chief of Naval Operations
CO commanding officer
CO2 carbon dioxide
COD carrier onboard delivery
COMNAVSURFLANTINST Commander, Naval Surface Forces, Atlantic instruction
COMNAVSURFPAC Commander, Naval Surface Forces, Pacific
COMSUBLANT Commander, Submarine Force, United States Atlantic Fleet
COMSUBPAC Commander, Submarine Force, United States Pacific Fleet
COTS commercial off-the-shelf
CPR cardiopulmonary resuscitation
CRF coordinator rescue forces
CVN multi-purpose aircraft carrier (nuclear-powered)
CW continuous wave
DD direct deployment
DDS direct deployment system
DF direction finder
DIFAR Directional Frequency Analysis and Recording Sonobuoy
DISSUB distressed/disabled submarine
DMB datum marker buoy
DOD Department of Defense
DRH double rescue hook
DSCA defense support of civil authorities
ECM electronic countermeasures
ESAPI Enhanced Small Arms Protective Insert
ETA estimated time of arrival
EWS external weapons system
FACSFAC fleet area control and surveillance facility
FM frequency modulation

LOAA-1 DEC 2019

NTTP 3-50.1

FWNES fixed-wing, nonejection seat

GPS Global Positioning System
HABD helicopter aircrew breathing device
HAC helicopter aircraft commander
HADR humanitarian assistance and disaster relief
HO hoist operator
HHO helicopter inland rescue aircrewman hoist operator
HSC helicopter sea combat squadron
IAMSAR International Aeronautical and Maritime Search and Rescue Manual
IAW in accordance with
ICS intercommunication system
IMC instrument meteorological conditions
JTS Joint Trauma System
LHA lifting harness assembly
LP low profile
LPD amphibious transport dock
LPP life preserver personal
LPU life preserver unit
LRH locking rescue hook
LSE landing signal enlisted
MCM mine countermeasures ship
MCW modulated continuous wave
MEDEVAC medical evacuation
MEDICO medical advice, usually by radio
MIP maintenance index page
MK Mark
MOD modification
MOI mechanism of injury
MOLLE modular lightweight load-carrying equipment
MOSHIP mothership
MPD multipurpose device
MPLR multiplace life raft
MR medical rescue report
MRC maintenance requirement card
MWARS Martin-Baker Water Activated Release system
NATO North Atlantic Treaty Organization
NATOPS Naval Air Training and Operating Procedures Standardization
NAVAIR Naval Air Systems Command
NEC Navy enlisted classification
NECC Navy Expeditionary Combat Command
NIIN national item identification number
NIOSH National Institute for Occupational Safety and Health

DEC 2019 LOAA-2

 NTTP 3-50.1

NOI nature of illness

NRC national rescue coordinator
NSN national stock number
NSRS National Search and Rescue Supplement
NSTM naval ships’ technical manual
NTTP Navy tactics, techniques, and procedures
NVG night vision goggles
NWP Navy warfare publication
OPNAV Office of the Chief of Naval Operations
OPNAVINST Chief of Naval Operations instruction
OSC on-scene commander
OTC officer in tactical command
P/N part number
PAC pilot at controls
PAEC passenger antiexposure coverall
PAESS passenger antiexposure survival system
PC patrol craft
PCR patient care record
PHSRU parachute harness sensing release unit
PIC pilot interface console
PMS planned maintenance system
PNAC pilot not at controls
PPE personal protective equipment
PTT push-to-talk
QC quick connect
QRB quick release box
QS quick strop
RA rescue aircrewman
RCC rescue coordination center
REC rescue element commander
RH rescue hook
RIB rigid inflatable boat
RR rescue report
RS rescue swimmer
RSC rescue subcenter
RSSK rigid seat survival kit
SAR search and rescue
SARMM search and rescue model manager
SCU swimmer control unit
SEA survival egress air
SEAWARS Seawater Activated Release System
SEIE Submarine Escape Immersion Equipment

LOAA-3 DEC 2019

NTTP 3-50.1

SEPIRB Submarine Emergency Position Indicating Radio Beacon

SHBD search and rescue helicopter breathing device
SITREP situation report
SMC search and rescue mission coordinator
SMT search and rescue medical technician
SORM Standard Organization and Regulations Manual
SRS surface rescue swimmer
SRU search and rescue unit
SSRA submarine search and rescue authority
SUBOPAUTH submarine operating authority
SUBSAR submersible search and rescue
TACAID tactical airborne information document
TACEVAC tactical evacuation
T/M/S type, model, and/or series
TSH TRI-SAR harness
TTFR time to first rescue
TYCOM type commander
UDT underwater demolition team
UHF ultrahigh frequency
URC Undersea Rescue Command
URT universal radio/transceiver
UUV unmanned underwater vessel
VHF very high frequency
VOD vertical onboard delivery

DEC 2019 LOAA-4

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LIST OF EFFECTIVE PAGES

Effective Pages Page Numbers

DEC 2019 1 thru 22
DEC 2019 1-1 thru 1-60
DEC 2019 2-1 thru 2-40
DEC 2019 3-1 thru 3-66
DEC 2019 4-1 thru 4-58
DEC 2019 5-1 thru 5-72
DEC 2019 6-1 thru 6-10
DEC 2019 7-1 thru 7-6
DEC 2019 8-1 thru 8-38
DEC 2019 9-1 thru 9-10
DEC 2019 A-1 thru A-10
DEC 2019 B-1 thru B-22
DEC 2019 C-1, C-2
DEC 2019 D-1 thru D-16
DEC 2019 E-1, E-2
DEC 2019 Reference-1 thru Reference-4
DEC 2019 LOAA-1 thru LOAA-4
DEC 2019 LEP-1, LEP-2

LEP-1 DEC 2019

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DEC 2019 LEP-2

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DEC 2019