ARFF personnel may encounter many types of aircraft
and must be familiar with the types,
construction, and operation of any aircraft they encounter,
including Cargo and Freighter aircraft.
ARFF Apparatus should carry
basic aircraft emergency information.
Air carriers and aircraft manufacturers
provide information about the aircraft.
Military tech manuals have preplans for military
and many civilian aircraft.
Commercial materials are available.
Software can be used in apparatus mounted computers
during aircraft emergencies.
Other Fire Departments can provide information.
The AARF Working Group,
the American Association of Airport Executives,
and the Airport News and Television Network
offer information and training.
At some major hubs,
airline recurrent training facilities have mockups
of the common doors, hatches, and other egress systems.
Work with air carriers and fixed based operators
to schedule aircraft familiarization training.
Become familiar with unique aircraft.
Many airports have maintenance facilities
with disassembled aircraft,
excellent resources for studying construction and systems.
Aeronautical schools typically offer a wide variety of aircraft
and training materials.
Fixed based operators and other businesses
have information and access to helicopters
and general aviation aircraft.
Cargo aircraft may be accessed prior to loading operations.
In an emergency,
you may encounter almost any type of aircraft;
identifying aircraft types and typical features
will improve your response.
Most GA aircraft are constructed of a lightweight metal
and carry one to six passengers.
Most are not pressurized,
which means that the doors and hatches are lightweight
and easy to operate or force open.
Business aircraft have a wide variety of occupant loads
and interior arrangements.
They are typically pressurized with plug type doors
and hatches.
Pressurized aircraft are rigidly constructed
and harder to access.
Most commuter aircraft have a pilot, copilot,
and sometimes one flight attendant,
with 12-30 passengers.
Access and cargo doors are usually on the left side;
nearly all are pressurized.
Cramped interiors present a difficult environment
for emergency response.
Narrow body air carrier aircraft are the most common type
on major airports.
They carry 30-200 passengers.
Crews consist of two to three officers
and up to five flight attendants.
Wide-body air carrier aircraft hold in excess of 500 passengers
and two to four engines.
Crew consists of two or three officers
and ten or more flight attendants.
Any aircraft can carry cargo.
Larger cargo aircraft are predominantly jet powered.
Some older gasoline or turboprop freighters may be encountered.
Small single and twin engine aircraft called feeders
are also common.
Helicopters are not as rigidly constructed
as fixed wing aircraft,
and tend to break up on impact.
Rotary wing aircraft fuel tanks are found in various locations,
often under the seats or in the aircraft belly.
Other types of aircraft present unique situation
and may not fit into any of the normal categories.
Expect the unexpected.
Unusual aircraft not normally served by your airport
may land in an emergency.
Some aircrafts require special consideration
due to their unique functions and designs.
Military aircraft include combat, cargo, fueling,
reconnaissance aircraft, helicopters,
and military versions of civilian aircraft.
Military aircraft can have all the features,
systems, and hazards encountered on civilian aircraft,
as well as unique hazards.
Know that F16 responses should always wear SCBA,
because of the presence of hydrazine in the APU.
Canopies are usually constructed of heavy plastic material.
They can be cut by rescue saws.
Attempt this very dangerous operation
only when necessary.
Normal and emergency canopy controls are usually identified
and located on the left side of the aircraft.
If normal access is unavailable, a T-handle on a long lanyard
may be available for jettison.
Clear the area of personnel and apparatus.
Pull the T-handle from as far away as possible
and immediately move to safety.
The canopy will forcefully blow upward
and can fall anywhere around the aircraft.
Ejection systems are varied
and firefighters should be familiar with
the types of aircraft that use their airports.
Always approach a military aircraft as if it's armed.
Weaponry includes canons, missiles, bombs,
and pyrotechnics.
Even dummy training weapons can be dangerous.
Exposed to fire, weapons can cook-off immediately
or within eight minutes.
They can become unstable when exposed to heat
and can detonate from the force of a hose stream.
Missiles and guns usually fire forward;
rocket blast releases rearward.
Familiarity with aircraft construction materials,
such as aluminum, fabric, steel, plastic, fiberglass,
and carbon fiber composite,
will optimize your ability to respond to incidents.
Most aircrafts are constructed of aluminum alloys;
after 90-120 seconds of direct fire impingement,
aluminum will melt.
Aluminum will not spark and can be cut with a rescue saw.
Cool all rotary saw blades and surfaces being cut
with a water spray during lawn cutting operations,
such as making an opening for entry.
This helps prevent aluminum
from melting and fouling the cutting surface.
Brevets may be made of steel or ferrous metals
and can cause a spark.
Although many aircraft now use cerametallic aluminum alloys
in landing gear components,
magnesium and titanium are still present on some aircraft.
Both are combustible metals
difficult to extinguish
and releasing toxic products of combustion.
Specialized extinguishing agents are available.
Another tactic is protecting exposure
and letting metal burnout on its own.
Magnesium can be buried in dry inert material, such as sand,
absorbents, and powdered cement, until burning out.
Composite materials are common on aircraft,
especially new models.
When torn or burnt, composites can release sharp fibers.
Composite materials can create respiratory
or skin irritation hazards.
Control composite fibers by quickly extinguishing
post-crash fires and wetting the incidence scene
with foam or water.
A water and wax solution can adhere fibers
to aircraft wreckage.
Individual ARFF units should familiarize themselves
with this procedure.
When composites are present,
fire fighters should use respiratory protection.
There are three basic types of aircraft engines;
reciprocating, turboprop, and jet.
Reciprocating engines are generally limited
to GA aircraft.
Fire fighters should be familiar with the aircraft types
at their airports.
Helicopters use reciprocating or turbine engines.
Tail rotors are especially dangerous.
Main rotors may droop as they slow.
Always approach a helicopter as low as possible,
in view of and as directed by the pilot.
Never approach from the rear.
There are two types of jet engines.
Older aircrafts use turbojet engines,
while newer aircrafts use bypass turbofan engines.
Jet engine intakes and exhaust areas are hazardous,
people and vehicles have been blown around by jet blast.
People and objects can be sucked into jet engines
with tragic results.
If an aircraft's top and bottom red rotating beacons are on,
the engines are likely running.
Stay at least 25 feet away from jet intakes
and at least two aircraft lengths
behind operating engines.
Keep vehicle windows closed facing an operating jet engines.
You may encounter several types of jet engine emergencies.
Hot starts, wet starts, and tailcone fires happen
when excess fuel accumulates in the engine's tailcone
and ignites upon start up.
Smoke and fire may be visible
and a hot start may be reported as an aircraft on fire.
Pilots typically handle a hot start
without requesting a response.
If they request response,
the fire may need extinguishing
by discharging agent into the tailcone.
Fires may also start in jet engine accessory sections.
If the aircraft's onboard fire extinguishing system
cannot control the fire,
fire fighters must discharge agent
through engine access openings
or open the engine housing.
An uncontained engine failure
refers to disintegration of the engine,
which is usually in-flight or at takeoff.
Engine parts may penetrate the fuselage and wing surfaces,
seriously injuring aircraft occupants,
starting interior fires,
and damaging vital flight systems.
In this situation, the engine will usually be a total loss.
You can use an extinguishing agent to control the emergency.
There is no universal agreement on the best extinguishing agent
for engine fires.
Approved halogenated agents,
such as Halon 1211 or Halotron 1
will cause minimal damage to the engine
and may not necessitate an engine overhaul.
Most engines of all types can be shutdown on the flight deck
by pulling the throttles back to idle
and activating fuel cutoff switches.
Turboprop and jet engines will also have engine fire handles
on the flight desk.
Pulling these handles will shutdown the engines
by disconnecting all engine systems.
Rotating the handles right or left
or pushing a button or switch
will discharge extinguishing agent
into the accessory compartment.
Engine thrust reversers can activate
and pose a hazard to ARFF personnel.
Most aircraft will have a method to deactivate thrust reversers
or release hydraulic pressure in the system.
There are two types of aircraft fuel;
aviation gasoline or avgas and jet fuel.
Avgas is highly volatile and always ready to burn.
Jet fuels in general have higher flashpoints
and slower flame spread rates than avgas.
Aircraft fuel capacities come in a wide range,
up to more than 50,000 gallons.
Both fuels burn with the same intensity
and present the same conditions when on fire.
They float on water; they are toxic,
causing skin irritation and respiratory problems.
They require decontamination measures after contact.
Fuel is usually stored in the wings;
the exterior wing surface is commonly part of a wet wing
or integral fuel cell.
Fuel tanks may also be located in the belly, wing tips, tail,
and under aircraft fuel pods in military aircraft.
Fuel lines are made up metal, rubber, or other materials,
and have red markings.
Anticipate fuel lines inside aircraft with rear engines
or APUs in the tail.
Pressurized aircraft will have gaseous oxygen systems.
Military aircraft may also have liquid oxygen systems.
Oxygen cylinders and systems are usually in the aircraft's belly.
Oxygen piping has green bands
and oxygen systems may have shutoff valves.
Oxygen can significantly accelerate existing fires
and burst into flame upon contact with petroleum residues
such as pavement grease and oil.
Liquid oxygen can also cause serious skin burns.
Liquid oxygen leaks should be sprayed with a water fog
to create a seal of ice.
Most aircraft have hydraulic systems.
Hydraulic systems run throughout the aircraft
at pressures of up to 3,000 PSI.
Hydraulic piping has blue and yellow markings.
Small leaks may be difficult to detect
and can easily injure and contaminate ARFF personnel.
If exposed, flush eyes immediately with water,
at least 15 minutes.
Aircraft electrical systems present ignition
and shock hazards.
You may encounter several
different types of electrical systems on the same aircraft.
Almost all large aircraft use NiCad batteries.
Large aircraft batteries have a wheel or T-handle
that will disconnect the batteries.
Other aircraft may require battery pliers.
Disconnecting batteries will disable aircraft fire protection
and extinguishing systems.
Helicopters, GA aircraft, and commuter and military aircraft
may have batteries almost anywhere.
The Auxiliary Power Unit, or APU,
is a small jet engine
used to generate electrical power on a large aircraft.
Procedures for engine fires generally apply to APUs.
APU shutdown and fire extinguishing controls
can be found on the flight deck
and aircraft exterior,
usually on the nose gear, aircraft belly, or wheel well.
Tires, wheels, and landing gear can be extremely dangerous
during emergency conditions.
Tires can explode, overheat, or become damaged,
and brakes can be extremely hot.
Expect hot brakes on aircraft aborting takeoffs
or when thrust reversers
and control surfaces malfunction.
If grease or tires catch fire, cool with water and extinguish.
Most aircraft wheels are made of aluminum.
Wheels can fracture under certain conditions.
If the tire is still inflated,
pressure can throw a wheel [inaudible] to the sides.
Only approach wheels from the front or rear of the aircraft.
Older models or military aircraft may use magnesium.
Magnesium wheels present the biggest dangers of fracturing
and throwing [inaudible] to the side.
Most large aircraft wheels have fusible plug
and pressure devices
that deflate the tire at high temperatures and pressures.
ARFF personnel must know how to access aircraft interiors.
Doors are designated left or right
and numbered sequentially from nose to tail.
Passengers board and deplane most narrow bodied aircraft
through Door 1 Left or L1.
ARFF personnel should select the most appropriate entry doors
to prevent fire from spreading.
Non-pressurized light aircraft doors are similar
to vehicle doors.
They generally swing forward
and may incorporate multiple latching devices.
Always try before prying.
Commuter and business aircraft have many types of doors;
often one door services the entire aircraft.
They are usually pressurized and can open in multiple ways.
Large aircraft may be pressurized
during access operations.
Do not attempt to open a door that is still pressurized.
Some newer aircraft have warning systems on the door,
indicating the aircraft is pressurized.
If doors are difficult or impossible to open,
assume the aircraft is pressurized
and open the outflow valve with a pick-headed axe
or a pike head to release the pressure.
Outflow valves are usually located
at the rear of the fuselage.
Commuter and business aircraft may include wing exit hatches.
These small hatches will usually not accommodate rescue personnel
and breathing apparatus,
they may be locked or inoperable from the outside.
Commercial and military aircrafts usually include
opening instructions outside each door.
Complexity and lack of standardization
can complicate rescue efforts.
The most common pressurized cabin door is the plug type.
Most plug type doors open and swing forward.
Other large frame commercial aircraft
may have vault type doors
with pins locking into the doorframe.
Narrow body aircraft doors are plug and vault type
and operate identically on both sides of the fuselage.
Left side doors are designated as normal entry doors,
while services doors are on the right side.
Almost all doors open and swing forward
and lock into the fuselage with a gust lock.
Narrow body passenger aircraft doors can carry escape slides,
which inflate manually or automatically
when opening the door.
Escape slides on narrow body aircraft
usually cannot be disarmed from outside the aircraft.
Escape slides can inflate in 5-10 seconds
and can present a hazard to firefighters.
On some aircraft, doors with arm slides have red bands
across their windows.
Stay aft of doors with slides
and be aware of deploying slides.
Slides can injure evacuees.
Communicate with the pilot to avoid unnecessary evacuation.
Secure slides and assist evacuees.
There are normally one or two overwing
exit hatches on each side.
Push hatches open and pull them out of the way.
Some newer aircraft have hinged overwing hatches.
Keep one hand on these hatches when opening
to avoid being hit by the door.
Overwing hatches generally lack evacuation slides.
Do not place ladders onto movable control surfaces.
Some narrow body aircraft have rear airstairs or a tail cone
that can be jettisoned to deploy an evacuation slide.
Controls for airstairs or tail cone
are located in the interior and exterior.
You may be able to jettison tail cones
when the aircraft is on its wheels or belly.
Flight decks and passenger compartments
can often be accessed through floor hatches
located above avionic compartments,
accessed through the bottom of the aircraft.
The cockpit escape window allows escape and exterior access
and many open from the inside.
Some can be opened from the exterior
by reaching through an access panel
or breaking the window.
An escape rope or lowering device is usually available.
Wide-body aircraft doors
have complicated operating procedures,
opening by toggle switches, lift tabs, or pushing panels.
Almost all wide-body aircraft
have overwing escape doors instead of hatches.
Most doors include a double-wide escape slide
that can be activated and deactivated from the exterior.
Firefighters should be trained in the identification
of flight data recorders and cockpit voice recorders.
These items are of vital importance
to accident investigations.
As a general rule,
they are located in the tail of the aircraft.
Some older spherical recorders are painted bright yellow,
but the industry standard is now rectangular recorders
that are painted bright red or international orange.
If found attached from the aircraft,
carefully note the location and do not disturb them.
Each recorder is also equipped with
an underwater locator beacon,
commonly known as a pinger.