ARFF FOR STRUCTURAL FIREFIGHTERS FIREFIGHTER MIKE BALES SNOHOMISH

ARFF FOR STRUCTURAL FIREFIGHTERS • FIREFIGHTER MIKE BALES SNOHOMISH COUNTY AIRPORT FIRE DEPARTMENT

Objectives • Contribute to knowledge of basic fire fighting and rescue principles • Reinforce skills necessary to effectively operate local rescue and fire fighting equipment • Learn post incident procedures, and how they are different from a normal fire scene

Training Requirements • Meets WAC 296 -305 -05013 and NFPA 402 M Standards for Aircraft and Rescue Fire fighting

Key Benefits • While accidents involving commercial aircraft may receive the greatest publicity, it is the accidents involving general aviation and commuter aircraft which offer the greatest potential to local emergency response personnel

Course Outline • • Introduction to Aircraft Personal Safety Agents and Equipment Aircraft Incidents Aircraft Evacuations Strategy and Tactics

References • • Crash, Fire & Rescue Handbook IFSTA Aircraft FAA Aircraft Training Curriculum FAA Advisory Circulars NFPA Codes and Standards Why Airplanes Crash California State Fire Marshal’s ARFF Program

Acknowledgments • Firefighter Mike Bales, Snohomish Co. Airport Fire Dept. • Sandy Engstrom, Snohomish. Co. Airport Fire Dept. • Lt. . Albert Alcalde, Port of Portland Fire Dept. • Capt. 's Jeff Griffin and Gary White, Port of Seattle Fire Dept. • California State ARFF Program

INTRODUCTION TO AIRCRAFT There are four basic types of aircraft: • Propeller, • Turbo-prop, • Jet, and • Helicopter 14

Single Engine Propeller • Construction: (1) Light metal (2) metal frame and fabric • Passenger Capacity: 1 -6 • Fuel Capacity: 40 -200 gallons

Two Engine Propeller • Construction: (1) Light to heavy metal (2) Depends on size, speed and altitude requirements • Passenger capacity: Up to 60 • Fuel Capacity: (1) small A/C 100 -300 gal (2) Large A/C up to 3, 000 gallons

Four Engine Propeller • Construction: Heavy metal • Passenger Capacity: 50 -150 • Fuel Capacity: several thousand gallons

Turbo Prop • Uses turbine engines to drive the props. It consists of a propeller geared to and driven by a small turbojet engine, distinguished from piston engines by the turbo props cylindrical shaped engine nacelle and a single exhaust which is much larger in diameter than those on piston engines

Multi-Engine Jet • Construction: (1) Heavy metal (2) Extensive use of combustible metals and composites • Passenger capacity: 6 -500 • Fuel capacity: 1, 000 gallons and up

Special • Seaplane (water landing) • Cropduster

Military Jet • Construction: (1) Heavy to stand stress (2) Extensive use of combustible metals and composites • Passenger capacity: 1 -500 • Fuel Capacities: vary on size, type and mission of aircraft

Helicopters • Construction: Light metals • Passenger capacity: 2 -50 • Fuel capacity: 70 -1, 000 gallons

Aircraft Construction Materials • Steel: Used in certain parts of the aircraft where strength and or heat tolerance is critical: (a) Engine parts (b) Structural framing (c) Skin surface

Aluminum • Skin surface: lightweight, does not withstand heat well, melts at low temperatures • Duraluminum is an aluminum alloy that is heat treated and is slightly stronger than aluminum

Magnesium • Strong and lightweight: used in areas where forcible entry will not be required (a) Landing gear (b) Wheels • Difficult to ignite; however, once ignited, burns intensely and is very difficult to extinguish

Titanium • Heat resistant areas: used to reinforce skin surfaces to protect them from impinging exhaust flame or heat • Used as internal engine parts such as turbine • Is a combustible metal that burns with intensity and resists extinguishment

Composite Materials • Widely used for its strength, stiffness, and light weight features • Primary usage: flight control surfaces • Interesting Note: Burning graphite may knock out radio transmission

Aircraft Systems Hazards or potential hazards created by such aircraft systems as fuel, hydraulic, electrical, oxygen, flight control, landing gear and egress or escape systems. We need to be aware of these systems when dealing with an aircraft accident

Fuel System • Largest system in the aircraft presents the greatest hazard • Capacities range from: 30 -50, 000 gallons • Fuel tank locations: (1) Wings (2) Belly (3) Auxiliary • Fuel Lines (1) 1/8” to 4” (2) 4 -40 PSI

Aircraft Fuels • Two basic types of fuels used in aircraft: (1) Aviation gasoline: (much like automobile gasoline) (2) Jet Fuel: (Jet-A) A blend of gasoline & kerosene

Aviation Gasoline (AVGAS) • Aviation gasoline ( AVGAS) is the same as the gasoline used in automobiles except that AVGAS has a higher octane rating than automotive fuel ( 100 -145) • The flash point of aviation gasoline is approximately - 50 degrees F

Jet- A • Jet-A is a kerosene grade fuel that has flash points between 95 degrees F and 145 degrees F depending on the particular fuel mixture • Jet-A fuel does not spread as rapidly as gasoline • JP-5 is a grade of Jet-A fuel used by some military forces

Electrical Systems • Current for lights, electronic equipment, pumps, warning systems etc • Batteries: Lead acid or Nickel cadmium Shutoff and disconnect (exterior and in cockpit) • APU- Auxiliary Power Unit • External Power

Engines • Reciprocating: Power from the engine is transmitted through the crank shaft to the propeller. Operates similar to auto engines. Differences: they are air cooled/ have large oil tanks. Also, has an accessory section which drives the pumps for the fuel, oil and hydraulic systems as well as the generators for the electrical system

Jet Engine • Draws air in , where it is compressed, mixed with fuel, ignited and expelled out the tailpipe to produce thrust

Jet Engine (Con’t. ) • Jet engine exhaust is super heated and may approach velocities of 300 mph. Avoid exhaust areas when engines are running. Stay at least 30’ from the front. Always assume engines are operating after an accident , a jet engine may continue to run if the fuel is not shutoff

Hydraulic Systems • Operates landing gear, nose gear steering, brakes and wing flaps • Fluid may be flammable ( Skydrol) • Pressures up to 3, 000 PSI • Pressure stays on system for sometime after shutdown

Oxygen Systems • On all aircraft intended for high altitude operation • Storage (1) pressurize gas (2) cryogenic liquid (3) chemically • Hazards- (1) Oxygen enhances combustion (2) Cylinders may rupture (3) Explosion of LOX mixtures • Leaks- May be controlled by using water fog

Egress Systems • Ejection seat propels a 300 pound object / 60’ per sec. • Canopy jettison - last choice • Ejection seats: Rocket/gas powered Types: Armrest, between legs and face curtain • All contain explosive hazards • Use extreme caution

Recorders • Flight data recorders (FDR): Usually orange in color. They record airspeed, altitude, heading and acceleration • Cockpit voice recorder (CVR): Crew conversation and communications • Located in the aft section of the aircraft

Aircraft Exits • Normal entry doors • Emergency exits: (1) Doors (2) Windows • Evacuation slides • Cut in areas

Doors, Passenger, Cargo & Service • Quickest and Safest means • Most have handles which pull out and turn to operate • Familiarity with local aircraft is essential • Stay clear of door when opening an aircraft equipped with escape slides • Attempt to pry jammed doors

Emergency Hatches • Can be opened from the outside • Window units will fall into aircraft when the handle is operated • Attempt to pry if jammed

Window Access • Most windows will be too small for exit • Cockpit windows may be used for flight crew rescue • If a large enough window is available, use the point of a tool to break and remove rubber gasket

Cut In • Cut in should be used as a last resort • Extreme caution is required during cut in: 1. Prevent injuries to occupants 2. Use spark reducing tools 3. Keep away from electrical lines 4. Keep all unnecessary personnel away from area 5. Use hand lines to cool and prevent sparks in the cutting area

Rest Your Brain Break

PERSONAL SAFETY An understanding of the potential hazards present at aircraft emergencies increases the ability of RFF personnel to perform operations safely. 62

Aircraft Hazards • • Propeller- Take care from the front Tail Rotors- Approach from front Overhead Rotors- Approach from pilot side Jet Intake and exhaust blast - 30’ to front 200’ - 600’ to the rear Landing gear, brakes, tires, wheels Jagged edges Quick opening flaps, speed brakes, spoilers Antennas

Military Aircraft Hazards • Egress Systems • Engines • Weapons • Tail Hook

AGENTS & EQUIPMENT Fire fighting personnel must have a detailed understanding of the capabilities and limitations of the various agents used for fire control to select the most appropriate fire control agent for a given situation. 83

Foam Tetrahedron Four elements required to make foam: • Water • Foam Concentrate • Mechanical agitation • Air

Foam • Concentrates can be broadly categorized as either of two main classes: – Class A – Class B

Classes of Foam • Class A foams are intended to enhance extinguishing capabilities of water when attacking fires involving ordinary combustibles • Class B foams are used to extinguish fires involving flammable and combustible liquids

Class B Foam • Used to extinguish fires involving flammable and combustible liquids • Mixed in proportions from 1% 6% (3% rate on hydrocarbons, 6% on polar solvents) • Newer multi-purpose foams may be used at 3% regardless of the type of fuel they are used on

Aqueous Film Forming Foam (AFFF) • Most common foam used today. • Completely synthetic • Available in 1, 3 and 6% concentrations • Reduce surface tension of the water (allows to spread across the fuel) • May be premixed

AFFF Application Rate • Minimum for hydrocarbon spill fire is (. 10 gpm/ft 2) of finished foam • Minimum for Polar solvent spill fires is between (. 10 and. 20 gpm/ft 2) depending on manufacturer. NOTE: This is for alcohol resistant formulas of AFFF • Always read manufactures label for proper use

Polar Solvent Foam AFFF/ATC • Same general properties as regular AFFF • Special surfactants added to reduce absorption • Used on Polar Solvents, e. g. , gasohol, alcohol, acetone, etc. Also used on hydrocarbon fuels in proper concentrations • Higher viscosity concentrates require special eductors for correct proportioning

Dry Chemical Advantages • Breaks chemical chain reaction • Rapid fire knock down • Best on small fires or in combination with foam • Effective for extinguishing 3 -dimensional or running fuel fires

Dry Chemical Disadvantages • No securing properties or cooling • Damage to equipment • May obscure vision • Mild respiratory irritant • Varying degrees of compatibility with foams

CO 2 • Extinguishes by excluding oxygen • Most effective on class “B” and “C” fires • Not effective on deep seated fires • Can result in frostbite • Can be detrimental to sensitive electronic equipment

Dry Powder • Used for fires involving combustible metals • Coats burning metal to block oxygen • Applied from extinguishers or scooped on from pails

Met-L-X Powder • • • Effective on titanium fires Non-abrasive Non-conductive No known health hazards Binds the chemicals together

G-1 Powder • Effective on both magnesium & titanium fires • Conducts heat away from the burning metal • Smothers the fire

AIRCRAFT INCIDENTS This topic identifies the major types of aircraft emergencies which fire fighting personnel may encounter 11 4

Aircraft Incidents • In-flight Emergencies • On ground Accidents or Incidents • Low Impact Crashes • High Impact Crashes

On Ground Accidents/Incidents • Non-Fire Incidents: – Overheated fluorescent light ballast – Overheated Landing Gear – Tire / wheel failures

Low Impact Crashes êAircraft that are not severely damaged are likely to have a large percentage of survivors Types include: – Wheels up (belly landings) – Water ditching – Failure of nose gear

High Impact Crashes • Aircraft crashes with severe damage to the fuselage and with a significantly reduced likelihood of occupant survival • Types include: – Hillside crashes – Crashes involving structures – Water crashes – Helicopter crashes

Stretch Break

AIRCRAFT EVACUATIONS 5 12

Hazards of Cutting into A/C • Structural members not recognizable from exterior • Hazards abound in hidden fuel, electrical, control and hydraulic lines • Note: Systems may not be energized, but will block any openings made and may take large amounts of time to clear

Evacuation Points • Normal Exits • Over-wing Exits

Emergency Evacuation Factors • Environment Related Factors • Machine Related Factors • Man-Related Factors

Rescue Operations • Positioning • Entry • Escape Chutes, Slides, Ground Ladders, or Arial Apparatus

STRATEGY AND TACTICS There are significant differences between aircraft and structural fire fighting and rescue that must be kept in mind 6 13

Strategy and Tactics • Time: Burn through less than 90 seconds • No Second Chance: Positioning correctly the first time is key • Personnel Rescue: R. I. T. Team

Strategy & Tactics (Con’t. ) • Fire extinguishment at an aircraft fire is not the primary objective, it is only incidental to rescue • The objective at all times must be to move the fire away from accommodation spaces and the area in which rescue or evacuation operations are in progress

Positioning Apparatus • Position uphill and upwind whenever possible • Protect the rescue side of the aircraft

Strategy & Tactics • Each aircraft fire is unique and must be individually evaluated. There are basic guidelines, however, which should be considered when effecting attack

Basic Guidelines • • Position Attack Control Rescue

Position • Close enough to gain maximum effectiveness from streams and lines • Upwind - considering escape/rescue routes • Uphill - stay out of flow path of any fuels • NOTE: This is especially important with apparatus that remain stationary while in pump gear

Attack • Attack with the wind • Utilize deck guns, hose lines, or monitors as soon as within range • Knock down the fire

Control • Protect the fuselage and cover spill area with foam • Establish & maintain a rescue/ evacuation path • Prevent the spread of fire • Cut off fire at the wing root • Arrange backup water and foam supplies

Rescue • Begin upon arrival • Support evacuees or initiate rescue • Use normal exits, emergency exits or force entry in this order • At least 2 firefighters work together • Transport occupants into a safe area

Terrain • The influence of ground features such as soft or muddy areas may mire heavy vehicles & equipment • Slopes may be difficult to traverse or climb, low or downhill areas may become flooded with fuel, and rough or rocky terrain may be impassable • Fire equipment should avoid gullies & downhill areas near the crashed aircraft into which fuel may be drained

Initial Attack • Although conventional apparatus may use only water, they can be affective on aircraft fires • When water is limited (vehicle carried only) the use of fog nozzles or applicators with 1 3/4” hose lines is an acceptable approach

Initial Attack (Con’t. ) • If additional water is available, then the heavier 2 1/2” line and the deluge set with appropriate fog nozzles will provide wider coverage and more heat absorption for a more potent attack • CAUTION: Every effort must be made to maintain a wall of protection by overlapping the fog patterns and by providing additional back up lines

Establishing Rescue or Escape Areas • The establishment of rescue or escape areas is the primary objective of control and is where the initial attack should begin • Should the fuselage be broken, more than one rescue effort may be undertaken simultaneously • All effort must be directed to keeping occupied portions of the aircraft cool by concentrating extinguishing agents on those portions & the surrounding ground area

Access into Aircraft • The easiest/quickest way for rescuers to gain access is through normal doors and hatches • These normal openings usually have external releases • Most commercial aircraft are equipped with escape chutes or slides which are inflatable and are either released automatically or by a crew member • Aircraft windows may often be used for rescue or for ventilation

Access into Aircraft (Con’t. ) • Chutes or slides are not provided on military cargo and transport aircraft • Forcible entry must be used if the doors or hatches are jammed • A jammed door may be forced open by using a pry bar or axe around the frame or at the hinges • If all other methods fail, an attempt must be made to cut through the wall of the fuselage

Post Incident Operations • Aircraft accident site should be free of curious spectators • Authorized personnel should be issued some form of identification • The FAA and National Transportation Safety Board (NTSB) investigate aircraft accidents • Fire departments have blanket authority to remove mail from crashed aircraft • Mail and luggage should only be released to authorized personnel 59