aco-10 aircraft cargo hazards, including haz-mat and dangerous goods

Aircraft Rescue and Fire Fighting

6th Edition

Chapter 12 — Strategic and Tactical Operations

Identify components of and training for the National Incident Management System-Incident Command System (NIMS-ICS).

Learning Objective 1

12–2

Airport fire departments are required to adopt and utilize an incident management system.

12–3

NIMS-ICS combines command strategy with organizational procedures to provide a functional organizational structure.

12–4

(Cont.)

NIMS-ICS combines command strategy with organizational procedures to provide a functional organizational structure.

12–5

NIMS-ICS training courses are offered through the online resources.

12–6

REVIEW QUESTION

What are the major positions within the NIMS-ICS structure?

12–7

Describe strategies and tactics for various in-flight emergencies.

Learning Objective 2

12–8

There are numerous types of in-flight emergencies.

12–9

Photos courtesy of Jam

es Nilo

Onboard fire Bird strike

Upon landing, the in-flight emergency switches to a ground emergency.

12–10

In-flight fires are usually detected in their incipient stage by automatic fire detection systems.

12–11

Hydraulic failure or inoperative landing gear may affect aircraft steering, braking, and/or stopping.

12–12

REVIEW QUESTION

What in-flight emergencies may result in an aircraft incident or

accident?

12–13

Describe strategies and tactics for various ground emergencies.

Learning Objective 3

12–14

Modern aircraft wheels are commonly equipped with fusible plugs incorporated into the rims.

12–15

WARNING

When responding to a hot brake incident or wheel fire, always approach from forward or aft of the wheel assembly at a 45-degree angle while exercising extreme caution. Never approach from the sides in-line with the axle.

12–16

WARNING

Always wear full protective gear including SCBA. The brakes of some aircraft contain beryllium, which produces toxic fumes and smoke.

12–17

Brakes and wheel assemblies frequently overheat.

12–18

NOTE

When the aircraft has stopped at the designated cooling location, chock the nose gear to prevent aircraft movement.

12–19

WARNING

When responding to a hot brake incident or wheel fire, always approach from forward or aft of the wheel assembly at a 45-degree angle while exercising extreme caution. Never approach from the sides in-line with the axle.

12–20

WARNING

Always wear full protective gear including SCBA. The brakes of some aircraft contain beryllium, which produces toxic fumes and smoke.

12–21

Pilots may have no onboard indication of a wheel fire.

12–22

A variety of combustible metals are used throughout modern aircraft.

12–23

Firefighters should always wear SCBA to prevent the breathing of smoke fromburning combustible metals.

12–24

Flammable liquid leaks and spills require full PPE including SCBA.

12–25

Fuel spills involve multiple variables.

12–26

The severity of a fuel spill depends upon the fuel’s volatility and its proximity to ignition sources.

12–27

(Cont.)

The severity of a fuel spill depends upon the fuel’s volatility and its proximity to ignition sources.

12–28

WARNING

Never flush fuel or other contaminants into sewers or storm drains nor introduce water into these drains in an attempt to dilute the contaminant. Such actions should increase the possibility of ignition and could expose the airport to significant liability under environmental protection laws.

12–29

ARFF personnel should be prepared to deal with the unique challenges of engine or APU fires.

12–30

WARNING

Water or foam applied to hot jet intakes and exhausts may cause engine parts to disintegrate and produce shrapnel. ARFF personnel should remain away from the engine if this procedure is used.

12–31

The engine cowling or APU access panel doors may need to be opened to extinguish the fire.

12–32

Engine failures can be contained or uncontained.

12–33

Heaters can be found in aircraft fuselages, wings, and tail sections.

12–34

Aircraft interior fires occur for many reasons.

12–35

Interior aircraft fires require special actions and considerations.

12–36

Aircraft interior fires may originate in numerous places and may travel.

12–37

WARNING

Exercise extreme caution when gaining entry into the aircraft due to the emergency escape slide systems attached to each door and, depending on the aircraft, to over-wing exits as well. If opened from the outside, the escape slide may deploy and can seriously injure or kill unsuspecting emergency personnel.

12–38

WARNING

An interior fire may lack only oxygen; opening the exits allow fresh air into the superheated atmosphere, and a flashover or rollover could occur.

12–39

Interior fires come pose unique challenges, but should be fought in the same manner as structural fires.

12–40

Interior fires in fully loaded cargo aircraft differ significantly from fires in passenger aircraft.

12–41

Firefighters should establish ventilation as soon as it is safe.

12–42

Vertical

WARNING

Never discharge hoseline or turret streams into a hole burned or cut into the top of an aircraft. This will interrupt the vertical ventilation process and push the fire and products of combustion horizontally through the aircraft.

12–43

Ground collisions may involve aircraft colliding with other aircraft, vehicles, animals, and/or fixed structures.

12–44

Ensure that the aircraft is shut down prior to accessing the E&E bay.

12–45

Once aircraft is shut down:

REVIEW QUESTION

What ground emergency scenarios may ARFF crew encounter?

12–46

Identify types and characteristics of low-impact crashes.

Learning Objective 4

12–47

Low-impact crashes do not result in major aircraft damage and likely have a high percentage of survivors.

12–48

There are several types of wheels-up or belly landings.

12–49

Courtesy of Artie Pamplin

Ditching is a wheels-up landing on water that requires rapid response time.

12–50

Courtesy of R

on Jeffers

Aircraft accidents involving water can be dangerous and create challenging fire and rescue operations.

12–51

Passengers usually survive a rejected takeoff with runway overrun.

12–52

Helicopters are of light construction and do not withstand impact well.

12–53

Courtesy of S

cott Ram

ey, S.D

. Photography

WARNING

Rotors, which are usually found close to the passenger area, may continue to spin after a crash. Approaching the aircraft while rotors are still spinning should be avoided. High winds and unlevel terrain may cause the rotors to dip or for rescuers to walk into the path of a spinning rotor.

12–54

REVIEW QUESTION

What is the chance of finding survivors at a low-impact crash scene?

12–55

Identify types and characteristics of high-impact crashes.

Learning Objective 5

12–56

High-impact crashes result in severe damage to the aircraft fuselage.

12–57

Personnel must be prepared for any contingency when aircraft crash into terrain.

12–58

A crash into a building creates a more complex problem than an accident involving only an aircraft.

12–59

Courtesy of JO

1 Mark D

. Faram (U

S N

avy), D

efense Visual Inform

ation Center (D

VIC

).

REVIEW QUESTION

What situations may result in a high- impact aircraft crash?

12–60

Explain procedures for aircraft emergency responses.

Learning Objective 6

12–61

Standard emergency response should be predetermined and documented in a SOP/SOG.

12–62

The individual in charge must establish incident command.

12–63

Size-up at an incident is the one of the most critical parts of the operation.

12–64

Additional items must be considered during size-up.

12–65

Life safety is always the first and highest incident priority.

12–66

The first fire apparatus to the accident site often establishes the route and approach for other vehicles.

12–67

(Cont.)

The first fire apparatus to the accident site often establishes the route and approach for other vehicles.

12–68

(Cont.)

The first fire apparatus to the accident site often establishes the route and approach for other vehicles.

12–69

(Cont.)

CAUTION

When dealing with a military fighter aircraft, ALWAYS assume that the aircraft is armed. Never position ARFF vehicles in front of the aircraft regardless of its origin or whether the control tower affirmed that it is not armed.

12–70

Other common factors require careful consideration during size-up.

12–71

The entire area of an aircraft accident should be considered hazardous.

12–72

WARNING

Bumping or turning a prop may cause the magneto to fire, resulting in the engine trying to start and the prop rotating.

12–73

WARNING

To prevent further hazards, the aircraft’s various systems should be deactivated and its batteries should be disconnected to ensure the systems cannot be reenergized.

12–74

ARFF personnel must consider several factors for initial attack and fire control.

12–75

(Cont.)

ARFF personnel must consider several factors for initial attack and fire control.

12–76

Aircraft accident victim management is highly variable.

12–77

Personnel must use a systematic approach to clear the crash area of victims and perform triage.

12–78

Extinguishment must be completed before overhaul.

12–79

CAUTION

Overhaul operations may release carbon fibers into the air. ARFF personnel should wear appropriate PPE and SCBA during these operations.

12–80

Once emergency operations are complete, the IC will terminate the emergency.

12–81

After an incident, ARFF personnel have numerous responsibilities.

12–82

Immediate post-incident responsibilities

The most critical element of post-incident activities involves the mental health of the responders.

12–83

REVIEW QUESTION

What basic information should responding units receive concerning an aircraft emergency or accident?

12–84

Explain actions to take and factors to consider when responding to accidents involving military aircraft.

Learning Objective 7

12–85

Civilian ARFF crew responding to military aircraft incidents should take these actions.

12–86

CAUTION

When dealing with a military fighter aircraft, regardless of its origin or if the control tower affirmed that it is not armed: ALWAYS assume that the aircraft is armed and never position ARFF vehicles in front of the aircraft.

12–87

Many military aircraft incidents occur in or near civilian locations.

12–88

The nearest military installation should be contacted by telephone or by radio to report a military aircraft incident.

12–89

Military aircraft should be considered more hazardous than civilian aircraft.

12–90

Military fuels and munitions provide additional hazards.

12–91

REVIEW QUESTION

What actions should civilian ARFF crews take when responding to a military aircraft incident?

12–92

Explain considerations for responding to aircraft accidents/incidents involving hazardous materials.

Learning Objective 8

12–93

ARFF personnel should be able to recognize when hazardous materials are involved in an airport or aircraft incident.

12–94

REVIEW QUESTION

What may occur if ARFF personnel fail to recognize common haz mat warning clues?

12–95

These objectives are measured in Learning Activities 12-1 – 12-5.

These activities can be found in the curriculum package.

Learning Objectives 8-13

12–96

• ARFF personnel should never be hesitant, uninformed, or unprepared for emergency responses.

• Airport fire departments must implement NIMS-ICS as an organizational tool for emergency response to accidents and incidents on or off the airport.

Summary

12–97

(Cont.)

• ARFF personnel must understand the difference between accidents and incidents on or off the airports, as well as understanding in-flight emergencies, ground emergencies, low-impact crashes, and high impact crashes.

Summary

12–98

(Cont.)

• Properly understanding and following all response procedures is key to successful ARFF operations. Firefighters must understand their respective roles in a response.

Summary

12–99

(Cont.)

• Firefighters must be able to work within a chain of command and be able to size up or aid in sizing up an accident scene.

• ARFF personnel should know how to properly respond to an emergency involving military aircraft even if they are not firefighters at a military installation.

Summary

12–100