AIRCRAFT RESCUE AND FIRE FIGHTING PROCEDURES

CONTENTS Introduction Standard Aircraft Emergency Response Unannounced Emergency Response Size-Up Initial Attack/Fire Control LEARNING OUTCOME 4 Apply Aircraft Rescue and Fire Fighting Procedures. ASSESSMENT CRITERIA: 4.1 4.2 4.3 Formulate a response procedure for aircraft emergencies Determine the function of driver/operator during emergencies. Identify types of approach.

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REFERENCES a. AIRCRAFT Rescue and Fire Fighting Fourth Edition (IFSTA)

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INTRODUCTION Each jurisdiction must have established procedures for responding to all types of all types of aircraft emergencies. All firefighters must understand their role in the overall operation so that all necessary functions are accomplished rapidly and effectively. While response procedures vary from jurisdiction to jurisdiction, this section highlights some of the more common procedures that most agencies should incorporate into their standard operating procedures.

STANDARD AIRCRAFT EMERGENCY RESPONSE Runway standby positions for ARFF vehicles in anticipation of an emergency should be predetermined in a standard operating procedure. In event of an emergency, units should go directly to these positions unless directed elsewhere. Responding units should, if possible, have the following minimum information concerning the accident: a. b. c. d. e. f. g. Make and model of aircraft. Emergency situation. Response category. Amount of fuel on board. Number and locations of occupants, as well as injured, if known. Nature and location of any cargo of critical significance. Location of aircraft (if landing, the runway to used; if crashed, the site)

While time is essential, ARFF personnel must temper their response with discretion, taking weather, visibility, terrain, and traffic into consideration. Promptness and safety are equally important response considerations. The fire department section of the airport emergency plan should include response routes to be used unless unforeseen conditions dictate otherwise. This procedure allows all unit to anticipate the actions of other units. The following are considerations for selecting these routes: a. b. c. d. e. f. g. h. Probable accidents sites. Presently available routes (location of frangible crash gates) Possible alternative routes. Design of apparatus (weight, height, width, etc.) Load capacity of bridges, ramps, etc. Terrain (rough, even, paved, unpaved, flat, hilly, etc) Effects of weather. Other obstacles.

If, for any reason during an emergency response, a drivers vision becomes obs cured, the driver should approach the scene using extreme caution to ensure that he does not strike fleeing occupants with the moving vehicle. If two people are on board, one person should get out of the vehicle and sweep the area in front of the vehicle to ensure that it is clear and that occupants will not be run over. If the apparatus driver/operator should lose sight of the firefighter on foot, the driver/operator must stop the apparatus immediately to avoid the possibility of running over the firefighter. Response must not be resumed until visual contact has been re-established. During night operations, flashlights may be needed to direct apparatus safely onto the scene. They must also respond in a way that avoids damaging the responding apparatus and equipment. They should avoid running over aircraft debris scattered throughout the accident scene. Preserving the accident scene and safeguarding evidence is a responsibility of all ARFF personnel. Response time to aircraft accidents is critical to initiating an effective rescue effort. The authority having jurisdiction for their respective airport may require the primary airport ARFF apparatus be able to respond from the station to the midpoint of the most distant runway and begin AAF 1.4 2

application of extinguishing agent within three minutes of notification. Additional apparatus must be able to respond and begin extinguishment within four minutes. In any case, ARFF personnel should be aware of the standards of response based on the authority having jurisdiction for each respective airport. UNANNOUNCED EMERGENCY RESPONSE An unannounced emergency is one that occurs without prior warning. With in-flight (announced) emergencies, ARFF personnel are usually given certain pre-approach information before the aircraft attempts to land. However, in either case, the available information may be sketchy, such as "Aircraft on fire on the approach end of runway one-seven. SIZE-UP The first firefighter or company officer to arrive at the scene should perform a quick size-up. This initial Incident Commander should develop an action plan that allows for the best possible fire attack on the aircraft while remembering egress routes, wind direction, terrain and aircraft attitude. More information on size-up is described later in Fire and Supervisor course. INITIAL ATTACK/FIRE CONTROL Existing fire and crash conditions govern the placement of fire fighting apparatus for the initial attack. The main objective during this attack is the rescue of occupants trapped within the aircraft. Fires threatening these areas should be extinguished as soon as possible. Other nonthreatening fires may be left for later-arriving units. At times, it is difficult to distinguish between rescue and extinguishment activities because they are interrelated and are often performed simultaneously. Two important factors in the initial fire attack and rescue size-up are whether survivors are being evacuated before the fire fighting apparatus arrives and whether the aircraft fuselage is intact. If the flight crew has begun evacuating the occupants, the first-arriving unit should establish a safe exit to permit evacuation to continue and to make sure that the escape chutes remain intact and free of fire. If the fuselage is not intact, more than one rescue area may have to be established. Utilization of extending booms may assist in extinguishing fires in the confined areas of a crash scene. Application consisting of low sweeping patterns and the conservation of agent are critical to ensuring both occupant and firefighter safety. Quickly controlling an area of fire to establish a safe egress area involves initial mass application of an extinguishing agent. In the case of specially designed aircraft fire fighting apparatus, turrets and ground sweeps should be used to control the fire around the exterior of the fuselage. Handlines should be used for backup, interior attack, and overhaul. The initial attack begins during the approach of the fire fighting vehicles. Roof turrets, bumper turrets, and ground sweeps should be used as soon as the vehicles are within range of the aircraft's occupied sections. However, because limited quantities of extinguishing agents are carried on apparatus, turrets should be used only when the agent can be applied without being wasted. The initial discharge of foam should be made along the fuselage in order to prevent fire from impinging on it and to begin to create an exit. Although structural apparatus may lack specialized delivery systems, they can still be effective on aircraft fires by using aqueous film forming foam (AFFF). Given an adequate supply of AFFF and additional water available from hydrants, relays, or drafting sources, structural apparatus can sustain an effective attack as long as necessary. Wide coverage and considerable heat absorption can be achieved by using larger handlines and master stream appliances with appropriate fog nozzles. AAF 1.4 3

During the control phase of an exterior fire, all efforts should be directed at insulating and isolating the occupied portions of the aircraft. This process is done by concentrating the extinguishing agents on the occupied portions of the aircraft and the surrounding areas. When conditions permit, ARFF personnel should position the apparatus at the nose or tail of the aircraft so they can apply agent on either side of the aircraft (Figure 1). Thus, they may keep the aircraft interior acceptable for occupants to survive while rescue personnel remove them through a controlled exit to safety. If fire is confined to the engine nacelles or wings, personnel should attempt to stop the fire at the wing root or engines. If fuel is leaking from fuel tanks and spreading on the ground, personnel should attempt to keep the fire from the fuselage and egress areas at least until the occupants have been evacuated or rescued.

Figure 1 ARFF apparatus positioning.

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Nose Attack With Single Foam Tender

Nose Attack With Twin Foam Tender

Tail Attack With Single Foam Tender

Tail Attack With Twin Foam Tender

Side Attack With Single Foam Tender

Side Attack With Twin Foam Tender

Figures 2 show the positioning of major foam tenders using turret/monitor and hand lines. Note: e Exits from Aircraft.

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In accidents involving fire or a high likelihood of fire, the initial attack is usually made with one or more units operating both roof and bumper turrets while additional units perform handline operations (Figures 2) and interior attack in an attempt to establish a safe area in and around the aircraft exits. This attack is followed up with rescue personnel, protected by handlines, making entry into the aircraft. Water supplies must be adequate to support interior fire fighting operations. ARFF personnel should be familiar with the cabin length of the aircraft prior to entry to ensure that ample hose line is taken into the aircraft. In nonfire accidents, the same basic procedures should be followed. Instead of fighting fire, however, firefighters must blanket fuel spills with foam and charged handlines. At the same time, vehicle turrets must be kept ready in case fire erupts. CONCLUSION This training session is designed to educate driver/operator who are responsible for operating apparatus equipped with fire pumps. This information in this topic aids the driver/operator in meeting the Assessment Criteria found in Perform functions as an Operator of Fire Tender.

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