District Pioneering Courseln Conjunction with the Nat' l Pioneering Instructor Course

SELF READING 2:

IMPORTANT:

Note that ALL Aerial Runways must be planned, constructed and used underthe direct and constant supervision of a responsible adult at alt times

lntroduction

Aerial Runways remain a great favourite with members of the ScoutAssociation and there is no reason why they can not be used to provide agreat sense of adventure and exhilaration so long as they are used with safetyin mind.

They also provide the basis for an excellent pra'bticat training session in theuse of the various knots, lashings and pioneering techniques involved

Because of the speed apd height oftqn involved, aerial runways are polentiallydangjerous and remain so even when all reasonable precautions, both in their

CONSTRUCTION OF AERIAL RUNWAYS

Dconstruction and use, have been taken.

Indeed, without some apparent element of hazard, they would cease to beadventurous and much of their appeal and training value would be lost. Theaim should therefore be to eliminate all avoidabte risk and to exercise thehighest degree of responsibility in the use of the Aerial Runway.

There are a wide variety of situations and circumstances in which aerialrunways are built and used and it is not possible or even desirable to providea single set of detailed and inflexible rules.

The following sections provide basic guidelines in the planning, constructionsupervision and use of an Aerial Runway.

Because the aerial runway operates as a complete system there is no singlepart which is more important than any other. All require an equal amount ofcare and attention, both in the initial setting up and monitoring whilst in use.

. - : !

However, :in most mses where serious injury has resulted the fault lies ineither the seat and/or the method of attachment to the travelling block or in thebraking system. Before anyone even thinks about constructing at aerialrunway it must be clearly understood that:

A purpose built seat to the design approved in the Associations Aerial RunwayCode must used.

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Distr ict Pioneering Course -lln Conjunct ion with the Nat ' l Pioneering lnstructor Course

The travelling block must be to the approved design and must have eyes orrings. Hooked blocks, however carefully'closed' are completely unacceptablefor supporting the seat.

The seat must be attached to the travelling block in the approved method asdescribed in the Code.

The main brake must be capable of a steady and safe rate of deceleration ofthe passenger.

An emergency brake must always be fitted and manned, in case of failure ofthe main brake.

The Associations Aerial Runway Code is based on long experience andprovides all Leaders with useful guidelines for the in the use of suchequipment and the training of their Scouts. Common sense must howeverprevail and responsible adult leadership and the need for adult supervision isalways required wheneverAerial Runways are constructed and used.

Given below are additional important factors to bear in mind when ptanning anaerial runway.

Supervision

As stated above, it is important that the planning,Aerial Runway must be under the direct andresponsible and cornpetent adult at all times.

Equipment

All equipment must be inspected before use, during the operation of therunway and again after use. This in itsetf is a useful training exercise inresponsibility apart from the important matter of safety and security.

The Main Hawser

This should be made from either natural fibre (manila or sisal) staple spunpolypropylene, polyester or nylon. Under no circumstances should a wirehawser be used for an aerial runway as this is considered to be unsafe.'

The recommended minimum size for the main hawser is 24mm in diameterand in no circumstances should a rope under 20mm in diameter be used.

Even when stored in ideal conditions, any hawser that has been out of use forany length of time should be checked for wear and tear along its entire length.lf naturalfibre is used, spot checks should be carried out by opening the lay atintervals to make sure that the fibres are free from mildew.

construction and use of anyconstant supervision of a

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Distr ict Pioneering CourseIn Conjunct ion with the Nat ' l Pioneering lnstructor Course

Man-made fibre rope should also be inspected for extensive powdering. Thisusually occurs in the heart of the rope and is not always immediatelydetectable from external inspection.

lf any mildew or excessive powdering is discovered the rope should bediscarded. Any suspect rope should not be used for aerial runways or anyother pioneering activity where some element of risk is unavoidable.

Any suspect rope should preferably be cut into short lengths to preventmisuse.

The Travell ing Block

The Scout Association now mandates that the travelling metal block must be adouble pulley, man-mrrying block of the conect size and type. Suitableblocks are fitted with a closed ring to attach the seat and further closed ringsto attach the braking and hauling lines.

Under no circumstances should hooked blocks or hooked blocks thathave been converted to closed eyes through the use of brazed metalstraps or jubilee clips be used for the travelling block

MginHawser

DOUBLE PULLEyMetdl , Man

GLOSED r ingattach seatropes andbraking andhaul ing l ines

The Seat

The seat is one of the most essential parts of the runway and great careshould be taken in the prepar

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A stout board of approxinrately 600mm >:250mnr x24mm. thick (24" x 10" >r i"1should be used, suitable reinforced with bracing battens across the grain.

Four holes should be bored right through the board to take the suspensiorrropes. Figure of eight stopper knots should be tied in the ropes to keep theseat level and stop it from dropping, slipping or becoming skewed and theloose tails joined beneath the seat with reef knots.

A correctly f itt ing full body harness or commercially available boatswains chaircan be used as an alternative to a purpose-built sea't

The vertical distance between the seat and the hawser should be at least 1.5meters (5 feet) to avoid the possibility of the riders hand being placed on thehawser in front of the pulley.

t ,5 m(5 fr)rninirnurnbetweenha.wserand seat

with reef knots$ eat rest ingon Figure ofEight stopperknots

Other Blocks and Tackle

A luff tackle comprising one single and one double metal block is used totension the main hawser, reeved up (tightened) with an lBmm diameter rope,This will provide a purchase (ratio) of 4:1

,./y''4;"t:;"

. ;

Battened J3

across ;!the grain ;i

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District Pioneering CourseIn Gonjunction with the Nat' l Pioneering lnstructor Gourse

When selecting the correct size of block to match the size of rope, ensurethat:-

. No rope is reeved through the block where the width of the sheavegrooves is less than the diameter of the rope (i.e. the rope shouldn't befatter than the pulley through which it passes);

o The ratio of the diameter of the sheave to the diameter of the rope is noless than 5:1, measured at the bottom of the sheave groove (i.e. the pulleydiameter at the bottom of the gulley should be at least five time thediameter of the rope);

Wherever possible in the construction of the Aerial Runway, block and pulleyswith rings or closed eyes should be used in preference to hooks and this alsoapplies to the blocks and pulleys used to put tension on the main hawser.

Mousing ('tying' closed an open hook with string, sissal or wire) is neverabsolutely reliable. This is because of the high shock loads experienced onthis type of apparatus.

Pickets and Spars

lf wooden pickets (stakes) are used, they must be in good condition, free fromshakes, knots and rot and of adequate length and thickness.

Th; elact size depends on th,e nature ofco.nstructed and the anchorage selected.butt diameter (3' x 3") should be regarded

:They should be driven into the ground with a maul (large wooden mallet)rather than a sledge hammer and knocked in for two-thirds of their length, atright angles to the direction of the strain. Any ropes exerting force should besecured as close to the ground as possible to reduce the tendency to pull out.

Note that if the rope isadditional leverage.

Spars (pioneering poles)tested by gripping theIrrespective of length ofregarded as a minimum.

Other Cordage

allowed to ride up, the pickets will be subject to

The main braking system (which is describ"O ,r,"r1 r."quil, a 12mm^'(112")diameter rope which is 10m longer than the length of the runway.

ln addition, approximately 100m (300 ft) of 8mm or 10mm diameterelasticated shock cord (sometimes known as'bungee rope') will be required.

the ground on which tne runway isHowevef; pickets of 1m x 75mm

as a minirnum.

should be equally sound. These can be readilytip and ringing the butt on any hard surface.the spar, 130mm butt diarneter (5") should be

:lr

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Lashing ropes; cf 6ni - Bm length, gu),l Bmm diameter of suff icient length totwine and sisal wi l l a lso be required.

Tools and Accessories

Sacking or old canvas wil l be needed to act as protection for trees, as asaddle in the crutch of sheer legs and so on. Tools wil l include a heavy maul,a clasp knife, and depending on circumstances, an extending ladder or ropeladder, a spade or re-trenching tool and a throwing line to facilitate treeclimbing.

Location and Angle of Slope of the Runway

The length of run and the speed of descent will be determined by naturalfeatures such as trees and the slope of the ground. lt must be noted howeverthat the Scout Association Rules state that the height and angle of the slopemust be such that a safe, steady descent is possible.

No runway will be considered acceptable if the maximum height of thehawser at any point exceeds 8m (25).

It is not possible to accurately determine the speed of descent since thisdepends on the tension in the main hawser, the performance of the runningblo"qk, the weight.of the passenger.etc. The person in charge of thg runway isresponsible for ensuring that the appropriate tests are completed beforaanypassengers are allowed on the runway (see below)

l i r res for sheer legs, a strop lcop, ofsecure the tackle to the anchorage,

NOTE:D o not use this diagrarn asan accurate guide - refeFto text throughout

Notes on Construct ion

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Suitable guyedSheer Legs

ErnergencyBrake Posi t ion

Gonstruction of tyloical AeriatRunwaywith options forsuppoft ing the rnain hawser

iiti/i

7Ati

t lU

Suitably lguyed

-.S

i I

N ote rnainbrakeshock cordin 's lackposi t ion

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Tripod

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Distr ict Pioneering Course . IIn Conjunct ion with the Nat ' l Pioneering lnstructor Course

The illustration above shows a typical construction with options for usingsheer legs or tripods for supporting the main hawser. This illustration shouldnot be considered a definitive guide and the text should be consultedthroughout

The following points on construction apply equally to the horizontal, manuallyoperated runway or to runways of any kind.

One of the main points to consider carefully in the planning stage is the easeof mounting and dismounting from the seat. This is the cause of manyaccidents and requires careful thought.

Support ing the Main Hawser

Depending on the terrain, therehawser:-

A Suitable Tree

A suitable tree may be used where available at the head of the runway. Makesure that it is up to the job and that it will suffer no ill effects when adequateprotection is provided. Always use the main trunk in preference to a branchbut if a. branch is used, select the strongest branch within reach. Make fastthe main hbwser with a round tum and two half hitches, leaving a'long tailfianging close to the trunk.

Even better is where the hawser is passed over a suitably high fork and theend is tied to a lower branch. This makes the routine task of examining theknot during use much easier. Always be sure to secure a padding of sackingor canvas with sisal before making fast the main hawser.

It is strongly recommended that the person tying in the main hawser isbelayed to a convenient branch with another rope. Handling a 24mmdiarneter hawser whilst sitting astride a branch half way up a tree is extremelydifficult and suitable safety precautions should be taken. lf no suitable treecan be found when operating on flat ground, a manually operated fore and aftrunway between two sets of sheer legs can be excellent fun.

are various methods of supporting the main

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Sheer Legs

S heer L ashingS addle

G uylines

Butts heeled in'l 5 0rnrn

EffectiveHeight

S HEER LEGS

\

N ote:The Base Width shouldbe no greater than onethird the EffectiveHEisnt

Sheer legs (an 'A' frame) can be used to take full advantage of any naturalslope, to increase the length of the run or to reduce the height hazard.

Spars of 4m in length are suitable for the sheer legs and several 6m to 8mlengths of 12mm or 18mm diameter rope will be needed for the lashings. Thesheer lashing should be applied first about 500mm from the top with the twospars in the closed position. These can be opened slightly like scissors'whilstthe frapping turns are put on.

They shsuld then be opened out all the way, but with the butts no further apartthan one-third the height from the lashing to ground level and the third sparsquare lashed between them about 300mm from the butts.

A saddle of hessian or 6anvas should be lashed in the crutch with sisal twineand fore and aft guylines secured to the tops of both spars. The feet of thetwo legs should be heeled into the ground to a depth of at least 150mm. Thisis in order to minimise the danger of keeling over, ever present in anapparatus subject to variable stresses and shock loading. The lower ledgershould then.be well'clear of the'ground.

S guareLashings

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Allthis work should be done before the hawser is finally positioned. When thetackle is being operated,. the sheers may tend to move from the verticalposition but this can usually be corrected without difficulty if caught in time.The vertical positioning of the sheer legs should be checked throughoutconstruction and operation.

Mounting and dismounting from the seat can often be difficult from sheer legsbut additional ledgers can be provided to act as a'laddef.

Tripods

Tripods may be used in preference to sheer legs. Although guying is stillessential greater stability is ensured. There is also an additional advantage inthat mounting and dismounting platforms can be incorporated into the design.

The main hawser may, when suitrable packing is used, pass over the crutchfor both sheer legs and tripods. lt is also acceptable for the main hawser topass over a separate pulley of suitable-diameter, suspended from the crutch.The pulley should be supported by a double loop of 18mm diameter rope (seediagram by main brake for an example)

Tensioning and Securing the Hawser

Due altowdnce must be made for the inevitable sag in the main hawserwhichever of the thrbe-methods of support is used. The'amount of sagdepend on the length of run and the load (weight), as well as the tension of

. the hawser. Note that the sag should never be such that the feet of apassenger can touch the ground on any part of the run.

To tension the hawser, a luff tackle comprising one single block attached to ananchorage and one double block attached to the main hawser is necessary asdescribed above. The main hawser should be connected to the closed eye ofthe double pulley using a bowline with a long tail which is secured back to themain hawser with sisal, The hawser can be protected by placing sackingaround the cfosed eye. .:

The single block should be attached to the main anchorage point (see below)using a double loopof 18mm diameter rope.

As stated above, when reeved with 18mm rope, the luff tackle provides apurchase of 4:1. When operdted by half a dozen Scouts this should give allthe tension required. Under no circumstances shpuJd more forceful methodsof straining the system be used.

The tension is maintained by securing the strain to the same anchor point asthe single block using a round tum and two half hitches.

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District Pioneering Courseln Conjunction with the Nat' l Pioneering Instructor Course

Anchorages

The precise position of all anchorages in relation to the main structure is o{great importance. The hawser must always run in a true l ine from end to endsince any deviation wil l impose a sideways strain on sheer legs and mightcause them to topple.

A well grown tree may make an excelleni anchorage at the foot of a runv"ay.lf a suitable tree is available in the right spot, make sure that it is secure. ltshould be protected near the base with a good pad of sacking.

The Luff Tackle can then be made ready for use and the following procedurefollowed when a tree is used as the anchorage. Most, but not all of the slackin the hawser should be taken in and it should be passed through the eye ofthe fore block. Lay the sheer legs on the ground with the butts at the correctdistance from the anchorage (which is twice the height of the crutch of thesheer legs)

The hawser should be placed lying over the crutch and the sheer legs shouldbe raised, holding them in place while the slack is taken up on the hawser.Adjust the position of the sheer legs as necessary to ensure a true line.

Mark the position of butts with tent pegs or other suitable marker. This is sothat foot holes can be dug in exactly the right place. The sheer legs can thenbe erected and the neceSsary strainapplied on the luff tackle. ' z''

When other types of anchorage are used a different procedure isrecommended since the position of the anchorage can be moved whereas atree can not. The sheer legs should be erected first so that the hawser can bedrawn over the crutch and hand strained to pin-point the position of theanchorage. The distance from the base of the sheer legs (or tripod) to theposition of the anchorage will always be twice the effective height of thesheers legs or tripod.

As taught in the lectures, the altemative three methods of providing ananchorage when a tree is not used are:

o 3-2-1 Anchoragee Log and Picket Anchorageo Deadman Anchorage

The Main Brake

The purpose of the main brake is to consistently provide steady and safedeceleration of the passenger. Brakes which bring the passenger to ansudden, jerking halt must be avoided at all costs since there is a very greatdanger of the passenger being thrown off the seat at speed.

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Distr ict Pioneering Courseln Conjunction with the Nat' l Pioneering Instructor Course

A preferred method is to trail a rope of 12mm diameter from the rear closedeye of the travelling block. This rope passes over a pultey which issuspended from the crutch at the head of the runway. lf there is sufficienthead room on the loading platform, this pulley may be suspended from theclosed eye at the bottorn of the pulley which supports the main hawser at thecrutch (see diagram below)

To crutchof support(or rnainhawserrnay rest in

Gonnect ing the Main Brake

crutch) Main Hawser

Brake Tied toclosed loopwith bowline

Rope

To Shock GordCBungee Rope')

Once the brake rope is connected to the travelling block it can then besecured to the shock cord.

With the seat at the point on the runway where braking should start, a bowlineis tied in the end of the brake rope approximately 10 metres on the anchorageside of the mounting point. The loop in the bowline is then trsed to connectthe brake rope to the anchorage point using loops of 8mm or 1Omm diametershock cord ("bungee rope") as shown in the diagram below.

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aPioneer ing I nstructo r Course

Loop ofS hock G ord

L oop (unattached Bowl ineto lower p^assenger

MainHawseF

Anchorage

The length of the shcck cord loop isdetermine the braking distance. This isshould the loop of shock cord be allowedlength.

CONNEGTION OF tvtAl N BRAKE

Hawser

B rake Rope

important since it will effectivelybecause under no circumstancesto extend beyond twice its norrnal

Braking will depend upon the speed of descent and the load and it will benecessary to experiment with the'number of loops of-shock cord to get thisright. However, a double loop of approximately 5 metres lbngth (i.e. a 20metre length knotted to form a double loop) is a good starting point for mostloads up to 75 kilograms.

A further short double loop of 18mm rope is then used to connect the shockcord to the anchorage point. ln operation. once the passenger has comesafely to rest, this rope loop can be removed from the anchorage to lower thepassenger down the runway to the dismounting poinl

It is important that the passenger should be warned not to dismount until toldto do so. The braking system will inevitably result in some forward swing ofthe seat as braking commences, followed by a short period of reverse travelback up the runway as the elastic reaches the equilibrium position.

Once the passenger has dismounted, the brake rope can then be used to haulthe seat back up to the top of the runway. lt is important to always lay out thebrake rope carefully before each and every run as any kink, snag or knot willjam during running in the pulley at the head of the runway causing a suddenstop.

It should also be noted that before every run is commenced, care must betaken to ensure that the brake rope is clear of the passenger.

l\\

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District Pioneering CourseIn Gonjunction with the Nat'l Pioneering Instructor Course

The loader on the platform must also keep clear of the brake rope during therun as the brake rope feeds through the crutch pulley.

The Emergency Brake

An emergency brake must always be fitted in such a position that thepassengei can be manually decelerated smoothly without colliding with theiower sheer legs or tripod. This is in case of a failure of any part of the mainbrake.

The emergency brake may simply consist of a screwgate karabiner on themain hawier, with a brake person on each end rope as shown in the maindiagram above. lf necessary, Iengths of Bmm or 1Omm elasticated shock cordmay be used instead of rope to reduce the shock loading.

Note that where a screwgate karabiner is used for this purpose it should neveragain be used for climbing/abseiling purposes.

E rnergency B rake fastenedto the Main Hawser

In normal operation, the people operating the emergency brake will assist thepassenger to dismount at the end of each run and should tell the passengerwhen it is qfe to dismount.

Testing of the emergency brake is essential before the first passengerembarks.

There are two final notes of caution concerning the emergency brake. lt will bevery difficult for people on{he emergency brake'.to maintain concentration asthe main brake continues to work time after time. lt is therefore suggested thatfour people are necessary to operate the Aerial Runway in safety.

The loader on the tripod at the fread of the runway is the person in charge. Nopassenger is released on a run until the top brake person and those on the

emergency brake haveconcentration, positions

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been asked if they are ready. To help maintaincan be swapped round at set time intervals.

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Distr ict Pioneering Course ' i ' .In Conjunction with the Nat' l Piorreering lnstructoi ibourse

The second note of caution concerns the angle of the rope of the emergencybrake to the karabiner on the main hawser. This must be held such that whenthe main hawser is sagging under load as the passenger approaches, there isno chance of the emergency brake ropes or shock cord becoming tangledwith the head or neck of the passenge

. *The Seat

As described above, a purpose built seat (or full body hamess) must beprovided and devices such as battens or strops which require the passengerto dangle from the hands are not permissible.

The seat and travelling block are to be regarded as accident black spots onany aerial runway. They should be checked and double checked as a matterof routine before the runway is declared operational and again after each run.The ultimate safety of the seat will depend on the method of attachment to thering or eye of the travelling block. A round tum and two half hitches made inthe bight with an ample tail will meet the need adequately, but for greatersafety the knots can be double locked with west country whippings

Factors of Safety and Testing

When it is ready for use,rigorous tests to ensure aallowed,to embark. o

the runway must be subjected to a numberhigh sgfety f3cto1 before th" first pass.enger

ofis

As a matter of good practice, these tests must impose a higher strain on allparts of the apparatus than is likely to be experienced during normal use. Thefollowing tests should be canied out, always under adutt supervision and withobservers posted to watch every part of the runway. Special attention shouldbe paid to the anchorages, pickets, sheer legs, running block and seat and thebraking systems:

A temporary rope should be attached to the empty seat. Starting at the headof the runway, a vigorous bouncing strain from ground level should be appliedand repeated at intervals throughout the entire length of the run. This isespecially important around the mid-point where maximum sag in the hawserwill be experienced.

The seat should then be drawn to a convenient point and loaded with at leasttwo five gallon containers full of water. These should be securely fastened tothe seat for the duration of the following tests. This load repreients a bodyweighing approximately 50 kilos (three full containers should be used torepresent a body of 75 kilos).

At the mid-point of the runway the sag in the hawser under loadallow the feet of any passenger to strike the ground. lf this happens,

must notadjust the

speed uptension on the main hawser tothe run and the brake may also

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reduce the sag. Note that this mayneed adjustment as below

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The loaded seat should then be drawn to the head of the run in order to testspeed of descent and the main braking system. At the end of the run thebraking system should bring the load up short of the lower sheer legs or tripodwith an adequate margin of safety. At the same time, the elasticated shockcord should not be allowed to extend beyond twice its natural (resting) length.

Finally, the main braking system should be disconnected and the emergencybrake tested again using a loaded seat running from the top of the runway.The position of the emergency brake operators should be clearly marked sothat there is no tendency to drift towards the bottom of the runway duringnormal operation..

After all these tests, atl knots, lashings, anchorages, pickets and so on shouldbe thoroughly inspected.

Mounting and Dismounting

A worrying number of accidents occur during mounting and dismounting fromthe run. When the take off at the head of the run is at some height above theground (for example, from the branches of a tree) it is important that safe andadequate means of climbing to the mounting point must be provided. lt mightbe safer in this situation for passengers to embark at the foot of the run beforebeing drawn up by the brake line. This allows safety and comfort to bechecked in less str.essful qondition ::. ..:. :

Passengers often find that strength has drained from their musctes and thattheir knees are trembling at the end of a run. To climb down an A frame usingledgers therefore requires extra care and supervision.

Operation

It is strongly recommended that four people operate the aerial runway asstated above. The person at the loading platform is in charge of the run andno passenger is released until checks have been made with the personlooking after the main brake and the two people operating the emergencybrake and assisting with unloading.

It is the loade/s responsibility to fully brief passengers befgre release. Theyshould be told to sit well back in the middle of the seat, to hold onto the frontsupporting ropes and to relax and keep still.

They should also be reminded that when the brake comes into action near thebottom of the run, the seat will probably swing forward and return a short wayback up the run. They should be warned to hang on tightly.

The passenger should also be briefed that once the seat has come to rest, itwill be lowered to the dismounting point and the people on the emergencybrake will indicate the time to dismount.

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Pol i "y, Organisat ion and Rules,

:; r] ii 5;Instru ctor-;C ourse

Accidents will still happen in spite of the most careful preparations, but in aMovement which prides itself on being prepared the possibility of accidentsmust be reduced to the absolute minimum.

It is therefore vital that Associations Aerial Runway Code is studied,understood and implemented by all concerned. The instructors have theresponsibility to ensure that the pioneerer are given adequate training in theconstruction and use of Aerial Runways and that Group Scouters are fullyaware of their own special responsibility in this field.

Runways may only ever be built and used under adult supervision and asstated above, frequent inspection is necessary. Leaders should note the.dangers of leaving runways erected for long periods, for instance, at summercamp or at a permanent campsite.

In these circumstances the system should be immobilised as far as possibleby releasing the strain on the tackle, by removing or tying back the chair andby whatever further method is appropriate to the individual construction.

lf an Aerial Runway is to be included as an attraction at a fund raising event itshould be used for purposes of demonstration only by fully trained Scouts orVenture Scouts under constant aftult supervision. On no.accoupt ma)4 anyAerial Runway be madeavailabte ior use-by members ottne geneial puUtic.

'

When not in use the runway must be immobilised as above and must remainunder constant adult supervision.

Ghecklist During Use

Even when the provisions of Aerial Runway Code have been closely observedin the construction, the runway will inevitably suffer severe stresses, strainsand shocks while in operation. Constant vigilance will be needed andalthough this is the responsibility of the adult in charge everyone engaged inthe activity should be involved in the checking.

,The following items should receive frequent attention:

All knots and lashings: lf any are found to be in need of attention operationsshould be suspended untilthe work is completed.

Pickets and anchorages: There may be some movement under strain andthis must be monitored. lf there is any undue movement operations must beceased until anchorages are replaced and tested using dummy loads.

Blocks .and Tackle: Check knots and if any heat is generated the blocksshoutd be re-oiled

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: " i lu i '

I n stru ctor C ou rse

The Ghair. Every part of this requires regular monitoring and inspection butespecially at the point of attachment to the travelling block.

The Main Hawser: Anchorages at both ends must be regularly checked and itmay be necessary to take up additional slack during operation as somestretching is inevitable. At no time should the feet of a passenger be allowedto touch the ground at speed.

Alternatively, excessively fast descents can be slowed by decreasing strain onthe main hawser. For any modifications during use, testing with dummy loadsmust be conducted before any passenger is allowed back on the runway.The sheer legs or tripods. Any movement from the vertical position or anytendency to rock or tilt must be checked and stopped before the runway isused again.

The Braking System: Check the attachment of the brake rope to the runningblock, the means by which the bungee rope is attached to the anchorage pointetc.

Mounting and dismounting: Can this tricky operation be made easier for thepassengers by the addition of an extra ledger on sheer legs, the re-positioningof a rope ladder or mounting frame?

The briefing of passengers: ls this working satisfactorily? None of this needinvolve'much fuss and bother. As well as the question of spcurity .fultadvantage should also be taken to alert Scouts, and' in particular, PatrolLeaders of the inherent dangers in activities of this sort, and to increase theirawareness of personal and corporate responsibilities.

Finally

Remember although safety is of paramount importance so is fun. lt's wellworth the effort of constructing an aerial runway and so long as it's doneproperly it should bring hours of fun.

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