Ian Berry recalls a special task for 18 Squadron's Chinooks in Germany
In 1988 I was Operations Warrant Officer for the Joint Helicopter Support Unit, based at RAF Gutersloh in Germany. My unit's primary task was to support 18 Squadron (Chinooks) and 230 Squadron (Pumas) in their operations, dealing with units on the ground and preparing loads for underslinging.
In May of that year, 18 Squadron had received a letter from the local authority of a town called Bueren near Paderborn. They explained that the town had funded the erection of a 120ft wildlife observation tower on a hill overlooking the town and local forest. They explained that access to the hilltop was not possible with a large crane, before asking: "can you help?" Consequently, I accompanied one of the Chinook pilots on a visit to Bueren to see if we could assist.
Many requests for assistance were received from the local population, but few were authorised. Considerations included cost, feasibility, whether there were any other alternatives, and whether the squadron would gain training value from it.
On meeting the German project team it looked like a no-go. They were asking if we could lift the 20-ton structure intact from the valley below. After explaining the problems we faced, the project team amazingly suggested they could cut the tower into 6 x 20ft pieces to assist with lifting. This did make the project feasible, but we asked them not to cut the tower until we knew if the task was approved or not. Before leaving we also visited the hill site to see where the tower was to be located, and advised on some tree removal.
Chinook HC2 ZA684, 18 Squadron RAF Gutersloh
Back at Gutersloh the squadron were keen on the project, so formal authority was given. Several flying hours were allocated to the task and the plan was to achieve the lifts over four separate days. This would give the locals time to bolt the structures together.
I also allocated two of my own six-man joint service teams to the task, and decided to participate myself to get out of the office.
On the first day of the lift we deployed by road much earlier than the Chinook to rig the first part of the tower for lifting. As the first (base) part of the tower would be positioned below the treeline I had decided with the crew that we would rig it for lift using the centre hook of the Chinook. It would also be on a 70ft long strop so the aircraft would remain well above the trees.
The townsfolk had agreed with the owner of a local porcelain factory that we could use their car park to prepare the parts for lifting. In addition to rigging the base portion for lifting, the teams netted all the staircases and other ancillaries which needed to be flown up the hill. The first part of the tower had also been fitted with a lifting eye on the top of each leg so a four-legged strop could be attached.
The crowded carpark prior to starting the lift
All was now ready for lifting, and once the Chinook arrived we began with the ancillaries. Two of the team remained in the car park to do the hooking while the rest of the teams deployed to the hilltop to receive the loads. A small crane with the ability to extend its arm had also managed to get to the tower site, which would be used to lift the stairs into position and other tasks when required.
At this point I will add that all personnel who operate under helicopters and are involved with 'hooking up' must wear the UK Mk6 Helmet and goggles. In this instance that safety factor was very important because as soon as the Chinook hovered over the load the air filled with dust and porcelain particles.
The first couple of netted loads were easily picked up and flown to the top of the hill. Once there, the receiving teams indicated to the Chinook where they wanted the loads to be placed to avoid interfering with the main lift.
The base portion of the tower was now ready for lifting, and a four-legged sling ready to attach to the long strop was in position on the top of the tower. Handling lines had also been attached to each leg to assist with the final positioning once the load arrived on site.
The two 'hookers' were now on top of the tower portion ready to attach the long strop. All went smoothly and once the load was connected, the Chinook hovered in situ until they could clamber back down again, check the load for snags, then give the thumbs up for the Chinook to lift. Once tension had been applied the car park again was subject to a sandstorm of grit and dust before the Chinook headed towards the hill and the dropping point.
Once there, the aircraft slowly lowered the load towards its final location, a concrete base with large bolts already inserted for the tower to sit on. The 10 men then carefully approached the load and grabbed the handling lines. Trying to locate the tower base over the bolts was not easy and took several attempts over a 10-minute period. Everyone moved away to safety and the 'cut the load' signal was made to the crewman who then dropped the long strop from the aircraft centre hook.
With the first phase of the lift at an end, the Chinook returned to RAF Gutersloh. The teams meanwhile de-rigged the tower and recovered all the strops, slings and nets used for the lift.
The 'hooker' and earthing man as seen from inside the Chinook
Once back at base I attended a debrief with the crew, discussed the day's task and identified any problems. We all agreed that positioning the first stage of the tower on the concrete base had been challenging. As the stages got higher there were safety issues as my men would not be able to stand at height and try and guide the loads. Some means was needed to help guide the load onto the stage below. We relayed our concerns to the Bueren committee, who said they would find a solution. Good old German logic soon kicked in and the solution was to add a type of shoe-horn to the top of each leg. This acted as a funnel, so once the load was positioned over it the tower stage could be easily guided onto the one below.
We returned to car park and hillside two days later to complete the lifts of stages two and three of the tower. The shoe-horn had already been fitted to the base and stage two in readiness. The tower stages were once again rigged for underslinging. This time we used two-legged slings, and the intention was to attach them to the front and rear cargo hooks of the Chinook. This gave greater stability as the load could not spin or rotate and would make positioning on the stage below that much easier. This time, the hooking party consisted of three men. They attached the slings to the helicopter in the car park while the remainder were on the hill to assist.
The shoe-horn worked perfectly. Several of the 'hookers' then clambered up to the top of the legs to disconnect the underslinging equipment. The aircraft landed close to the car park and patiently waited, while on top of the hill the German contractors removed the lifting eyes from the top of the tower legs. They also attached a plate and some bolts to secure the two parts of the tower together.
Once this was completed we were ready to lift stage three. Again, there were no problems and all went according to plan. Once the stage was positioned onto stage two the Chinook dropped the slings and departed back to RAF Gutersloh. We stayed on to de-rig the stages and recover our equipment. The locals were more than happy with the progress, as were the crew during the following debrief.
Two days later we returned yet again. The intention this time was to lift the fourth stage in isolation. This was primarily for safety reasons as the higher we got the riskier it became, and more time was required to de-rig the load. Since our previous lift the staircases had been installed, although no handrails. That was high enough for me, and I left it to the fearless younger guys to climb higher!
Stage four was again rigged with a pair of two legged slings then connected to the fore and aft hooks of the Chinook. The crew managed to place stage four onto stage three without any problems then departed the location. We again de-rigged, tidied up and departed back to Gutersloh.
Stage 4 being lowered on to tower
Four days later we returned for the last time to complete lifting stage five of the tower. This was the last section apart from the roof. By now everyone knew the routine and the final stage was rigged in good time prior to the arrival of the Chinook. Yet again the 'hookers' attached the two slings and the load was slowly flown up to the crest of the hill.
Stage five was lowered on top of stage four and, once we were happy, the 'cut the load' signal was given and the aircraft recovered back to base. Meanwhile, on the ground at the drop site, the helicopter's underslinging equipment was recovered and we tidied up.
Meanwhile the locals had started to secure stages five to four. The roof, adorned with an evergreen tree, was then craned on top of the structure. The tree was part of a German tradition of 'topping out' and a small speech was made by one of the local dignitaries.
Crates of beer were then produced and we were 'forced' to consume a bottle! Apart from the designated drivers, we actually partook of a few more before we returned to RAF Gutersloh ourselves. Job well done. Once the tower structure was secure and all stairs and rails installed, all that was left was to replant some trees and the tower was ready for use.
One evening in June, members of 18 Squadron were invited back for a formal ceremony. In true German tradition we were royally wined and dined before presentations were made. Hilariously, both sides had also made a montage of the stages of the lift, which they presented to each other.
A brass plaque was also attached to the tower, which includes an etching of a Chinook and mentions the dates the tower was built and the support of 18 Squadron and the British servicemen.
The roof and sides are on – now where's that beer?
