Report of Committee on Aviation Bruce A. Warner, ICI Americas Inc. (Alternate to P. O. Huston)- William S. Weeks, Airline Pilots Assoc. Rep. ALPA Correl ati ng Committee (Alternate to P, Robinson)
• JamesF. O'Regan, Chairman Nonvoting • FeeconCorp. Gary Hammack, Nat'l Transportation Safety Board (TE-IO) L. M. Krasner, Vice Chairman John E. Lodge, Lodge Fire Protection Consultancy Ltd Factory Mutual Research Corp. (Member Emeritus) Mark T. Conroy, Secretary Edward F. Mudrowsky, Nat'l Transportation SaFety Board- National-Fire Protection Assoc. (Alternate to G. Hammack)" .(nonvoting) Staff Liaison: Mark l. Conroy Gene E, Benzenberg, Alison Control Inc. This llst represents the membership at the time John R. Flynn, American Airlines the Committee ~las balloted on the text of this William M. Geraghty, Burlin~ame, CA edition. Since that time, changes in the Bruce R. Pashley, Ogden Allled Aviation Servlces membership may have occurred. John F. Rooney, Tucson, AZ Donald 3. Slater Jr., Hartford Steam Boiler Stanley 3. Wolek, Port Authority of NY & N3 The Report oF the Committee on.Avlatlon is presented For adoption in Z parts, Report of Committee on Part I oF this Report, was prepared by the Technical Committee on AircraFt Rescue and Fire AircraFt Rescue and Fire Eighting Fighting and proposes for adoption amendments to NFPA 40214-1989, Manual for Aircraft Rescue and Fire Fighting Operations. NFPA 402M is published in John F. Rooney, Chairman Volume I0 of the Iggo National Fire Codes and in Tucson, AZ separate pamphlet form. James F. O'Regan, Vice Chairman Part I of this Report has been submitted to Feecon Corp. letter ballot of the Technical Committee on AircraFt Rescue and Fire Fighting which consists of James 3. Brenneman, Sunnyvale,.CA 28 voting members; of whom 21 voted affirmatively, Bernard Brown, Civil Aviation Authority 0 negatively, l'abst~ined (Santamaria), and 6 Booker T. Burley, Atlanta Int'1 Airport ballot(s) were not returned (Messrs. Burley, Robert L. Darwin, Dept of the Navy - Fire Prot Dlv Oldion, Geyer, MacPhail, Schuster, and Walker). R. E. Didion, Simon-Duplex, Inc. Paul R. Funk, Lambert-St Louis Int'l Mr. Santamaria abstained for the Following Rep. IAFC reason: George B. Geyer, FAA Technical Ctr "With respect to NFPA 402M, Section 6-2 - B. V. Hewes, Airport Safety Services " AircraFt Fuel Tank, it is considered that no Paul O. Huston, Amerex Corp. changes to the concept and critical area Rep. FEMA calculations are required due to the introduction L. M. Krasner, Factory Mutual Research Corp. oF aircraft carrying extra fuel within the Dan Lanzdorf, Oshkosh Truck Corp. horizontal and vertical stabilizers. Aircraft with Thomas 3. Lett, Albuquerque Fire Safety Assoc. Inc. extra fuel within the stabilizer have already been Rep. NFPA/FSS in use and no particular problems related to rescue Richard E. Livingston, Int'l Airl'ine Passengers Assoc. and fire Fighting operations have been experienced Donald A MacPhail, British Airports Authority plc, because of the location of the additional fuel Robert 3. Manley, Int'l Federatio~ of Airline Pilots tank." Davis R. Parsons, Los Angeles City Fire Dept. Keith R. Pollard, National Foam System, Inc. Part I of this Report has also been submitted Paul R. Robinson, Marrietta, GA to letter ballot of the Correlating Committee on Rep. ALPA Aviation which consists of 9 voting members; of Robert R. Rogers, Long Island Mac~rthur Airport whom all 9 voted affirmatively. Bertrand F. Ruggles, FAA Dept of Transportation- 3ose L. Santamaria, Int'l Civil Aviation Organization Part II of this Report, was prepared by the 3ohn M. Schuster, 3M Company Technical Committee on Aircraft Rescue and Fire John X. Stefanki, John X. Stefanki Inc•, Fighting and proposes; for adoption amendments to Joseph L. Walker, United States Air Force NFPA 42414-1986, ManuzLl for Airport/Community William 3. Wenzel, Walter Truck Corp. Emergency Planning. NFPA 424M is published iff Volume I0 of the 1990 National Fire Codes and in separate pamphlet form. Alternates Part II of this Report has been submitted to letter ballot of the Technical Committee on Joan M. Leedy, Minnesota Mining & ManuFacturing Co. AircraFt Rescue and Fire Fighting which consists of (Alternate to 3. M. Schuster) 28 voting members; oF whom 22 voted affirmatively, Thomas E. McMaster, Los Angeles City Fire Dept. 0 negatively, and'6 ballots were net returned (Alternate to D; R. Parsons) (Messrs. Burley, Didi'on, Geyer, MacPhail, Schuster, W~lliam E. Moore, US Federal Aviation Admin. and Walker). (Alternate to B. F. Ruggles) Gary W. Schmiedel, Oshkosh Truck Corp. Part II of this Report has also been submitted (Alternate to D. Lanzdorf~ to letter ballot of 'the Correlating Committee on Ronald T. Strong, Atlanta Fire Bureau Aviation which consi:~ts of 9 voting members; of Rep. IAFC whom all 9 voted aFfirmatively.. (Alternate to P. Funk) Miles R. Suchomel, Underwriters t.aboratories Inc. • (Alternate to UL Rep) j/
PART I (d) Fueling normally involves delivery by pressure and defueling utilizes gravity flow from underwing 402M- l - (2-4.5 and 2-4.6 (New)): Accept orifices when the aircraft is on its wheels, Inverted SUBMITTER: Technical Committee on Aircraft Rescue and aircraft or those on their bellies do not offer the Fire Fighting benefits of gravity flow. This technical problem is RECOMMENDATION: Add the following new'paragraphs to compounded by the fact that most fueling vehicles can section 2-4 Communications. not "llft" fuel be suction in the same way as fire 2-4.5 Experiencefrom recent accidents has shown vehicles "lift" water from a ground level reservoir up that the use of automated voice notification systems into their water tanks. greatly facilitates emergency response/mutual aid SUBSTANTIATION: The Committee felt a need to clarify notification. the problems associated with defueling. This is in 2-4.6 The use of cellular telephones in ambulances, response to NTSB Safety Recommendation A-88-143. in supervisory vehicles, and in commahd post vehicles COMMITTEE ACTION: Accept. can provide significant benefits in command and control functions, SUBSTANTIATION: The Committee recognizes the benefits •of using automated voice notification systems for (Log # I0) emergency response/mutual aid notifications. This is 402M- 4 - (Chapter 13, 13-4.6): Accept in Principle" in response to NTSB Safety Recommendation A-89-]33. SUBMITTER: Charles T. Arena, Arena~ DerHohannesian & COMMITTEE ACTION: Accept. Assoc. RECOMMENDATION: Add the following paragraph at the end of section 13-4.6: Cribbing and shoring material should be unpainted and (Log # 11) of hardwood so as not easily compressed, should be 402M- 2 - (7-4.1): Accept in Principle available and included in the airport's fire fighting SUBMITTER: Charles T. Arena, Arena, DerHohannesian & plan. It should be of appropriate thickness and length Assoc. to accommodate the largest aircraft scheduled into the RECOMMENDATION: Add new text to 7-4.1 as follows: airport. "Aircraft Recovery Manuals" should be used as Airport ARFF training programs should include methods references to ascertain cribbing sizes for for ARFF personnel to be trained for a situation that stabilization purposes. involves an aircraft in an inverted position. Such SUBSTANTIATION: Both the Continental/Denver and training should include - if possible - the simulation United/Sioux City accidents required the need for of an inverted aircraft, as well as crash charts that cribbin~ to shore-up/stabilize the aircraft, but was depict - in plan view - the entire undersides of the not ava~lable either in sufficient sizes or quantity. various aircraft using the airport. Too, in the case of the Denver accident~ the cribbing SUBSTANTIATION: Airport ARFF crews are adequately used waspainted (making it slippery due to wet trained in dealing with aircraft in an upright conditions) and of soft wood (allowing it to be position. However, little or no training is provided compressed due to the aircraft's weight). in dealing with an aircraft in an inverted attitude. COMMITTEE ACTION: Accept in Principle. Therefore, ARFF personnel should be provided such Add the following new paragraphs: training by having it included into their training 13-4.6,1 Experiencehas shown that cribbing and program. (This would necessitate the need for the shoring materialshould be unpainted to avoid the aircraft manufacturers to generate new crash charts inherent slipperiness of painted surfaces when wet and depicting the aircraft's underside in plan view as should be made of hard wood so as not to be easily rescue personnel would be viewing an inverted compressed. It should be available and included as a aircraft. The plan view would display the location of resource in the airport's emergency preparedness plan. all the"elements", such as undercarriage, fuel It should be of appropriate thickness and length to tank(s), etc.) accommodate the largest aircraft scheduled into the COMMITTEE ACTION: Accept in Principle. airport. "Aircraft Recovery Manuals" should be used to Add the following text to the end of existing ascertain appropriate cribbing sizes. paragraph 7-4.1: 13-4.6.2 It should be noted that the training of Airport rescue and fire fighter personnel training ARFF personnel to shore unstable aircraft wreckage to programs should include a discussion of methods to be facilitate rescue implies the provision of suitable used for a situation that involves an aircraft in an materials. To be effective these materials must be inverted position. Such training should include crash constantly available for immediate deployment. To charts that depict, in plan view, the entire underside achieve this, the materials must be stored either in a of the various aircraft using the airport. alletized form, (requiring ready access to appropriate COMMITTEE STATEMENT: Editorial Clarification. ~ ifting and transport equipmeht) or on a dedicated vehicle, such as a trailer. In either case, a designated responder must be capable of deploying these supplies at all times, under all conditions of weather, 402M- 3 - (11-6.1.1"and 11-6.1.2 (New)): Accept visibility and adverse terrain. SUBMITTER: Technical Committee on Aircraft R@scue and 13-4.6.3 As an alternative to the lovistics of Fire Fighting cribbing, consideration might also be glven to the RECOMMENDATION: Add the following new subparagraphs at delpoyment of earth-moving or similar heavy-duty the end of paragcaph II-6.1: lifting equipment, designed for off-road performance 11-6.1.1 .ARFF personnel should be made aware that and having the weight and FleFibility of the issue of defueling an inverted aircraft has very electrohydraulics to support or suspend any unstable serious potentials. The common conclusion of experts elements of a damaged aircraft. Skilled operators must in this field is that, "If there is no leakage, leave also be readily available if this type of equipment is it alone until the rescue operation is completed." to be used at an aircraft accident site. Remembering that the issue here is defueling an 13-4.6.4 Regardless of the method or equipment inverted aircraft, not fuel leakage. If there is fuel chosen for raising, shoring or moving a damaged leakage, it should be dealt with'in the same manner as aircraft, the same requirement for guidance based on~ any other fuel leak, regardless of-the aircraft's aircraft structural knowledge is required. It is attitude. important to understand that imposing loads at 11-6.1.2 There are a number of reasons why an unsuitable locations on the aircraft may merely inverted aircraft should not or can not be defueled exacerbate the situation, promoting, rather than during the rescue operation: preventing, further disruption of the wreckage. It is (a) Ignition can be caused by surface generated advantageous for the task to be performed under the static as the fuel flows between the aircraft fuel tank supervision of aircraft maintenance personnel and the fueling vehicle; preferably those familiar with the specific type and (b) Due to the accident, fuel pump access doors and model of aircraft involved. the fuel pumps themselves could have been damaged; (c) The wing attitude could make it difficult to determ,ine in which tank the fuel is located, in what position and in what quantity such that while attempting to defuel, the fuel could be accidently discharged onto the accident site, and COMMITTEE STATEMENT: The Committee agrees with the (c) It was noted that some of the charts submitted need to add explanatory information concerning shoring with the proposals contained "effective dates" and some of a damaged aircraft. The added four paragraphs did not. It was also noted that the existing charts in outline minimum recommendations. (Reference NTSB A-3 do not seem to be dated and that the Manual Safety Recommendations A-88-143). "Edition" notation at the bottom left/right of the pages containing the crash crew charts could easily be mistaken for the "effective date" of the chart. The existing charts will be, verified and dated and all (Log # l) newlyadded charts will contain an effective date. 402M- 5 - (Appendix A): Accept in Principle COMMITTEE ~TATEMENT: Editorial. SUBMITTER: Charles T. Arena, Arena, DerHohannesian & Assoc. RECOMMENDATION: Add the followin~ graphics from Beechcraft to Appendix A as new flgures. (Log # 3) (Figures found at end of all proposals.) 402H- 7 - (Appendix A): Accept in Principle SUBSTANTIATION: Aircraft rescue and fire fighting SUBMITTER: Charles T. Arena, Arena, OerHohannesian & crews (often) do not have sufficient knowledge or Assoc.- infdrmation concerning aircraft forceable entry points, RECOMMENDATION: Add the following graphics from Airbus fire hazards zones, interior fuselage arrangements, Industries to Appendix A as new figures. master power switch and battery locations when (Figures found at end of all proposals.) responding to aircraft accidents. Thus, there is a SUBSTANTIATION: Aircraft rescue and fire fightihg need to expedite the publication and dissemination of crews (often) do not have sufficient knowledge or such information as it becomes available for new information concerning aircraft forceable entry points, commercial aircraft with' 10 or more seats. fire hazards zones, interior fuselage arrangements, COMMITTEE ACTION: Accept in Principle. master power switch and battery locations when Proposals 5 through 13 (or Log #1 through Log #9) responding to aircraft accidents. Thus, there is a were accepted with the following committee comments: need to expedite the publication and dissemination of (a) The list of figures in paraoraph A-3 wlll be such information as it becomes available for new updated to include the titles. commercial aircraft with 10 or more seats. (b) Add the following text as A-3.1 and renumber the COMMITTEE ACTION: Accept in Principle. present paragraph A-3 as A-3.2: Proposals 5 through 13 (or Log #I through Log #9) A-3.1 The charts listed in this appendix are for were accepted with the following committee comments: general information and guidance only. It is important (a) The list of figures in paragraph A-3 will be to note that a given aircraft type may differ updated to include the titles. internally, depending on the model number andoowners (b) Add the following text as A-3.1 and renumber the preference. If properly ~rained aircraft engineers, present paragraph A-3 as A-3.2: mechanics, cockpit crews and the llke are available A-3.1 The charts llsted in this appendix are for they should be consulted. general information and guidance only. It is important NOTE: ARFF.training programs should strive to to note that a given aircraft type may differ include aircraft specific to their airport. internally, depending on the model number and owners (C) It was noted that some of the charts submitted preference. If properly trained aircraft engineers, with the proposals contained "effective dates" and some mechanics, cockpit crews and the like are available did not. It was also noted that the existing charts in they should be consulted. A-3 do not seem to be dated and that the Manual NOTE: ARFF training programs should strive to . "Edition" notation at the bottom left/right of the include aircraft specific to their airport. pages 'containing~the crash crew ch~irts could easily be (c) It was noted that some of the charts submitted mistaken for the "effective date" uf the chart. The with the proposals contained "effective dates" and some existing charts will be verified and dated and all did not. It was also noted that the existing ~harts in newly added charts will contain an effective date. A-3 do not seem to be dated and that the Manual COMMITTEE STATEMENT: Editorial. "Edition" notation at the bottom left/right of the F pages containing the crash crew charts could easily be i mistaken for the "effective date" of the chart. The existing charts will be verified and dated and all (Log # 2) newly added charts will contain an effective date. 402M- 6 - (Appendix A): Accept in Principle COMMITTEE STATEMENT: Editorial. SUBMITTER: Charles T. Arena, Aren;i, DerHohannesian & Assoc. RECOMMENDATION: Add the following graphics from Boeing to Appendix A as new figures. Log.# 4) (Figures found at end of all proposals.) 402M- 8 - (Appendix A): Accept in ~rinciple SUBSTANTIATION: Aircraft re'scue and fire fighting SUBMITTER: Charles T. Arena, Arena, DerHohannesian & crews (often) do not have sufficient knowledge or Assoc. information concerning aircraft forceable entry points, RECOMMENDATION: Add the following graphics from fire hazards zones, interior fuselage arrangements, Embraer, manufacturer of the EMB-IIO Banderiante, to master power switch and battery locations when Appendix A as new figures. responding to aircraft accidents. Thus, there is a . (Figures found at end of all proposals.) need to expedite the publication and dissemination of SUBSTANTIATION: Aircraft rescue and fire fighting such information as it becomes available for new crews (often) do not have sufficient knowledge or commercial aircraft with 10 or more seats. information concerning aircraft forceable entry points, COMMITTEE ACTION: Accept in Principle. fire hazards zones, interior fuselage arrangements, Proposals 5 through 13 (or Log #I through Log #9) master power switch and battery locations when were accepted with-the following committee comments: responding to ai'rcraft accidents. Thus, there is a (a) The list of figures in paragraph A-3 will be need to expedite the publication and disseminatlon of updated to include the titles. such information as it becomes available for new (b) Add the following text as A-3.1 and renumber the commercial aircraft with I0 or more seats. present paragraph A-3 as A-3.2: COMMITTEE ACTION: Accept in Pr.inciple. A-3.1 The charts listed in this appendix are for Proposals 5 through 13 (or Log #I through Log #9) general information and guidance only. It is important were accepted with the following committee comments: to note that a given aircraft type may differ (a) The list of figures in paragraph A-3 will be internally, depending on the model number and owners updated to include the titles. preference. -If properly trained aircraft engineers, (b) Add the following text as A-3.1 and renumber the mechanics, cockpit crews and the like are available present paragraph A-3 as A-3.2: they should be consulted. A-3.1 'The charts listed in this appendix are for NOTE: ARFF training programs should strive to general information and guidance only. It is important include aircraft specific to their airport.
' 3 to note that a given aircraft type may differ COMMITTEE ACTION: Accept in Principle. internally, depending on the model number and owners Proposals 5 through 13 (or Log #I through Log #9) preference. If properly trained aircraft engineers, were accepted with the following committee comments: mechanics, cockpit crews and the like are available (a) The list of figures in paragraph A-3 will be they should be consulted. updated to include the titles. NOTE: ARFF training programs should strive to (b) Add the following text as A-3.1 and renumber the include aircraft specific to their airport. present paragraph A-3 as A-3,2: (c) It was noted that some of the charts submitted A-3.1 The charts listed in this appendix are for with the proposals contained "effective dates" and some general information and guidance only. It is important did not, It was also noted that the existing charts in to note that a given aircraft type may differ A-3 do not seem to be dated and that the Manual internally, depending on the model number and owners "Edition" notation at the bottom left/rlght of the preference. If properly trained aircraft engineers, pages containing the crash crew charts could easily be mechanics, cockpit crews and the like are available mistaken for the "effective date" of the chart. The they should be consulted. existing charts will be verified and dated and all NOTE: ARFF training programs should strive to newly added charts will contain an effective date. include aircraft specific to their airport. COMMITTEE ~TATEMENT: Editorial. (c) It was noted that some of the charts submitted with the proposals contained "effective dates" and some did not. It was also noted that the existing charts in A-3 do not seem to be dated and that the Manual (Log # 5) "Edition" notation at the bottom left/rlght of the 402M- 9 - (Appendix A): Accept in Principle pages containing the crash crew charts could easily be SUBMITTER: Charles T. Arena, Arena, DerHohanneslan & mistaken for the "effective date" of the chart. • The Assoc. existing charts wl)1 be verified and dated and a11 RECOMMENDATION: Add the following graphics from newly added charts will contain an effective date. Embraer, manufacturer of'the EMB-120 Brasilia, to COMMITTEE STATEMENT: Editorial. Appendix A as new figures.
(Figures found at end of all proposals.) \ SUBSTANTIATION: Aircraft rescue and fi÷e fighting crews (often) do not have sufficient knowledge or (Log # 7) information concerning aircraft forceable entry points, 402M- 11 (AppendixA): Accept in Principle fire hazards zones, interior fuselage arrangements, SUBMITTER: Charles T. Arena, Arena, DerHohanneslan & master power switch and battery locations when Assoc. responding to aircraft accidents. Thus, there is a RECOMMENDATION: Add the following graphics from need to expedite the publication and dissemination of Saab-Scanla, manufacturer of the Saab 340 regional such information as it becomes available for new Airliner, to Appendix A as new figures. commercial aircraft with I0 or more seats. (Figures found at end of all proposals.) COMMITTEE ACTION: Accept in Principle. SUBSTANTIATION: Aircraft rescue and fire fighting Proposals 5 through !3 (or Log #1 through Log #9) crews (often) do not have sufficient knowledge or were accepted with the following committee comments: information concerning aircraft forceable entry points, (a) The llst of figures in paragraph A-3 will be fire hazards zones, interior fuselage arrangements, updated to include the titles. master power switch and battery locations when (b) Add the following text as A-3.1 and renumber the responding to aircraft accidents. Thus, there is a • present paragraph A-3 as A-3.2: need to expedite the publication and dissemi~atlon of A-3.1 The charts listed in this appendix are for such information as it becomes available for new general information and guidance only. It is important commercial aircraft with I0 or more seats. to note that a given aircraft type may differ COMMITTEE ACTION: Accept in Principle. internally, depending on the model number and owners Proposals 5 through 13 (or Log #I through Log #9) preference. If properly trained aircraft engineers, were accepted with the following committee comments: mechanics, cockpit crews and the like are available (a) The list of figures in paragraph A-3 will be they should be consulted'. updated to include the titles. NOTE: ARFF training programs should strive to (b) Add the following text as A-3.1 and renumber the include aircraft specific to their airport. present paragraph A-3 as A-3.2: (c) It was noted that some of the charts submitted A-3.1 The charts listed in this appendix are for with the proposals contained "effective dates" and some general information and guidance only. It is important did not. It was also noted that the existing charts in to note that a given aircraft type may differ A-3 do not seem to be dated and that the Manual internally, depending on-the model number and owners "Edition" notation at the bottom left/rlght of the preference. If properly trained aircraft engineers, pages containing the crash crew charts could easily be mechanics, cockpit crews and the llke are available mistaken for the "effective date" of the chart. The they should be consulted. existing charts will be verified and dated and all NOTE: ARFF training programs should strive to newly added charts will contain an effective date, include aircraft specific to their airport. COMMITTEE STATEMENT: Editorial. (c) It was noted that some of the charts submitted with the proposals contained "effective dates" and some did not. It was also noted that the existing charts in A-3 do not seem to be dated and that the Manual (Log # 6) "Edition" notation at the bottom left/rlght of the 402M- 10 - (Appendix A): Accept in Principle pages containing the crash crew charts could easily be SUBMITTER: Charles T. Arena, Arena, DerHohannesian & mistaken for the "effective date" of the chart: The Assoc. existing charts will be verified and dated and all RECOMMENDATION: Add the following graphics from newly added charts will contain an effective date. Fairchild Aircraft Corporation, manufacturer of the ' COMMITTEE STATEMENT: Editorial. Metro II, to Appendix A as new figures. (Figures found at end of all proposals.) SUBSTANTIATION: Aircraft rescue and fire fighting crews (often) do not have sufficient knowledge or (Log # 8) information concerning aircraft forceable entry points, 402M- 12 - (Appendix A): Accept in Principle fire hazards zones, interior fuselage arrangements, SUBMITTER: Charles T. Arena, Arena, DerHohannesian & master power switch and battery locations when Assoc. responding to aircraft accidents. Thus, there is a RECOMMENDATION: Add the following graphics, from need to expedite the publication and dissemination of - Dornier, to Appendix A as new figures. such information as it becomes available for new (Figures found at end of all proposals.) commercial aircraft with 10 or more seats. SUBSTANTIATION: Aircraft rescue and fire fighting crews (often) do not have sufficient knowledge or information concerning aircraft forceable entry points, ~ fire hazards zones, interior fuselage arrangements, fire hazards zones, interior fuselage arrangements, master power switch and battery locations when ' master power switch and battery locations when responding to aircraft accidents. Thus, there is a responding to aircraft accidents. Thus~ there is a need to expedite the publication and dissemination of need to'expedite the publication and dlssemlnatlon of such information as it becomes available for new such information as it becomes available'for new. commercial aircraft with lO or more, seats. commercial aircraft with 10 or more seats. COMMITTEE ACTION: Accept in Principle. COMMITTEE ACTION: Acd~pt in Principle. Proposals 5 through 13 (or Log #I through Log #9) •Proposals' 5 through 13 (or Log #I through Log #9) were accepted with the following committee comments: were'acCepted with the ~ollowing committee comments: (a) The list of figures in paragraph A-3 will be (a) The llst of figures in paragraph A-3 will be updated to include the titles." updated to include the titles. (b) Add the followingtext as A-.3.1 and renumber the (b) Add the following text as'A-3.1 and renumber the present paragraph A-3 as A-3.2: preseht paragraph A-3 as A-3.2: A-3.1 The charts listed in this appendix are for A-3.1 Th~ charts listed in this appendix are'for gene(al information and 'guidance only. It is important general informatlon,and guidance only. It is important" to note that a given alEcraft type may differ to'note that agiven aircraft type may differ interhally, depending on the model number and owners internally, dependlhg on the,model number and owners preference. If'properly trained a~rcraft engineers, preference.' Ifproperly trained aircraft engineers, mechanics, cockpit crews and the l~ke are available mechanics, cockpit crews and the l!ke are available they should be consulted. they should be consulted. NOTE: ARFF training programs should'.str{ve to NOTE: ARFF training programs should strive to include aircraft specific to their airport• include aircraft specific to their airport. '. (c) It was noted that some of tlie charts submitted (c) It was noted that some of the charts submitted with the proposals contained "effective dates" and some with the proposals contained "effective dates" and some did not. It was also noted that the existing charts in did not. It was also noted that the existing'charts in A-3 do not seem to be dated and that the Manual A-3 do not seem to be dated and that the Manual "Edition" notation at the bottom left/right of the "Edition" notation at the bottom left/right of the pages containing the crash crew charts could easily•be pages containing, the crash crew charts could easily be mistaken for the "effective date" of the chart. =The mistaken for'the"effective date" of the chart. The existing chartswill be verified and dated, and all existing charts will be verified and dated and all, newly added charts will contain an effective date. newly added charts will contain an effective date. COMMITTEE STATEMENT: Edltorial. COMMITTEE STATEMENT: Editorial.
(Log # g) 402M- 13 - (Appendix A): Accept in Principle SUBMITTER: Charles T. Arena, Arena, DerHohannesian & • Assoc. RECOMMENDATION: Add the following graphics from British Aerospace Inc., manufacturer of the BAe 146 aircraft, to.Appendix A as new figures. (Figures found at end of all proposals.) SUBSTANTIATION~ Aircraft rescue and fire fighting crews (often) do not-have sufficient knowledge or •information concerning aircraft forceable entry points,
I ~
5 'TME 190OC IS CONFIGURED WITH A 52-INCH BY 52-INCH CAF:GO DDOR AFT OF THE PASSENGER CABIN ON THE LEFT SIDE OF THE AIRPLANE. THE CARGO,DOOR EMERGENCY EXITS IS HINGED AT THE TOP AND CAN BE OPENED FROM INSIDE OR OUTSIDE. A FROM THE OUTSIDE, THE PARTITION SEPARATES THE CARDO COMPARTMENT FROM THE CA6IN AREA, DOORS ARE RELEASED WITH A FLUSH-MOUNTED PULL-OUT ' THE (900C HAS THREE EMERGENCY EXIT DOORS. TWO ARE ON THE RIGHT SIDE HANDLE. THE NON-HINGED. OF THE FUSELAGE AT THE LEADING AND TRAILING EDGES OF TH~ WING, AND OME PLUG-TYPE DOORS'REMOVE IS ON THE LEFT SIDE OF THE FUSELAGE AT THE TRAILING EDgE OF THE WING. COMPLETELY" FROM THE FRAHE INTO THE CABIN WHEN THE THE 1900 CONFIGURATION WITHOUT A CARGODOOR (NOT,SHOWN) HAS TWO EMER- LATCHES ARE RELEASED. GENCY EXIT DOORS ON THE RIGHT SIDE ONLY. THE AFT PASSENGER AIRSTAIR DOOR SERVES AS THE SECOND EMERGENCY EXIT ON THE LEFT SIDE. SWITCH
o
WARNING : SHARP EDGES "OF" VORTEX ~ATOR TABS ENGIME FIRE ~ r ENGIME FIRE (IFINSTA~D) CQ~D CAUSE INJURY TO PERSONNEL AND DAMAGE TO EQUIPMENT. RELEASE I~ELEASE
THE .FUSELASE CAN BE CUT ABOVE TME WINDOW LEVEL ANYWHE~ BETWEEN THE DASt~cD LIMES. PROVIDED THE BATTERY IS 0~. SOME WIRING FOR THE CABIN AISLE LIGHTING WILL BE ENCOUNTERED. CO~ARTMENT ~ ~- HAXI~ .~ ~SSE~ERS , ,/ I
TWO OXYGEN BOTTLES r
NOTE : IN L~AL SITUATIONS THE PASSENGER LANDING GEAR COMPARTMENT CAN BE ACCESSED THROUGH HYDRAULIC RESERVOIR BRAKE RE~RVOIR THE CARGO COMPARTMENT FORWARD PAR- MIL-H-5606 OIL ~]~ MIL-H-56~ OIL TITION'. AFTERREMOVING BAGGAC~ AS i ! MEC~'SSARY. PULL DOWN PARTITION LOCK • LANDINDGEAR PIN AT "12 O'CLOCK-POSITION. OR IF ACCU~CJLA TOP L ] PIN WILL NOT RELEASE, CUT AR~ LOCK MECHANISM BY ANY MEANS AVAILABLE.
CABIN DOOR CARGO DOOR TO OPEN THE DOOR. TO" OPEN THE DOOR,, JQ ,DEPRESS THE RELEASE PUSH BUTTON PUSH BUTTON DEPRESS THE RELEASE BUTTON ADJACENT TO AND TURN HANDLE AND TURN HANDLE BUTTON ADJACENT TO THE THE DOOR HANDLE AND TO OPEN OPEN ODOR HAM~LE AND ,ROTATE ROTATE THE HANDLE THE HANDLE CLOCKWISE. CLOCKWISE. PULL OUT • o PULL OUT AT THE BOTTOM AT THE TOP OF THE • @ OF THE DOOR UNTIL THE DOOR UNTIL THE GAS o o SPRING TAKES OVER GAS SPRINGS TAKE OVER AND LET THE DO~ DROP TO LIFT THE DOOR TO THE "DOWN TO THE FULLY OPEN FULLY OPEN POSITION. POSITION. J J
NOTE: UA & ~ SERIES FUELBLAD~RS (425 GAL.} - UC SERIESWET WING (667 GAL,) SERIAL NU~ER IS ON ID. PLAQ~ LOCATED ON AFT FRA~ OF AIRSTAIR ~OR OPENING (FORWARD AIRSTAIR DOOR ON 1900) OR ON FUSELAGE BELOW LEFT STABILON. PROPOSAL 402M-5 (,Log #I)
Figure 2
I
" " \i'-" (~ VALVEPULLTO AND CLOSEARM ENGINEFIREWALL FIRE FUEL J"--I . . • ~ EXTINGUISHER, .~ ~ THENPUSH TO DISCHARGEFIRE. ~.. / \ EXTINGUISHER• " / ~ .
• " _l I \ ~li II li i, il i~.../ ~. , ~./ I II - II II'~-GI'~"-I- ~ ~ . ' ...... ~ I\ h II !I II II il (i~f " ~ PUSH TO DISCHARGE LEFTrU~MENGINEIU IJI~U~AKi~IRE t iI Ii iF-mL---~r--71 J RIGHTENGINE FIRE EXTINGUISHER"~/I ~ 7J' i~? TINGUISHER" "
~FIRE PULL~ /~ ~FIRE"PULL~
• ' " ' - RENG FIRE L ENG FIRE ~ m / " ,~ ...... T ,o Ex, T"; 2; O OK Z
'e~~ ~'O~~' '~~?~ PULL c6ND'ITION"
[IL-*I ~ 1 l"oooio--~oo~,"~l I*.:1 1 .,.~....v AT THE ENG'rl,~.
I OXYGENPUSH OFF / " i~-- ][. " ] . , " i177)
\ I/ .' " \.~," .~,,:,(,~- ~ ,:a.,~ ,, _.". qlt<:111111:, II7 IiIl~llll,llldlL IIIIfl I~11III I
~>'- t 'STARTEil ._,ii~~ (ILY -. i 1 I ~------.J' ~ "
7 "° ~o
r~
COCKPIT CONTROL SWITCH LOCATIONS ~7£//I/~ 78"7 ,,f'£1tl£,,f
a
APU CONTROL lil SWITCH - OFF
BATTERY SWITCH - PRESS NOTE: ON SYMBOL IS REMOVED
. THRUST LEVERS "- RETARD
G0
t
APU FIRE SWITCH--PULL (OPERATES ONLY WHEN ILLUMINATEOI
V FUEL CONTROL SWITCHES -- CUTOFF
CRITICAL'SWITCH LOCATIONS AND THEIR OPERATI()N ARE SHOWN WITH THE EXPANDED VIEWS OF THE CONTROL MODULES
ENGINE FIRE SWITCHES -- PULL (OPERATIONAL ONLY WHEN ILLUMINATED)
JAN 31,1988
07.O0.O4 o
r- j:l r'~ EMERGENCY RESCUE ACCESS BSEINI; 78"7 SERIES i': o",
r'~ v ~'.NDOFCONTRAST,. ~X COLOR AROUND ALL DOORS. AND HATCHES OPERABLE FROM OUTSIDE TNB AIRCRAFT.
APU ACCESS ENTRY/SERVICE • / / ..~,'-- "
c+=.,o,...,, X ...... \ ~l \\ -, OPERATING INSTRUCTIOm ~ / /i ;" I ...... :'" ,~ \~.. ON DOOR " % ~ ,'~ ......
" ' " ~ ~ , 1 ENTRY/SERVICE . \\ kN\ "CNO,OU~- ~,/ . ~ ~2// " ~" .
(D
/\\ ~l~'/ %/. // INSTUCTIONI ON DOOR , . ,,j ENTR~#SERVlCE ~'---',~\ I t/ I ,#~L. ~.~,~I i DOOR iOPTIONAL) .~. It,,': "~\ / / '#'%',V~ "~~ i% ll, l,,/~/-- /" ~ ~) OVERWING ESCAPE • ~ ~ ~fM / ~,,~-'~-~'~"~ fro, HATCHES (OPTIONAL)
CARGO DOOR (RIGHT SIDE)%_ OPERATING'INUUCTION$ ~ ~ / . ~ ~// -
ENTRY/SERVICE 1 ~o, + ', , // .
~ ~ ~ AVERAGE DISTANCE --
4 ENTRV~.vic~ ~;'- s,, I ~o0A ...... ~ W,~E,SEXTENDED= ..
JAN 31, 1988
07.00.03 o
r-
#~EI/V~ 787 S'E#IES" EMERGENCY RESCUE ACCESS I o~ A
1 ENTRY/SERVICE DOOR EXTERNAL HANDLE 2 OVERWlNG ESCAPE HATCHES
NOTES
1. ESCAPE SLIDE DISARMS AUTOMATICALLY WHEN DOOR OR HATCH IS OPENED FROM THE OUTSIDE. 2. COCKPIT WINDOWS CANNOT BE OPENED FROM THE OUTSIOE. 3. "CHOP OUT" AREAS REQUIRE METAL CUTTING PORTABLE POWER EQUIPMENT. BECAUSE OF TYPE OF STRUCTURE AhJ~ POSIBLE INJURY TO PERSONNEL WITHIN. o IT IS RECOMMENDED THAT MAJOR TO OPEN HATCH: ' EFFORT TO GAIN ACCESS BE DIRECTE D 1, LIFT LOWER PORTION OF HANDLE A- TO HATCHES AND DOORS. URGENCY OF WAY FROM THE SIDE OF THE SITUATION WILL DICTATE NECESSITY TO OPEN DOOR: AIRPLANE FOR "~:HOP OUT," 1. PUSH IN LOWER PART OF HANDLE 2. CONTINUE TO RAISE HANDLE TO THE 2. LIFT HANDLE TO UNLOCK DOOR FULL UP POSITION 3. RAISE DOOR UPWARD 3. PUSH HATCH INWARD AND UPWARD
JAN 31,1988
07.00.02 ~o O
r-- FLAMMABLE MATERIAL LOCATIONS BOEING 78"7 SERIES I O~
0 (Jo
v
¢~'~SURGE TANK
HYDRAULIC ACCUMULATOR (RIGHT WHEEL WELL)
HYDRAULIC RESERVOIR (RIGHT WHJEEL WELL)
• HYDRAULIC RESERVOIR (LEFT AND RIGHT ENGIF ~APU FUEL LINE . STRUT)
PORTABLE OXYGEN BOTTLE(S) CREW OXYGEN BOTTLE (RI~ (THROUGHOUT CABIN) (OPTIONAL) SIDE E & E COMPARTMENT) SURGE TANK -"
FUEL'TANKS
ENqlNE nil TANK (FORWARD RIGHT OR REAR LEFT SIDE OF EACH ENGINE) WHEEL FIRE
WHEELS ARE EQUIPPED WITH FUSIBLE PLUGS OESIGNED TO MELT ANG DE- FLATE THE TIRE WHEN THE TEMPERATURE IS EXCESSIVE I~ORTABLE OXYGEN BOTTLES (FORWARD SIDE OF BULKHEAD USE OF BCF (HALON) IS PREFERRED IF TIRES ARE PRESSURIZED, BUT (OPTIONAL) DRY CHEMICAL, FOG,OR FOAM ARE ACCEPTABLE. IF ALL TIRES ARE DE- FLATED ANY RRE EXTINGUISHING AGENT MAY BE USED.
CAUTION:. APPROACH LANDING GEAR TRUCK PROM FORWARD OR AFr WHEN RGHIING A WHEEL RRE AS WHI-3:.LSAND TIRES MAY EXPLODE • , JAN 31, 1988
. ' 0.7.00.01 - J
\ COCKPIT CONTROL SWITCH LOCATIONS BOEING 747-400 :F O~ -~00 COMBI A r'-
ENGINE FIRE SWITCHES-PULL ::tl: (OPERATIONAL ONLY WHEN ILLUMINATEDI f',,.3
APU FIRE ~NITCH U .d OPERATIONAL DNLY WHEN ILLUMINATED) .i
APU SELECTOR- ROTATE OFF THRUST LEVERS - RETARD
~BATTERY SWITCH- PRESS NOTE: ON SYMBOL
IS REMOVED "
\1
FUEL CONTROL SWITCHES - CUTOFF
CRITICAL SWITCH LOCATIONS AND THEIR OPERATION ARE SHOWN WITH' THE , EXPANDED VIEWS OF THE CONTROL MODULES
Jan 31, 1988
05.04.04 C,
r- EMERGENCY RESCUE ACCESS BO£1N6 747-408 /- 400 COAVBJ /
A CONTROL CABIN/UPPER DECK FLOOR LEVEL TO GROUND: 18 FT. 4 IN. (WHEELS RETRACTED) 7 24 FT. 6 IN. (WHEELS EXTENDED)
B UPPER DECK DOOR HANDLE: 20 FT. 4 IN. (WHEELS RETRACTED) 27 FT. (WHEELS EXTENDED)
C PASSENGER CABIN FLOOR LEVEL TO GROUND: 9 FT. 10 IN. (WHEELS RETRACTED) 16 FT. (WHEELS EXTENDED)
D ENTRY DOOR HANDLE: 13 FT (WHEELS RETRACTED) 4t "CHOP OUT" lS FT. 2 IN. (WHEELS EXTENDED) AREA j7 "CHOP OUT" I ESCAPE HATCH: AREA E 4~ 25 FT 10 IN. (WHEELS "CHOP OU~" RETRACTED) . AREAS. 32 FT. (WHEELS EXTENDED)
2" BAND OF CONTRASTING COLOR AROUND ALL DOORS, DE CARGO DOOR (COMBI) AND HATCH OPERABLE FROM OUTSIDE OF THE AIRCRAFT UT" AREA (PASSENGER)
"CHOP OUT'' AREAS (NOT MARKED ON ALL AIRPLANES)
'CHOP OUT" AREA APt) EMERGENCY CONTROL PANEL LOCATED ON RIGHT 1 "'" " INBOARD MAIN LANDING GEAR BULKHEAD b t- "CHOP OUT" AREAS y 2------
JAN 31, 1988
05.04.03 r- o~ :ZN EMERGENCY RESCUE ACCESS ~OEfAr~ 7"47"- ~00 I O~
r~ v
1 ENTRY DOORS(10) 2 CREW OVERHEAD ESCAPE EXTERNAL HANDLE HATCH EXTERNAL HANDLE
TO OPEN DOOR 1. PULL BUTTERFLY ...... TO OPEN HATCH HANDLE. FROM RECESS ) 1.PUSH RELEASE BUT- AND ROTATE 180° IN f TON ON HANOLE DIRECTION OF "OPEN" (HANDLE WILL ARROW. y~ SPRING OUT FROM 2. PULL OOOR OUTWARD RECESS APPROX. 3 IN.I. , NOTE: OPENING A DOOR --/ 2. ROTATE HANDLE FROM THE OUTSIDE 180° CLOCKWISE. DISENGAGES THE EMER- 3. PUSH HATCH IN- GENCY EVACUATION WARD. SYSTEM AND THE ES- " CAPE CHUTE WILL NOT DEPLOY.
3 UPPER DECK NOTE EMERGENCY DOORS - "CHOP OUT" AREAS RE- QUIRE METAL CUTTING TO UNLOCK DOOR PORTABLE POWER 1. PUSH ACCESS PANEL EQUIPMENT. BECAUSE 2. LIFT DOOR. HANDLE OF TYPE OF STRUC- NOTE: LIFTING EXTERNAL TURE AND POSSIBLE HANDLE DISARMS INJURY TO PERSONNEL SLIDE AND DISENGA- WITHIN IT IS RECOM- GES DOOR INTERLOCK. MENDED THAT MAJOR EFFORT TO GAIN AC- ) . CESS BE DIRECTED TO HATCHES AND DOORS. URGENCY OF SITU~ NOTE: CONTROL ACCESS TION WILL DICTATE COVER AFT.OF DOOR NECESSITY FOR "CHO~' 3. OPEN COVER OUT." 4. MOVE GUARDED EMERGENCY DOOR SWITCH TO OPEN. JAN 31,1988
05.04.02 o
r-
FLAMMABLE MATERIAL LOCATIONS X
r"- O .,RG TANK • • ' SURGE TANK r~
AND OVERFLOW FUEL TANK FUEI'VENT// r'~EDRTABLE OXYGEN BOTTLES (8 (BENEATH WING) /(UNDER F,RST OUTBOARD SEAT " I ~i.~..~.. J~'~ " /FORWARD OF DOOR I /l~..~::Y.~._..,, .HORIZONTAL STABILIZER
HYDRAULIC ACCUMULATOR (RIGHT BODY WHEEL WELL)
LINE
vJ~I~'~'~EDRTABLE OXYGEN" BOTTLES (2 PLACES) (AFT'SIDE EACH CLOSET WALL IF USED FOR PASSENGER,AREA)- FUEL TANK! SIDE CARGO DOOR (COMBI)
UPPER DECK PORTABLE 02 BOTTLES OPTIONAL FUEL" TANK [ (OUTBD LEFT AND TANKS RIGHT ATT. STA.) ~1~ HYDRAULIC RESERVOIR (4 P.LACES): [ 1 (ENGINE STRUTS) [ SURGE TANK
(FWD CARGO • ~,~.,"~ COMPARTMENT) / ":,<-
AND OVERFLOW (BENEATH WING) .
UPPER bECK WHEEL FIRE WHEELS ARE EOUIPPED ~flTH FUSIBLE PLUGS DESIGNED TO MELT AND DE- ENGINE OIL TANK (4 PLACES) FLATE THE TIRE WHI~M THE TEMPERATURE IS EXCESSIVE PASSENGER OXYGEN SYSTEM BOTTLES (FORWARD RIGHT SIDE OR REAR (FWD CARGO COMPARTMENT WALL' LEFT SIDE OF EACH ENGINE) USE OF BCF (HALON) IS PREFERRED IF TIRES ARE PRESSURIZED, BUT IMMEDIATELY AFT OF DOOR) DRY CHEMICAL; FOG,OR FOAM ARE ACC EPTARLEL IF ALL TIRES ARE DE- FLATED ANY FIRE EXTINGUI~ AGENT MAY BE USED. r CAtJmON: APPROACH LANDING GEAR TRUCK FROM FORWARD OR AFT WH~M RGHTING A WHEEL ~ AS WHIBELS ARD TIRES MAY EXPLODE.
JAN 31, 1988 05.04,01 o
r-
P,~ BOEING 7.77 SERIES z EMERGENCY RESCUEACCESS I
f-
~'~,~ 2" WIDE SAND OF CONTRAST- ~'~'~"~'~ ING COLOR INDICATING ALL DOORS, HATCHESAND - WINDOWS EXTERNALLY OF~ ERABLE. (SEE NOTE)
AFT sERvIcE DOOR
CARGO OGOR (RIGHT SIDE) OPERATING INSTRUCTIONS" ON ODOR
~2 AFT ENTRY DOOR
0VERWlNG ESCAPE ~.. 4\, HATCHES "CHOPOUT"AREAS
0VERmNG ESCAME ,~ HATCHES (-400)
"CHOPOUT" AREAS
CARGO DOOR (RIGHT SIDE) ONOPERATING DOOR INSTRUCTION8, . 3 FWDS"V,CEGOOR~ / "\
"CHOP OUT~ AREAS LOCATED BETWEEN WING;FRONT SPAR AND ESCAPE HATCH (THREE BAYS) BELOW AVERAGE DISTANCE - WINDOWS AND ABOVE - FLOORS FLOOR LEVEL TO GROUND FWO ENTRY DOOR WHEELS RETRACTED: 5 FT. WHEELS EXTENDED:.8 FT, 6 IN.
JAN 31, 1988
04.00,03 c~
r- COCKPIT (3ONTROL SWITCH LOCATIONS BO~i~ ~ ~i~ r~
uD
SWITCH -- OFF 7~st~ut
~BA~ER Y SWITCH L/ - LiFT dUAl~O - SWITCH - OFF
.g >
THRUST LEVERS -
I APtJ FIRE SWITCH - PULL **(OPERATIONAL ONLY r WHEN ILLUMINATED)
i@il".i,x ' 7_i.I /IIN v I
• ENGINE FIRE SWITCHES - PULl (OPERATIONAL ONLY WHEN iLLUMINATEDI
8TART LEVERS - CRITICAL SWITCH LOCATIONS AND THEIR OPERATION ARE SHOWN WITH THE EXPANDED VIEWS OF THE CONTROL MODULES
• JAN 31.1988
04.00.04 c~
r- EMERGENCY RESCUE ACCESS BOfJAYO737 BERJfJr r~
_ A
uo
~3 1 PILOTS' SLIDING 2 FWD AND AFT ENTRY e~ FWD AND AFT WINDOWS DOOR EXTERNAL v SERVICE DOOR [RH AND LH) {CARGO AIRPLANES) HANDLE (LH SIDE) EXTERNAL HANDLE (RH ONLY) (PASSENGER AIRPLANES) ~(RH SIDE) q
~-~f~ o- 1~,,7-~ \
TO OPEN WINDOWS FROM OUTSIDE 1. PUSH IN EXTERNAL ACCESS TO OPEN DOOR TO OPEN DOOR DOOR 1. PULL HANDLE OUTWARD 1. "PULL HANDLE OUTWARD 2. PULL EXTERNAL RELEASE 2. ROTATE CLOCKWISE 2, ROTATE COUNTERCLOCKWISE HANDLE 3. PULL DOOR OUTWARD 3. PULL DOOR OUTWARD 3. SLIOE WINDOW OPEN WARNING:" PASSENGER AND SERVICE DOORS, CHUTE MAY AUTOMATICALLY DEPLOY WHEN DOORS ARE OPENED FROM OUTSIDE.
4 EMERGENCY OVERWlNG 5 AIRPLANE CROSS EXIT HATCHES SECTION NOTE PUSH PANEL" "CHOP OUT" AREAS RE- QUIRE METAL CUTTING PORTABLE POWER EQUIP- MENT. BECALJSE OF TYPE OF STRUCTURE ANO POS- // ~ SIBLE INJURY TO PERSON- NEL WITHIN~ITIS RECOM- MENDED THAT MAJOR EFFORT TO GAIN ACCESS , ~.. BE DIRECTED TO HATCH- ES AND DOORS. URGENCY TO OPEN HATCH OF SITUATION WILL DIC- 1. PUSH IN PANEL TATE NECESSITY FOR 2. PUSH HATCH INWARD & UPWARD "CHOP OUT.'"
JAN 31,1988 .
04.00.02 .O
r-"
FLAMMABLE MATERIAL LOCATIONS BOEJN~ 737 8f~g'JF8
FUEL TANK 7 v LWR AFT CARGO COMPT (OPTIONAL)
SURGE TANK
SYSTEM A, B AND STAND- • AUXILIARY POWER'UNIT OIL TANK FUEL TANK NO. 2~ BY HYORAULIC RESER- VOIRS (IN WHEEL WELL) PORTABLE OXYGEN BOTTLES (TYPICAL) LOCATION VARIES
-APU FUEL LINE APU EMERGENCY CONTROL PANEL LOCATED I N THE RIGHT WHEEL WELL AREA HYDRAULIC BRAKE ACCUMULATORS iIN WHEEL WELL)
(FWD CARGO AREA) TANK NO. 1 VENT SURGE TANK (AS INSTALLED) ,~ ,n,TA ~ L ~ OXYGEn; ROTTLE (BEHIND If FIRST OFFICER) CENTER FUEL TANK WHEEL FIRE ~'q~ENGINE OIL TANK WHEELS ARE EQUIPPED W1TH FUSIBLE PLUGS DESIGNED TO MELT AND DE- (ONE EACH ENGINE) FLATE THE 11RE WHEt4 THE TEMPERATURE IS EXC~£ RIGHT SIDE 737-300 LEFT SIDE ALL OTHERS USE OF BCF {ItALON) IS PREFERRED IF TIRES ARE pRESSUR)ZED, BUT DRY CHEMICAL, FO(~OR FOAM ARE ACCEPTABL I= IF ALL TIRES ARE DE- FLATED ANY RRE EXTINGUISHING AGENT MAY BE USED.
CAUTION: APPROACH LANDING GEAR TRUCK FROM FORWARD OR AFT WHEN RGHTING A WHF.JE~fiRE AS WHEELS AND TIRES MAY EXPLODE. "JAN 31, 1988
04.00.01 Q APU COMPARTMI[NI DUQ~I~+ | f FWD AND AF~ CAtlG(~ £QMIIAM|MIPN1 ODOR CONTROL| x ~.,u. I;Ur4THUL HANDLES OF noo~s OPEl+OUTW~OS PASSENGER/CREW ODORS .n,,,t ,.. u,.t ..o,+++,- .--';;';;~-,~,; ~ -- "- ms ILLmlNATIO Klip SE- SELEEIOI ~- BmAL OPtRAI I0. AND EMERGENCY EXITS LIITOI Ill THE 0P~N ACCESS __ - ~SlllOl lOI AOOlllmL pAhlL 0PiM OPiRAYlm HA~L( ACCI5~ PAkEL ~~ elzQHIAL ] SlCmPS __--___#~# ~. PRESS ~s~UIIm AkO PULL .AIK[ ~X~IIOS ~atlN / ~[1~'/ ) ~"1' ...... ''I+0 ''+'('TO" 1~'~5 ''' EXTENOED .*RWI~GS l " r ~ open .~l,~ic SELICtOR ACCESS+',NIL VERVlC~ a~o / / /~(l+h2-N ...... mAl~lNOS ('* -¢11~' &'~ll~ IU.J,I ~l~lLb I IUIk •+ID i¢(ILI iispllllV E HyORA~IC SELEIIOR IT RAIN tO 0111+ INOlClllm UNYIL (ARR~ (~plll~lN~ DOOR IS LOCKED IN lNl OPEN ~SITION Dy THE 00011 I(TUIIIOI IF lUlCtllCak POVll IS AVAILRBLt ¢"ECK -I ~YOnlml( ...... SELECTOR ~ZHATlNE INDICATOI LI~T ON THE CONIR~ pANEL CORES ON
oo~s op(~ ouTwalos I ~::: 11 T0 ~0(l ~1, OipllSS ~SH-BUIION ON THI NAIL[ F'USNSU om •Nil F~LL LIVII OOklle+llI+ AGIINSI li+S STO~ OPEN paNEL G|VII~ RCEESSTO NIOIAULICSELECTOR ac 6(NtnaTOR ~A([ HYDRA~]{ $|LECTOAGN *'OPEN" and hO~O IT UNTIL 0001 IS FULL OllllIIIIIG NANOLE OPEN AK# GREENINDICATION I, IGIIT ON (p~l LOCKEDIN oP[m ~SITI0N) CHICK r.~t H+OnAUI.I(SELECTOR RiTURN$ TO "STOP'* POSITION INT|GRI~ OIL T&~ ii1( EIII+,UIS.IR *~fvEm O~N=NO tt~+,CE BULK C;,~GO VENT SURGE BOTTLE ¢rIIID) ~t.E u~v+t ~m CLOSED~osztle~ COMPARTMENTDOOR FU~L / *"~ Pus. uP TNt o~,omot z.oon CONTROLS i l+mVlLl.OAOEO .amoul .AN0t.l lNOlNil FIREA~B,f.~flANDENGINE 2 FIRE HANDLES ." RIUE,S+~, AFT (AR~
FUlL TA~"--"~ AH PASSINGERIERt+OO+l (0PP0$11f OOORID|NTICIL) E~lmE FIRe IxTImNIs.In ~TTL£$ IOdine OIL TA~ __ fOR P | u INTE+aAI(D OmZvm-- (~lmE OENEnATOI2 (IO~2) II.tE~aRtEO ~nlVE l~l~ GENERATOR 2 (l~Zl .El s.ut o+l WIVES LP +UEL .oF~ v*uvE NP FUIL Sml-0F+ YALVI CQ~II~. LEVERS F~]j~RD (almmnCOflPAnVmEkl--(alCK Is3 a+u O ,A~OL(~ attllle+ ~CNO]NE fIR( ERTINOUXSHE. ~1~'7 A OOTTLE$ (FIXED) 0lVlCtS- ikGIml OIL .m 110. P , u I ~-~--" iNttGIATtD DmlVI ~ NGiNE ;UEt TANK mtm mm 6£NERAIOR I DGI GIIAIED DIIEVE I mATOn ) (io~1) FOe GE " DEC t.ax [.+in (RI[IG| NCy EXIT (OPPOSITE ~ooI ID[NIICAL) ...... _/ I.':+%':b',"~ EVACUATION aCCESSDOOR CO~PANTMENT$ ACCESSBOOt 8[TVlI|N FLIG~iT~ • RIll A¥1G+q|CSCP~+IPAIITIIENT I,~smllltt~ SVEtCmtR|lm ~ma (LAO~ERIN$10l) ~OmVARO+*SSE~EmlCeEU coon. (OPPOSITE~O~ 1OENTICAU) l ~x\ ~s~n-SlmUm [scm,! 0Oukl~ Stile o o GROUND CLEARANCES mETERS Iltl oo°(~ APU EmEIGImCy > e.... ?.+ 8.5 CAUn~q ~ ~) POntAB~EFine EXlI~C.UISI4lll8OTTLI c ::; ~I~~~~_.0000000 ~ ShUt tDo+.m ApPROACMLAN~ING fl|A* ElOOI[ F*M ~ PORTABI-(OXYGEN CYLINOE| ~ORVAB0OR A+t +[, FIGHTZ~ PAS$~[a OX+G[M3S OF A CHEMICALTyp+ T c.~ 1IS VHIEU rime AS WHEECS&tlaEs .av EXpIOIL 1~+ kl IROG£N 80TTL( , . . z.6 S.~ " TN[S CNAnl GIVESNOTE T.E GE~[IAU. t ISSUED BY '3'At,euS 1700 BL•GqaC l.~m. FeANI[e.~.S 1 N 7.~ ~3.s • LA¥-0UTOF THE A310-300STAND•no vEISI0~ lS.a 5Z.O tNE NU~ER ANO ARA~JMENT01 THE DAT~ : DIC 01/85 p 5.1 +o.0 IN01VIDUA(.HEnS yAny UITN TN[ CUST0+qERs .... _ _ o 3.7 i~.o REFERENCE: 8. CCC.OOZISSUE : i Lo 13+o [THE [TENS $~N SM kACK In lNt F~iLA~E 5 c.Z 13.5 APE LOCATEDtmOtl TNE cAal~ fLool +,:+='*' 0 FWD AND AFT 'CARGO COMPARTMENT DOOR CONTROLS EXTERNAL CONTROLS OF "~ REAR BULK. CARGO APU COMPARTMENT DOORS "~ " ' ~.~,r.m. PASSENGER/CRZW DOC)RS | ' COMPARTMENT DOOR .- DOORSOPEN OUTWARDS | . -~'c~[: r-~,~~E~ AND EMERGENCY EXITS | ...... CONTROLS . / I~\ ~ / r'- r~ - , ~ ]. ~PE., CONTEOL VACVE ACCECS pANEL ' TET~uEH ...... L ;L." ...... AO,LL...... 0 FLAGS ACCESS PANEL ~~"P~fSS PUSH NUTI~¢ ~D PUrL HArlDLE ~1 - A~b OO~WAED5 N *DOORS OPEN OUTWARDS ' *,,u ,c alllcall~ \r ...... t - ,...... :ZZ ...... ENGINEENGI FIRE E'XTINGUISHING HANDLES . ~h~Z~r /~s~//~uzs.~'. , ccu:,,,cA~,~ ~s °° ...... 0 ...... ' OFF F ikE ~i; ...... ' ...... 0 . ~ " " ,., I ,. / , ERERGEN GreC or ] - .. * ~00 c~£~ ~ON .... v .~. ~ 0 (uPPuSll( I}~ok FI~E EXTIN H ~ FUEL IM*~S - • fl . M,N SIGNS 2bVU ~ , . '~,?~J ' ~ ...... ~i~, ~A.ENGINE OIL lANK '.... f EVACUATION 1 • H. CA~LT " E~I~GEXITLT ~ II . /e/ ... - ~ r...... :.... \ ;"~/ ~ ...... //~r I - - ' . c..~P~r:<~,P.. ~/j , E~RG~NCV DESCENT ~EVZCES . II oPP II ...... 7-- ~ I~i~-.,...... / \ I L ~_//~ I - (ONTR0 L S~I TC~ ~ ~ K , X" H "~" ~ II ~w.c. co.-~A~....., ! I "~W.__ _~_-----.c~-~ / • u , c, \ ~ /¢~'~ ~ 0 oy~ GROUND CLEARANCES IDIMENSIONSARE OO,0CE S( PE SLIDES . ~ SCAP~ ~L D~ I , .~:.--~", / ',/ "~.."--~"~ \ /~./~-"O ~ . APPROXIMATE) ~¢:~3~ ,, ~l~/-.// ...... ~-- .. - ,, , ~ I ~" I~ /, NOTE I , 1 , . ~of ,,. L L . G ~ n[ T S U ' i " . / • .:',=:,::~:;.,-J !'W ~..e.~ !Irol .-II "- H )" ;! I;;',"d%:":T;,:'~"~:',:V[o'...... EFEENCE.A...... E.,i ...... " l llil u 00l ~--~----.--~----W':t~'~ ~ I o:~ ,~ . o APU COMPARTM~'Nf DOORS EXTERIQR CONTROL HANDLES OF i MANUAL OpERATION-UPPER DECK CARGO DOOR EXTERNAL oooes o1~ ouTw~os PASSENGER/CREW DOORS IFOR A310 MODEL EOOC VERSION ONLy) i AN0 EMERGENCY EXITS I'O A ~cn~ ~ N z. ee~ve .cc[ss ~ec / p~$SE~GfR (o~el* SLING 3. I~SEgl LOC~ILmLOCK ot¥1~ TRIGGER -- , !0S~ e°eleAR~GREEN zONTkL INGS VE~HC". ~eO ~lNs ~ee exT[,oEa ' I'O 0e'[~ , " o LOCK]~ SHelf FL~ • ~ 0 VZC[ v -- oooaso~. ~J ...... , eULR CARG~~~ VENT SURG~ NITL[ (NJID) l.e LiVEn I# CLOSE~ ~SlTI~ COMPARTMENf OOQ~ FUEL ENGINEt FIRE AND ENGINES FIRE HANDLES %--:~ o Et v lO~Sl[i 0~ 10(Ng](AL) A R ENGINE Flee £ITZNGNIS.E* BOTTLES (FIxED) O~F V~LVe~ ENgINe e~z~e cP FU L - o FUEL ~l~lf VALVE £NT/OL LEVELS F~ne N) I%1 A . B emx~es (etxe~) I ~ EnEIGENCT D[SC[NI e ep I --iN~enn~eee oR~v~ [ N~ ~e F~L lANK uepee Hc~ c*n6o~oon GEeEe~rOe I r:or, I) FOR A3101~ODEL~OOC vens]mo,~v (O~Sll £ ~e IDENTICAL) EVArUAIIDN f[~[ eXTJ~]SHen ~TTt[$ (F[XEO) ...... 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S~CT0a J Ik ~ "~EN'* POSITIONF~ ~OETZ~ 3 ~C~ D5 I OFF VALVE MANUAL OPERATION* UDC DOOR EXTERNAL [ c~q~All T ~qE NT (~01t ~o~ ~JL ~LL INDICAT~ AFT C~GO , AFT P~IIN/CNEV C~T~NT D~ • OTterS (;zx[p) F~L JE~TJ$~ NOZZLE 10PP0S/TE ~ , , 10EI411C~L) NTHAULJ¢ s ENGINE FIRE EXTINGUISHING HANDLES suxs,]~ ,~,~--'~ ~VlC~S ct[v ~ooe c~PosH~ o~o~/ F~E EXTJ~UIS~R~TfLE s ~t~ ~Au~s {FIRED) EVACUATION ...... (5 E~E~CT'HSC~NTDEVICES ,.a ~ _ i ,vzc~zcscom~mE~ GROUND CLEARANCES (DIUENSIONSARE APPROXIMATE) ~ET~nS FE~V CAUTION C~ ~T~L~ F~R~ tx.,~.U.~m ~.~e ~ptoAcH L'~DI~ GE~ ~1~ ~a~ PoinT.el oxv~. CyLINdER Z.9 ~0 Z 10 ~ - . ° ;': 'I l ...... t ...... J ..... ' ...... I ~ ~_~1 CD r-- I Co ]6 ]| ~14 ]] ]~ ~11 ~Ji 21 |1 I| ;1~ 14 2]1 22" 21 20 i1 iii i1 NI I$ 14 i~ IZ ill IMI lie II I0 • I • 7 • s 4 ~1 z i "l " " I I I I I I I I I I ; I II I I .... I,.i I I ,,, 'fl/' ,,, ,--, J_/_llI I, I* ~ ' -~jr-~-~~x,i...... L-t-*--r ~ i t MI , I I ~-t~l, ' I ~r~I I o ~-+--t-f-~-~-~..J ~ ii I-IFFt t 1 tlIB4F:I~ /1[- - I~D • k,d -"--'-~,~t~-¢-. t--r--~---~l :i j i-i i-i-d-~ IK / t11o • 10( I , J , ioo -I nOwZ [T S4;'a EMB-110P2 b--I oi -4 O ~t 3s 54 ~J 12 ~ll~oji ze zr Is is 14 Iz zz zl zo Jl ii i~ NI is i, ,) ii Ill ,~ ne II IO • • I' • S 4 5 ! I 0 I I I I I I I iii I ..... ; .,, ~1~' ~, • t I I " 'I ' ' '_'-1-_.1 I I-i i i i i i i i ii i i ~lll'llllll I I I ",~,"° ,--T~- _ I,I i,r I I I t,, ,I I I J J JJ.-d--d i~.~l I .'k~?_ .. -NNN. • -I-r-;--l--T I I I i i i Jlli i i i i lI~-H-¢--2"I'," ° I I,,~1 ~-I. [ I..--i_i J J i i i i 11 i i 1 i t i i / I I MJ ~d-~,~ t~ I A m f,4 EMB-110P1, EMB-110P1(K) .m ° Ill .110Pl 40 006 O" m GI =1 ~m Z I -I= Q T.O 1C95A-40 SECTION II ACCESS DOORS AND EMERCENCY EXITS FRONT EMERGENCY EXIT - /'~'* • • ,,.,L'T_ .~-i Ag- ':~:;~'.' .~ ~ ::: ;:.':" I ~ 1 ~>-:S D ~'i~ -- -- k.~.u...~x.u-3/ '""-'-",','"'-" I lJ~. i ~.,, / EMERGENCYEXIT i OFF COVER ~ ~ PULL HANDLE IN . z,_r------_._" FRONT DOOR (CREW) ~'"~' ""~= _~,~'~2/ I EMERGENCY EXIT ON THE ~ ,~11 J WING RE,RDOOR . 'd I:0 > ,,,=,,o~,s, { .._.:: ] k = I "~ ~ -~"~. II I)III.L TII {)I)E,'~ • .~ 7 j, . 1 p, . , E, t o I .\~\ ' Figuro 2-2 Acce~ Doors and Emergency Exile. EMB- 1 IOP2 • Change 2 2-5/(2-6 blank) o r-- 8 m .m ..n m Z "n o ¢: ( 4.12 m) 19.59 m) 12.42 m| (2.60 ml 61.44 fit (18.73 m| ZC I. CLOSET 2. AI-rENDANT SEAT 3. TOILET 4. GALLEY tO I%~.. 5. CARGO COMPARTMENT - 222 fl = (6.3 m 3) ¢D .MAX LOAD.CARGO COMPARTMENT - 121'3 Ib (550 kg) "6. OBSERVER'SEAT ('b :3 Oo m' EMERGENCY EXIT FOR PILOTS EMERGENCY EXIT " mz c> c~ o mm m EMERGENCY EXIT FOR PILOTS 30.5 in . 2B in , 4.26 in "L-:I 10.77 m) (0.51 m) 1 (1.30 m) PASSE'NGER/CREW EMERGENCY EXIT CARGO DOOR -n ENTRY DOOR .m < • Z I%) 0 r-- == r~ rt'l <: =0 Z t~ , II J t t t I l t i ~~ ' ¢::' I ! 35~*fl . I . 31.4~h 7.Mh |Mh 14. t 2 ml ISJO m) 0.42 m) (2~0 m) il.&4 h (t&T] mJ c~ CO Zmm 0 (I) 1. CLOSET ~m m 2. ATTENDANT SEAT ..~ 11 3 ' OBSERVER SEAT 4 TOILET 5. GALLEY c~m-_, m (/t 6. PARTITION OR CLOSET 7. CARGO COMPARTMENT - 201.3 It =' (5.7 m :=) MAX LOAD CARGO COMPARTMENT - 1213 Ib (550 kg) q:3 mz ~0 O C_. ¢: m @ * t I I~ m m :0 C) rn z EMERGENCY gXl' ,m FOR PILOTS 30 S in 20 in 120 ET 784 " IO.?? m) (051 rn) 4.28 In PASSENGER/CREW- " EUenOENCY/x=vI-t k- ENTRY DOOR CARG( O DOOR z o r'- • I M O0 m~ C?)Z ..< Z o ¢: ,~ I ~J~t~''~ ~~~j~'~ '~l ~. ~ ,i1,~. Z E m~z ",-I~X,,. I (18.73 m| ZC: 1. CLOSET 2. ATTENDANT SEAT 3. TOILET r~ 4. GALLEY ~_Q,,, o3_ 5. CARGO COMPARTMENT - 205 ft 3 (5.8'm3) MAX LOAD CARGO COMPARTMENT - 1213 Ib (550 kg) 6. OBSERVER SEAT o,) 7. CLOSET OR PARTITION ¢¢) o!| m tO r~ m~ (3 EMERGENCY EXIT " 31 in EMERGENCY 20 in I FOR PILOTS F "]" (0-79mJ " EXIT F-'Z(O;51m~)- " ~ m.~. I CO "-,,, I It-~, I'r#-'-.! ' ;:.!..-.::!,: ~: ..~ .~1 I~ / .-,.L..:FOR PILOTS (0,77~o.,~ m| " • ,..(0.5'i m--)- k'J4_26_ m I < PASSENGER/CREW EMERGENCY (1.30 m) ~ I ENTRY DOOR EXIT CARGO' 0 DOOR Z I PROPOSAL 402M-9 (Log #5) ~ EMBRAER EMERGENCYINFORMATION EMB120 Bro-qiJia INSTRUCTION FOR GROUND FIRE EXTINGUISHING AND RESCUE LEFT WING TANK / /I J / RIGHT WING TANK BATTERY WHELLS OXYGEN SYSTEM 1200212098 5 Figure 2-4. Location of Flammable .and Explosive Components and Fluids (Sheet 1) REVISION 3 2-7 32 PROPOSAL 402M-9 (Log #5) EMERGENCY INFORMAI']ON "~ EMBRAER • FMBI20 BPa-qilia INSTRUCTION FOR GROUND FIRE EXTINGUISHING AND RESCUE , FIR'E EXTINGUISHER ' PORTABLE OXYGEN CYLINDE~R (OPTIONAL) HYDRAULIC RESERVOIR PORTABLE i' -~ OXYGENCYLINDER . .-\-~j) HATCHET .HYDRAULIC RESERVOIR EXTINGUISHER HYDRAULIC ACCUMULATOR BATTERY," ,, ..¥~ /.- , .. • "120 40 006 ! Figure 2-4. Location of Flammable arTd E;(plosNe Components and Fluids (Sheet 2) 2-8 REVISION 3 33 PROPOSAL4021"t--9 (Log #5) -~ EMBRAER EMERGENCY INFORMATION EMBI2C) 81~gsilia INSTRUCTION FOR GROUND FIRE EXTINGUISHING AND RESCUE J M • I aP'~i I , iz0 40 007 Figure 2-9. PassengerRescue 2-13 34 PROPOSAL'402M-9 (Log #5) ~MEFI~I:NCY IN I:CIHM/k.IiO N "~ EMBRAER EMBI'20 Br'Bailia INSTRUCTION FOR GROUND FIRE EXTINGUISHING AND RESCUE / i ,. \ .fJ_._~ TO OPEN /PULLI AND J,, LIFT .. , 12002~. IO0 L i ~ . j "'" Fig~e 2-10 Passenger Door . 2-14 REVISION 4 35 o RESCUE REFERENCE CARD -.¢ FAIRCHILD SA226 / SA227 SERIES I SPECIAL TOOLS I EQUIPMENT METRO u~ Power Rescue Saw 6 ft. Ladder MERLIN AIRCRAFT ENTRY TWIN ENGINE TURBOPROP ALL MODELS 1. NORMAL / EMERGENCY ElCI~RY A. PUSH IN ON FORWARD END OF ENTRANCE DOOR HANDLE. B. ROTATEDOOR HANDLE DOWN (CW). C. PULLOUT ON DOOR HANDLE TO ALLOW FUEL TANKS ENTRANCE DOOR TO FALL OUT (HINGE IS AT (324 GAL. EA.) BOTTOM OF DOOR). NOTE: OPTIONAL o ESCAPE HATCHES ARE NOT OPERABLE FROM BULKHEAD OUTSIDE OF AIRCRAFT. ESCAPE CARGO DOOR HANDLE OPERATES SAME AS HATCHES ENTRANCE DOOR HANDLE; HOWEVER, CARGO DOOR MUST BE LIFTED UPWARD TO OPEN. ' OPTIONAL BULKHEAD SEPARATES PASSENGER COMPARTMENT AND CARGO COMPARTMENT. MAY BE REMOVABLE AND MAY CONTAIN A DOOR. OXYGEN OXYGEN (SA227) 2. CUT-IN (SA226) AFT CARGO CUT ALONG WINDOWLINES COMPARTMENT AS LAST RESORT. DOOR FORWARD ENTRY DOOR 5 FT. WINGT1PEXTENSION (SA227 SERIESONLY) ?o I'- I t- o ENGINE SHUTDOWN'AND AIRCRE EXTRACTION cn 1. ENGINE SHUTDOWN - ~~~ ~ S~ONS A. ENSURE THAT AT LEAST ONE BA]-rERY SWITCH IS "ON" (FORWARD BATTERY POSITION) (BATrERY SWITCHES ARE SWITCHES STRAIGHT FORWARD OF PILOT'S CONTROL COLUMN). B. PUSH BOTH STOP BUI~ONS (STOP BUTTONS ARE APPROXIMATELY FIVE INCHES TO THE RIGHT OF BATTERY ",4 , SWITCHES). C. TURNBOTH BATTERY SWITCHES "OFF" (CENTER POSITION). D. PULL BOTH STOP AND FEATHER KNOBS E STOP AND FULL AFT (STOP AND FEATHER KNOBS ER PULL ARE RED AND ON CENTER PEDESTAL JUST BELOW ENGINE CONTROLS). 2. AIRCREW EXTRACTION" v,.,.~,~,,,I ill~ll ATPU LAP ~N..~,,,.,v,_.,_,,A I1"~ (~Ut'~O II I~ED U, ARNES.~IE.~).el (~l " NOTE: IF SEAT TRACKS ARE NOT DAMAGED-DUE TO CRASH, SEAT TRACK ADJUSTMENT LEVER(S), INBOARD OF EACH SEAT AT COCKPIT FLOOR LEVEL, CAN BE USED TO RETRACT SEAT TO FULL AFT POSITION. PASSENGER, SEATS MAY OR MAY NOT BE EQUIPPED WITH SFtOULDER STRAPS. FAIRCHILD SA226 / SA227 SERIES PROPOSAL 402M-10 (Log #6) I m GROUND HANDLING AND SERVICING LIFTING THE AIRCRAFT. NOTE If a spreader bar is not available, two cranes - one attached to each sling will be required. Lifting using pneumatic bags. 1. Place a pneumatic bag beneath the nose section, if possible, forward of the nosejack point. 2. Place a pneumatic bag beneath each wing outboard of, and adjacent to the nacelle. . Inflate the bags slowly, maintaining the aircraft as level as possible until sufficient height is attained to allow placement of jacks. CAUTION: ENSURE PNEUMATIC BAG WILL NOT EX- ERT PRESSURE ON ANY CONTROL SUR- FACE. 38 PROPOSAL 402H-11 (Log #7) Fire Hazard.Zones ~.8410 Fuel Bottles (typ. location) Battery Switches \ . 'jr (overhead Panel) Hydraulic (MIL 5606) Toilet o o 0 0.0 0 Reservoirs & Accumulators Chemicals " (std. Ioc~dion) O0 0 Battery - (each side) Chemicals / (opt. location) Oxygen Engine ( ' Extemal Hydraulic Run (each side) 0 ~=eEIM3-SC,IBIqlI~ Saab Aircraft of America Inc. 39 PROPOSAL 4021'1-]1 (Log #7) Doors and Exterior Handles ~ ~' EMERGENCYEXITS LH AND RH SIDE 1. LH SIDE TURN HANDLE CLOCKWISE TO STOP RH SIDE TURN HAN[)LE COUNTER-CLOCKWISE TO STOP EMERGENCY EXIT 2. PUSH DOOR INWARDS " 1. TURN HANDLE COUNTER -CLOCKWISE TO STOP 2. PUSHDOOR INWARDS EMERGENCY EXIT IN ROOF 1. TURN HANDLE CLOCKWISE TO STOP 2. PUSH HATCH DOWN UNTIL FULLY OPENED %.,_~ Exr, L • U q atilt AN EXTERNAL KEY OPERATED LOCK IS AVAILABLE FOR THE ENTRANCE AND CARGO DOOR CARGO DOOR ENTRANCE DOOR 1. PULLHANDLE OUTWARDS 1. TURN HANDLE COUNTER- 2. TURN HANDLE CLOCKWISE TO STOP CLOCKWISE TO STOP 2, PULL DOOR OUTWARDS 3. PUSHDOOR FIRST INWARDS AND SLIDE TO THE LEFT AND THEN SLIDE UPWARDS UNTIL FULLYOPENED 0 a¢IAIB-~IA $aab Aircraft of America Inc. 40 PROPOSAL402H-1l (Log #7) i!~!ii~i!;~!:~:~:~:~:~:~:!:!:!:!:!:!:!:!:i:i:~:i:i:i:i:!:i:!:!~!~i~!~i~i~i!i~<~!i~!!!!~i Optional Interior Features ~a¢io f 6 Seat r,~placedwith: Galley Removed by Fwd. Lavatory Seat replaced with: Galley / or closet -i " -.. - :rr, Lc/°:tetrY\ //'~"~" " " - " "~'~'i'~.Seatsreplaced, with Wardrobe.~, Closet replacedby: Galley / // / Seat replaced with Wardrol)e ~/ Optional 4th seat with Fwd. Lavatory Seats replaced with Wardrobes ~.~NIA (•Saab Aircraft df America In . 41. 1:3 t1::1 Z28 I o 2 3 1 Outer Wing Tank RH 2 Inner Wing Tank RH 3 Feeder Tank RH 4 Outer Wing Tank LH 5 hmer Wing Tank LH 6 Feeder Tank LH .> 6 5 4 Tanks (No fuel tanks above cabin) Oct 1184 PROPOSAL'402M-12 (Log #8) E3~ ~t=!8 I° ''~ ~ ~ i I _~= I ~ ® o ® OFF ® ~ e IL d ~,eoeoe ee. o eeooooeooeo~oooooee ooooeeoeeoeeeeeoeoeeeeeeoooeee**e oe INV I INV 2 " oa " G[N'LN ~ Gll'fll oN e i-. ,,,,,, ('} i JlSLSI[T . IIIl~rl' • IIIV I INV 2 . * TIll. • T IIATT t8U$ t ~,k ~ ~),) IATT 8U$ 2 : : , :• .. ~;° 2. " • : ==,~-Ln I = =~m-A~ : : =,st=n : ee eg oooeeoe=eeoe, ooeeoeeeoeeoeeeeoooeeeoooooeeeeeoeeoeeeeoeeeeeoee• , • ' (3 © Fig. 2 Overhead switch panel RH .43 PROPOSAL 402M-12 !Log #8) OI~=~IES:I 228 EHERGENCY EXITS Emergency exits are located on the fuselage one on the LH side and two on the RH side (DO 228-I00/-I01 only one on the RH side). The emergency exits are constructed of GRP with sheet and machined parts. The emergency exits can be opened either from inside or outside the aircraft. J T ~- ~ ~ i f E ffectivity: - 100 11 o.°.°~ ...... A,cr,to,nbat, eres left and right side ~.~ ~ ~l~ [~ 0 1i ; 28 VDC NI-CAD f__~ ,/---r --~ ! i" Effectivity: -200 Left side 1' 2 Outside Inside 1 Cover for Outside Handle 2 Handle Fig. 3 Emergencyexit 44 PROPOSAL 402M-12 (Log #8) mm 364,5 762 762 762 762 762 762 838 - 736.6 i inch 14.35 30 30 " 30 30 30 30 33 29 I. , i J j(j j jI i mm 364.5 762 762 76: 736.6 735.6 7 ~1~ = ---- ~ -'-- ~ ~---1 PAX/Cargodoor inch 14.35 30 30 30 29 29 29 ' --200 Version with 19 Seat Arrangement (Z01) ~-- Emergency exits NOTE, • - Oimens=on:s are referencea to the forwara fixing point of each seat. Fig. 4 Seating arrangement 45 PROPOSAL 402M-12 (Log #8) Zze PILOTS DOOR The pilots door is fitted between frames 9 and II on the left hand side of the fuselage. A step,,is fitted to the fuselage structure to assist entry into the cockpit. The pilots door is secured by two hinges to the fuselage. The locking .mechanism is internally and externally operable; three locking pins retain the door in the closed and locked position. The door Which is fitted with an end stop to limit the opening angle may be maintained in the open position by the strut. The acrylic glass wlndows may be Opened in an outward direction and is hinged along the upper edge. l f \, io f ,--, I Door Frame 2 Bad Weather Window ,~=~=='-== 3 Window Frame ~.~" 4 A¢~|i¢ Window ~ .S 5 Door 1 =td,t Outw Handle e 6 Cylinder Lock 7 Sul~port Strut 8 Ashll"ay 9 Door Stoo 10 Hinge 7 Fig. 5 Pilots door Left side only 46 PROPOSAL 402H-12 (Log #8) 4.~-~8 1 Hinges (CARGO mode) 2 Su~DOrt Wires 3 Scair 4" Locking indicator 5 Hinges (PASSENGER mode) 6 Door Handle (Internal) ' 7 Lod 4 4 3 2 9~ 6 rl ,----.- ~ .- ~.| 3 1 2- 2 10 4 1 • 3 8 5 5 !-- 1 4 "~ Standard Ool)r (open :n CARGO mode) Door open in PASSENGER mode * Fig. 6 Cabin door front half 47 PROPOSAL 402M-12 (Log #8) Doma411 z2e CABIN O00R NOTE: For door warning see Chapter 9. The cabin door consists of two halves. Cabin door front half The cabin door front half is attached to the fuselage on frame 21 and to the lower door frame with hinge fittings. The cabin door is manufactured from preformed sound proofed, heat insulated and panelled components. The integral steps are formed in the inner side of the cabin door. A swivel step is attached to the lower side of the door. It is locked to th~ LH seat rail and forms the transition from cabin to stair. The steps are protected with anti-slip paint. The door hinge selector mechanism enables the door to be hinged downwards, acting as steps, or to open sideways in conjunction with the rear cabin door for cargo loads. With the door opened sideways, it may be retained by the door stop. For cargo door protection during loading and unloading, protection covers may be attached to the door Frame (optional). The protection covers are made of steel and enclose the door frame over its entire height. Operation A. To open the door from the outside, withdraw door lock handle from recess and turn downward to the OPEN position. The door is now unlocked and can be opened in accordance with PAX/CARGO selector handle setting to open sideways or fold down. Return and detent the door lock handle to the LOCKED position. B. To close the door from outside, unlock the door stop, withdnaw the door lock handle from, recess androtate upwards until the CLOSED position is attained. The door is now locked when the door lock handle is set to the LOCKED position and detented. 4B PROPOSAL 402M-12 (Log #8) C. To close the cabin door - front half from the inside, raise the door to the closed position. To lock, turn the door lock handle 'to-the CLOSE position. The lock indication can be seen when the small window on the bottom of door shows green. O. To open the cabin door - front half from the inside, turn the selector handle to the required position (i.e. to hinge downwards or sideways), turn the door lock handle downwards to the OPEN position, and open '. accordingly. If the door is to be opened sideways the passenger step support wires must be disengaged from the upper door frame and relocated on the door. E. The door hinge mechanism operating handle can only be operated from within the aircraft whilst the door is closed and locked. CABIN DOOR REAR H/LLF The cabin~ door- rear half is attached to the cabin door frame with hinge fittlngs to frame 24. The cabin door is manufactured from preformed, sound proofed, heat insulated and panelled components. The two door hinge fittings are attached to frame 24. Latches are fitted to upper and lower door surfaces. A door stop maintains and locks the door in the open position. The door is fitted with a window which is of the same construction as the cabin windows. Locking indicator:~ indicate green when the latches are 16cked. 4g r- o= r" o Emergency access and rescue Emergency flight deck procedures -- Numbered in sequence ~~~~1~ Order v ~J 8ATTIrf s~tch -- S,dWn ~m to -- OFF -- FORWARD & REAR ' SERVICE OOORR. Pull I'.mdkl to fullest extent, rotate clock- wise to o~n dool, .ocation of fire protection equipment vertical potential fire hazards clearances I===.-I FORWARD E REAR M ,-I-I -i PASSENGER DOORS Pull hamfll to luthll! extent, rotate dock- I vnse to opun door ESCAPE ROPE STOWAGE. ~ ~ ~ J Twist handle to 'UNLOCK'push 11340FIRZ door~ (TINOILIISHI~I8.C.R 4 l o:'r. :I.~ e 4-1r 'l.SO POIITASt.E I~O('IOlDI ~ 1+-r =.a aOl'T~. HYORAULICS AVIONICS gAY o +4-Io- ,l+ss BAY DOOR. DOOR, I + l-e- 1,lie F :-~" oo; + =-,l- o.7o H :r-=- oe+ j i+-Io + :o7 kg--/-.-liar o++o I p..~-,~ I1. tl.oe Fu**~.O, F~tm 8S-lr e3-.~O" + I t:.,,.:l .... :i .... I AIR CONDITIONING .-- NFPA 424M PART II 424M- 6 - (I-3): Accept SUBMITTER: Technical Committee on AiFcraft Rescue and 424M- I - (Entire Standard): Accept in Principle Fire Fighting SUBMITTER: Gordan M. Sachs, U.S. Fire Administration RECOMMENDATION: Change to read: '. RECOMMENDATION: Reviseexisting text to ensure that an "A wide variety of'terms are in use throughout the "incident management system" is referred to in all world to describe facilities, procedures and services appropriate sections throughout the standard. related to airports. As far as possible the terms used SUBSTANTIATION: The 1986 edition ~.f NFPA 424M eludes in this manual are those that have the widest to the use of an incident management system with regard international use. When the following terms are used to planning, training, and emergency response; however, in this manual they have the following meaning:" the terminology "incident management system" is not SUBSTANTIATION: Editorial. used. This terminology,.and its synonym, "incident COMMITTEE ACTION: Accept. command system," are integral parts of all emergency services in today's society. NFPA 1500, Standard for a Fire Department Occupational Safety and Health Pro~Iram, requires the 424M- 7 - (I~3): Accept use of an incident command system, as does OSHA SUBMITTER: Technical Committee on Aircraft Rescue and Regulation 29 CFR 1910.120, Hazardc.us Waste Operations Fire Fighting and Emergency Response. ProposedNFPA 1561, Standard RECOMMENDATION: Revise as follows: for a Fire Department Incident Management System, has Aircraft Accident. An occurrence associated with the been released for public comment as well. I recommend operation of an aircraft that takes place between the that the Technical Committee revising NFPA 424M contact time any person boards the aircraft with the intention the Technical Committee on Fire Service Occupational of flight, until such person has disembarked, In which Safety and Health, Subcommittee on Incident Management any person suffers death or serious injury as a result Systems, to assure consistency in these important NFPA of the occurrence~ or in which the aircraft receives standards. substantial damage. COMMITTEE ACIION: Accept in Principle. SUBSTANTIATION: Editorial. See Rewrite. COMMITTEE ACTION: Accept. 424M- 2 - (Entire Standard): Accept 424M- 8 - (I-3): Accept . SUBMITTER: Technical Committee on Aircraft Rescue and SUBMITTER: Technical Committee on Aircraft Rescue and Fire Fighting Fire Fighting RECOMMENDATION: Add the phrase: RECOMMENDATION: Change to read: "and mental health specialists" between Airside (Airport Operational Area). Definition "coordinators" and "trained" throuclhout the text as remains the same. necessary. SUBSTANTIATION: Editorial and clarlfication. SUBSTANTIATION: Clarification. COMMITTEE ACTION: Accept. COMMITTEE ACTION: Accept. 424M- 9 - (I-3): Accept 424M- 3 - (I-I): Accept SUBMITTER: Technical Committee on Aircraft Rescue End SUBMITTER: Technical Committee on Aircraft Rescue and Fire Fighting Fire Fighting RECOMMENDATION: Revise to read: RECOMMENDATION: Add, as new last sentence: Biolgical Agents. Living organisms that may be "Throughout this document, tile aircraft/community dangerous to human, animal, or plant life upon release. emergency plan will be referred to as "Plan." SUBSTANTIATION: Editorial and clarification. SUBSTANTIATION: Editorial. COMMITTEE ACTION: Accept. COMMITTEE ACTION: Accept. 424M- IO - (I-3): Accept 424M- 4 - (I-2): Accept SUBMITTER: Technical Committee on Aircraft Rescue and SUBMITTER: Technical Committee on Aircraft Rescue and Fire Fighting • Fire Fighting I RECOMMENDATION: Change to read: RECOMMENDATION: Change to read: " CommandPost (CP). The location at the scene of an "This manual was written to inform airport and emergency where the Incident Commander is located and adjacent community authorities of current emergency . where command, coordination, control, and planning techniques and procedures that result in the communications are centralized. efficient utilization of personnel from all involved SUBSTANTIATION: Change to conform with RFF definitions. organizations and agencies to provide effective COMMITTEE ACTION: Accept. delivery of emergency services in the event of an aircraft related emergency.. Jurisdictional problems previously identified in actual emergencies point out c the necessity of resolving the conflicts as part of the 424M- 11 - (I-3): Accept development of the Plan." SUBMITTER: Technical Committee on Aircraft Rescue and SUBSTANTIATION: Clarification. Fire Fighting , COMMITTEE ACTION: Accept. RECOMMENDATION: Change term "Drill" to "Aircraft Emergency Exercise." Definition remains the same. SUBSTANTIATION: Editorial and use of proper terminology. 424M- 5 - (I-2 and 2-1.6): Accept COMMITTEE ACTION: Accept. SUBMITTER: Technical Committee on Aircraft Rescue and Fire Fighting RECOMMENDATION: Revise paragraph 2-1.6 and relocate to Section I-2 as second paragraph: 424H- 12 - (1-3),: Accept "Recommendations contained herein are not intended to SUBMITTER: Technical Committee on Aircraft Rescue and conflict with any local or state regulations of Fire Fighting jurisdictions. One of the princip~l purposes of this J RECOMMENDATION: Change to read: document is to alert all participar+ts that conflicts Emergency Operations Center. A fixed designated area may exist due to multijurisdiction~l factors, such as { to be used in supporting and coordinating operations" conflicts between state and local regulations." duringemergencles. SUBSTANTIATION: Clarification and relocation of 2ri.6 as revised. COMMITTEE ACTION: Accept. 51 NFPA 424M SUBSTANTIATION: Clarification. 424M- 20 - (Chapter 2, Title): Accept COMMITTEE ACTION:- Accept. SUBMITTER: Technical Committee on Aircraft Rescue and Fire Fighting RECOMMENDATION: Changethe title of Chapter 2 to read: "Chapter 2 Elements of Emergency Planning. 424M- 13"- (I-3): Accept I SUBSTANTIATION: Clarification. SUBMITTER: Technical Committee on Aircraft Rescue and COMMITTEEACTION: Accept. Fire Fighting I RECOMMENDATION: Delete definition of "Full-Scale Emergency Exercise." SUBSTANTIATION: Not needed, covered by Aircraft 424M- 21 - (2-I): Accept Emergency Exercise. SUBMITTER: Technical Committee on Aircraft Rescue and COMMITTEE ACTION: Accept. Fire Fighting RECOMMENDATION: Revise to readi 2-I General. SUBSTANTIATION: Changed to conform to Manual of Style. 424M- 14 - (I-3): Accept COMMITTEE ACTION: Accept. SUBMITTER: Technical Committee on Aircraft Rescue and Fire Fighting RECOMMENDATION: Delete the term "On-Scene Commander" and replace with "Incident Commander (IC). The person 424M- 22 - (2-1.1): Accept in overall command at an emergency." SUBMITTER: Technical Committee on Aircraft Rescue and SUBSTANTIATION: Clarification and bringing into Fire Fighting conformance with 402 definition. RECOMMENDATION: Change to read: COMMITTEE ACTION: Accept. "The Plan should describe the coordination of the actions to be taken in an emergency occurring at an airport or in its vicinity. It should be built around an incident command system compatible with provider 424M- 15 - (I-3): Accept agencies." SVBMITTER: Technical Committee on Aircraft Rescue and SUBSTANTIATION: Style-Plan. Fire Fighting COMMITTEE ACTION: ~ccept. RECOMMENDATION: Add new definition: Incident Command System (ICS). The combination of facilities, equipment, personnel, procedures, and communications operating withina common organizational 424M- 23 - (2-1.3): Accept structure with responsibility for the management of. SUBMITTER: Technical Committee on Aircraft Rescue and assigned resources to effectively accomplish states Fire Fighting objectives pertaining to an incident. RECOMMENDATION: Delete 2-1.2. SUBSTANTIATION: Clarification and updating the Manual. Renumber 2-1.3 as 2-1.2 and change to read: COMMITTEE ACTION: Accept. ""During the emergency" considerations depend on the exact nature and/or location of .the incident. The location will dictate the agency responsible for management of the emergency. As the nature of the 424M- 16 - (I-3): Accept incident changes from emergency operations to the SUBMITTER: Technical Committee on Aircraft Rescue and investigative phase, the appropriate investigative' Fire Fighting agency will assume command and responsibility for the J RECOMMENDATION: Change to read: incident scene. All agencies responding to the Stabilization. The medical measures used to restore incident must know, in advance, their respective roles, basic physiologic equilibrium to a patient, to responsibilities; who they report to and who reports to facilitate future definitive care, in order to insure them." survival. SUBSTANTIATION: Clarificaton. SUBSTANTIATION: Clarification. COMMITTEE ACTION: Accept. COMMITTEE ACTION: Accept. 424M- 24 - (2-1.4): Accept 424M- 17 - (I-3): Accept SUBMITTER: Technical Committee on Aircraft Rescue and SUBMITTER: Technical Committee on Aircraft Rescue and Fire Fighting Fire Fighting RECOMMENDATION: Renumber2-1.4 as 2-1.3 and change to RECOMMENDATION: Replace term "Tagging" with: read: Triage Tag. A tag used in the classification of "'"After the emergency" considerations must also be casualties according to the nature and severity of given considerable attention. Transition of authority their injuries. and other legal factors need to be discussed and SUBSTANTIATION: Clarification and updating of material. pre-planned for. Consideration needs to be given to ~OMMITTEE ACTION: Accept. the restoration of protective services in order to permit continuation of normal airport/aircraft operations and public protection that may have been disrupted by the emergency." 424M- 18 - (I-3): Accept SUBSTANTIATION: Clarification. SUBMITTER: Technical Committee on Aircraft Rescue and COMMITTEE ACTION: Accept. Fire Fighting RECOMMENDATION: Changeto read: Triage. The sorting of casualties at an emergency according to the nature and severity of their injuries. 424M- 25 - (2-I.5): Accept SUBSTANTIATION: Clarification and updating of material. SUBMITTER: Technical Committee on Aircraft Rescue and COMMITTEE ACTION: Accept. Fire Fighting RECOMMENDATION: Renumber2~I.5 as'2-I.4 and change to read: "The recommendations contained in this document are 424M~ 19 - (I-3): Accept based on the requirement that rescue of aircraft SUBMITTER: Techdical Committee on Aircraft Rescue and occupants and other related accident victims is the Fire Fighting primary operational objective. Effectiveness J RECOMMENDATION: Delete the term "Triage Area." operations require a great deal of preplanning and SUBSTANTIATION: Superfluous, not needed. regular exercises that provide opportunity for COMMITTEE ACTION: Accept. ' 52 NFPA 424M realistic training of personnel from all agencies that 424M- 31 - (2-2.1): Accept will be involved in the incident." SUBMITTER: Technical Committee on Aircraft Rescue and SUBSTANTIATION: Clarification. Fire Fighting COMMITTEE' ACTION: Accept. I RECOMMENDATION: Change to read: 2-2.1 Many different types of emergencies can strike 'a community. However, when creating an Airport/Community Emergency Plan, the focus should be 424M- 26 - (2-1.5): Accept on aircraft related incidents. Preparation for other SUBMITTER: Technical Committee on Aircraft Rescue and types of emergencies such as floods or earthquakes Fire Fighting should be addressed in preplanning documents built RECOMMENDATION: Add the following as new 2-1.5': • around the special nature of those incidents. "It is crucial that details of planning by the SUBSTANTIATION: Clarification. response agencies consider local weather conditions and COMMITTEE ACTION: Accept. nighttime operations. For example, low temperatures may freeze medical solutions or tuhing during protracted extrication operations. Severe weather conditions may also negatively affect firefighting foam 424M- 32 - (2-2.2): Accept solution. SUBMITTER: Technical'Committee on Aircraft Rescue and Precautions must be taken, where necessary to Fire Fighting mitigate weather induced physical problems such as RECOMMENDATION: Change to read: hypothermia and dehydration. Such considerations apply 2-2.2 Most aircraft accidents occurwithin the to emergency personnel, as well as victims of the airport operational-area. However, experience has accident." shown that the most-devastating aircraft accidents have SUBSTANTIATION: Clarificationand emphasis. been those that occur off-airport, involving COMMITTEE ACTION: Accept. "" structures. It is therefore necessary to design a plan that provides for the needs of both. SUBSTANTIATION: For Clarification. COMMITTEE A~TION: Accept. 424M- 27 - (2-1.7 and 2-I.7~I): Accept SUBMITTER: Technical Committee on Aircraft Rescue and Fire Fighting I RECOMMENDATION: Renumber 2-1.7 and 2-I.7.1 as 2-1.6 424M- 33 - (2-3): Accept and 2-1.6.1. SUBMITTER: Technical Committee on Aircraft Rescue and Use the term "Plan" for "Airport/Community Emergency Fire Fighting P1 an." RECOMMENDATION: Add new subsections as follows: SUBSTANTIATION: Clarification and style. 2-3 Emergency Planning Summary. COMMITTEE ACTION: Accept. 2-3.1 " Essential elements of the Plan. 2-3.1.I Establishment of formal instruments/agreements/joint powers, etc., to cause • development and implementation of the plan. 424M- 28 - (2-1.7.2): Accept 2-3.1.2 Detailed planning for 24-hour response, SUBMITTER: Technical Committee on Aircraft Rescue and communications, logistics, etc. Fire Fighting 2-3.1.3 Agreement for Incident Command and Control RECOMMENDATION: Renumber 2-1.7.2 as 2-1.6.2'and change Systems and procedures. to read: 2-3.1.4 Funding for practice." "The Plan should be constructed using a modular and 2-3.1.5 Regular and "as needed" Plan update. severable format in order to facilitate revisions of 2-3.1.6 Public relations efforts that bring popular specific'elements without having to rewrite the entire and political support to'maintaining readiness. Plan. The Plan should be reviewed on an annual basis SUBSTANTIATION: The rationale for this new section is by all participants. The review should include a that we are providing emphasis for these critical comprehensive analysis of lessons learned from training elements. sessions, incidents, geographical and physical changes, COMMITTEE ACTION: Accept. legal and technical changes, and other factors that may influence the adequacy of the Plan." SUBSTANTIATION: Clarification. COMMITTEE ACTION: Accept. 424M- 34 - (2-3 and A~2-3 (New)): Accept SUBMITTER: Technical Committee on Aircraft Rescue and Fire Fighting RECOMMENDATION: 2-3 Types of Alerts 424M- 29 - (2-i.8): Accept Put this information (entire subsection) in the SUBMITTER: Technical Committee on Aircraft Rescue and Appendix. Fire Fighting SUBSTANTIATION: Clean up body of Manual. RECOMMENDATION: Renumber 2-I.8 as 2-I.7 and change to COMMITTEE ACTION: Accept. read: i "The costs of a major training eKercise can be a considerable factor for even the smallest of airports. Budgetary planning for training costs should include 424M- 35 - (3-1.1): Accept salaries for personnel, consumables such as fuel, SUBMITTER: Technical Committee on Aircraft Rescue and extinguishing agent, medical supplies, and other Fire Fighting necessary items, such as food and insurance for all RECOMMENDATION: Change to read: participants." 3-I.I The Plan should have an up-to-date list of all SUBSTANTIATION: :Clarification. agencies involved. In addition to agency COMMITTEE ACTION: Accept. identification, the list should include current . ? telephone numbers and names of primary contact , persons. This list should be reviewed, revised as necessary, and distributed to all agencies on a regular 424M- 30 - (2-2): Accept basis. SUBMITTER: Technical Committee on Aircraft Rescue and SUBSTANTIATION: Clarification. Fire Fighting COMMITTEE ACTION: Accept. RECOMMENDATION: Change title to read as follows: I 2-2 Types of Emergencies and Emergency Alerts SUBSTANTIATION: ,Clarification. COMMITTEE ACTION: Accept. 53 I NFPA 424M 424M- 36 "(3-1.2): Accept !'CHIEF.FIRE OFFICER," whichever is more appropriate, SUBMITTER: Technical Committee on Aircraft Rescue and given the terminology used in the Plan, Fire Fighting ~VBSTANTIATION: Clarification. RECOMMENDATION: Changeto read: COMMITTEE ACTION: Accept. 3-I.2 The first step in a viable airport emergency plan is to have the cooperation and participation of" all concerned airport/community authorities and agencies. Those that should be concerned are: 424M- 41 - (3-3.4): Accept Regarding the llst of agencies ~ (a), through (d) SUBMITTER: Technical Committee on Aircraft Rescue and are OK. Change (e) to read: Fire Fighting "emergency medical services, including ambulance RECOMMENDATION: Change to read: services. 3-3.4 Only fire fighting and rescue personnel (f) through (j) are OK. wearing approved fire fighting protective clothing and Change (k) to read: equipment should be allowed in close proximity to an "hospital coordination center." aircraft accident si~e [300 ft (100 m) from any point (i) through (x) are OK. on the aircraft or any fuel spillage is usually Eliminate (y). zconsidered a safe distance]. SUBSTANTIATION: Clarification. SUBSTANTIATION: Clarification and to increase the COMMITTEE ACTION: Accept. margin of safety. COMMITTEE ACTION: Accept. 424M- 37 - (3-2.1): Accept SUBMITTER: Technical Committee on Aircraft Rescue and 424M- 42 - (3-4.1): Accept Fire Fighting SUBMITTER: Technical Committee on Aircraft Rescue and RECOMMENDATION: Changeto read: Fire F!ghtiqg 3-2.1 For emergencies involving aircraft, the RECOMMENDATION: Changeto read: airport control tower (or airport flight service 3-4.1 In an airport emergency, it is expected that station) is required to contact the rescue and fire the first police or security officer to arrive at the fighting service and provide information on the type of scene will initiate site security procedures and emergency, such as type of aircraft, number of persons request reinforcement as needed. It is expected that on board, fuel quantity and location of the accident. these responsibilities will be spelled out in the Plan, The Plan. may also specify that air traffic services is identifying the responsible law enforcement agency for responsible for initiating the notification of local the accident site and providing for a smooth transition fire departments and other appropriate agencies in of command should responsibility for site security accordance with procedures established in the plan. shift from one agency to another. The Plan may assign this function to another agency, SVBSTANTIAYION: Clarification. such as the local Fire Department dispatching center. COMMITTEE ACTION: Accept. But, it i$ very imPortant that t~is extremely crucial function be well documented and understood by all concerned. Underscored portion of text should be in Bold print. 424M- 43 - (3-4.3): Accept SUBSTANTIATION: Clarification. SUBMITTER: Technical Committee on Aircraft Rescue and COMMITTEE ACTION: Accept. Fire Fighting RECOMMENDATION: Changeto read: 3-4.3 The Plan should provide for the prevention of unauthorized access to the accident site and for 424M- 38 - (3-3.1~): Accept preserving the site undisturbed for investigation SUBMITTER: Technical Committee on Aircraft Rescue and purposes. Fire Fighting SUBSTANTIATION: Clarification. I RECOMMENDATION: In the first sentence, change "prime" COMMITTEE ACTION: Accept. to "primary." SUBSTANTIATION: Clarification. COMMITTEE ACTION: Accept. 424M- 44 - (3-4.7): Accept SUBMITTER: Technical Committee on Aircraft Rescue and Fire Fighting 424M- 39 - (3-3.2): Accept RECOMMENDATION: Changeto read: SUBMITTER: Technical Committee on Aircraft Rescue and 3-4.7 The on-scene security/poli~e officer in Fire Fighting command should be identified by a standard distinctive RECOMMENDATION: Changeto read: uniform. In addition, the Plan should provide for a 3-3.2 Rescue and fire fighting personnel should highly visible vest, or other apparel, with reflective receiveemergency medical training that meets the lettering, front and back, that reads "POLICE CHIEF or minimum standards of their state and local SECURITY," whichever is more appropriate, given the jurisdictions. The stablization of seriously injured terminology used in the Plan. victims may depend entirely upon these first-arriving SUBSTANTIATION: Clarification. personnel. Codrdination with other responding COMMITTEE ACTION: Accept. personnel having advanced medical expertise (Paramedics and Medical Doctors) should be addressed in the Plan. SUBSTANTIATION: Clarification. COMMITTEE ACTION: Accept. 424M- 45 - (3-5.2): Accept SUBMITTER: Technical Committee on Aircraft Rescue and Fire Fighting RECOMMENDATION: Changeto read: 424M- 40 ~ (3-3.3): Accept 3-5.2 The airport operations officer in charge $UBMITTER: Technical Committee on Aircraft Rescue and should be identified by a highly visible vest, or other Fire Fighting apparel, with reflective lettering, front and back, RECOMMENDATION: Change to read: that reads "AIRPORT ADMINISTRATION." 3-3.3 The fire fighting officer in command should be SUBSTANTIATION: Clarification. identified by a standard distinctive uniform. In COMMITTEE ACTION: Accept. addition, the Plan should provide for a highly visible vest, or other apparel, with reflective lettering, front and back, that reads "INCIDENT COMMANDER," or 54 NFPA 424M 424M- 46 - (3-6): Accept 424M- 52- (3-7.2): Accept SUBMITTER: Technical Committee on AircraftRescue and SVBMITTER: Technical Committee on Aircraft Rescue and Fire Fighting Fire Fighting RECOMMENDATION: Change title to read: RECOMMENDATION: Change to read: 3-6 On Scene Medical Services. 3-7.2 The distance from the airport and the ability SUBSTANTIATION: Clarification. to receive helicopters should be considered. Reliable COMMITTEE ACTION: Accept. two~way communication between the Incident Command Post and these entities is important. The alert of an aircraft accident should be made to a single medical authority/agency which then alerts all appropriate 424M- 47-- (3-6.1): Accept. facilities according to a local medical communications SVBMITTER: Technical Committee on Aircraft Rescue and network. Fire Fighting SUBSTANTIATION: Clarification. RECQMMENDATION~ Change to read: COMMITTEE ACTION: Accept. 3-6.1 The purpose of medical service is to provide triage, medical care and transportation to accident ' victims. SUBSTANTIATION: Clarification. 424M- 53 - (3-7.3 (New)): Accept COMMITTEE ACTION: Accept. SUBMITTER: Technical Committee on Aircraft Rescue and Fire Fighting RECOMMENDATION: Add new subsection as follows: 3-7.3 It is essential that hospitals continually 424M- 48 - (3-8.2): Accept communicate through a central control point to SUBMITTER: Technical Committee on Aircraft Rescue and facilitate distribution of critically injured Fire Fighting patients. Information regarding availability of RECOMMENDATION: Change to read: speclfic trauma center, operating room, and ward space 3-6.2 It .is essential that the medical aspects of should be collected at a central control point," the Plan be integrated with other local community designated in the Plan, and disseminated to,the medical emergency plans and a~reements. transportation officer at the scene. SUBSTANTIATION: ~ Clarlfication. SUBSTANTIATION: This is an essential function and COMMITTEE ACTION: Accept. requires emphasis. COMMITTEE ACTION: Accept. 424M- 49 - (3-6.3): Accept SUBMITTER: Technical Committee on Aircraft Rescue and 424M- 54 - (3-8.1): Accept Fire Fighting SUBMITTER: Technical Committee on Aircraft Rescue and RECOMMENDATION: Change to read: Fire Fighting 3-6.3 A medical coordinator should be assigned, to RECOMMENDATION: Change to read: assume command of the emergency medical operations at 3-8.1 The aircraft operator/companyof an aircraft the accident site; In some cases, it may be necessary involved in an accident should be expected to provide to appoint an interim medical coordinator, who will be full details of alrcraft-related information, such as relieved when the designated medical coordinator number of.persons on board, fuel, and cargo arrives. information. This information is vital to the Incident SUBSTANTIATION: Clarification. Commander and will influence the tactics and strategies' COMMITTEE ACTION: Accept. used to deal with the emergency. SUBSTANTIATION: Clarification. COMMITTEE ACTION: Accept. w 424M- 50 - (3-6.4): Accept SUBMITTER: Technical Committee on Aircraft Rescue and Fire Fighting 424M- 55 - (3-8.2 (New)): Accept RECOMMENDATION: Change to read: SUBMITTER: Technical Committee on Aircraft Rescue and 3-6.4 Medical and ambulance services may be an Fire Fighting integral part of the airport organizational structure, RECOMMENDATION: Add new subsection as follows: If these services are not available at the airport, 3-8.2 They are also responsible for first prearrangements with local ambulance services should be arrangements for any uninjured survivors who may. made. The plan must ensure the dispatch of a require to. continue their'journey, or need satisfactory assignment of personnel, equipment, and accommodation or other assistance. They may also be medical supplies. To ensure a rapid response, the plan responsible for conta~ctlng deceased passenger's next of can include arrangements for land,.sea, and airborne kin. Clergy, police and/or international relief transportation of medical seryices to the scene, and agencies (Red Cross, etc.) will normally assist in the subsequent transportation of person~ requiring accomplishment o~ this task. " immediate medical care. SUBSTANTIATION: This information was taken from "old" SVBSTANTIATION: Clarification. 3-8.1. This change separates and clarifles information COMMITTEE ACTION: Accept, in this section. COMMITTEE ACTION: Accept. 424M- 51 - (3-7.1): Accept SUBMITTER: Technical Committee on Aircraft Rescue and' 424M- 56 - (3-8.3 (New)): Accept Fire Fighting SUBMITTER: Technical Committee on Aircraft Rescue and RECOMMENDATION: Changeto read: Fire Fighting 3-7.1 Participating hospitals should have RECOMMENDATION: Add new subsection as follows: contingency emergency plans for blood donations and to 3-8.3 The proper disposition of all cargo, mail and provide for mobilization of necessary medical teams to baggage.aboard an aircraft involved in an accident is the accldent site in the shortest possible time. the responsibility of the aircraft operator. Availability of qualified personnel and adequate Permission to remove these items from the aircraft may facilities at the hospitals is vital. In this respect, be granted b] the Incident Commander after the it is mandatory to establish in advance an accurate emergency has been abated and the requirements of the list of surrounding hospitals classified according to accident investigators have been met. their effective receiving capacity and specialized "SVBSTANTIATION: Essential information. features such as neurosurgical ability or burn COMMITTEE ACTION: Accept. treatmentL SVBSTANTIATION: Clarification. COMMITTEE ACTION: Accept. 55 ., NFPA 424M 424M- 57 - (3-12.3): Accept 424M- 63 - (3-18.1): Accept ~UBMITTER: Technical Committee on Aircraft Rescue and ~VBMITTER: Technical Committee on Aircraft Rescue and Fire Fighting Fire Fighting I RECOMMENDATION: Change to read: RECOMMENDATION: Changeto read: 3-12.3 The transportation officer in charge should 3-18.1 The Plan should include advance agreements wear a highly visible vest, or other apparel, with with clergy of all faiths to provide comfort to reflective lettering front and back, that reads casualties and relatives. "TRANSPORTATION OFFICER." SUBSTANTIATION: Clarification. SUBSTANTIATION~ Clarification• COMMITTEEACTION: Accept. COMMITTEE ACTION: Accept. 424M- 64 - (3-19.1): Accept 4241¢- 58 - (3-14.1): Accept SUBMITTER: Technical Committee on Aircraft Rescue and SUBMITTER: Technical Committee on Aircraft Rescue and Fire Fighting Fire Fighting RECOMMENDATION: Cha6geto read: RECOMMENDATION: Change to read: 3-19.1 A public information officer should be 3-14.1 The, Plan should reference the local community designated.This officer should coordinate and release overall civil defense emergency plan and the factual information to the news mediaand should also capabilities of local search and rescue teams. coordinate public information statements between all SUBSTANTIATION: Clarification. parties involved. COMMITTEE ACTION: Accept. It is recommended thatthe television and radionews media be requested to withhold the release of accident information to allow sufficient time for adequate security to be established. Past history has shown 424M- 59- (3-15.1): Accept that, as knowledge ofthe accident spreads, onlookers SUBMITTER: Technical Committee on Aircraft Rescue and, flock to the site and interfere with emergency vehicles Fire Fighting access to the incident. RECOMMENDATION: Changeto read: SUBSTANTIATION: Clarification. 3-15.1 Airport emergencies may be of such magnitude COMMITTEE ACTION: Accept. that local rescue and fire fighting, security, law enforcement, and medical servlces are inadequate to handle the situation. It is therefore strongly recommended that written mutual aid agreements be 424M- 65 - (Chapter 4, Title): Accept initiated to ensure the prompt and orderly response of SUBMITTER: Technical Committee on Aircraft Rescue and these agencies. Fire Fighting Delete second paragraph. RECOMMENDATION: Changetitle to read: SUBSTANTIATION: Clarification and emphasis. "Functions of Each Agency for Aircraft Accident on COMMITTEE ACTION: Accept. Airport" ~UB~TANTIATION: Clarification. COMMITTEE ACTION: Accept. 424M- 60 - (3-16 and 3-16.1): Accept SUBMITTER: Technical Committee on Aircraft Rescue and Fire Fighting 424M- 66 - (4-I): Accept I RECOMMENDATION: Renumberparagraphs 3-16 and 3-16.1 as SUBMITTER: Technical Committee on Aircraft Rescue and 3-17 and 3-17.1. Text remains the same. Fire Fighting SUBSTANTIATION: Clarification and repositioning. I RECOMMENDATION: Change to read: COMMITTEE ACTION: Accept. "General." SUBSTANTIATION: Changemade necessary by Title change. COMMITTEE ACTION: Accept. 424M- 61 - (3-17 and 3-17.1): Accept SUBMITTER: Technical Committee on Aircraft Rescue and Fire Fighting 424M- 67 - (Figure 4-1.2.1): Accept RECOMMENDATION: Renumberparagraphs 3-17 and 3-17.1 as SUBMITTER: Technical Committee on Aircraft Rescue and 3-16 and 3-16.1 and revise to read: Fire Fighting 3-16 Harbor Patrol and toast Guard. RECOMMENDATION: Revise Figure 4-1.2.1 as shown on 3-16.1 Harbor patrol and Coast Guard services are following page. vital to airports adjacent to large bodies of water. SUBSTANTIATION: .Clarification and emphasis on Coordination of such services should be included in the important elements of the Plan. Plan where applicable. Communication requirements to COMMITTEE ACTION: Accept. obtain the immediate response of such services (and the ability to communicate during the emergency) are an essential ingredient of the plan. SUBSTANTIATION: Clarif,ication and repositioning. 424M- 68 - (4-1.2.2~): Accept COMMITTEE ACTION: Accept. SUBMITTER: Technical Committee on Aircraft Rescue and Fire Fighting RECOMMENDATION: Changeto read: "Immediately provide information on the location of 424M- 62 - (3-17.1): Accept the accident and type of alarm, giving grid-map SUBMITTER: Technical Committee on Aircraft Rescue and reference or other identifying terrain features. These Fire Fighting details should include the type of aircraft. RECOMMENDATION: Add as second paragraph to existing Subsequent calls may expand this information by 3-17.1 (renumbered as 3-16.1): providing details on the number of occupants, fuel on "If the area in which the boats are to be operated is board, aircraft operator, if appropriate, and any subject to freezing, vehicles suitable for operation on dangerous goods (hazardous materials) on board, ice (i.e. Hover Craft, Swamp Boats, Etc.) should be including quantity and location." available." SUBSTANTIATION: Editorial and clarification. SUBSTANTIATION: Amplification and clarification. COMMITTEE ACTION: Accept. COMMITTEE ACTION: Accept. 5B NFPA 424M Air Traffic Control Airport Airport Medical k • RFF Police Services Airport Admlnlstratlor . I I , I Fire Ambulance ~. Mutual Aid I Mutual °ce Aid I Service A,rcra,t I I I Public operat6r(s) I I i i,nformatlo n i H°spltalControl k Ser'vlces I I FAA/NTSBI Postal, I I Coroner I' officials I II] Oper~t,lons I Informatlonl I officer I I Fue.llngI LEOEND: I Transporta-I I Marntenancel Alarm tlon I I Notification Telephone l Cust°ms ~ Notlflcalton ['~m'g~a~'°nl I EPA [ Clergy I I I EOC Fig. 4-1..2.1 Flow Control Chart - Aircraft Accident on Airport 57 NFPA 424M 424M- 69 - (4-1.2.3): Accept 424M- 75 - (4-I.5.I): Accept SUBMITTER: Technical Committee on Aircraft Rescue and SUBMITTER: Technical Committee on Aircraft Rescue and Fire Fighting Fire Fighting I RECOMMENDATION: Delete and renumber existing text. RECOMMENDATION: Changeto read: SUBSTANTIATION: Not realistic or necessary for ATC to 4-1.5.1 The airport authority representative should make these notif.ications. go to the accident site and, as needed, set up an COMMITTEE ACTION: Accept. easily identifiable mobile command post. The mobile command post should be adequately staffed by s~nior representatives able to make decisions involving: (a) airport operations; 424M- 70 - (4-1.2.5): Accept (b) security operations; SUBMITTER: Technical Committee on Aircraft Rescue and (c) medical operations; Fire Fighting (d) aircraft operations; and RECOMMENDATION: Change first sentence to read: (e) aircraft recovery operations. "Issue appropriate Notice to Airmen (NOTAM) SUBSTANTIATION: Clarification. immediately for example:" COMMITTEE ACTION: Accept. SUBSTANTIATION: Clarification. COMMITTEE ACTION: Accept. 424M- 76 - (4-I.5.2(k) (New)): Accept SUBMITTER: Technical Committee on Aircraft Rescue and 424M- 71 - (4-1.2.6): Accep't Fire Fighting SUBMITTER: Technical Committee on Aircraft Rescue and RECOMMENDATIQN: Add: Fire Fighting (k) If necessary notify Medical Examiners/Coroners I RECOMMENDATION: Change the word "time" to Office to assist with Fatalities. Also identify and "notification time(s)." designate temporary morgue facilities. SUBSTANTIATION: Clarification. SUBSTANTIATION: Clarification of responsibility where COMMITTEE ACTION: Accept. applicable. COMMITTEE ACTION: Accept. 424M- 72 - (4-1.3.2): Accept SUBMITTERi Technical Committee on Aircraft Rescue and 424M- 77 - (4-1.5.4): Accept Fire Fighting SUBMITTER: Technical Committee on Aircraft Rescue and RECOMMENDATION: Change to read: Fire Fighting 4-I.3.2 Airport rescue and fire fighting services: RECOMMENDATION: Delete 4-1.5.4 and renumber I. Proceedvia established access routes to the accordingly. incident as indicated by air traffic control services. SUBSTANTIATION: Rationale: not realistic. 2. Advise mutual aid fire department(s) while COMMITTEE ACTION: Accept. enroute of: (a) rendezvouspoint; (b) staging area; (c) manpowerand equipment required for support if 424M- 78 - (4-1.5.6): Accept known; SUBMITTER: Technical Committee on Aircraft Rescue and (d) any other pertinent information. Fire Fighting 3. Immediately establish an On-Scene Command Post. RECOMMENDATION: Change"He/she" to "They." SUBSTANTIATION: Editorial. SUBSTANTIATION: Editorial. COMMITTEE ACTION: Accept. COMMITTEE ACTION: Accept. 424M- 73 - (4-1.4.1): Accept 424M- 79 - (4-1.6.1(c) and (g) (New)): Accept SUBMITTER: Technical Committee on Aircraft Rescue and SUBMITTER: Technical Committee on Aircraft Rescue and Fire Fighting Fire Fighting RECOMMENDATION: Change to read: RECOMMENDATION: Change (c) to read: 4-I.4.1 The first securlty/pollce officer to arrive "Provide control and dispatch of the casulaties to should coordinate with the on-scene commander and, to the appropriate hospitals by land, sea, or air;" the degree possible, immediately establish free traffic Also, add (g): lanes on ingress and egress roads for emergency "Provide medical analysis of walking woundedand vehicles, initiate security responsibility, and request uninjured." reinforcements as needed. Leave all else as is. Traffic flow and site security are the primary SUBSTANTIATION: Clarification of actual duties. responsibility of Police and Security personnel. They COHMITTEE ACTION: Accept. should notify the appropriate communications center of the location of the accident and available means of access and egress. After consultation with the Incident Commander, initiate traffic control measures 424M- 80 - (4-1.7.1(a) and (b)): Accept in order to aid responding emergency vehicles. SUBMITTER: Technical Committee on Aircraft Rescue and SUBSTANTIATION: Clarification of specific Fire Fighting responsibilities and relationships. I RECOMMENDATION: Make (a) (b) and vice versa. COMMITTEE ACTION: Accept. SUBSTANTIATION: Clarification. COMMITTEE ACTION: Accept. 424M- 74 - (4-1.4.1): Accept SUBMITTER: Technical Committee on Aircraft Rescue and. 424M- 81 - (4-1.8.1): Accept Fire Fighting SUBMITTER: Technlcal Commlttee on Aircraft Rescue and RECOMMENDATION: Second paragraph change "local Fire Fighting security communications center" to "Incident Commander." RECOMMENDATION: Change to read: SUBSTANTIATION: Clarification. 4-1.8.1 A sen lor aircraft operator representative COMMITTEE ACTION: Accept. should report to the Command Post to coordinate the aircraft operator activities with the Incident Commander. SUBSTANTIATION: Clarification. COMMITTEE ACTION: Accept. 58" , NFPA 424M "424M- 82 - (4-1.8.6): Accept I Subsequent calls may expand this information by SUBMITTER: Technical Committee on Aircraft Rescue and providing details on the number of occupants, fuel on Fire Fighting board, aircraft operator, if appropriate, and any RECOMMENDATION: Changeto read: dangerous' goods' (hazardous materials) on board, 4-I.8.6 The receptionist should meet the buses as including quantity and location." they arrive from the scene of the accident and direct SUBSTANTIATION: Editorial and clarification. the passengers to the registrars' tables where they COMMITTEE ACTION: Accept. will be processed. The receptionist should also explain where toilet facilities, telephones, and other amenities are located. However, migration outside the holding area should be prevented until each person 424M- 88 - (4-2.2.4): Accept transported to the holding area is identified and SUBMITTER: Technical Committee on Aircraft Rescue and processed according to the Plan. Fire Fighting • SUBSTANTIATION: Clarification of necessary steps. RECOMMENDATION: Renumber4-2.2.4 as 5-1.4 and change COMMITTEE ACTION: Accept. to read: "If requested by the fire department having jurisdiction over the accident area, provide for dispatch of the RFF service in accordancewith the Plan 424M- 83 - (4-1.8.9(e)): Accept " and any mutual aid agreements. SUBMITTER: Technical Committee on Aircraft Rescue and SUBSTANTIATION: Clarification. Fire Fighting COMMITTEE ACTION: Accept. RECOMMENDATION: Add: (e) Environmental protection agencies if fuel spill, fire fighting actions, or airborne matter may affect the environment. 424M- 89 - (4-2.2.5): Accept SUBSTANTIATION: Clarification. SUBMITTER: Technical Committee on Aircraft Rescue and COMMITTEE ACTION: Accept. Fire Fighting I RECOMM~NDATION: Renumber4-2.2.5 as 5-1.4 and change to read: "Issue appropriate Notice to Airmen (NOTAM) 424M- 84 - (4-2, 4-2.1 and 4-2.2): Accept immediately, for example: SUBMITTER: Technical Committee on Aircraft Rescue and Airport rescue and fire fighting service protection Fire Fighting . unavailable untl1,(time) or until further notice. RECOMMENDATION: Delete existing paragraphs 4-2 and All equipment committed to an aircraft accident." 4-2.1 and add new paragraphs: SUBSTANTIATION: Clarification. 4-2 Organization Charts. COMMITTEE ACTION: Accept. 4-2.1 Organization charts dhould be prepared fo~ each anticipated type of emergency situation, off-airport inc-ident, on-airport incident, earthquake, flood, etc. 424M- 90 - (4-2.2.6): Accept 4-2.2 These charts should depict the relationships SUBMITTER: Technical Committee on Aircraft Rescue and and duties of all components of the Plan in such detail Fire Fighting that each partlcipat!ng avency has a full understanding RECOMMENDATION: Renumber4-2.2.6 as 5-1.5 and change of its duties and responslbilities. to read: SUBSTANTIATION: Rationale is to provide up-to-date "Confirm that the actions above were completed, by information and guidance on emergency scene management. written or computer checkllst, indicating notification COMMITTEE ACTION: Accept. time(s) and name of p(rson completing action." SUBSTANTIATION: Clarification. .COMMITTEE ACTION: Accept. 424M- 85 - (4-2.2, 4-2.2.1, 4-2.2.2, 4-2.2.4, 4-2.2.5, 4-2.2.6, 4-2.3, 4-2.3.1, 4-2.3.2 thru 4-2.3.4, 4-2.4, 4-2.4.2 and 4-2.5 thru 4-2.10.1 and Chapter 5): Accept 424M- 91 - (4-2.3): Accept SUBMITTER: Technical Committee on Aircraft Rescue and SUBMITTER: Technical Committee on Aircraft Rescue and Fire Fighting Fire Fighting RECOMMENDATION: Create a new Chapter 5, "Functions of RECOMMENDATION: Renumber4-2.3 as 5-2 and change to Each Agency for Aircraft Accident off Airport" using read: the following paragraphs from Chapter 4: "Action by Police and/or other Security Services." 4-2.2, 4-2.2.1, 4-2.2.2, 4-2.2.4, 4-2.2.5, 4-2.2.6, SUBSTANTIATION: Clarification. Ik 4-2.3, 4-2.3.1, 4-2.3.2 thru 4-2.3.4, 4-2.4, 4-2.4.2 COMMITTEE ACTION: Accept. and 4-2.5 thru 4-2.10.I. SUBSTANTIATION: Rationale is based upon creation of a user-frlendly manual. We are making the manual easier to read. 424M- 92 - (4-2.3.1): Accept COMMITTEE ACTION: Accept. SUBMITTER: Technical Committee on Aircraft Rescue and Fire Fighting RECOMMENDATION: Renumber4-2.3.1 .as 5r2.1 and change to read: 424M- 86 - (4-2.2.'I and Figure 4-2.2.1): Accept "The first securlty/pollce officer to arrive should suBMITTER: Technical Committee on Aircraft Rescue and coordinated with the on-scene commander ann, to the Fire Fighting degree possible,.immediately establish free traffic RECOMMENDATION: Renumber4-2:2.1 as 5-1.~, text lanes on ingress and egress roads for emergency remains the same but revise Figure 4-2.2.1 as follows. vehicles, initiate security responsibility, and request (Figure shown on the following page). reinforcements a~ needed. SUBSTANTIATION: Clarification and emphasis on Traffic flow and site security are the primary important elements of the Plan. responsibility of Police and Security personnel. They COMMITTEE ACTION: Accept. should notify the appropriate communications center of the location of the accident and available means of access and egress. After consultation with the Incident Commander, initiate traffic cntrol measures in 424M- 87 - (4-2.2.2): Accept order to aid responding emergency vehicles." SUBMITTER: Technical Committee on Aircraft Rescue and SUBSTANTIATION: Clarification of specific Fire Fighting responsibilities and relationships. RECOMMENDATION: Renumber4-2.2.2 as 5-I.2 and change COMMITTEE ACTION: Accept. to read: ., "Immediately provide information on the location of the accident and type of alarm, givlng.grid-map reference or other identifying terrain features. 59 NFPA 424M Alarm and Dispatch Center Police Air Traffic Emergency I DepartmentFire J Department Control Operations Center , I I Police I Airport State MutualFireAid I Mutual Aid RFF I G°vernment'°ca' I I GovernmentI I Airport I pub,c I I Public I Police U,,,,~,e~ I I Works I Medical IPsyhcologlcat Ambulance Services I IAss°clatl°n I Service .~ Telephone I Transporta-tlon k Hospital I Airport Company I Control Administration I I Contractor Association NTSB Coroner I Airport I I I I Aircraft k PublIc I FAA I I FEMA Oper.ator ..•Informatlon I I I Customer EPA I I FBI Service H OperationsI I I I OfficialsPostal k H MalntenanceI lnformatlonk I I I H FuelingI I I .I Transporta-tlonk LEGEND: Alarm Immlgrattonk Notification Telephone Notificaiton Fig. '5-1.1 Flow Control Chart - Aircraft Accident off Airport 60 NFPA 424M 424M- 93 - (4-2.3.2 and 4-2.3.4): Accept 424M- 99 - (4-2.7 and 4-2.7.1): Accept SUBMITTER: Technical Committee on Aircraft Rescue and SUBMITTER: Technical Committee on Aircraft Rescue and Fire Fighting Fire Fighting RECOMMENDATION: Combine4-2.3.2 and 4-2.3.4, renumber I RECOMMENDATION: Renumber 4-2.7 and 4-2.7.1 as 5-4.2 as 5-2.2* and change to read: and 5-4.2.1. "Security personnel and police ~lill be needed to SUBSTANTIATION: To keep in sequence. handle traffic in the vicinity of the accident site and ~OMMITTE E ACTION: Accept. to prevent disturbance of materia} scattered over the accident site. The emergency site should be cordoned off as soon as possible to exclude intruders, media, sightseers, 424M- I00 - (4-2.8 and 4-2.8.1): Accept onlookers, and souvenir hunters, Appropriate markings SUBMITTER: Technical Committee on Aircraft Rescue and should be prominently displayed to advise all persons Fire Fighting of possible hazards that may cause ~erious injury IRECOMMENDATION: Renumber4-2.8 as 5-4.3. should they encroach on the area~ Flares should not be Renumber 4-2.8.1 as 5-4.3.1-and change to read: used within 300 ft (100 m) of the accident site to • "A senior aircraft operator representative should prevent ignition of fuel vapors." report to the Command Post to coordinate with the SUBSTANTIATION: Clarification and safety. Incident Commander.'~ COMMITTEE ACTION: Accept. SUBSTANTIATION: Clarification. COMMITTEE ACTION: Accept. 42411- 94 - (4-2.3~3 and 4-2.3.5 thru 4-2.3.7): Accept SUBMITTERi Technical Committee on Aircraft Rescue and 424M- I01 - (4-2.8.2 thru 4-2.8.7): Accept Fire Fighting SUBMITTER: Technical Committee on Aircraft Rescue and RECOMMENDATION: Delete paragraph 4-2.3.3.: Fire Fighting Renumber 4-2.3.5, 4-2.3.6 and 4--2.3.7 as 5-2.3, 5-2.4 RECOMMENDATION: Renumber 4-2.8.2 as 5-4.3.2 and change and5-2.5. "inflammable" to "flammable." SUBSTANTIATION: Topic already covered. This Renumber 4-2.8.3 thru 4-2.8.7 as 5-4.3.3 Ehru 5-4.3.7. subsection is superfluous. SUBSTANTIATION: Use of correct terminology. COMMITTEE ACTION: Accept. COMMITTEE ACTION: Accept. 424M- 95 - (4-2.4): Accept 424M- I02 - (4-2.8.8): Accept ~UBMITTER: Technical Committee on Aircraft Rescue and SUBMITTER: Technical Committee' on Aircraft Rescue and Fire Fighting Fire Fighting RECOMMENDATION: Renumber 4-2.4 a:s 5-3 and change t 9 I RECOMMENDATION: Delete. read: SUBSTANTIATION: This statement is outside of the scope "Action by Rescue and Fire Fighting (RFF) Services." of this manual. SUBSTANTIATION: clarification. COMMITTEE ACTION: Accept. COMMITTEE ACTION: Accept. 424M- 103 - (4-2,8.9): Accept 424M- 96 - (4-2.4.1 thru 4-2.4.2): Accept SUBMITTER: Technical Committee on Aircraft Rescue and ~UBMITTER: Technical Committee on Aircraft Rescue and Fire Fighting Fire Fighting RECOMMENDATION: Renumber 4-2.8.9 as 5-4.3.8 and RECQMM[NDATIQN: Renumber 4-2.4.1 as 5-3.1. • precede first sentence with "Where necessary" and add Renumber 4-2.4.2 as 5-3.2 and change as follows: "NTSB" in (g), in front of '(FBI)." "Responding airport rescue and fire fighting services SUBSTANTIATION: Clarification. should: COMMITTEE ACTION: Accept. Ca) Rrbceed via pre-establishe,d access routes, considering vehicle weight, height, and width, to the off-airport accident site in coordination with local police/security direction . . " 4'24M- 104 - (4-2.8.10 thru 4-2.8.12): Accept (rest of'this subsection remains the same) SUBMITTER: Technical Committee on Aircraft Rescue and Renumber 4-2.4.3 and 4-2.4.4 as 5-3.3 and 5-3.4 Fire Fighting respectively. RECOMMENDATION: Renumber 4-2.8.10 and 4-2.8.11 as SUBSTANTIATION: Clarification and amplification of 5-4.3.9 and 5-4.3.10. , special considerations. Renumber 4-2.8.12 a~s 5-4.3.11 and.add aste'risk and COMMITTEE ACTION: Accept. place ICAO information, along with FAA information. (AC150/5200-13) into the Appendix, SUBSTANTIATION: Amplification. COMMITTEE ACTION: Accept. 424M- 97 - (4-2.5): Accept SUBMITTER: Technical Committee on Aircraft Rescue and Fire Fighting RECOMMENDATION: Renumber 4-2.5 as 5-4 and change to 424M- I05 - (4-2.9 thru 4-2.10.2): Accept read: SUBMITTER: TechniCal Committee on Aircraft Rescue and "Action by Medical services." Fire Fighting SUBSTANTIATION: Clarification. RECOMMENDATION: Renumber 4-2.9 and 4-2.9.1 as 5-4.4 COMMITTEE ACTION: Accept. and 5-4.4.1. Renumber 4-2.10 and 4-2,10.I as 5-5 and 5-5.1. Renumber 4-2.10.2 as 5-5.2 and change to read: "Under no circumst~mces should the media or other 424M- 98 - i4-2.6): Accept personnel not directly involved in the fire fighting, SUBMITTER: Technical Committee on Aircraft 'Rescue and rescue or emergency medical care be permitted inside Fire Fighting security lines until all rescue operations have been RECOMMENDATION: Delete existing 4-2.5.1 and 4-2.5.2 completed and the area is declared safe for entry by and renumber 4-2.6 as 5-4.1 and revise as follows: the Incident Commander/chief fire officer:" Swap Ca) and (c), and change (c) to read: SUBSTANTIATION: Clarification. "Provide doctors and trauma teams to the accident COMMITTEE ACTION: Accept. site in accordance with the Plan." SUBSTANTIATION: Clarification~ COMMITTEE ACTION: Accept. 61 NFPA 424M 424M- 106 - (4-3, 4-4 and Chapter 6): Accept 424M- 113 - (6-I and 6-1.1): Accept SUBMITTER: Technical Committee on Aircraft Rescue and SUBMITTER: Technical Committee on Aircraft Rescue and Fire Fighting Fire Fighting I RECOMMENDATION: Create a new Chapter 6, " In- Fll'g h t RECOMMENDATION: Renumber 6-I as 9-I. Emergencies" using Sections 4-3 and 4-4. Renumber 6-I.I as 9-1.1 and change to read: Leave text of 4-3 and 4-4 as they are and renumber as "A coordinated communications network is a 6-I and 6-2 respectively. prerequisite to any large-scale operation that involves SUBSTANTIATION: Clarification. agencies from more than one jurisdiction." COMMITTEE ACTION: Accept. SUBSTANTIATION: Clarification. COMMITTEE ACTION:' Accept. 424M- 107 - (4-5, 4-6, A-4.5, A-4.6.1 and A-4.6.3): Accept SUBMITTER: Technical Committee on Aircraft Rescue and 42411- 114 - (6-1.2 and 6-1.3): Accept Fire Fighting SUBMITTER: Technical Committee on Aircraft Rescue and RECOMMENDATION: Delete these sections in their Fire Fighting entirety and associated appendix material. RECOMMENDATION: Renumber 6-1.2 as 9-1.2. SUBSTANTIATION: Clarification. Renumber 6-1.3 as 9-I.3 and change to read: COMMITTEE ACTION:' Accept. "The operational communications network should provide a primary and, where necessary, an alternate effective means for direct communications between the following, as applicable: ~24M- 108 - (4-7.1 thru 4-7.2): Accept (a) The alerting authority (control tower or flight SUBMITTER: Technical Committee on Aircraft Rescue and service station, airport manager, flxed-base operator, Fire Fighting or airline offlce) and the RFF units serving the I RECOMMENDATION: Create a new Chapter 7, "Other airport. Emergencies" using paragraphs 4-7.1 thru 4-7.2. (b) Air traffic control tower and/or flight service Renumber paragraphs 4-7.1 and 4-7.2 as 7-I and 7-2, station, the appropriate fire department alarm text remains the same. room/dispatch center(s) and the fire fighting and SUBSTANTIATION: Clarification. rescue crews inroute to an aircraft emergency and at COMMITTEE ACTION: Accept. the accident/incident site. (c) Appropriate mutual aid agencies located on or off the airport, including an alert procedure for all auxiliary personnel expected to respond. 424M- 10g - (4-8.1 thru 4-8.6): Accept (d) The RFF vehicles including a communications SUBMITTER: Technical Committee on Aircraft Rescue and capability between crew members on each RFF vehicle. Fire Fighting SUBSTANTIATION: Clarification. RECOMMENDATION: Renumber 4-8.1 as 7-3 and change to COMMITTEE ACTION: Accept. read: "The natural disasters to which airports may be subjected include storms, floods, earthquakes, and seismic sea waves.. The vulnerability of an airport to 424M-115 - (6-2 thru 6-2.2): Accept any of these will, in ~oodmeasure be affected bY SUBMITTER: Technical Committee on Aircraft Rescue and geography. While nothlng can be done to avert them, Fire Fighting there are actions that can be taken to minimize damage RECOMMENDATION: Renumber 6-2 and 6-2.1 as 9-2 and and expedite .restoration of aircraft operations." 9-2. I. Renumber 4-8.2 thru 4-8.6 as 7-4 thru 7-8. Renumber 6-2.2 as 9-2.2 and change to read: Delete 4-9 and 4-9.1 and renumber 4-10 thru 4-|0.2 as "Portable Radios. A sufficient number of portable, 7-g thru 7-9.2. two-way radios should be available to provide each ~UBSTANTIATION: Clarification. participating agency with the ability to communicate COMMITTE E ACTION: Accept. with. the command post." SUBSTANTIATION: Clarification. COMMITTEE ACTION: Accept. 424M- 110 - (Chapter 5): Accept SUBMITTER: Technical Committee on Aircraft Rescue and Fire Fighting 424H- 116 - (6-2.3): Accept RECOMMENDATION: Renumber existlng Chapter 5 to Chapter SUBMITTER: Technical Committee on Aircraft Rescue and 8 and change title to read: Fire Fighting "Chapter 8 Emergency Operations Center and Mobile RECOMMENDATION: Renumber 6-2.3 as 9-2.3 and change to Command Post" read: Leave entire Chapter as is. Renumber paragraphs 5-I "Strict communication discipline must,be employed to thru 5-2.8 to 8-I thru 8-2~8 respectfully. prevent jamming of emergency frequencies. Each agency SUBSTANTIATION: To keep chapters in sequence. should operate on its own frequency, and there should COMMITTEE ACTION: Accept. be a designated command frequency." SUBSTANTIATION: Clarification. COHHITTEE ACTION: Accept. 424M- 11~ - (5-I): Accept SUBMITTER: Technical Committee on Aircraft Rescue and Fire Fighting 424H- 117 - (6-2.4): Accept I RECOMMENDATION: Add to new Chapter 5: SUBMITTER: Technical Committee on Aircraft Rescue and " 5-I General. Fire Fighting SUBSTANTIATION: Change necessary due to Chapter split. RECOMMENDATION: Renumber 6-2.4 as g-2..4 and change COMMITTEE ACTION:. Accept. "VHF-AM transceivers" to "radios." ~UBSTANTIATION: Clarification. COMMITTEE ACTION: Accept. 424M- 112 - (Chapter 6): Accept SUBMITTER: Technical Committee on Aircraft Rescue and Fire Fighting 424M- 118 - (6-2.5): Accept I RECOMMENDATION: Renumber Chapter'6 as Chapter 9. SUBMITTER: Technical Committee on Aircraft Rescue and' SUBSTANTIATION: To keep in sequential order. Fire Fighting COMMITTEE ACTION: Accept. RECOMMENDATION: Renumber 6-2.5 as 9-2.5 and add "cellular phones." 62 , NFPA 424M SUBSTANTIATION: New technology. "Responsi bi I i ties of the emergency medicai COMMITTEE ACTION: Accept. organization include all aspect of medical care: triage, treatment and transportation, at the scene of an aircraft accident." SUBSTANTIATION: Clarification. 424M- 119 - (6-2.6 thru 6-3.2): Accept COMMITTEE ACTION: Accept. SUBMITTER: Technical Committee on Aircraft Rescue and Fire Fighting RECOMMENDATION: Renumber6-2.6 as 9-2.6 and change to read: 424M-_125 - (8-2 thru 8-3.1): Accept, "Medical facilities and ambulances need SUBMITTEg: Technical Committee on Aircraft Rescue and communications capability in order~to take advantage of Fire Fighting advance life support systems within the medical J RECOMMENDATION: Renumber8-2 as 11-2. community." Renumber 8-2.1 to II-2.1. Renumber 6-2.7 thru 6-3.2 as 9-2.7 thru 9-3.2 Renumber 8-2.2 as II-2.2 and remove the word accordingly. "bandaging." SUBSTANTIATION: Clarification. Renumber 8-3 and 8-:3.1 as 11-3 and 11-3.1. COMMITTEE ACTION: Accept. SUBSTANTIATION: The word "bandaging" is not necessary. COMMITTEE ACTION: Accept. 424M- 120 - (Chapter 7): Accept SUBMITTER: Technical Committee or, Aircraft Rescue and 424M- 126 - (8-3.2): Accept Fire Fighting SUBMITTER: Technical Committee on Aircraft Rescue and J RECOMMENDATION: RenumberChapter 7 as Chapter I0. Fire Fighting SUB$TANTXATION: To keep in sequer,tlal order. RECOMMENDATION: Renumber8-3.2 as 11-3.2; COMMITTEE ACTION: Accept. Leave text, and add: "Recent incidents have demonstrated thai the unique characteristics presented by any given location must be taken into consideration when .deciding on the type and 424M- 121 ~ (7-1 thru 7-1.2, 7-2 (New) and 7-2.1 quantity of supplies to be Rept available for major (New)): Accept incidents. For instance, extremes in temperatures SUBMITTER: Technical Committee or, Aircraft Rescue and should be'considered, and appropriate supplies Fire Fighting stockpiled. Geographical and/or topographical RECOMMENDATION: Renumber7-I and 7-1.1 as 10-I and conditions should also be taken into consideration. I0-I.I. The type and quantity of,all medical supplies Renumber 7-1.2 as 10-1.2 and replace with: ~tockptled should be determined by the agency "The Plan should be very specific in its designation responsible for providing emergency medical service to of other responsible entities and their authority and the alrport." function in,the command organization." SUBSTANTIATIONi Clarification. Add new sections 7-2 and 7-2.1, renumbered as 10-2 COMMITTEE ACTION: Accept. and I0-2.1 respectively, as folldws: 10-2 Incident Command System. I0-2.1 The Plan should include a flexible organization tool, which enhances managementof all 424M- 127 - (8-3.3): Accept activities at the accident site. This system should SUBMITTER: Technical Committee on Aircraft Rescue and include a'descriptlon of each elewnent of the Plan, the Fire Fighting agency assigned to the specific element and a brief RECOMMENDATION: Renumber8-3.3 as II-3.3 and remove summary of the authority and responsibility necessary last three sentences. to execute the element. A diagrammatic representation SUBSTANTIATION: Instructive, not proper. of an organization chart from a typical Incident COMMITTEE ACTION: Accept. Command System is shown in Figure 7-I. SUBSTANTIATION: Clarification. COMMITTEE ACTION: Accept. 424M- 128 - (8-3.5): Accept SUBMITTER: Technical Committee on Aircraft ,Rescue and Fire Fighting 424t¢- 122 - (Chapter 8): Accept [ RECOMMENDATION: Delete. SUBMITTER: Technical Committee on Aircraft Rescue and SUBSTANTIATION: Not true in all cases. Fire Fighting COMMITTEE ACTION: Accept. I RECOMMENDATION: RenumberChapter 8 as Chapter 11. SUBSTANTIATION: To keep in sequential order. COMMITTEE ACTION: Accept. 424M- 129 - (8-4 and 8-4.1)!. Accept SUBMITTER: Technical Committee on Aircraft. Rescue and Fire Fighting 424M- 123 - (8-1 thru 8-1.1): Accept RECOMMENDATION: Renumber8-4 as 11-4. ~UBMITTER: Technical Committee on Aircraft Rescue and Renumber 8-4.1 as 11-4.1 and change to read: Fire Fighting "Emergency medical service should be readily RECOMMENDATION: Renumber8-I as 11-I. available to an airport. Minimumconsiderations for Renumber 8-I.I as 11-I.I and replace with: level of service should include: number of passengers "These recommendationsare based upon the existence served, number of persons employed at the airport, of an established level of emergency medical service industrial activity un airport property, and distance that can be expanded into a comprehensive emergency from adequate medical facilities. Ideally, each medical system at the scene of an aircraft accident airport should have a properly staffed and equipped with numerous casualties." first aid room/medical facility on site; in addition to SUBSTANTIATION: Clarification. arranging for the capability of emergency response of COMMITTEE ACTION: Accept. trained medical personnel with the capability to treat serious injuries and transport to proper medical facilitles." SUBSTANTIATION: Clarification. 424M- 124 - (8-1.2): Accept COMMITTEE ACTION: Accept~ SUBMITTER: Technical Committee on Aircraft Rescue and Fire Fighting I RECOMMENDATION: Renumber8-I~2 as II-I.2 and replace with: 63 NFPA 424M 424M~ I~30 - (8-4.2): Accept 424M- 134 - (8-5 thru 8-6): Accept SUBMITTER: Technical Committee on Aircraft Rescue and SUBMITTER: Technical Comittee on Aircraft Rescue-and Fire Fighting Fire Fighting RECOMMENDATION_: Renumber8-4.2 'as 11-4.2 and change to RECOMMENDATION: Renumber8-5 and 8-5.1 as 11-5 and read; 11-5.1. "The primary purpose of emergency medical services is Renumber 8-6 as 11-6 and change title to: to provide triage, treatment and transportation in "Immediate/Emergency Medical Care. (See Figure order to stabilize, provide comfort, and transport 11-6)." vlctims/patients to appropriate medical facilities." Revise Figure 8-6 by adding "Mino~, Delayed and ~;UBSTANTIATION: C1 ari fi cation. Immediate" to PI}I, PII and PI." COMMITTEE ACTION: Accept. Renumber 8-6.1 thru 8-6.3 as 11-6.1 thru 11-6.3. Renumber 8-6.4 as 11-6.4 and change to read: "Triage must begin immediately. Qualified medical personnel should be assigned this task. Victims are 424M- 131 - (8-4.3): Accept moved from the triage area to the appropriate care SUBMITTER: Technical Committee on Aircraft Rescue and holding areas before definitive treatment is rendered. Fire Fighting Casualties should be stabilized at the care holding RECOMMENDATION: Renumber8-4.3 as 11-4.3 "and change to areas and then transported to an appropriate facility." read: SUBSTANTIATION: Clarification. "The delivery of trained medical personnel, capable COMMITTEE ACTION: Accept. of treating and transporting injured victims of an aircraft accident to the accident site, is a vital component of the airport community emergency plan. Determination of who will provide this servlce must be 424M- 135 - (8-6,5): Accept preplanned with all necessary legal and financial SUBMITTER: Technical Committee on Aircraft Rescue and arrangements taken care of before the accident occurs. Fire Fighting This includes integration with local commUnity plans RECOMMENDATION: Renumber 8-6.5 as 11-6.5 and change to and/or "mutual aid" agreements." read: SUBSTANTIATION: Clarification. I "EverY effort should be made to ensure. that • COMMITTEE ACTION: Accept. I "Immediate" casulaties are treated flrst and recelve I immediate ambulance transportation priority once they l'are stabilized: This is the responsibility of the l,immediate carb leader." 424M- 132 - (8-4.4 and 8-4.5): Accept • SUBSTANTIATION: Clarification. SUBMITTER: Technical Committee on Aircraft Rescue and COMMITTEE ACTION: Accept. Fire Fighting RECOMMENDATION: Delete 8-4.4 and renumber 8-4.5 as, 11-4.4 and change to read: "Medical and ambulance services may be an integral 424M- 136 - (8-6.6): Accept part of the airport services, 'particularly the SUBMITTER: Technical Committee on Aircraft Rescue and ambulance service which may, in many cases, be part of Fire Fighting the airport rescue and fire fighting service. If RECOMMENDATION: Renumber8-6.6 as 11-6.6 and change to medical and ambulance services are not available at the read: airport, prearrangements with local agencies providing "Triage is most efficiently accomplished in place. these services should be made. The Plan must ensure However, the conditions of an accident scene may demand the dispatch of a satisfactory assignment of the immediate movement of casualties before triage can trauma-tralned emergency service medical personnel, be safely accomplished. In that case, the casualties equipment and medical supplies. The plan should should be moved the shortest distance possible, well address the location of surroundin~ medical facilities away from fire fighting operations, and upwind and and the l'evel of service each provides." uphill from the scene." SUBSTANTIATION: Clarification. SUBSTANTIATION: Clarification. COMMITTEE ACTION: Accept. COMMITTEE ACTION: Accept. 424M- 133 - (8-4.6 thru 8-4.8): Accept 424M- 137 - (8-7 thru 8-7.4): Accept SUBMITTER: Technical Committee on Aircraft Rescue and SUBMITT~R: Technical Committee on Aircraft Rescue and Fire Fighting Fire Fighting, RECOMMENDATION: Renumber8-4.6 as 11-4.5 and change to RECOMMENDATION: Renumber8-7 thru 8-7.4 as 11-7 thru read: 11-7.4. "The Plan Should provide for the control of patient Delete "his/her" from 8-7.4. transport from the scene to the receiving medical SUBSTANTIATION: Clarification. facilities. The Plan's Incident Command System should COMMITTEE ACTION: Accept. include a Transportation Control Officer. This position's responsibilities would include: communications with medical facilities and/or the central communications point for local medical 424M- 138 - (8-7.5): Accept facilities, oversee and ensure effective priority SUBMITTER: Technical Committee on Aircraft Rescue and casualty transportation to the appropriate medical Fire Fighting facilities, and all other aspects of medical RECOMMENDATION: Renumber8-7.5 as II-7.5 and change to transportation. read: This has proven to be a very demanding and labor "The Medical Coordinator should report directly to intensive responsibility, requiring a minimum of three the Incident Commander and has responsibility for all subordinate positions. They are: I) Transportation medical aspects of the incident. The primary function Control (routing of ambulances to and from.the scene); will be administrative, not as a participant of the 2) Transportation Recorder (responsible for medical team treating the injured." documentation of all patient movement); and 3) Medical SUBSTANTIATION: Clarification. Communications (responsible for all communications COMMITTEE ACTION: Accept. regarding medical transportation). A fourth position, that of Ambulance Staging Leader should also De considered." Renumber 8-4.7 and 8-4.8 as 11-4.6 and II-4.7. 424M- 139 - (8-7.6): Accept SUBSTANTIATION: Clarification. SUBMITTER: Technical Committee on Aircraft Rescue and COMMITTEE'ACTION: Accept. Fire Fighting I REqOMMEHDATION: Renumber8-7.6 as 11-7.6 and change to read: 64 ./2 NFPA 424M "For distinctive and easy identification, the medical 42411- 146 - (Chapter 10): Accept coordinator should wear a standard distinctive . SUBMITTER: Technical Committee on Aircraft Rescue and uniform. In addition, the Plan should provide for a Fire Fighting highly visiblevest, or other apparel, with reflective JRECOMMENDATION: Renumber Chapter I0 as Chapter 13. lettering, front and back, that re.zds )'MEDICAL SUBSTANTIATION: To keep in sequential order. COORDINATOR," or other appropriate lettering, given the COMMITTEE ACTION: Accept. terminology used in the Plan."" SUBSTANTIATION: Clarification. COMMITTEE ACTION: Accept. 424M- 147 - (10-I thrb 10-4.3): Accept ~UBMITTER: Technical Committee on Aircraft Rescue and Fire Fighting 42411- 140 - (8-7.7 and 8-7.8): Accept RECOMMENDATION: Renumber 10-1 thru 10-4.3 as 13-I thru SUBMITTER: Technical Committee on Aircraft Rescue and 13-4.3. Fire Fighting Change terminology from "Drill" to "Exerclse." This J RECOMMENDATION: Renumber8-7.7 as 11-7.7. needs to be done throughout Chapter 13. Renumber 8-7.8 as II-7.8. Leave rest as is. SUBSTANTIATION: Clarification. SUBSTANTIATION: Clarification. COMMITTEE ACTION: Accept. COMMITTEE ACTION: Accept. 424M- 141 - (8-7.9)': Accept NFPA 424M SUBMITTER: Technical Committee on Aircraft Rescue and Fire Fighting Manual for I RECOMMENDATION: Renumber 8-7.9 as 11-7.9 and add Airport/Community Emergency Planning "Delayed Care."' Leave rest as is. SUBSTANTIATION: Clarification. 1991 Edition COMMITTEE ACTION: Accept. Chapter 1 Administration "I-I Scope. This manual describes the elements of an 424M- 142 - (8-7.10): Accept alrcraft/community emergency plan that require SUBMITTER: Technical Committee on, Aircraft Rescue and consideration before, during, and after an emergency Ftre Fighting has occurred. The scope of the aircraft/communlty RECOMMENDATION: Renumber 8-7.10 a,s 11-7.10 and add emergency plan should include command, communication, "Minor." Leave rest as is. and coordination functions for executing the plan. SVBSTANTIATION: Clarification. Throughout this document, the aircraft/communlty COMMITTEE ACTION: Accept. emergency plan will be referred to as the "Plan." I-2 Purpose. This manual was written to inform airport and adjacent communlty authorities of current 424M- 143 - (8-8 thru 8-I0.3): Accept emergency plannin~ techniques and procedures that SUBMITTER: Technical Committee on Aircraft Rescue and result in the efflclent utilization of personnel from Fire Fighting all involved organizaLions and agencies to provide RECOMMENDATION: Renumber8-8 and 8-8.1 as 11-8 and effective delivery of emergency services in'the event II~8.1. of an aircraft related emergency. 3urisdictional Renumber 8-8.2 as 11-8.2 and change to read: problems previously identified in actual emergencies "In remote areas, where transportation to appropriate point out the necessity of resolving the conflicts as medical facilities will be delayed, or where climatic part of the development of the Plan. conditions dictate; consideration should be given to the provision of mobile quarters l:or the stabilization Recommendations contained herein are not intended to and medical treatment of Immediate) Care and Delayed conflict with any local or state regulations. One of care casualties. Ideally these quarters'should be the principal purposes of this document is to alert all operational upon arrival or in less than half an hour. participants to conflicts that may exist due'to Their design must therefore permit: rapid response to multljurisdlctlonal factors, such as conflicts between the site and rapid activation to receive casualties state and local regulations. [See Mobile Emergency Hospital (MEH), A-8-I.1.]" Also renumber 8-9 thru 8-10.3 a!; 11-9 thru 11-10.3. I-3 Definitions. SUBSTANTIATION: Clarification. COMMITTEE ACTION: Accept. A wide variety of terms are in use throughout the world to describe facillties, procedures, and services related to airports. Wherever possible the Eerl3S used in this manual are those that have the widest 424M- 144 - (Chapter 9): Accept international use. When the following terms are used SUBMITTER: Technical Committee on Aircraft Rescue and in this manual they have the following meaning: Fire Fighting I RECOMM[NDATION: Renumber Chapter 9 as Chapter"f2. Aircraft Accident: An occurrence associated with the ~)JB~TANTIATION: To keep in sequef~tial order. operation of an aircraft that takes place between the COMMITTEE ACTION: 'Accept. time a person boards the aircraft with the intention of flight and the time such person has disembarked, in which a person suffers death or serious injury as a result of the occurrence or in which the aircraft 424M- 145 - (9-1.1 thru 9-3.6): Accept receives substantial damage. SUBMITTER: Technical Committee on Aircraft Rescue and Fire Fighting Aircraft Emergency Exercise. Testing of the RECOMMENDATION: Renumber g-l.l as 12-1.I' and add as a emergency plan and review of the results in order to second paragraph: improve the effectiveness of the plan, - "The Plan should include contingencies that address management of deceased at the scene of the emergency. Aircraft Incident. Any occurrence associated with The Plan needs to designate the person responsible for the operation of an aircraft that is not.considered an contacting of and coordination with the Medical "Aircraft Accident." Examiner/Coroner." Renumber 9-2 thru 9-3.6 as 12-2 thru 12-3.6. Aircraft Operator. A person, Organization, or SUBSTANTIATION: Clarification. enterprise engaged in, or offering to engage, in COMMITTEE ACTION: Accept. aircraft operation. 65 NFPA 424M Airline Coordinator. A representative authority Medical Transportation Area. That portion of the delegated by an airline to represent its interests triage area where injured persons are staged for during.an emergency covered by this manual. transportation to medical facilities under the direct supervision of a medical transportation officer. Airport Air Traffic Control. A service established to provide air and ground traffic control for airports. Mobile Emergency Hospital. A specialized, self-contalned vehicle that can provide a clinical Airport/Community Emergency Plan. Establishment of environment that enables a physician to provide procedures for coordinating the response of airport definitive treatment for serious injuries at the services with other agencies in the surrounding accident scene. community that could be of assistance in responding to an emergency occurring on, or in the vicinity of, the Moulage. A reproduction of a skin lesion, tumor, airport. wound, or other pathological state. Applied for realism Co simulate injuries in emergency exercises. Airport Control Tower. A unit established to provide air traffic control service for airport traffic. Mutual Aid. Mutual aid is synonymous with "mutual assistance," "outside aid," "memorandums of Airport Flight Information Service. Air traffic understanding," "letters of agreement," or other services units that provide airport flight information similar agreements, written or not, that constitute an service, search and rescue, alerting service to agreed reciprocal assistance plan between emergency aircraft at noncontrolled airports, and assistance to services. aircraft in emergency situations. Incident Command System. Airport Manager. The individual having managerial responsibility for the operation and safety of an airport. The manager may have administrative control over aircraft rescue and fire fighting services but normally does not exercise authority over operational rescue and fire matters. Airside (Airport Operational Area). The movement Incident Commander (IC). The person in overall area of an airport, adjacent terrain, and buildings or command at an emergency. portions thereof, access to which is controlled. Outer Perimeter. That area outside of the inner Authority Having Jurisdiction. ~ The "authority perimeter that is secured for immediate-support having Jurisdiction" is the organization, office, or • operational requirements, free from unauthorized or individual responsible for "approving" equipment, uncontrolled interference. installation, or procedures. Paramedic. A medical technician who has received Biological Agents. Living organisms that may be extensive training in advanced llfe support a~d dangerous to human, animal, or plant life upon rel~ease. emergency medicine. These personnel are usually permitted to administer intravenous fluids and other Care Area. Location where first medical care is drugs that can" arrest a life-threatening physiological given to injured. condition. Collection Area. Location where seriously injured Rendezvous Point. A prearranged reference point, are collected initially. i.e., road junction, crossroad, or other specified place, to which personnel/vehicles responding to an Command Post (CP). The location at the scene of an emergency situation initially proceed to receive emergency where the Incident Commander is located and directions to staging areas and/or the where command, coordination, control, and accident/incldent site. communi catl ons are central i zed. Specialty Emergency Exercise. One or more specialty Emergency Medical Technician (EMT). A person trained agencies fully involved in an exercise to test or give to administer emergency medical treatment more advanced the agency practice in its specialty. than basic first aid. Stabilization. The medical measures used to restore Emergency Operatiohs Center. A fixed, designated basic physiologic equilibrium to a patient, to area to be used in supporting and coordinating facilitate future definitive care, in order to ensure operations during emergencies. survival. Grid Map. A plan view of an area with a system of" Staging Area. A prearranged, strategically placed squares (numbered and lettered) superimposed to provide area, where support response personnel, vehicles, and a fixed reference to any point in the area. other equipmen~ can be held in an organized state of readiness for use during an emergency. Holding Area. Location to which the apparently uninjured aircraft occupants are transported. • Triage. The sorting of casualties at an emergency accordlng to the nature and severity of their injuries. In-Fllght Emergency. Those emergencies that affect the operational integrity of an aircraft while in Triage Tag. A tag used in the classification of flight. The seriousness of these emergencies can be casualties according to the nature and severity of defined by using alert status guidelines stated in FAA their injuries. terms. Chapter 2 Elements of Emergency Planning Inner Perimeter; That area which is secured to allow effective command, communication, and coordination 2-I* General. control and to allow for safe operations to deal with an emergency, including the immediate ingress and 2-1.1 "The Plan should describe the coordination of the egress needs of emergency response personnel and actions to be taken in an emergency occurring at an vehicles. airport or in its vicinity. It should be built around an incident command system compatible with provider Investigation. A process conducted for the purpose agencies. of accident prevention that includes the gathering and analysis of information, the drawing of conclusions, 2-1.2 "During the emergency" considerations depend on including the determination of cause(s) and, where the exact nature and/or location of the incident. The appropriate, the making of safety recommendations. location will dictate the agency responsible for management of the emergency. As the nature of the 66 • " NFPA +424M incident changes from emergency operations to the 2-3.1 Essential elements of the Plan. investigative phase, the appropriate investigative . + agency will assume command and responsibility for the 2-3.1.I Establishment of formal incident scene. All agencies responding to the instruments/agreements/joint powers, etc., to cause incident must know, in advance, their respective roles development and implementation of the plan. and responsibilities; who they report to and who reportsto them. 2-3.1.2 Detailed pl'2tnning for 24-hour response, communications, logistics, etc. 2-1.3 "After the emergency*' considerations must also be given considerable attention. Transition of 2-3.1.3 Agreement for Incident Command and Control. authority and other legal factors need to be discussed Systems and procedures. and preplanned. Consideration needs to be given to the restoration of protective services in order to permit 2-3.1.4 Funding for practice. continuation of normal airpo.rt/aircra~t operations and public protection that may have been disrupted by the 2-3.1.5 Regular and "as needed" Plan update. emergency. 2-3.1.6 Public relations efforts that bring popular 2-1.4 The recommendations contained in this document and political support to maintain'ing readiness. are based on the requirementthat rescue of aircraft occupants and othe~ related accident victims is the Chapter 3 Agencies Involved primary operational objective. Effectiveness operations require a great deal of preplanning and 3-1 Agencies. regular exercises that provide an opportunity for realistic training of personnel from all agencies that 3-1.1 The Plan should have 'an up-to-date list of all will be involved in the incident. agencies involved. In addition to agency identification, the list should include current 2-1.5 It is crucial that response agencies consider telephone numbers anti names of primary contact local weather conditions and nighttime operations while persons. This list should be reviewed, revised as developlng details of the plan. For example, low necessary, and distributed-to ell agencies on a regular temperatures may freeze medical solutions or tubing basis. during protracted extrication operations. Severe weather conditions may also negatively affect 3-1.2 The first step in a viable airport emergency firefighting foam solution. plan is to have the cooperation and participation of all concerned airport/community authorities and Precautions must be taken, where necessary to agencies. Those that should be concerned are: mitigate weather induced physical problems such as hypothermia and dehydration. Such considerations apply (a) air traffic s,.~rvices to emergency personnel, as well ~ts victims of the. accident. (b) rescue and fire fighting services (departments) 2-1.6 Ammendmentof the Plan. (c) police and/or security services 2-I.6.1 The airport authority simuld maintain the (d) airport authority master records of the Plan and transmit to each participatingagency amendments, additions, and (e) emergencymedical services, including ambulance revisions as appropriate. services 2-1.6.2 The Plan should be constructed using a modular (f) hospitals and severable format in order to facilitate revisions of specific elements without having to rewrite the (g) aircraft operators entire Plan. The Plan should be reviewed on an annual basis by all participants. The review should include a (h) communication services comprehensive analysis of lessons learned from training sessions, incidents, geographica'I and physical•changes, (i) airport tenants ~+ legal and technical changes, and other factors that may influence ~he adequacy of the Plan. (j) transportation authorities (land, sea, and air) i 2-1.7 Training Costs. The cost~ of a major training (k) hospital coordination center exercise can be a considerable factor for even the smallest of airports. Budgetary planning for training (I) civll defense costs should include salaries fo~ personnel, consumables such as fuel,extinguishing agent, medical (m) mutual aid agencies supplies, and other necessary items, such as food and insurance for all participants. (n) military 2-2 Types of Emergencies and Emergency Alerts. (o) harbor patrol or coast guard 2-2.1 Many different types of emergencies can strike a (p) clergy community. However, when creating anAirport/Community Emergency Plan, the focus should be on aircraft related (q) public information office/news media incidents. Preparation for other types of emergencies such as floods or earthquakes should be addressed in (r) veterinary service preplannlng documents built around the special nature of those incidents. (s) civil engineering contractors 2-2.2 Most aircraft accidents occur within the airport (t) post office operational area. However, experience has shown that the most devastating aircraft accidents have been those (u) environmental protection (EPA) that occur off-airport, involving structures. It is therefore necessary to design a plan that 'provides for (v) customs the needs of both. (w) publlc utilities 2-3 EmergencyPlanning Summary. (x) mental health agencies. ] 67 NFPA 424M 3-2 Air Traffic Services. forces; mall inspectors; and, where appropriate, military police and customs officials. 3-2.1 For emergencies involving aircraft, the airport control tower (or airport flight service station) is 3-4.5 A method of easy identification of responding required to contact the rescue and fire fighting emergency personnel should be implemented at security service and provide information on the type of check points to ensure that appropriate emergency emergency, such as type of aircraft, number of persons personnel have immediate access to the accident site. on hoard, fuel quantity, and location of the accident. "Emergency Access" identification can be preissued by The Plan may also specify that air traffic services is the airport authority to emergency personnel for use responsible for initiating the notification of local during an emergency. fire departments and other appropriate agencies in accordance with procedures established in the Plan. 3-4.6 In many cases it may not be possible or The Plan may assign this function to another agency, .practlcable for vehlcles of mutual aid fire such as the local Fire Department dispatching center. departments, ambulances, etc., to proceed dlrectly to But, it is very important that this extremely crucial the accident/incident site. It is essential that the function be well documented and understood by all emergency plan include procedures for meeting at a concerned. designated rendezvous point or points. A rendezvous point can also be used as a staging area where 3-3 Rescue and Fire Fighting Services (Departments). responding units can be held until needed at the accident site. Those controlling the rendezvous point 3-3.1" The primary responsibility of airport rescue should also consider the suitability of vehicles to and fire fighting personnel is to save lives. Property adverse terrain conditions at the accident site in endangered by aircraft incidents and accidents order to prevent obstruction of the access route by occurring on or near the airport should be preserved as disabled vehlcles. Staging of vehlcles can prevent far as practical. To achieve this objective, fire traffic jams and confusion at the accident scene. control normally is defined as "securing" the area to prevent any relgnltlons. There are aircraft accidents, 3-4.7 The on-scene securlty/pollce, officer in command however, where fire may not occur, or where the fire should be identified by a standard distinctive may be rapidly extinguished. In every case each action uniform. In addition, the Plan should provide for a taken is aimed at providing the most immediate highly visible vest or other apparel with reflective attention possible to survivors of the accident. lettering, front and back, that reads "POLICE CHIEF" or "SECURITY," whichever is more appropriate, given the 3-3.2 Rescue and fire fighting personnel should terminology used in the Plan. receive emergency medical training that meets the minimum standards of their state and local 3-5 Airport Authority. jurisdictions. The stabllzatlon of seriously injured victims may depend entirely upon these first-arrlving 3-5.1 The airport authority is responsible for personnel. Coordination with other responding establishing, promulgating, and implementing the Plan personnel havlng advanced medlcal expertl se (Paramedlcs and designating a person to take charge of the overall and Medical Doctors) should be addressed in the Plan. operation at the command post. The Plan should call for the airportauthority to ensure that the 3-3.3 The fire fighting officer in command should be information on names and telephone number of offices or ~dentified by a standard distinctive uniform. In- people involved in an airport emergency is kept addition, the Plan should provide for a highly visible up-to-date and distributed to al1 concerned. vest or other apparel with reflectlve letterlng, front Coordination of all agencies responding to an emergency and back, that reads "INCIDENT COMMANDER," or "CHIEF is expected to be carried out by the airport FIRE OFFICER," whichever is more appropriate, given the authority. It will also set up necessary meetings of terminology used in the Plan. the airport emergency plan coordinating committee, composed of key personnel from participating agencies 3-3.4 Only fire fighting and rescue personnel wearing for critique of the Plan, after it has been tested or approved fire fighting protective clothing and " implemented. The airport authority should be equipment should be allowed in close proximity to an responsible for closing the airport and ensuring that aircraft accident site [300 ft (100 m) from any point aircraft operations are resumed only when circumstances on the aircraft or any fuel spillage is usually permit aircraft to operate safely without interfering considered a safe distance]. with rescue activities~ 3-4 Police and/or Security Services. 3-5.2 The airport operations,offlcer in charge should be identified by a highly visible vest or other apparel 3-4.1 In an airport emergency, it is expected that the with reflective lettering, front and back, that reads first police or security officer to arrive at the scene "AIRPORT ADMINISTRATION." will initiate site security procedures and request reinforcement as needed. It is expected that these 3-6 On Scene Medical Services. responsibilities will be spelled out in the Plan, identifying the responsible law enforcement agency for 3-6.] The purpose of medical service is to provide the accident site and providing for a smooth transition triage, medical care, and transportation to accident of command should responsibility for site security victims. shift from one agency to another. 3-6.2 It is essential that the medical aspects of the 3-4.2 Congestion-free ingress and egress roads need to Plan be integrated with other local community emergency be established immediately for emergency vehicles. The plans and agreements. security services, police force, or other appropriate local authorities are expected to ensure that only 3-6.3 A medical coordinator should be assigned to persons with specific tasks are allowed at the scene of assume command of the emergency medical operations at the accident, and they are also expected to route the the accident site. In some cases, it may be necessary normal traffic away from or around the accident site. to appoint an interim medical coordinator, who will be relieved when the designated medical coordinator 3-4.3 The Plan should provide for the prevention of arrives. unauthorized access to the accident site and for preserving the site undisturbed for investigation 3-6.4 Medical and ambulance services may he an purposes. integral part of the airport organizational structure. If these services are not available at the airport, 3-4.4 A mutual aid program should be instituted prearrangements with local ambulance services should he between all potentlally involved security agencies, made. The Plan must ensure the dispatch of a e.g. airport, city, local, and governmental security satisfactory assignment of personnel, equipment, and 68 NFPA 424M medical supplies. To ensure a rapid response, the plan. 3-9- Government Authorities. may include arrangements for land, sea, and airborne transportation of medical services to the scene and 3-9.1 In order to aw)id conflict and confusion between subsequent transportation of persons requiring participants, the airport emergency plan should clearly immediate medical care. define the obligation, controls, and limitations placed on the airport authority by government agencies. 3-6.5 The plan should designate ~L medical Post-accident investfgation, unlawful seizure of transportation officer whose responsibilities would aircraft, bomb threats, and bombings may fall into include: jurisdiction other than that of the airport authority. t (a) Alerting hospitals and medical personnel to the 3-10 Communication Services. emergency. ~-10.I Arrangments should be made to provide ali (b) Directing transportation of casualties to' airport agencies invo|ved in an emergency with two-way 'hospitals properly suited to the particular injury. communication capabilities. The plan should also provide an adequate communication network to be (c) Accounting for casualties by recording route of maintained with the off-airport agencies responding to transportation, hospital transported to, and casualty's an emergency. The Plan should call for the command name and extent of injuries. post and emergency operations center to havethe capability of freely communicating with all (d) Advising hospitals when casualties are en route. part!cipating aqencies. (e) Maintaining contact with hospitals, medical 3-i1 Airport Tenants. transportation, the senior medical officer, on-scene • command post, and the command pos~. 3-11.1 Airport tenants and their employees should be considered a prime source of readily available 3-7 Hospitals. equipment'and manpowerwho may have intimate knowledge of the airport and aircraft. They can be invaluable, 3-7.1 Participating hospitals should have contingency especially if their backgrounds include medical emergency plans for blood donatlol~s and to provide for training, food preparation, or transportation. It is mobilization of necessary medical teams to the accident importaht that these persons be deployed under site in the shortest possible time. Availability of supervlsionand assigned specific functions to avoid qualified personnel and adequate facilities at the duplication of efforts and the possibility of hospitals are vital. Therefore, it is mandatory t ° disrupting other emergency operations. establish in advance an accurate list of surrounding hospitals classified according to their effective 3-12 Transportation Authorities (Land, Sea, A'ir). receiving capacity and speciallze~ features such as neurosurgical ability or burn treatment. 3-12.1 In an emergency, vehicles are needed to carry out rescue operations;, transport personnel, and haul 3-?.2 The distance from the airport and the ability to supplies and debris. Responsibility for the.control of receive helicopters should be considered. Reliable vehicles to be'used during an emergency should be two-way communication between the Incident Command Post assigned to a designated transportation officer. The and these entities is important. The alert of an , emergencyplan shoul~ inventory and include the aircraft accident should be made to a singlemedical function of all available drivers and transportation authority/agency which'then alerts all appropriate equipment, such as buses, trucks, maintenance vehicles, facilities according to a local 'medical communlcatlons and automobiles. Arrangements in advance might also be network. made to obtain additional vehicles from bus companies, leasing companies, or garages. Ale0, 6y prior 3-7.3 It is essential that hospitals continually agreement, the use of vehicles owned by airport communicat? through a central control point to employees may be included in the emergency plan. All facilitate distribution of critically injured plans for vehicle use should includequalified patients. Information regarding availabillty of operators for the'vel)icles. specific trauma center, operating room, and ward space should be collected at a central control point, 3-|2.2 In'airport emergencies, provision should be designated in the Plan, and disseminated to the medical made for an easily identifiable guide vehicle(s), transportation officer at the scene. eguipped with two-way radio communication, to lead groups of vehicles fromthe rendezvous point(s) or 3-8* Aircraft Operators. staging area to the accident site to avoid interference with aircraft operations. 3-8.1 The aircraft operator/company of an aircraft involved in an accident should be expected to provide 3-12.3 The transportation offlcerin charge should full details of aircraft-related information, such as. wear a highly visible vest or other apparel with number o'f persons on board, fuel, and cargo reflective lettering front and back, that reads information. This information is. vital to the Incident tt TRANSPORTATION OFFICER. Ii Commander and will influence the tactics and strategies used to deal with the emergency. 3-]2.4 Suitable rescue equipment and services should be available for bse at an airport where the area to be 3-8.2 Aircraft operators are ale0 responsible for covered by the appropriate services includes, water or providing first arrangements for any uninjured swampy areas or other dlfficul~ terrain that cannot be survivors who may'need to"continue their journey or fully served by conventional wheeled vehicles. This is require accommodationor other assistance. They may particularly important where a significant portion of also be responsible for contacting deceased passengers' approach/departure operations take places over these next of kin. Clergy, police, and/or international areas. relief agencies (Red Cross, etc.> will normally assist in the accomplishment of this task. 3-13 Rescue Coordination Center. 3-8.3 The proper disposition of all cargo, mail, and 3-13.1 Rescue coordination centers may play a baggage aboard an aircraft involved in an accident is significant role in an aircraft accident occurring in the responsibility of the aircra~Ft operator. the vicinity of an airport if the site of the accident Permission to remove these items from the aircraft may is not known or if rescue facilitiesin addition to be granted by thelncident Commander after the those available at or near the airport arerequlred to emergency has been abated, and the requirements of the be brought into action. Rescue coordination centers accident investigators have been met. should have means of immediate communication with all rescue units within their areas of responsibility, 69 NFPA 424M includln(~ units able to provide aircraft, helicopters, Chapter 4 Functions of Each Agency for an and speclal rescue teams and, where appropriate, with Aircraft Accident on the Airport coastal radio stations capable of alerting and communicating with surface vessels. Assistance from 4-i General. these units can be essential in responding to an accident in the vicinity of the airport. It is 4-I.1 The airport/community emergency plan should be therefore suggested that the potential role of the implemented immediately upon an aircraft accident rescue coordination center be specifically highlighted occurring on the airport. Respondingagencies should in the proposed airport emergency plan document in a take the following action. separate paragraph. 4-1.2 Action by Air Traffic Control (ATC) Services. 3-14 Civil Defense. 4-i.2.i Initiate emergency response by using the alarm 3-14.1 The Plan should reference the local community communications system. (See Figure 4-1.2.1 on the overall civil defense emergency plan and the following page.) capabilities of local search and rescue teams. 4-I.2.2" Immediatelyprovide information on the 3-15 Mutual Aid Agencies. location of the accident and type of alarm, giving rid-map reference or other identifying terrain 3-15.1" Airport emergencies may be of such magnitude ~eatures, These details should include the type of that local rescue and fire fi~htlng, security, law aircraft. enforcement, and medical servlces are inadequate to handle the situation. It is therefore strongly Subsequent calls may expand this information by recommended that written mutual aid agreements be roviding details on the number of occupants, fuel on initiated to ensure the prompt and orderly response of ~oard, aircraft operator, if appropriate, and any these agencies. dangerous goods (hazardous materials) on board, including quantity and location. 3-]5.2 All mutual aid agreements should be reviewed or revised annually. Telephone and personnel contacts 4-1.2.3 Restrict airport operatlons and minimize should be reviewed and updated monthly. vehicle traffic on that runway to prevent disturbance of accident investigation evidence. 3-16 Harbor Patrol and Coast Guard. 4-1.2.4 Issue appropriate Notice to Airmen (NOTAM) 3-16.1 Harbor patrol and Ceast Guard services are immediately, for example: vital to airports adjacent to large bodies of water, I Coordinatioh of such services should be included in the Airport rescue and fire ftghtin~ service protection Plan where applicable. Communication requirements to unavailabie bnttl (time) or until further notice. All obtain the immediate response of such services (and the equipment committed to an aircraft accident. ability to communicate during the emergency) are an essential ingredient of the plan. 4-1.2.5 Confirm that the actions above were completed~ by written or computer checklist, indicating If the area in which the boats are to be operated is notification time(s) and name of person completing subject to freezing, vehicles suitable for operation on action. ice (i.e. Hover Craft, Swamp Boats, Etc.) should be avai I able. 4-1.3 Action by Rescue and Fire Fighting (RFF) Services. 3-17 Military. 4-1.3.1 An alarm for an aircraft accident on the 3-17.1 Where a military installation is located on or airport will normally be received from the air traffic in the vicinity of an aii'port, a mutual aid agreement control services. When, however, an alarm is received should be initiated to integrate personnel with from any other source, or an accident is observed, or command, communication, and coordination functions of there is reason to consider that one is.imminent~ the the emergency plan. airport rescue and fire fighting services should take action in the same manner as if the air traffic control 3-18 Clergy. services had originated the alarm. The air traffic control services should be informed by the responding 3-18.1 The Plan should include advance agreements with fire fighting services as to the nature of the alarm, clergy of all faiths to provide comfort to casualties its location, and of the response initiated. and relatives. 4-1.3.2 Airport rescue and fire fighting services: 3-19 Public Information Officer. 1. Proceed via established access routes to the 3-19.1 A public information officer should be incident as indicated by air traffic control servlces. designated. This officer should coordinate and release factual information to the news media and should also 2. Advisemutual aid fire department(s) while coordinate public information statements between all enroute of: parties involved. (a) rendezvous point; It is recommended that the television and radio news media be requested to withhold the release of accident (b) staging area; information to allow sufficient time for adequate securlty to be established. Past history has shown (c) manpower and equipment required for support if that, as knowledge of the accident spreads, onlookers known; flock to the site and interfere with emergency vehicles' access to the incident. (d) any other pertinent information. i 3-20 Mental Health Agencies. 3. Immediately establish an 0n-Scene Command Post. 3-20.1 The emergency plan should include the local 4-1.3.3 Commandauthority at any accident site should mental health agencies. Therapeutic treatment as well be predetermined according to the Jurisdictional as follow-up procedures for dealing with the possible responsibilities of the agencies involved and as long-term effects of the emergency should be available designated in the airport/communlty emergency plan. for survivors, relatives, eyewitnesses, and emergency scene personnel. 70 NFPA 424M Air Traffic • . Control I A'roor'RFF II A'roo"'Police Airport II Administration I I , Fire Police Mutual Aid Mutual Ald Aircraft Public . I II ' II?e:Jr;;e l- Operator(s) Inf0rmat Ion I , Hospltal •I Cus't°mer~ Control . . Services ~i"T~I I Posta! - Coroner Officials I •iI Oper't~°ns I I 'o'o;;?:::oo~- "•. Fueling I LEGEND: I Transporta-I tlon 1 Alarm I ,Notification -Customs I Telephone I ~.~,~, I Notlflcaltor~ EPA I Cargo I : EOC I Figure 4-1.2.1 Flow Control Chart -- an Aircraft• Accident on the Airport. 71 NFPA 424M 4-I .3.4 Prior agreement should be reached between the (a) airport on-airport rescue and fire fighting service and the off-airport mutual aid fire departments as to who is (b) security best equipped to fight fires in aircraft hangars or other airport structures. Additionally, there should (c) medical be prior agreement as to which agency will be in command when an accident involves an aircraft and/or an (d) aircraft airport structure. (e) aircraft recovery. 4-1.4 Action by Police and/or other Security Services. 4-1.5.2 The airport authority should commence written 4-1.4.1 The first security/police officer to arrive check llst procedures to verify that: should coordinate with the on-scene commander and, to the extent possible, immediately establish free traffic (a) the airport emergency operations center has been lanes on ingress and egress roads for emergency activated; vehicles, initiate security responsibility, and request reinforcements as needed. (b) mutual aid police procedures have been initiated and secondary notification calls have been made; Traffic flow and site security are the primary responsibility of police and security personnel, They (c) medical and ambulance services have been alerted should notify the appropriate communications center of and their arrivals verified at the designated the location of the accident and available means of rendezvous point or staging area;. access and egress. After consultation with the Incident Commander, they should initiate traffic (d) mutual aid fire departments have been notified control measures in order to aid responding emergency and escort has been provided for their access to the vehicles. accident site; They should notify the airport security (e) the affected aircraft operator has been notified communications center or the Incident Commander (where and information obtained on any dangerous goods appropriate) of the location of the accident, access, (hazardous materials) on board the aircraft, e.g., ingress, and egress roads available, and where exploslv~ substances, flammable gases and liquids, responding security personnel should make initial combustible solids, oxidizing substances, poisonous response and recommendations for setting, up road blocks substances, radioactive materials, or corrosives; away from the accident site to aid responding emergency vehicles. Responding police vehicles should not if) liaison has been established with air traffic proceed directly to the accident site (unless control services concerning the closure of airport instructed by police communications center officer) to areas, designation of emergency response corridors, and view the scene, but set up appropriate road blocks at issuing of voice advisories and Notices to Airmen least two to three blocks away, as directed by the (NOTAM) advising of reduced airport rescue and fire local security communications center. The local/police fighting protection; communication officer should set up appropriate road block locations as indicated on the local grid map to (g) government aircraft accident investigation prevent road congestion. authorities National Transportation Safety Board (NTSB) have been notified (if military aircraft is involved 4-1.4.2 Security personnel and police should handle the appropriate military organization should be traffic in the vicinity of the accident site, admit notified); only authorized emergency personnel to the scene, keep unauthorized persons from the accident site, and be (h) the meteorological department has been notified responsible for preservation of the accident scene. to make a special weather observation; 4-I.4.3 All unnecessary traffic should be routed away (1) arrangements have been made for the affected from and around the accident site. runway to be immediately surveyed by the appropriate personnel to identify the location of crash debris, and 4-I.4.4 The emergency site should be cordoned off as to ensure that the debris be secured pending release by soon as possible to exclude intruders, press, investigating agencies; sightseers,' onlookers, and souvenir hunters. Appropriate marking should be prominently displayed to (j) airspace reservatioh coordination offices (Air advise all persons of possible hazards that may cause Traffic Flow Control Office), if any, have been advised serious injury should they encroach on the area. of reduced airport capabilities. 4-1.4.5 Communicationsbetween all security check (k) If necessary notify Medical Examiners/Coroners points and the command post and/or emergency operations Office to assist with fatalities. Also identify and center should be established as soon as possible. designate temporary morgue facilities. 4-1.4.6 Identifying arm bands, site passes, or I.D. 4-I.5.3. In conjunction with mutual aid police, the tags should be issued by the authority having airport authority should: jurisdiction and monitored by the security services. (a) designate rendezvous points and staging areas 4-1.4.7 Special security provisions should be for the inner and outer perimeters; instituted for the protection of the flight data and cockpit voice recorders, any mail involved, and any (b) assign security personnel at the staging area dangerous goods (hazardous materials) that may be and/or rendezvous point to escort vehicles so as to present. ensure the orderly flow of emergency personnel to the accident.site, particularly the provision of escort for 4-I.5 Action by Airport Authority. ambulances responding to the rendezvous point and from the staging area; 4-1.5.1 The airport authority representative should go to the accident site and, as needed, set up an easily (c) assign parking areas for escort vehicles and identifiable mobile command post. The mobile command ambulances with consideration for rapid deployment when post should be adequately staffed by senior dispatched. representatives able to make decisions involving the following types of operations: 4-1.5.4 The airport authority should also, to the extent possible, arrange,to have available the following services as may be required: 72 NFPA 424M (a) portable emergency shelter ior use by other than (b) provide doctors and trauma teams in accordance medical services; with the alrport/community emergency plan; (b) lavatories; (c) ensure that adequate doctors and nurses, blood, operating rooms, intensive care, and surgical teams are ic) drinking water; available for emergency disaster situations, including aircraft accidents. Id) ropes, barriers, etc.; 4-1.8 Action by Aircraft Operators. (e) food service; 4-1.8.1 A senior aircraft operator representative If) mobile or portable lighting; should report to the Command Post to coordinate the aircraft operator activities with the Incident Ig) portable heating system; Commander. Ih) cones, stakes, flags, and signs; 4-1.8.2 The senior aircraft operator representative should provide information regarding passenger load, (i) machinery, heavy equipment, and extraction tools; flight crew complement, and dangerous goods (hazardous t materials) on the alrcraft. These include explosive (j) communications equipment such as megaphone, substances, flammable llquids or gases, combustible portable telephone, etc.; solids, oxidizing substances, poisonous substances, radioactive materials, and corrosives. Information of (k) fuel removal equipment. this nature should be relayed as soon as possible to the chief fire officer and the medica] coordinator. 4-1.5.5 The airport authority should provide the initial briefing for their airport public information 4-1.8.3 The senior aircraft operator representative officer. They should then coordinate, when should make arrangements for bus transportation from appropriate, with the public information o fftcer'of the the accident s~te to the designated uninjured holding aircraft:operator involved to provide the following: area. Transportation of the walking wounded from the scene should be permitted only after consultation with. (a)" press releases for the various press officers the medical coordinator. from the agencies involyed; 4-1.8.4 The aircraft operator staff should proceed to (b) briefings and statements that'will be released the designated uninjured holding area. The senior to the press. aircraft operator representative at the uninjured holding area should appoint a receptionist, registrars, 4-1.5.6 Upon concurrence of the chief flre officer, and welfare coordinators from staff who have been police/security chief, and the medical coordinator, the previously trained in these functions. airport authority's on-scene commander should notify all participating mutual aid organizations of 4-1.8.5 The aircraft" operator representative who is in termination of the airport emergency. Note that this command of the uninjured holding area oversees the may not terminate all actions and responsibilities of overall operations by making arrangements for participating agencies. commissary items, clothing, telephone facilities, and additional medical services if required. 4-1.6 Action by Medical Services. 4-1.8.6 The receptionist should meet the buses ~s trey 4-1.6.1 The medical coordinator should coordinatewith arrive from thescene of the accident and direct the the medical transportation officer and medical services passengers to the registrars' tables where they will be to: processed. The receptionist should also explaln where toilet facilities, telephones, and other amenities are (a) verify that mutual aid medical and ambulance located. However, migration outside the holding area services havebeen alerted and verify their subsequent should he prevented until each person transpohted to arrival at the rendezvous point or' staging area and the holding area is identified and processed according that a medical communication network is established. to the Plan. (b) organize the necessary action for triage and 4-1.8.7 The registrar should record the passenger's treatment of the casualties and their eventual name on the manifest and determine what reservation evacuation by appropriate means of transportation; requirements are desired, i.e., hotel accommodation, air transportation, or other mode~of transportation, (c) Provide control and dispatch of the casulaties etc., and any persons to be notified of the passenger's to the appropriate hospitals by l~ind, sea, or air; physlcal and/or mental condition and potentlal plans. The registrar should then make out an identification (d) maintain an accurate list of the casualties tag or sticker, and place it on the passenger. When including their names and their destination for thelr'reglstratlon is completed, the registrars then treatment; direct passengers to the welfare coordinators. (e) coordinate, with the aircraft operator 4-1.8.8 Welfare coordinators and mental health concerned, the transportation of the uninjured to the specialists trained in stress management should: designated holding area; (a) give support and comfort to relatives and (f) arrange for the restocking of the medical friends of persons on board the aircraft inyolved; supplies, if necessary; (b) register relatives and friends waiting at the (g) provide medical analysis oIF walking wounded and airport for information about persons on board; uninjured. J (c) provide care; comfort, and assistance to the 4-1.7 Action by Hospitals. walking injured and uninjured survivors and responding personnel (if required); 4-1.7.1 Hospitals listed in the emergency plan should be prepared to: (d) assist in the provision and serving of refreshments to waiting relatives and friends. (a) provide medical care to the casualties when they arrive; 4-1.8.8.1 The welfare plan should provide for a suitable location to carry out the functions as well as "procedures for alerting and coordinating welfare organizations. 73 NFPA 424M 4-1.8.9 The aircraft operator should provide (b) the representatlve of the aircraft operator notification of the aircraft accident to: involved. (a) health and welfare agencies 4-l.10.4 Under no circumstances should the press or any other personnel not involved in life saving or fire (h) customs, where applicable fighting operations be permitted inside security lines until all rescue operations have been completed and the (c) immigration~ where applicable; area has been declared safe by the chief fire officer. When establishing security lines, the interests of news (d) post offlce coverage should be taken into account in so far as rescue operations permit. (e) environmental protection agencies if fuel spill, fire fighting actions, or airborne matter may affect 4-2 Organization Charts. the environment. 4-2.1 Organization charts should be prepared for each 4-1.8.10 A senior aircraft operator offlclal should anticipated type of emergency situation, off-airport arrange for the initial notification of relatives and incident, on-alrport incident, earthquake, flood, etc. friends. o 4-2.2 These charts should depict the relationships and 4-].8.]] News releases by aircraft operators should be duties of a11 components of the Plan in such detail prepared in conjunction with the airport public that each participating agency has a~full understanding information officer and liaison officers from other of its duties and responsibilities. agencies involved in the accident. 4-1.8.12 The aircraft operator is responsible for the Chapter 5 Functions of Each Agency for removal of the wrecked or disabled aircraft, as soon as Aircraft Accident off Airport authorized by the National Transportation Safety Board ,or their designee. For aircraft removal technique see: International Civil Aviation Organization Airport 5-1 Action by Atr Traffic Control Services. Services Manual, Part 5, "Removal of Disabled Aircraft." Also see International Air Transport 5-1.1 .Initiate emergency response by using the alarm' Association - Guidelines for Airport Operaters and communications system. (See Figure 5-1.1 on the Airport Authorities on Procedures for Removal of following page.) Disabled Aircraft. 5-1.2" Immediately provide information on the location 4-i.9 Actlon by Government Authorities. of the accident and type of alarm, giving grld-map reference or other identifying terrain features. 4-1.9.1 The following government authorities may be required to take appropriate action as indicated in Subsequent calls may expand this information by their emergency plan: providing details on the number of occupants, fuel on board, aircraft operator, if appropriate, and any (a) National Transportation Safety Board; dangerous goods (hazardous materials) on board, includlng quantity and locatlon~ (b) Federal Aviation Administration; 5-1.3 Alert the airport rescue and fire fighting ic) rhealth and welfare; service, police and security services, airport authority, and medical services in'accordance with the (d) post office; procedure in the alrport/commuhity emergency plan, glvlng grid-map reference. (e) customs; 5-1.4 If requested bythe fire department having (f) immigration; jurisdiction over the accident area," provide for dispatch of the RFF service in accordance with the Plan (g) agriculture; and and any mutual aid agreements. (h) public works. Issue appropriate Notice to Airmen (NOTAM) immediately, for example: 4-1.10 Action by the Public Information Officer. "Airport rescue and fire fighting service 4-1.10.1 All press personnel should he directed to a protection unavailable untll (time) on until designated press staging area for press personne] further notice. All equipment committed to an authorized to cover an airport emergency. At this area aircraft accident." the following should be provided: 5-1.5 Confirm that the actions above were completed, (a) latest briefing; by written or computer checklist, indicating notification tlme(s) and name of person completing (b) communications (telephones); and action. (c) transportation service to and from the scene of 5-2 Action by Police and/or other Security Services. emergency, when permissible and when it will not interfere with rescue, medical treatment of casualties, 5-2.1 The first securlty/police officer to arrive and the accident investigation. should coordinate with the on-scene commander and, to the extent possible, immediately establish free traffic 4-1.10.2 Only members of the press, freelance lanes on ingress and egress roads for emergency reporters, and photographers wearing a valid regular vehicles, initiate security responsibility, and request police working press card will be admitted to the reinforcements as needed. briefing area or permitted to the designated press staging area or transported to the scene of the Traffic flow and site security are the primary emergency. responsibility of Pollce and Security personnel. They should notify the appropriate communications center of 4-1.10.3 In general, the official authority 'for news the location of the accident and available means of releases concerning an aircraft emergency should be access and egress. After consultation with the that of: Incident Commander, they should initiate traffic cntrol measures in order to aid responding emergency vehicles. (a) a public information officer designated by the airport authority; and/or 74 NF,PA 424M Alarm and Dispatch Center Fire Police 'Air Traffic Emergency Department Department:- ]l- Control Operations I I Center Fire Police Local State Mutual Aid MutualAid ] I AirportRFF ~II Gow.~rnment Government Public I Public r I I AirportPoliCe ~ Utilities Works IPsyhcologlca ' Clergy I Ambulance ~= I ServicesMedical t I I Ass'oclatlon Service. I ITransporta. I I Telephone Hospital I Airport , l:lon I I Company Control .Administration Contractor I .~ I,I, . NTSB Coroner . ~- AssoclatlonI I Alrp°rt I Public I f'AA FEMA i OperatorA'rcraft F -•Informatlon I ius,om Service rF -~ Operations EPA F I Postal I -I Offlcial~ -- Maintenance I I Informati -- Fueling I I I " ' ~n~7 I I Transporta-tlonF LEGEND: Alarm Notification Imm lgratIon F I~ Telephone Notlflcalton Figure 5-1.1 Flow Control Chart Sample Notification Chart. Aircraft Accident off Airport." 75 NFPA 424M 5-2.2" Security personnel and police will be needed to (a) go to the accident site; handle traffic in the vicinity of the accident site and to prevent disturbance of material scattered over the (b) ensure that, if required, the airport emergency accident site, operations center and the mobile command post are activated; The emergency site should be cordoned off as soon as possible to exclude intruders, media, sightseers, (c) extend as much emergency aid as requested by the onlookers, and souvenir hunters. Appropriate markings jurisdiction agency in command of the off-airport should be prominently displayed to advise all persons accident/incident; of possible hazards that may causeserlous injury should they encroach on the area. Flares should not be (d) notify the aircraft operator involved; used within 300 ft (lOO m) of the accident site to prevent i gnltion of fuel vapors. (e) notify other agencies as requlred; 5-2.3 Communications between all security check points (f) According to the mutual aid emergency agreement and the comand post and/or emergency operations center with the surrounding community, the airport authority • should be implemented as soon as possible. may provide, if requested and if available, a part of its medtcal equipment (i.e., first aid equipment, 5-2.4 Identifying arm bands, site passes, or I.D. tags stretchers, body bags, mobile shelters, etc.) and the should be issued by the controlling authority and assistance at the accident site of doctors and monltored by the securlty/poltce officer and his/her personnel teams qualified in emergency first aid. team. 5-4.3 Action by Aircraft Operators. 5-2.5 Speclal security provisions are necessary to protect the flight data and cockpit voice recorders, 5.4.3.1 A senior aircraft operator representative any mail involved, or dangerous goods (hazardous should report to the Command Post to coordinate with materials) that may be present. the Incident Commander. 5-3 Action by Rescue and Fire Fighting (RFF) Services. 5-4.3.2 The senior aircraft operator representative should provide information regarding passenger load, 5-3.1 A call for an aircraft accident off the airport flight crew complement, and dangerous goods (hazardous normally is received from the air traffic control materials) on the aircraft. These include explosive services, local police, or local fire departments. substances, gases, flammable liquids or solids, Designated vehicles should be sent in accordance with oxidizing substances, poisonous substances, radioactive the existing mutual aid department agreements. materials, and corrosives. Information of this nature should be relayed as soon as possible to the chief fire 5-3.2 Responding airport rescue and fire fighting officer and the medical coordinator. services should: 5-4.3.3 The senior aircraft operator representatlve (a) Proceed via preestablished access routes, should make arrangements for bus transportation from considering vehicle weight, height, and width, to the the accident site to the designated uninjured holding off-alrport accident site in coordination with local area. Transportation of the walking wounded from the police~security direction. scene should be permitted only after consultation with the medical coordinator. (b) While en route, advise or request of fire department having jurisdiction over the area: 5-4.3.4 The aircraft operator staff should proceed to the designated uninjured holding area. The senior 1. rendezvous point and/or staging area aircraft operator representative at the uninjured 2. staffing and equipment responding holding area will appoint a receptionist, registrars, 3. any other pertinent information. and welfare coordinators from staff who have been previously trained in these functions. 5-3.3 The senior airport fire officer should report to the senior fire officer of the fire department having 5-4.3.5 The aircraft operator representative who is in jurlsdlctlon over the area and request orders. command of the uninjured holding area oversees the overall operations bymaking arrangements for 5-3.4 Prior agreement should be achieved between the commissary items, clothing, telephone facilities, and on-alrport rescue and fire fighting service and the additional medical services if required. local fire department in command and mutual aid fire departments as to who is best equipped to fight fires 5-4.3.6 The receptionist should meet the buses as they involving aircraft and/or structures. Additionally, arrive from the scene of the accident and direct the there should be agreement as to which agency will act passengers to the registrars' tables where they will be in command when an accident involves both an aircraft processed. The receptionist should know where support and an off-airport structure. facilities are located, i.e., toilet facilities, telephones, cloth!ng, drinking water, etc. 5-4 Action by Hedical Services. 5-4.3.7 The registrar should record the passenger's 5-4.1 Action by Hospitals. name on the manifest and determine what reservation requirements are desired, i.e., hotel accommodation, (a) Ensure that adequate doctors and nurses, and air transportation, or other modes of transportation, operating room, intensive care, and surgical teams are etc., and names of any persons to be notified of the available for emergency situations, including aircraft passenger's physical and/or mental condition and accidents. potential plans. The registrar should make out an identification tag or sticker (available from the (b) Provide medlcal care to the casualties when they emergency kit) and placelt on the passenger. When arrive; their registration is completed, the registrars should then direct the passengers to the welfare coordinators. (c) Provide doctors and trauma teams to the accident site in accordance with the Plan; 5-4.3.8 Where necessary, the aircraft operator should provide notification of the aircraft accident to: (d) Notify coroner/medlcal examiner. (a) "health and welfare agencies; 5-4.2 Action by Airport Authority. (b) customs, where applicable; 5-4.2.1 If previously agreed in the airport mutual aid emergency agreement with the surrounding community, the (c) immigration, where applicable; followlng actlons may be taken by the a~rport authority: 76 NFPA 424M (d) post office; (d) estimated time of landing (e) agriculture agencies; (e) aircraft operator, if appropriate (f) environmental agency (EPA}; (f) fuel on board i (g) national investigative agency NTSB (FBI). (g) number of occupants, including special occupants -- handicapped, immobilized, blind, deaf, etc.; 5-4.3.9 A senior aircraft operator official ~hould be responsible for the initial notification of relatives (h) any dangerous goods (hazardous materials) on and friends. board, including quantity and location, if known. 5-4.3.10 News releases by alrcr~Lft operators should be 6-1.2.2 Initiate the calling of'the mutual aid fire prepared in conjunciidn with the airport public dep&rtment(s) and other appropriate organizations in information officer and liaison officers from other accordance with the procedure laid down in the agencies involved in the accident.. alrport/communlty emergency plan, giving, where necessary, rendezvous point.and airport entrance to be 5-4.3,1| * The aircraft operator is responsible for the used. removal, of the wrecked or disabledaircraft, as soon as authorized by the aircraft accident investigation 6-1.3 .Action by Other Agencies. authority. 6-1.5.1 The subsequent specific responsibilities and 5-4.4Action by Government Authorities, roles of the various agencies itemized in 4-1.2 to 4-1.tO for responding to an aircraft accident on the 5-4.4.1 The following government authorities, after airport can be paralleled for "full emergency",as being notified, may be required to take appropriate required by local operating requirements. action as indicated in their emergency plan: 6-2 Local Standby. (a) government accident investigation personnel 6-2.1 The agencies 'involved in the airport/community (b) health and welfare emergency plan should be alerted to "local standby" status when an aircraft approaching the airport is (c) post office known or is suspected to have developed some defect, \ but the trouble is not such as would normally involve (d) customs any serious difficulty in effecting a safe landing, (e) immigration 6-2.2 Action by,Air Traffic Se(vlces. (f) agriculture. 6-2,2.1 Call the airport rescue and fire fighting service to stand by as.requested by the p!lot or to 5-5 Action by the Public Information Officer. stand by as local airport agreements requlre at the predetermined standby positions applicable to the 5-5.1 The responsibility for news releases concerning runway to be used. Give as many of the following off-airport emergency should be that of: details as possible: (a) the representative of the aircraft operator; (a) type of aircraft; (b) a public information officer designated by the (b) nature of trouble; service government authority in command; and (c) runwayto be used; (c) a public information representative designated by the airport authority. (d) estimated time of landing; 5-5.2 Under no clrcumstances should the media or other (e) fuel on board; personnel not directly involved in the fire fighting, rescue, or emergency medical care be permitted inside (f) number of occupants, including special occupants security lines until all rescue operations have been -- handicapped, immobilized, blind, deaf, etc.; completed and the area is declared safe for entry by the Incident Commander/chief fire officer. (g) aircraft operator, if appropriate; and (h) any dangerous goods (hazardous materials) on Chapter 6 In-Flight Emergencies board, including quantity and location, if known. 6-I Full Emergency Incident -- Aircraft in Flight. 6-2.2 Action by Other Agencies. 6-1.1 The agencies involved in the alrport/commun~ty 6-2.2.l The subsequent specific responsibilities and emergency plan should be alerted to "full emergency" roles of the various agencies itemized in 4-l.2 to status when it is known that an aircraft approaching 4-].10 for responding to an aircraft accident on the the airport is, or is suspected to be, in such trouble airport can be paralleled for "local standby" as that there is a strong likelihood of an accident. required by local operating requirements. 6-I.2 Action by Air Traffic Services. Chapter 7 Other Emergencies 6-I.2.1 Call the airport rescue and fire fighting service to stand by at the predetermined standby 7-1 Procedures and techniques used in handllng positions applicable to the runway to be used and ~ive nonaircraft accident related airport emergencies should as many of the following details as possible: be similar to the techniques used in handling aircraft accident emergencies. It should be recognized that (a) type of aircraft medical and fire emergencies can arise at any location where large numbers of persons work or congregate. At (b) nature of trouble airports this problem can be severe because of the exposure associated vdth the commonplace activities of (c) runwayto be used arriving and departing passengers and sightseers, the public service facilities provided at airports (i.e., 77 NFPA 424H automobile movement and parking areas, restaurants, Chapter 8 Emergency Operations Center bars, baggage handling and storage areas, etc.), and and Mobile Command Post the fact that airports can be selected by malcontents as locations to demonstrate their anger against any 8-1 General, group or activity. 8-1 Emergency Operations Center. 7-2 The diverse character of persons travelling by air suggests the need for the airport authority to arrange 8-1.1 An emergency operations center should be to have available emergency medical services to treat available for the purpose of dealing with emergency conditions such as cardiac arrest, abdominal pains, situations at each airport. burns, cuts, abrasions, and other medical problems. This will require immediate care facilities and 8-1.2 The descriptive elements of the emergency detailed mutual aid plans with outside agencies. operations center are: 7-3 The natural disasters to which airports may be (a) fixed location; sub.iected include storms, floods, earthquakes, and selsmlc sea waves, The vulnerability of an airport to (b) support of the on-scene commander in the mobile any of these wt11, tn good measure, be affected by command post for aircraft accidents/incidents; geography. While nothing can be done to avert them, there are actions that can be taken to minimize damage (c) use as command, coordination, and communication and expedite restoration of aircraft operations. center for unlawful seizure of aircraft and bomb threats; 7-4 Development of weather patterns, prediction and tracking of storm movement, and notification to the (d) operational availability 24 hours a day. public of potential danger resulting thereon will normally be carried out by a meteorological service in 8-1.3 The location of the emergency operations center the area. should provide a clear view of the movement area and isolated aircraft parking posltlon, wherever posslble. 7-5 The airport/communlty emergency plan should provide for inttlal protective measures, personnel 8-2 Hobile Command Post. (See Figure 8-2.) shelter, and post-storm clean up and restoration.. Aircraft operations may be imposslble for several hours before the arrival of the storm and until several hours after its passing. 7-6 As soon as severe storm warnings are received, all owners of alrcraft based or on the ground at the airport should be notified and warnings issued to all aircraft pilots en route to the airport.. Aircraft owners and pilots should be responsible for their aircraft but, if possible, all aircraft on the ground should be evacuated to airports outside the storm area. Aircraft in flight should be advised to divert to an alternative destination. Aircraft on the ground that cannot be dispersed should be put under cover or fled down so as to face into the approaching winds. 7-7 Power interruptions are common during a natural disaster, either by damage to generating plants or by destruction of transmission llnes. Airports located in severe storm areas should take measures to ensure minimum interruption to power supply, either by providing standby electrical generators or dual sources of commercial power for essential functions. 7-8 Regarding building protection, specific personnel assignments should be made in the airport/community emergency plan to collect or secure al] loose objects that may be blown about by the winds and to fill and place sandbags if there is any possibility that the storm may be accompanied by floods. 7-9 Sample Notification Charts. 7-9.1 The examples illustrated tn Figures 4-1.2.1 and 5-1.1 assist in rapid communication tn the event of an emergency. Accordingly, they shou]d contain all the vi tal telephone numbers. Figure 8-2 Mobile Command Post 7-9.2 Separate sample notification charts should be developed for each type of emergency included in the 8-2.1 Certain emergency situations will also require a plan. ZL is important that the method of notification mobile command post at the scene. This mobile unit is be cl early out1 i ned in the ai rport/communi ty emergency normally under the direction of the airport authorlty's pl an. on-scene commander. 4-10.2 Telephone numbers should be verified monthly 8-Z.2 Usually the mobile command post is adequate to and a revised list issued if necessary. In order to coordinate all command and communications functions. require only one page to be reissued when a change The emergency operations center is a fixed designated occurs, each sample notification chart should be area on the airport that is usually used in supporting printed on one sheet. and coordinating operations in accidents/incidents, unlawful seizure of aircraft, and bomb threat incidents. The unit should have the necessary communication equipment and personnel to communicate wlth the appropriate agencies involved in the 78 NFPA 424M emergency, including the mobile con~and post, when this (c) Appropriate mutual aid agencies located on or is deployed. The communication and electronic devices off the airport, including an alert procedure for all should be checked daily. auxiliary personnel expected to respond. 8-2.3 The mobile command post is a point where (d) The RFF vehicle:~ including a communications cooperating agency heads assemble to receive and capability between crew members on each RFF vehicle. disseminate information and make decisions'pertinent to the rescue operations. The main features of this unit 9-2 Communicati'onsEquipment. are : 9-2.1 It is important to provide serviceable (a) It is a mobile facility capable of~being rapidly communications equipment in sufficient quantity to deployed. ensure rapid response of personnel and equipment to an emergency. The following communications equipment (b) It se÷ves as command, coordination, and should be available for immediate use in the event of communications center for aircraft accidents/incidents. an emergency. (c) It is operational during aircraft 9-2.2 Portable Radios. A sufficient number of accidents/incidents. portable, two-way radios should be available to provide each participating agency with the ability to 8-2.4 In the event of any accidenl./incident,a communicate with the command post. designated, recognizable,' and highly visible mobile command post is a high-priority, l.tem. It should be 9-2.3 Strict communication discipline must be employed established as quickly as possible and preferably with to prevent jamming of ,emergency frequencies. Each the initiation of fire control and rescue activities. agency should operate on its own frequency, and there It is important that a continuity of command be should be a designated command frequency. " maintained so that each agency reporting to the mobile command post can'be adequately bri(~fed on the situation 9-2:4 Radios should be available at the CommandPost before proceeding to assume control of its individual to provide direct communication with the aircraft or responsibilities. ground controllers should it become necessary. 8-2.5 The mobile command post unit should.contaln the Direct communications may also be established between necessary communications equipment and personnel to the pilot or the aircraft cockpit by use of communicate with all agencies involved in the cockpit-to-ground lines. This requires a proper emergency, includ|ng the emergency operations center. connector, wire, microphone, and headset. Cooperation The communication and electronic devices should be and coordination between the airport fire and rescue checked monthly or periodically as required by local service and the individual air carrier(s) are needed to conditions. establish this type of communication capability. Normally this communication capability results from the 8-2.6 Maps, charts, and other relevant equipment and use of a ground service headset that is plugged into a information should be immediately available at the wheelwell interphone jack. mobile command post. 9-2.5 A sufficient number of telephone lines (both 8-2.7 The mobile command post should be easily listed and unlisted) or cellular phones.should be recognizable by provision of an elevated distinguishing available at the command post to provide direct marker, such as a checkered flag, colored traffic cone, communication with a~encies outside the airport, as balloon, or rotating light. well as within the alrport. Direct lines save time and reduce the probability of overwhelming radio 8-2.8 It may be necessary to establish a subcommand communication channels. post. When this is required, one location should be designated as a "master" command post with adequate '9-2.6 Medical facilities and ambulances need communications to the subcommand post. communications capability in order to take advantage of advance life support systems within the medical community. Chapter 9 Communications 9-2.7 A dedicated vehicle equipped with necessary 9-I CommunicationsNetwork. communications equipment and self-contained electrical power is a definite .asset to a good communication 9-I.1 A coordinated communications network is a system. A well-equipped communications vehicle is an prerequisite to any large-scale op(~ration that involves indispensable part of an efficient, well-managed, agencies from more than one jurisdiction. • command post. Planning should always include, a qualified vehicle drlver/operator. 9-1.2 A communications network should consist of a sufficient numbe~ of radio transceivers, telephones 9-2.8 Recording dev.ices, with time insertion units, (both mobile and land line), and other communication should be installed at the.operations center and/or devices to establish and maintain a primary and a mobile command post to ensure that all communications secondary means of communication. These networks are recorded for later analysis. All emergency should link the emergency operations center and the communications, including printed communication, should command post with each other as well as with all be recorded. participating agencies. (SeeCommand Flow Diagram, Figure 10-I.) 9-2.9 Runners should be assigned to the command post to augment other modes of communication. Their use may 9-1.3 The' operational communications network should prove invaluable should a temporary lapse of provide a primary and, where necessary, an alternate, communication occur. effective means for direct communications between the following, as applicable: 9-3 Testing and Verification. (a) The alerting authority (control tower or flight 9-3.1 The communications system should be tested daily service station, airport manager, fixed-base operator, to verify the operability of all radio and telephone or airline office) and the RFF units serving the networks. airport. 9-3.2 A complete and current llst of interagency (b) Air traffic control tower and/or flight service telephone numbers should be available to all agencies station, the appropriate fire department alarm and to personnel responsible for the airport/community room/dispatch center(s), and the fire fighting and emergency plan. These phone numbers should be verified rescue crews in route to an,aircraft emergency and at ,monthly to ensure that they are correct. the accldent/incident site. 79 NFPA 424M Chapter I0 Commandand Coordination for (1) Basic measures for handling emotlonally Airport/Community Emergency Plan disturbed persons. lO-I General. (j) Recognition and first aid for poisons, bites, and anaphylactic shock. 10-1.1 Once an accident has occurred on the airport, the direction and control of rescue and fire fighting (k) Transportation techniques for injured persons. operations are the responsibility of the airport rescue and fire fighting service officer in charge. Any (l) Helmllch maneuver -- treatment of choking transition of authority and command responsibility victims. needs to be established previously in the emergency plan and exercised accordingly. Off-airport accidents 11-3 Airport Emergency Medical Supplies and Equipment. are under the direction and control of the jurisdiction in which the accident occurred. 11-3.1" Sufficient medical supplies to treat the capacity of the largest aircraft normally utilizing the 10-1.2 The Plan should be very specific in its airport should be. available on or adjacent, to the designation of other responsible entities and their airport. Adequate supplies should be kept on hand to authority and function in-the command organization. deal with routine medical emergencies (i.e,, on-the-Job injuries, card|ac arrest, etc.) 10-2 Incident Command System. 11-3.2 The type and quantity of such supplies should I0-2.1 The Plan should include a flexible organization be determined by the principal medical authority for tool, which enhances management of all activities at the airport. the accident site. This system should include a description of each element of the Plan, the agency Recent incidents have demonstrated that the unique assigned to the specific element, and a brief summary characteristics presented by any given location must be of the authority and responsibility necessary to taken into consideration when deciding on the type and execute the element. A diagrammatic representation of quantity of supplles to be:kept available for major an organization chart from a typical Incident Command incidents. For instance, extremes in temperatures System is shown in Figure lO-l. should be considered and appropriate supplies stockpiled. Geographical and/or topographlcal conditions should also be taken into consideration. Chapter 11 Emergency Medical Care The type and quantity of all medical supplies stockpiled should be determined by the agency 11-1 Basis of Recommendations. responsible for providing emergency medical service to the airport. 11-1.1" These recommendations are based upon the existence of an established level of emergency medical 1l-3.3 Stretchers, blankets, cervica! collars, service that can be expanded into a comprehensive backboards, and body bags should be located on the emergency medical system at the scene of an aircraft airport, preferably on a suitable vehicle (e.g., accident with numerous casualties. trailer) that cad be transported to the accident site. Blankets are needed to alleviate the victims' exposure 11-1.2 Responsibilities of the emergency medical to shock and possible adverse weather conditions. The organization include all aspects of medical care at the .backboards and spine boards should be of a'type scene of an aircraft accldent: triage, treatment, and designed to fit through access ways and aisles of transportation. commerci~al and business aircraft. They should have restraining straps available so the patient can be ll-2 Emergency Hedical Training of Airport Personnel. secured to the board. A cleat should be attached to the underside of the backboard to facilltate'lifting by ll-2,l* All airport fire department personnel assigned carrying personnel. to fire control and rescue duties and all Public Contract airport employees should ideally be given 11-3.4 Sufficient emergency oxygen equipment should be first aid and CPR training. At least two full-time available to treat smoke inhalation victims. This members of the airport fire department per shift should equipment must not be used around fuel or fuel soaked be trained to an EHT level and be available to respond clothing. to any airport emergency of any severlty. ll-4 Airport Emergency Medical Service (EHS). 1l-2.2 The following subjects are the minimum that should be covered in a course of instructlon to enable ll-4.1 Emergency medical service should be readily airport personnel to function effectively in providing available to an airport. Hinlmum considerations for emergency medical services: level of service should include: number of passengers served, number of persons employed at the airport, (a) Airway management and cardiopulmonary industrial activity on airport property, and distance resuscitation (CPR). from adequate medical facilities. Ideally, each airport should have a properly staffed and equipped (b) Control of bleeding. first ai'd room/medlcal facility on slte, and in addition should arrange for the emergency response of (c) Fractures and splinting with emphasis on spinal trained medical" personnel with the capability to treat injuries. serious injuries and transport them to proper medlcal facilities. (d) Burns. 11-4.2 The primary purpose of emergency medical (e) Shock. services is to provide triage, treatment, and transportation in order to stabilize, provide comfort, if) Emergencychildbirth and immediate care of and transport vlctlms/patlents to appropriate medical newborns, including prematures. facilities. (g) Commonmedical diseases that may influence the 1l-4.3 The delivery to the accident site of trained outcome of'injury (allergies, high blood pressure, medical personnel, capable of treating and transporting diabetes, pacemaker, etc.) ~ injured victims of an aircraft accident, is a vital component of the airportcommunlty emergency plan. The (h) Basic measures for treatment and protection Plan should determine who will provide this service and subsequent to spills or leaks of radioactive materials should make all necessary legal and financial or toxic or poisonous substances. arrangements before the accident occurs. This includes integration with local community plans and/or mutual ald agreements. 80 NFPA 424M On-scene Commander I I i , Chief Fire Officer ] i Po,iceCbief I Medical Co-ordinator I I I I Ambulenoes Hospitals Mutual Aid Mutual Aid I 4 Fire Services Police 1 Transportation Officer Aircraft Operator Senior Representative Figure 10-1 Command Flow Diagram 11-4.4 Medical and ambulance services may be an 11-5 Airports Without a Medical Care Facility. integral part of the airport services, particularly the ambulance servlce which may, in many cases, be part of 11-5.1 At airports where a medical care facility the airport rescue and fire fighting service. If (medical clinic or first aid room) is not available, medical and ambulance services are not available at the the airport authority should make arrangements to have airport, prearrangements wlth IoczLl 'agencies providing •available sufficient personnel trained tn advanced these services should be made. The Plan must ensure first aid to cover all active hours of airport the dispatch of a satisfactory as~;ignment of operation. Equipment for first-aid work at these trauma-trained emergency service medical personnel, airports should consist, at minimum, of an emergency equipment, and medical supplies. The plan should medical care bag. This bag should be readily available address the location of surrounding medical facilities to be carried on a designated airport emergency vehicle and the level of •service each provides. and should contain at least: 11-4.5 The Plan should provide for the control of (a) one plastic sheet 1.80 m X 1.80 m (6 ft X 6 ft), patient transport from the scene 1:o the receiving with four spikes; medical facilities. The Plan's Incident Command System should include a Transportation Control Officer. This (b) seven hemostats (•one package of three, one position's responsibilities would include: package of four); communications with medical facilities and/or the central communications point for local medical (c) two field dressings one 45 cm X 56 cm (18 in. X facilities, overseeing and ensuring effective priority 22 in.) one 56 cm X 91 cm (22 in. X 36 in.); casualty transportation to the appropriate medical facilities, and all other aspects of medical (d) tenabdominal pads (five packages of two); transportation. (e) forty l0 cm X 10 cm (4 in. X 4 in.) gauze pads This has proven to be a very demanding and labor (four packages of ten); intensive responsibility, requlrlng.a minimum of three subordinate positions. They are: I) Transportation (f) two tourniquets; Control (routing of ambulances to and from the scene)i 2) Transportation Recorder (responsible for (g) one artificial airway; documentation of all patient movement); and 3) Medical Communications (responsible for all communications (h) three'disposable airways (each with No. 2, No. regarding medical transportatlon). A fourth position, 4, No. 5); that of Ambulance Staging Leader, should also be considered. (i) one bulb syringe with two catheters (No. 12, No. .14 FR); 11-4.6 Participating hospitals should have contingency emergency plans to provide for mobilization of (j) two,large bandage scissors; necessary medical teams to the accident site in the shortest possible time. Availability of qualified (k) twenty disposable syringeswlth No. 25 GA 1.6 cm personnel and adequate facilities at the hospitals to (5.8 in.) needle; deal with airport emergency sltuatlons is vital. In this respect, it is mandatory to establish in advance (1) twelve ace bandages two 15 cm (6 in.),'four. 7.5 an accurate list of surrounding hospitals classified cm (3 in.), six 5 cm (2 in.); according to their effective receiving capacity and specialized features such as neurosurgical ability, (m) twelve alcohol sponge packages; burn treatment, etc. (n) four rolls of gauze bandage two 7.5 cm (3 in.), II-4.7 The distance from the airport and the ability two 5 cm (2 in.); to receive helicopters should be considered. Reliable two-way communications should be provided between '(o) two" rolls of adhesive tape; . " hospitals, and ambulances and helicopters. The alert of an aircraft accident should be made to a single (P) four vaseline gauze dressings 15 cm X 91 'cm (6 communication controlling medical facility, which then in. 36 in.); alerts all other facilities according to the local medical communications network. Prior provision for .(q) one box of 100 bandalds, assorted sizes; police escort vehicles and helicopters for medical staff should be arranged in the Plan. (r) one blood pressure cuff and gage; 81 NFPA 424M (s) two clipboards 22 cm X 28 cm (8 in. X 11 in.);, 11-7.2 In accidents occurring on or adjacent to the airport, rescue and fire fighting personnel are (t) six pencils (pens, grease pencils, etc.); generally the first emergency personnel on the scene. It is imperative that seriously injured casualties be (u) sufficient supply of casualty identification located and stabilized as quickly as possible. In tags (see A-11-6.7); cases where fire control or prevention does not require the efforts of all rescue and fire,fighting personnel, (v) one set of inflatable splints; casualty stabilization should be commenced immediately under the direction of the most qualified (w) one resuscitube; trauma-trained individual on the scene. First response rescue vehicles should carry initial supplies of (x) one short spine board; victim-care equipment, including artificial airways, compresses, bandages, oxygen, and other related (y) one flashlight; equipment used for the stabilization of smoke inhalation casualties and severe trauma. Sufficient (z) two cervical collars; oxygen should be available for use of rescue and fire fighting personnel. (aa) one bite-stick wedge; 11-7.3 Usually~ the first few minutes of medical (bb) one disposable obstetric kit. treatment will aim at stabilizing the casualties until more qualified medical care is available. When 11-6 Immediate Need for Care of Injured in Aircraft specialized trauma teams arrive, medical care will be Accidents. (See Figure 11-6 on the following page.) more sophisticated. 11-6.1 In the aftermath of an aircraft accident many 11-7.4 The triage procedure and subsequent medical lives may be lost and many injuries aggravated if care should be placed under the command of one immediate medical attention is not provided bY authority, the designated medical coordinator, upon trauma-tralned rescue personnel. Survivors should be arrival. Prior to arrival, the command of triage examined, given available emergency medical aid as should be assumed by the designee of the on-scene required, and then promptly transported to appropriate commander until relieved by the predesignated medical medlcal facilities. coordinator. II-6.2 Triage is the sorting and classification of 11-7.5 The medical coordinator should report directly casualties to determine the order of priority for to the incident commander and has responsibility for treatment and transportation. all medical aspects of the incident. The primary function will be administrative, not as a participant II-6.3 Casualties should be classified into four of the medical team treating the injured. categories: 11-7.6 For distinctive and easy identification, the medical coordinator should wear a standard distinctive Priority I: Immediate care uniform. In addition, the Plan should provide for a Priority II: Delayed care highly visible vest, or other apparel, with reflective Priority Ill: Minor care lettering, front and back, that reads "MEDICAL Priority 0:- Deceased COORDINATOR," or other appropriate lettering, given the terminology used in the Plan. 11-6.4 Triage must begin immediately. Qualified medical personnel should be assigned to this task. 11-7.7 ,Care of Priority I "Immediate" Casualties. Victims are moved from the triage area tothe This type of casualty includes but is not necessarily appropriate care holding areas before definitive limited to: treatment is rendered. Casualties should be stabilized at the care holding areas and then transported to an (a) major hemorrhages;~ appropriate facility. (b) severe smoke inhalation; 11-6.5 Every effort should be made toensure that "Immediate" casualties are treated first and receive (c) asphyxiating thoracic and cervico-maxillo-facial immediate ambulance transportation priority once they injuries; are stabilized. This is the responsibility of the immediate care leader. (d) cranial trauma with coma and rapidly progressive shock; 11-6.6 Triage is most efficiently accomplished in place. However, the conditions of an accident scene (e) open fractures and compound fractures; • may demand the immediate movement of casualties before triage can be safely accomplished. In that case, the (f) extensive burns (more than 30 percent); casualties should be moved the shortest distance possible, well away from fire.fighting operations, and (g) crush injuries includiqg, internal organs; upwind and uphill from the scene. (h) any type of shock; and 11-6.7" Triage of casualties should include the use of casualty identification tags to aid in the sorting and (i) spinal cord injuries. transportation to hospital of the injured. This technique is especially suited to multi lingual 11-7.8 Care of Priority II "Delayed" Casualties. This situations. type of casualty includes but is not necessarily limited to: II-7 Care Principles. (a) nonasphyxiating thoracic trauma; ll-7.1 Stabilization of the seriously injured should be accomplished at the accident scene. The immediate (b) closed fractures of the extremeties; transportation of the seriously injured before stabilization should be avoided. (c) limited burns (less than 30 percent); (d) cranial trauma without coma or shock; (e) injuries to soft parts. 82 i NFPA 424M ~m,j, -q LEAKING FUEL I _~ COLLECTION AREA COMMAND POST TRIAGE AREA Two persons monitoring and . tagging 90 m (300 ft) upwind I CARE AREA PRIORITY III PRIORITY II. PRIORITY I and un~njurad ' (aircraft operator monitoring) TRANSPORTATION AREA AMBULANCE STAGING To holding area Figure 11-6 Triage and Medical.Care at'Aircraft Accident Site ' 83 NFPA 424M ll-7.g Delayed care of casualties sustaining injuries ll-g Standardized Casualty Identification Tags. that do not need emergency medical treatment to sustain life can be delayed until Priority I casualties are 11-9.1 Need for Standardized Tags. Casualty Stabilized. Transportation of Priority II casualties identification tags should be standardized through should be performed following minimum care given on the color coding and symbols to make the tags as simple ~s site. possible. Tags help to expedite the treatment of mass casualties in a triage situation and thus permit more 11-7.10 Care of Priority III "Minor" Casualties. This rapid evacuation of the injured to medical facilities. type of casualty includes minor injuries only. Certain accidents/incidents will occur where passengers have 11-9.2 Tag Design. Standardized tags have been either minor or no injuries or appear to be uninjured. designed that require only minimal information to be Because this type of casualty can interfere with other entered thereon, are usable under adverse weather priorities and operations it is important that these conditions, and are water resistant. An example of passengers be transported away from the such a tag is illustrated in Figures A-ll-6.7(a) and accident/incident site to the designated passenger (b). In' this tag, numerals and symbols indicating holding area where they may be re-examlned. medical prlority classify casualtles as follows: 11-7.11 It is important that provisidns be made for Priority III casualty care, comfort, and identification. This should be provided through the Priority I or immediate care: RED colored tag; aircraft operator, where involved, airport operations, roman numeral I; or international relief organization (Red Cross, rabbit symbol. etc.). Specific treatment areas such as an empty hangar, a designated area in.a passenger terminal, a Priority II or delayed care: YELLOWcolored tag; fire station, or other available sites of adequate size roman numeral II; (hotel, school, etc.) should be predesignated for this turtle symbol. purpose. Any such area selected should be equipped with heating or cooling systems, electric light and Priority III or minor care: GREENcolored tag; power, water, and toilet facilities. Adequate roman numeral III; telephones should be available. A number of such ambulance with X symbol. preselected sites should be chosen so that when an accident occurs, the most convenient in regard to Priority 0 or deceased: BLACK c01ored tag; travel distance and space needs (number of casualties cross symbol. involved) can be selected. All aircraft operator personnel and airport tenants should know the location 11-9.3 Where tags are unavailable, casualtles may be of'such designated facilities. classified using roman numerals on adhesive tape or by markings made directly on the forehead or on other 11-8 Control of the Flow of the Injured. exposed skin area to indicate priority and/or treatment needs Where markin~ pens are unavailable, lipstick 11-8.1 The injured should pass through four areas can be used. Felt-tipped pens are not advlsable as which should be carefully located and easily identified they may smear in rain, snow, and under other climatic (see Figure 11-6). and body conditions. (a) Collection area'-- The location where initial 11-10 Medical Care of Ambulatory Survivors. collection of the seriously injured from the aircraft and/or debris is accomplished. Need for the 11-10:1 The aircraft operator (where involved), the establishment of this area will be dependent upon the airport authority, and/or other predesignated agency type of accident and the circumstances surrounding the selected for the purpose should be available to: accident site. Custody of casualties is normally transferred from fire rescue personnel to medical (a) select from among the predesignated passenger services at this point. holdlng areas designated in the alrport/communlty emergency plan the most suitable one for the particular (b) Triage area -- The triage areas should be emergency; located at least gO.m (300 ft) upwind of the accident • site iffire and smoke is imminent. If necessary, more (b) provide for the transportation of uninjured than one triage area may be established. passengers from the accident site to the designated holdlng area; (c) Care area ~ Initially this will be a single care area only. Subsequently it should be subdivided (c) arrange for doctor(s), nurse(s), or emergency into three subareas according to the three categories medical personnel teams quallfled in first aid to of injured, i.e., Immediate Care (Priority I), Delayed examine and treat supposedly uninjured passengers, Care (Priority II), and Minor Care (Priority III). especially for nervous traumatism (shock), and/or smoke Care areas can be identified by colored traffic cones, inhalatlon,where pertinent; bicycle flags, colored blankets, etc. (Red Immediate, Y~llow -- Delayed, and Green -- Minor). (d) interview uninjured passengers and record their names, addresses, and phone numbers, and where they can (d) Transportation area ~ A transportation area for be reached for the next 72 hours; the recording, dispatching, and evacuation of survivors should be located between the care area and the egress (e) notify relatives or next of kin where deemed road. Only one transportation area is normally necessary; required; however, if there is more than one transportation area it is essential to have (f) coordinate efforts with the designated welfare communication between them. agency (Red Cross, etc.); and 11-8.2 In remote areas, where transp~rtatlon to (g) provide security from unauthorized interference appropriate medical facilities will be delayed, 0r by persons not officially connected with the rescue where climatic conditions dictate, consideration should operation in progress. be given to the provision of mobile quarters for the stabilization and medical treatment of immediate care 11-10.2 Prearrangements should be made for the and delayed care casualties. Ideally these quarters immediate transportation by bus or by other suitable should be operational upon arrival or in less than half transport of the walking wounded and uninjured from the an hour. Their design must therefore permit rapid accident site to the designated holding area. This response to the site and rapid activation to receive plan should be implemented automatically following casualties [See Mobile Emergency Hospital (MEH), notification of the emergency. A nurse or a person A~11-I.1.] 84 NFPA 424M trained in first aid should accompany these survivors 12-3 Care after Site Examlnation. to the holding area. Each and evei'ypassenger should be.examined for shock and smoke inhalation. Cold or 12~3.1 Body identification and determination of cause inclement weather may require addi1:ional provisions for of death is conducted wlth the concurrence of~the the passengers' protection and comfort. authority designated for this duty. This operation is generally conducted with the cooperation of forensic ll~lO.3 Occupants evacuating an aircraft may have been teams and other specialists. barefoot when evacuation slides were used and may also be without proper wearing apparel. "Prior planning 12-3.2 Accidents that produce a large number of Should recognlze this potentiality:, and emergency fatalities wil.l overload normal morgue facilities. In footwear, eyeglasses, clothing, and blankets should be areas where delay or temperatur~ may contribute to the available to take care of this situation. Where the deterioration of tissue, refrigerated storage should be aircraft accident occurred in water or in a marshy available. This may be provided either through a area, survlvors will be wet and uncomfortable. Where permanently located cooler or refrigerated such potentials exist, it may be necessary to establish semitrailers. The area for postmortem examination a special designated staging area ~here survivors can -should be located near the refrigerated storage and be be stabilized prior to, transporting them to the normal arranged to provide a high level of security. This holding area and to preplan provision for blankets and area shouTd be large enough for initial body sorting. temporary protective clothing to prevent hypothermia. Electricity and running water should be provide~, In addition to a sultable working area. '' Chapter 12 Care of Deceased (Black Tag, Cross S~vmbol) 12-3.3 The morgue should be isolated and in an area remote from pl,aces where relatives or general publlc 12-I Basis for Recommendations. have access. 12-1.1" The concept of preservation of evidence must 12-3.4 After identification of victims, efforts to be applied when caring for the deceased at an aircraft contact next of kin should commence. Agencies such as accident site. It is important to realize that an Aircraft Operators representatives, publlc service undisturbed site will produce the ~ost reliable organizations (i.e. Red Cross, Salvation Army), or evidence for determing cause and/or corcective action clergy should be utilized. that would help prevent a similar incident in the future. 12-3.5 The accident investigation team generally has the authority and the need to require autopsies and The Plan should include contingencies that address toxicological analyses on crew members, and in special management of deceased at the scene of the emergency. cases, passengers. The need for these tests should be The Plan needs to designate the person responsible for establlshed prior to the release of boBies. contacting of and coordination with the Medical Examiner/Coroner. 12-3.6 As soon as practical after the emergency, all participants in the fire fighting and rescue effort 12-2 Care Prior to Site Investlgai:ion.' should be debriefed. Their observations should be recorded by the proper authorities. Sketches, 12-2.1 Airport fire fighters and other rescue diagrams, photographs, movie films, and tape and ~ideo personnel should understand the basic need for and the recordings made on the accident site as well as techniques and procedures used in aircraft accident appropriate details on the tagging of bodies and parts investigation. Wherever possible, the wreckage should removed from their position are invaluable tools for remain undisturbed until the arrival of the appropriate investigators. investigating agency. Chapter 13 Airport/Community Emergency Plan Exercise 12-2.2 Areas immediately surrounding the location of the deceased should be completely :;ecured. Areas in 13-I. Emergency Plan Exercise. which a large number of deceased or dismembered casualties are located should be left undisturbed until 13-I.I The purpose of an alrport/communlty emergency the arrival of the forensic doctor and the NaVional plan exercise is to test the adequacy of the following: Transportation Safety Board investigator or hls/her designee. (a) the airport/community emergency plan and related procedures; 12-2.3 If it becomes necessary to move bodies or parts of the wreckage, photographs should also be taken (b) 'response of all personnel involved; showing the ~elative position of bodies and parts within the wreckage, and a sketch nf their respective ~(c) ,emergency equipment and communications. positions prior to removal should be made. In addition, tags should be affixed to each body or part 13-1.2 It is therefore important that the Plan contain displaced, and corresponding stakes or tags should be procedures requiring that the alrport/community placed where the parts were found ~n the wreckage. A emergency plan be tested so as to correct as many journal should be kept of all tags issued. Special deficiencies as possible and to familiarize all precautions should be taken to avoid disturbing personnel and agencies concerned with the airport anything in the cockpit area. Should any.control be environment, the other agencies, and the role of each displaced, photographs, drawings, or notes Should be agency/person in.the emergency plan, taken. 13-2 Need for and Types of Airport/Community Emergency 12-2.4 Extrication'of the deceased and removal of Plan Drills. personal effects prior to the arrival of the coroner or appropriate authority should be accomplished only to 13-2.1 The airport/community emergency plan should be prevent their destruction by fire nr other similar subject to full-scale emergency exercises to test all compelling reasons. Where bodies r~ust be moved, facilities and associated agencies at intervals of previously mentioned precautions" should apply. about one year. The exercise should be followed by a Provisions should be made to obtain sufficient body full debriefing, critique, and analysis. bags to contain all bodies as well as personal effects. Representatives of all organizations that participate in the exercise should also actively participate in the 12-2.5 Body bags are normally available from major preparation for the exercise and the final critique. local suppliers of casEets, funeral directors and their equipment and supply firms~ 'and from nearby military 13-2.2 It is important that simulated emergency facilities. Stocks of body bags at each airport are exercises, aimed at testing and reviewing the response desirable. of individual participating agencies, such as the 85 NFPA 424M rescue and fire fighting service as well as parts of D - 14 days Final meeting and briefing for all the plan such as the communications system~ be held at participants, including critique team; more frequent intervals than the full-scale emergency exercise. D - 7 days Final meeting of superylsory personnel to review assignments;. 13-2.3 It is desirable that, in addition to the full-scale and simulated emergency exercises, a D - 0 days The exercise; "tabletop" exercise; i nvol ving the ai rport/community emergency plan coordinating committee, be held at least D + 1-7 days A critique following the exercise so annually but not coincidental with any of the above that all participants may hear the emergency exercises. observers' reports; and 13-3 Planning for Full-Scale Emergency Exercises. D + 30 days The supervisory persdnnel meet to review written critiques submitted by 13-3.1 The first step in planning full-scale emergency observers and participants and revise exercises is to have the support of all airport and procedures to correct mistakes and community authorities concerned. shortcomings indicated in the exercise. 13-3.2 Each agency head must be thoroughly familiar with the airport/community emergency plan and must 13-3.6 In p~eparing the scenario, the use of real develop a plan for his departmen~ in coordination with names of aircraft operators and types of aircraft the general plan. The agency heads should meet in should be avoided. This will prevent any possible regular sessions to develop an understanding of their embarrassment to companies or agencies involved in agencies' responsibilities and requirements in civil aviation. cooperation with other agencies. 13-3.7 In order to obtain the maximum benefit from a 13-3.3 An aircraft representative of the largest full-scale emergency exercise, it is important to aircraft using the airport should be sought for the review the entire proceedings. An observer critique full-scale emergen(:y exercise to add realism to the team comprised of members who are familiar with mass exercise and to familiarize participants with the casualty accident proceedings should be organized. A problem of removing casualties from aircraft. If an chairman of the team should be appointed, and he/she aircraft is not available; a bus or similar large should;b6 pr@sent at all meetings. The team should be vehicle may be used. present at the final organizational meeting (seven days prior to the exerclse) and, in coordination with the 13-3.4 The emergency exercises should be held in authority in charge, ensure that significant problems locations that will provide maximum realism while are introduced into the exercise. Each member of the ensuring minimum disruption to the. operations of the critique team should observe the entire exercise and airport Or the orderliness of the community. complete the appropriate emergency exercise critique °forms. 13-3.5 At least 120 days prior to the scheduled full-scale emergency exercise, a meetin~ of all key 13-4 Reviewof the Airport Emergency Plan Drill. supervisory personnel of principal participating agencies should be called by the authority in charge. 13-4.1 Experience has shown that quite often the At this time, the aims of the exercise should be provisions set forth in the airport emergency plan will outlined, a scenario formulated, work tasks assigned, not be found practical during an exercise or an actual and dutles of all agencies and personnel defined. A emergency, resulting in confusion and undue suggested time schedule and check list is as follows: inefficiency by some of theparticipants. ]3-4.2" A critique and review of the procedures D -120 days Organizational meeting of supervisory followed by the participants in an emergency exercise personnel of participating agencies. or an actual accldent/incldent should be scheduled as Aims outlined, scenario formulated, soon as all data can be acquired from all agencies. work tasks assigned, emergency plan This critique should be held not more than seven days coordinators selected; after the exercise or emergency. D - 90 days First progress report on arrangements; 13-4.3 'The airport authority should make every effort to contact other airport authorities involved in actual D - 70 days First meeting of all participating aircraft accidents and those who have conducted agencies (individual committee full-scale emergency exercises to acquire data and representatives); procedures to correct and upgrade their airport emergency plan. D - 60 days Complete arrangements for full-scale emergency exercise site or staging area. Written scenario completed; Appendix A D - 50 days Training for moulage team begins. This Appendix is not part of the recommendations of Second meeting of the individual this NFPA manual, but is included for information committee representatives. A moulage purposes only. chairman can be selected from hospitals, rescue and fire fighting A-1-3 Authority Having Jurisdiction. The phrase personnel, civil defense, military authority having Jurisdiction is used in NFPA documents personnel, etc.; in a broad manner since jurisdictions and approval agencies vary as do t6eir responsibilities. Where D - 40 days Arrangements for transportation, public safety is primary, the authority having feeding, stretcher bearers, and jurisdiction may bea federal, state, local or other volunteer workers completed; regional department or individual such as a fire chief, fire marshal, chlef of a fire prevention bureau, labor D - 30 days Third meeting of the individual department, health department, building official, committee representatives. A electrical inspector, or others having statutory preliminary "warm-up" communications authority. For insurance purposes an insurance exercise is held; inspection department, rating bureau, or other insurance company representative may be the authority D - 21 days Fourth meeting of the individual having Jurisdiction. In many circumstances the committee representatives. Make-up property owner or his designated agent assumes the role team training and arrangements for of the authority having JurisdictiOn; at government volunteer casualties completed; instal]at!ons, the commanding officer or departmental official may be the apthority having jurisdiction. 86 NFPA 424M A-2-I Outline of an Airport/Community Emergency Plan. a. vehicle escort This guideline is intended to ensure uniformity in the development of alrport/communlty emergency plans. It , b. maintenance is the function of the airport authority .to develop a plan and procedures for emergencies applicable to the (5) action by medical services airport's particular characteristics and operations and, within these guidelines, to perform the following: a. 'hospitals Ca) Define the responsibilities of the airport b. ambulances authority and other participating .agencies. c, doctors (b) Create effective lines of communicatlon and adequate communication facilities .as indicated by a d. medical personnel flow chart; call system to include persons/agencies to be contacted. Where possible, a.24-hour coverage (6) action by aircraft operator involved should be maintained. "(7) action by emergency operations center.and mobile (c) Arrange for the availability of a fixed command post emergency operations center and a mobile command post at the airport for use during an emergency. (8) action by government authorities (d) Integrate assistance from local support services (g) communications network (emergency operations such as fire departments, security, medical, civil center and mobile.command post) defense, government agencies, and local amateur radio organizations, etc. (lO) actionby agencies involved in mutual ai~ emergency agreements (e) Describe the function of air traffic services (airport control tower or airport flight information (11) action by transportation authorities~(land, service) relating to emergency actions; and sea, and air) (f) Give instructions for response to !IZ) action by public information officer(s) accidents/incidents. (13) action by local fire departments when Sections of the airport/community emergency plan structures involved document should contain identifiable subjects pertinent to local airport and community conditions. (14) action by all other agencies. The emergency plans and procedur.~s should be issued Section 3 -- Aircraft Accident oft the. Airport. under the airport or appropriate authority, who will de.fine and negotiate functions of all agencies and (I) action by air. trafflc control services (airport personnel on or off the airport who would or could be control tower or airport flight information service) involved in an emergency affectlng th e a!rport. (2) action by rescue and fire fighting services In developing the emergency plan and procedures, it is vital that arrangements be simple and easily (3) action bx local fire departments understood .by all involved in the Plan. (4) action by police and security services Example of Contents of Emergency Plan Document (5) action by airport authority Section 1 -- Emergency Telephone Numbers. This section should be limited to essential telephone numbers (6) action by medical services . ' accotding to site needs, including: a. hospitals ' (I) air traffic control services b. ambulances (2) rescue and fire fighting services (departments) c. doctors (3) police and security d. medical personnel (4) medical services: .(7) action by agencies involved in mutual :aid a. hospitals emergency agreements b. ambulances (8) action by aircraft operator involved c. doctors -- business/reside~ce • (9) action by emergency operations center and mobile command post (5~ aircraft operators (10) action by government authorities (6) government authorities (11) communication networks (emergency operations (7) civil defense center and mobile command post) (8) -others. (12) transportation authorities (land, sea, and air) Section 2 -- Aircraft Accident on the Airport. (13). action by public information officer (1) action by air traffic control services (airport (14 ) action by al1 other agencies. control tower or airport flight information servi.ce) Section 4 -- Ma]functlon'of Aircraft in Flight (Full (2) action by rescue and fire fighting services Emergency or Local Standby). (3),action by police and security services (I) action by air traffic services (airport control tower or airport flight information service) (4) action by airport authority (2) action by airport rescue'and fire fighting services 87 NFPA 424M (3) action by police and security services (9) isolated aircraft parking position (4) action by airport authority (10) evacuation (5) action by medical services (11) searches (dog and human) of helicopter aircraft a. hospitals (12) handling and identification of luggage and cargo an board aircraft b. ambulances (13) handling and disposal of suspected bomb, C, doctor (14) action 6y public information officer d. medical personnel (15) action by all other agencies. (6) action by aircraft operator involved Section 7 -- Unlawful Seizure of Aircraft (Hijacking). (7-) action by emergency operations center and mobiie command post (l) action by air traffic control services (airport control tower or airport flight information service) (8) action by all other agencies. (Z) action by rescue and fire fighting services Section 5 -- Structural Fires. (3) action by police and security services (I) action by air traffic control services (airport control tower or airport fllght information service) (4) action by airport authority (2) "action by rescue and fire fighting services (5) action by medical services (local fire departments) a. hospitals (3) action by police and security services b. ambulances (4) action by airport authority c. doctors (5) evacuation of structure d. medical personnel (6) action by medical services (6) action by aircraft operator involved a. hospitals (7) action by government authorities b. ambulances (8) action by emergency operations center and mobile c. doctors command post d. medical personnel (9) isolated aircraft parking position (7) action by emergency operations center and mobile • (10) action by public information officer command post (11) action, by all other agencies. i8) action by public information officer Section 8 ~ Incident on the Airport. (9) action by all other agencies. An incident on the airport may require any or all of Section 6 -- Sabotage Including Bomb'Threat (Aircraft the. action detailed in "Aircraft Accident on the or Structure). Airport." Examplesof incidents the airport authority should consider include fuel spills at the ramp, (1) action by air traffic control services (airport passenger loading bridge, and fuel storage area; control tower or airport flight information service) dangerous goods (hazardous materials) occurrences at freight handling areas; collapse of structures; (2) action by emergency operations center and mobile vehicle/aircraft collisions, etc. command post Section 9 -- Persons of Authority -- Site Roles. (3). action by police and security services To include but not be limited to the following (4) action by airport authority according to local requirements: (5) action by rescue and fire fighting services On-airport (6) action by medical services (1) Airport authority a. hospitals (2) Airport chief fire officer b. ambulances" (3) Police and security -- officer-in-charge "L C. doctors (4) Medical coordinator d. med.ical personnel 0ff-airport (7) action by aircraft operator involved (I) Local.chief fire officer t (8) action by government authorities (2) ' Government authority 88 NFPA 424M (3) Police and security -- officer-ln-charge running and all emergency lights operating so that the fastest response to the incldent/accldent site can be (4) Medicalcoordinator. accomplished. It is important that appropriate radio frequencies be continuously monitored by ARFF ' The on-scene commander will be designated as required personnel. One or more major aircraft rescue and fire from within the prearranged mutual aid emergency .fighting vehicles should be able to initiate fire agreement." suppression within thE, briefest period of time following:the aircraft's coming to rest. Standby Previous documented experience indicates that positioning of vehicles should be established for a confusion in identifying command personnel in accident variety of anticipated circumstances. The ARFF situatlons.is a serious problem. To alleviate this personnel should be informed of any changes in a problem it is suggested that distinctive colored vests distressed aircraft's emergency conditions that could with reflective lettering be issued to command affect the touchdown point or the ultimate behavior of personnel for easy identification. The following the aircraft. colors are recommended: A-2-3.4 Alert III -- Aircraft Accident. Thi's alert denotes an aircraft accident has occurred on or in the RED -- OHIEF FIRE OFFICER vicinity of the airport. Regardless of the source of BLUE -- POLICE CHIEF this alarm, full airport fire and rescue response , WHITE (RED LETTERING -- MEOICAL COORDINATOR procedures should be put into effect. When possible, INTERNATIONAL ORANGE -- AIRPORT ADMINISTRATION all known pertinent information should be relayed via LIME GREEN -- TE~NSPORTATION OFFICER ~adio by Air Traffic Control (ATC) to responding DARK BROWN .-- FORENSIC CHIEP emergency units and include as accurately as posslble the location of the accident using grid-map coordinates An on-scene commander should be appointed as the and landmarks. person in command of the overall emergency operation. The on-scene commander should be easily identifiable When such information i's not available, the ARFF andcan be one of the persons indicated above or any personnel should anticipate the worst situation and other person from the responding agencies~ prepare accordingly. A-2-3 Types of Alerts. The officer in charge should advise ATC of conditlons at the site, particularly if such conditions could A-2-3.l The terms used to describe various categories interfere with flight operations. of aircraft alerts are not standardized. The Federal Aviation Administration (FAA) terms -- Alert I, Alert A-2-3.5 Emergencies not involving'aircraft include: II, or Alert III -- and the International Civil Aviation Organization (ICAO) terms -- Local Standby, (a) Nonaircraft accident related airport emergencies. Full Emergency, and Aircraft Accident -- are equivalent. (b) Natural,disasters. A-2-3.2 Alert I -- Local Standby. An ai'rcraft that is known or suspected to have an operational defect should (c) Medical emergencies. be considered local standby. This defect should not normally cause serious difficulty in achieving a sa~e A-3-3.1 For a comprehensive description of training landing. and skills required see NFPA ]003, Standard for.Airport Fire Fighter Professional Qualifications. Alert I should also be initiated when an aeromedlcal evacuation orpresidential/VIP aircraft is arriving or A-3-8 Responsibilities of Aircraft Operations departing. Personnel Following an Aircraft Accident. Airline personnel often are the only force on the airport Airports should have management policies for available for quick response to passenger service in an • implementation of Alert I procedures whenever required emergency since fire, police, and airport operation response times cannot be achieved. Factors that may departments are usually required to respond to the affect response time include construction work, field accident site. maintenance, and adverse weather conditions such as snow, ice, or low visibility. An air carrier emergency plan should be coordinated with the airport/community emergency plan so that Airports should have management policies for airline personnel know whichresponsibillties the implementation of Alert I procedures during arrival and .airport will assume and what response is required by departures of certain categories or types of aircraft the airline. A checklist form should be developed by not normally utilizing the airport. the airline for the company coordinator's use. This form should be time correlated to document notification Under Alert I conditions, at least one aircraft time of the accident, company communications, personnel rescue and fire fighting vehicle should be manned and assignments, response, and other actions taken. From positioned to permit immediate use in the event of an this log of events a critique of airline and incident. The Aircraft Rescue and Fire Fighting (ARFF) airport/community emergency plans can be analyzed for personnel should be advised of (1) the type of future improvement. aircraft, (2) the number of passengers and crew, (3) the type and amount of fuel, (4) the nature of the Training should be initiated by the airlines to emergency, (5) the type, amount, and location of prepare all station personnel for emergency dangerous goods,'and (6) the number of nonambulatory procedures. In all emergencies the individuals passengers on board, if any. All other ARFF vehicles involved are subjected to stresses of a severity not should be available for immediate response. generally encountered. It is vital for all emergency workers to be familiar" with common responses by the A-2-3.3 Alert. II -- Full Emergency. An aircraft that individuals to unusual stress and apprehension and to is known or issuspected to have an operational defect be able to cope effectively with disturbed persons. that affects normal flight operations to the extent The best possible preparation for effective behavior that there is danger of an accident is an Alert II -- under disaster conditions is education and practice. Full Emergency. ARFF personnel should be provided wlth Education should include instructions in the nature and detailed information that allows preparation for likely actions of disturbed individuals and the general type contingencies. A full response should be made with the of reaction to be expected from each. There should be emergency equipment manned and positioned wlth engines participation in simulated emergency exercises to help 89 NFPA 424M establish effective patterns of behavior under necessary, other airport tenants based at the airport) emergency conditions and practicethe basic principles should be established. Training can be acquired from of "psychologlcal first aid." local mental health care and Red Cross units. This training is not extensivebut would provide education A holding area for uninjured persons should be for passenger service in an emergency. In addition to designated in order to assemble and process passengers care for the victims evacuated from an accident site, not injured in the emergency. The area selected should training should also .include a possible traumatic provide for both passenger comfort and security from situation that could develop in the gate area of the the news media. Upon notification of an accident, terminal building. designated airline personnel should immediately respond to the holding area to receive the passengers evacuated Emergency Kits. Each airline should prepare an from the accident scene. The airline personnel should emergency kit that can be readily available to all be at this station before the passengers arrive.. airline personnel during all hours of operation. This Emergency kits should be prepared and be readily , kit should never be placed in an office that is locked available for the passenger service representatives to during certain hours of the day. All station personnel effectively carry out their duties. While waiting for should have knowledge of the location of the emergency the evacuees, an organizational meeting should be held kit. The contents of the kit must include: by the person in command, delegating a receptionist, registrar, and welfare coordinator for the survivors. I. Tablets or forms to list the victims to include name, address, and home phone number of passenger; name The following organization and description of and phone number of person to be notified of required duties are suggested: passenger's condition; accommodation request of passenger .(i.e., future flight, hotel, transportation The Airline Coordinator. Normally this would be the within the local area, etc.). senior representative from the airline whose aircraft had the accident. In the event of a charter or 2. Stlck-on, adhesive-type name tags to identify nonscheduled flight, the representative of the airline passengers who have been processed and identification designated to provide ground services for that flight of victim when accommodations have been made. should take charge. In the event of an over-fllght or carrier without personnel based at the airport, 3. Telephone numbers: representative authority would have to be determined by those responding. The personln charge should have (a) Doctors to attend to minor injuries. Each radio communication to the airline operations or other airline should have a letter of agreement with designated emergency center. Telephones should be physicians who will respond.to a designated holding available in' the holding areas. The person in command area. oversees the overall airline operations, making arrangements for additional medi~cal services if (b) Hotels where victims can be billeted. It is required, commissary items, etc.. beneficial to place victims in the same hotel or at \ least in groups at hotels. The receptionist should meet the buses as they arrive from the-scene of the accident and direct the (c) Linguists. Preferably people who work on the . passengers to the registrars' tables where they will be airport for quick response. Available on 24-hour call processed. The receptionist should know where toilet basis are the ALTRUSA Language Banks: facilities are located. In Chicago:312-221-1460 Registrars. The registrars will have emergency kits In Seattle:206-622-4250 available to them. Two people will constitute one registrar team. Several teams will be required to These banks have a capacity of 73 'languages. swiftly and efficiently process the passengers. One member will enter the passenger's name on the manifest (d) Caterer. If commissary items are required. and determine what reservation requirements are desired, i.e., hotel accommodations or another flight, (e) All airline reservations offices. transportation, etc., and any persons to be notified of the passenger's condition and plans. The other member (f) Ambulance c.ompanies. In case a victim of the registrar team will make out an identification requires hospitalization. tag or sticker (available from the emergency kit), and place it on the passenger. This will assist in (g) Taxicabcompanies. identifying the passenger'when accommodations have been made. More importantly this will indicate that the 4. A current copy of the Official Airline Guide passenger has been processed. The registrars will (OAG). Local airline schedules would be most helpful direct the victims to the welfare coordinators when for registrars who will be making arrangements on their registration is completed. future flights. Welfare coordinators are the nucleus of psycho'Ioglcal 5. Sampleof Registrar's Form. first aid. They should attempt to stimulate passenger discussion. Special attention should be given to those Passenger Person(s) to be Notified who do not join in the group. In giving psychological first aid, it will be noted that some persons become NAME NAME more disturbed than others. Giving those persons sympathetic understanding c~n be the first step toward ADDRESS RELATION helping them. Overwhelming victims with pity• may only increase their fear and feelings of helplessness. A PHONE NUMBER PHONE NUMBER person who exhibits bodily trembling, rapid breathing, rapid pulse, shortness of breath, etc., should be ACCOMMODATIONS engaged in conversation and professional medical attention requested as soon as available. Flight , Hotel, Local' Phone Number, etc. A sizable personnel'force can be provided by most air carriers; however, there will be a problem at airports A-3-15.'1 Mutual Aid Emergency Agreements. with a small operation. As a result, a mutual-aid assistance program of all airline personnel (and, if The close proximity of an airport to surrounding communities and the possibility of an off-alrport aircraft accident gives rise to the need for mutual aid emergency agreements. o go NFPA 424M A mutual aid emergency agreement should specify AGENCY: NameandAddress). initial, notification and response assignments. It should not specify the responsibilities of the agency concerned, as this will be contained in the emergency plan. Mutual aid emergency agreements must be prearranged and duly authorized. A sample of a letter of agreement is included in Figure A-3-15.1. Should more Endorses the XYZ (International) Airport Emergency complicated Jurisdictional or multiagency agreements be Plan, associated airport emergency plan document dated necessary the airport authority may have to act as . (insert date), and attached procedures (included as coordinating agency. This appendix contains guidelines A-3-15,1~1 and A-3-15.1.2) and agrees to "comply with compiled to assist the preparation of mutual aid all the procedures and instructions, and fulf!ll all emergency agreements with local fire departments for applicable responsibi]ities therein. accidents occurring on and off the airport. A-3-15.1.I Procedure for Local Fire Department(s) -- Aircraft Accident on Airport• Signature of Authorized Representative (a) A call to an aircraft accident on the airport will normally be received from air traffic services. Date (b). The mutual aid fire department(s) should report to the rendezvous point or staging area on arrival at Figure A-3-lS.l XYZ (INTERNATIONAL) AIRPORT the airport. Escort by airport pollce/security will be provided from the rendezvous point or. staging area to Emergency Plan the accident site. Letter of Emergency Mutual Aid Agreement* (c) Upon arrival at the accident site: *See Appendix E "Sample Procedural Agreements': of I. The senior officer of the airport rescue and NFPA 402M, Manual for Aircraft Rescue and Fire Fighting fire fighting service receiving mutual aid should have Operations• full authority at the scene unless other laws or agreements contradict this statement. A-3-17 Aircraft Accidents in the Water. J 2. Fire department mutual aid communications Where airports are situated adjacent to large bodies should be carried out on the predesignated of water (such as rivers 6r lakes) or where they are communications channel. located on coastlines, special provisions should be made for rescue and fire fighting operations In'event 3. Communications transmissions will be prefaced of an aircraft accident/incldent in the water• by airport rescue and fire fighting/local fire Specialized equipment for rescue and fire fighting may department call number• include fire/rescue boats; air-cushion vehicles (ACV); helicopters; coastal patrol.boats; etc. A-3-15.1.2 Procedure for Local Fire Department(s) -- Aircraft Accident off Airport. Consideration of unusual terrain and water conditions, such as tidal flats, swamps, etc., may (a) A call to an'aircraft accident off the airport dictatethe choice of the particular type vehicle most will normally be received from air' traffic services or suitable to these conditions. Helicopters and police• Shouldthat not be the ca.se, the local fire .air-cushion and amphibious vehicles as well as department should notify air traffic services or police conventional watercraft may be found to provide,this via radio or telephone that an accident has occurred specialized service. giving the approximate location on the grid map. In developing the water rescue service, consideration (b) Upon arrival at the accident site, the local should be given to private or publicservices (such as fire department should: military search and rescue units, harbor police, or fire departments) and private rescue services (such as I. Ensure that the mutual ai~ emergency.agreement rescue squads, power and communlcation.companles, is initiated. pipeline or oil field operators, lumbering industry, or .shipping and waterway operators) that may be available 2. Establish a commandpost. (~hls may be a and are capable df rendering assistance• A slgnal temporary post until "the airport zLuthority mobile system for alerting private or public services in time command post is available and operatiye.) of emergency should be prearranged. • 3. Ensure that all communications are on the Many aircraft do not carry personnel flotation designated aircraft accident channel. devices on board, especially those not engaged in extensive over-water operations. Such flotation (c) The local fire department should advise air devices should be available in numbers sufficient to traffic services or police of the following: meet the needs of the maximum passenger capacity of the largest aircraft in regular service at the'airport. I. Exact location of the accident site~ Where the largest aircraft is in scheduled over-water operation and all other operations are over-water in 2. Location of the command post. character, the airport may reduce the amount of personnel flotation devices by 50 percent• 3. .Specific location/rendezvous points on the grid map to where fire units should respond. Probability of Fire. In such incidents the possibility of fire is normally reduced, hopefully 4. Any request for specialized equipment, if because of the suppression of ignition sources by the necessary• water contact and the cooling of heated surfaces• In situations where fire is present, its control and extinguishment present unusual problems unless the proper equipment is available. 91 NFPA 424M in the boat used to carry it should be sufficient to accommodate a limited number of litter cases brought aboard in the process of rescue. In order to pemit communications with other rescue units, such as helicopters, alr-cushlon or amphibious equipment, and water-landbased units, adequate two-way radio equipment should be provided in all rescue boats. A minimum of two floodlights should be'provided for night operations. Radar reflectors should be used to facilitate navigation and rendezvous efforts. Organizing Diving Units/Use of Divers. Diving units should be dispatched to the scene. When available, helicopters can be used to expedite the transportation of divers to the actual area of the crash. All divers who may be called fo.r this type of service should be highly trained in both scuba diving and underwater search and recovery techniques. In areas where there are no operating governmental or municipal underwater search and recovery teams, agreements may be made with Figure A-3-17 The "Winchester" Class Hovercraft (built private diving clubs. The qualifications of the by the British Hovercraft Corporation) which is in individual divers should be established by tratntng and service at the Auckland International Airport in New practical examination. Zealand. It is utilized to protect aircraft operations that are largely over the Manukau Harbor that borders In all operations where divers are in the water, the airport. The primary mission is rescue of standard divers' flags should be flown and boats occupants in event of an accident in the harbor or " operating in the area should be warned to exercise mudflats (which exist at low tide). extreme caution. Spillage of Fuel on Water Surfaces. It should be Where fire is present, approach should be made after anticipated that the impact of the aircraft hitting the wind direction and velocity and water current and water might rupture fuel tanks and lines. It is swiftness are taken into consideration. Fire may be reasonable to assume that quantities of fuel will thus moved away from the area by using a sweeping technique be found floating on the surface of the water. Boats with hose streams. Foam and other extinguishing agents having exhausts at the waterline may present an should he used where necessary. ignition hazard if operated where this condition is present. Wind and water currents should be taken into It should be anticipated that vi'ctims are more apt to consideration in order to deal effectively with be found downwind or downstream. This should be taken floating fuel to keep it from moving into areas where into consideration in planning the attack. Where only it would be hazardous to rescue operations or initiate the approximate location of the crash is established fire. As soon as possible, pockets of fuel should upon arrival, divers should use standard underwater either be broken up or moved with large volume nozzles, search patterns marking the locations of the major neutralized by covering them with foam or a special parts of the aircraft with marker buoys. If sufficient inerting material, or boomed to contain the fuel in a divers are not available, dragging operations should be safe area prior to absorption, dilution, or removal. conducted from surface craft. In no instance should Preplannlng with the EPA's Water Pollution Control dragging and diving operations be conducted Division may provide emergency assistance during this simultaneously. operation. Where occupied sections of the aircraft are found Rescue Boats. Rescue boats should be capable of submerged, the possibility remains that enough air may shallow water operations. Boats powered by jet-type be trapped inside to maintain life. Entry by divers propulsion eliminate the dangers of propellers should bemade at the deepest point possible. puncturing inflatable equipment or injuring survivors during rescue operations. Boats powered by Other Considerations. conventional propellers may diminish the hazards of puncture and injury by being equipped with fan-type When the distance offshore is within range, synthetic guards or cowls. fiber-covered, rubber-lined fire hose can sometimes be floated into position by divers or boats and used to Boats and, other rescue vehicles should be so located supplement other means of fire attack. that they can be brought into action in minimum time. Special boathouses or launching facilities should be A command post should be established at the most provided when such will contribute materially to the feasible location on adjacent shore. This should be rapidity of the launching process. located in a position to facilitate implementing the airport/community emergency plan in accordance with The'boats should be of such size as to carry guidelines established by the authority having efficiently the flotation equipment required with jurisdiction. " adequate space for the crew and sufficient working space to permit rapid dispersal of the flotation Great care should be exercised in maintaining the devices. Inflatable life rafts should be the prime watertight integrity of occupied aircraft sect_ions flotation equipment carried, and there should be an found afloat. Removal of the occupant(s) should be adequate number of life rafts to accommodate the accomplished as smoothly and quickly as possible. Any largest aircraft occupancy served by the airport. Once shift in weight or lapse in time may result in its this flotation equipment has been dispensed, the space sinking, and rescuers should use caution to avoid becoming trapped themselves. 92 ! NFPA 424M I - / ' I , I , I ~~V . f.,~->j., ~'-',-.~ ~ i ' I- / ,- ' ~~ /.,,,..'."W ~,,)1- t .-.1_ ' ; / ~7.. / :~../" I /='--'----"4 --- A.I.;';~'/ IIIJ x'~,i/I i~.I n 1_'- ...... , '-...../ • ,,- 1£~ ,""~""-/ ' ! ~ ' r ..... -7 i I ~-/'7/~/)7~... ~.'~'....~i'~'~'~ 119 II// ,: UN,'r,~ ~ R ~.,N~ ~4,,,'r,N,#t ~ --- -- [ i: / f " ~,, , / { / I ; 6. NORTit ll:CESS ' AD. If . ...... s / ,' //I ~,.".~"~! !4/i~. L ""~x~ ' • I/x./ I I , = . i , "'/]" .i~ 7 ' e','3. " FIRS IO., /, ~f"~ ~---:-:~ ~------. ~ ~..3~,>..~ • . / I I - _ ~..~ ..... " ~ \ ~ .. % ~ r , ~ .,F~.>%~.:.,,,',~..>~>-~j~ ~ ~, ,~,>~ ...... ,~-~-- < .... i.- ~-~ ~-~-,,i~i ,.. x~ il . ~L_~",r~ ~_-.~"~,-~~- ~. -~" "~a'~'~'~~"~ -- ~-~..v";~JL_I~.. ,', :.~\ J"~ San Francisco Iniernat ona Airport AIRPORT EMERGENCY RENDEZVOUS POINTS 81 FACILITIES Figure A-4-1.2.2 Typical Airport Grid Map 93 NFPA 424M \ ~j ], ~,~ P m m t'~CI ~° I! r~ Figure A-5-I .2 Typical Airport Grid Map 94 NFRA 424M A-5-2.2 The' first security officer to arrive will hangars, gymnasiums, auditoriums, warehouses, etc. if assume security responsibility, survey the scene, and distance and transportation resources are favorable to request reinforcements as needed. He/she should remain their utilization. in command until relieved by the appropriate security authority with jurisdiction over the area. Ideally all personnel assigned to rescue duties, and "publlc-contact" airport employees should be given The security chief should be highly visible. first aid and CPR (cardiopulmonary resuscitation) Typically, a blue industrial hard hat with reflective training. lettering displayed fore and aft, and imprinted I "SECURITY CHIEF," sl~ould be issued to the security Rescue and fire fighting personnel should have the officer in charge. ability to stabilize seriously injured casualties. At least two full-tlme members per shift of the airport Security personnel and police will be needed to rescue and fire fighting service or other on-airport handle traffic, to keep unauthorized personnel from the personnel should be trained to an emergency medical crash site, and to assume custody of personal effects treatment level as determined by the local medical removed from the aircraft. Ingress and egress roads authority. In addition, it' is recommended that as many should be established for congestion-free traffic lanes rescue and fire fighting personnel as is practicable for emergency vehicles. receive training to meet minimum standards of medical proficiency and preferably be highly qualified in first 'Normal traffic should be routed away from and around aid. Accordingly~ they should have suf,ficient medical " the crash site. equipment at their imtediate disposal to initiate " stabilization until transportation of casualties to The emergency site should be cordoned off as soon as adequate medical facilities is provided. possible to exclude intruders, sightseers, onlookers, and souvenir hunters. • Appropriate markings should be As many al,rport personnel as practicable should also prominently displayed to advise all persons of possible be trained in CPR (cardiopulmonary resuscitation) as hazards that may cause serious injury should they taught by the appropriate medical authority. Periodic encroach on the area. exercises and drills in CPR techniques are necessary to maintain proficiency. Arm bands, site passes, or I.D. tags should be issued by the controlling authority and monitored by the The everyday medical problems at large airports may security coordinator and his/her team. serve to promote an increased proficiency in emergency medical techniques of alrpoct-based emergency A mutual aid program shoul~ be instituted between all personnel. It should be noted, however, that potentially involved security agencies, e.g., airport, proficiency in emergency medical techniques can be city, county, state, and federal security forces; mai) maintained only through constant practical inspectors; and, where appropriate, military pol!ce and application., Unless operations include providing customs officials. advanced life support systems on a day-to-day basis proficiency will decline or disappear. Special security provisions are necessary to protect any mail involved ahd any dangerous goods that may be Airports are encouraged to include volunteer present, and to protect agalnst radioactive materials on-alrport personnel, other than rescue and ~ire exposure. fighting personnel, to provide an auxiliary response to assl,st casualties resulting from emergencies. "A-5-4.3.11 For aircraft removal technique see: Volunteers should be trained by accredited agencies in International Civil Aviation Organization Airport first aid or rescue response duties. In case of an Services Manual, Part 5, "Removal of Disabled Aircraft." emergency they should respond to a designated staging • area for assignment. The question of liability is a A-11-I.1 Airport Medical Services. Medical services matter for each appropriate authority. and supplies should be available to an airport. Provision of medical services generally should not Due to the many conflicting national and present great difficulties at large airports or international standards and nomenclature of medical airports near a large city, as the personnel and personnel, for the purpose of this manual, the ' material normally will be available. What is required following definitions are prescribed as guidelines: is the development of the necessary coordination between the airport and the emergency medical Ca) Advanced First Aid: 56 hours instruction. assistance system in the community. (b) EmergencyMedical Technician (EMT): 96 hou'rs Provlslon of medical services mey present some instruction (80 hours classroom; lO hours hospital ~i fficulties at small.airports ~not located near emergency room apprentice service; 6 hours of ambulance populated areas. These airports, however, should apprentice duty). arrange to have available emergency medical services to provide medical care in the event of an aircraft (c) Paramedic: 500 hours instruction (200 hours accident, taking into account the largest aircraft ~lassroom; 100 hours hospital emergency room apprentice using the airport. service; 200 hours of ambulance apprentice duty). The capabiiity of medical personnel can be greatly (d) Recurrent training should be provided in each enhanced by additional resources for improving the specialty and recertiFicatlon achieved at least on, an environment of the treatment area. Many annual basis, dr as required by the local jurisdiction. airport/community areas contain v~.luable support equipment that is not utilized because someone failed Emergency Medical Supplies and Equipment. The to determine if it was available. Local agencies such airport authority should arrange to have available on as transportation departments, bo~Lrds of health, park or in the vicinity of the airport sufficient medical departments, departments of natur~l resources, etc. can supplies to treat the passenger capacity of the largest be good sources. Federal agencies, such as the Corps of aircraft normally using the airport. Experience has Engineers, Department of Transportation, Armed Forces shown, however, that more than one aircraft can be (both active and reserve elements) possess a wlde involved in an aircraft accident and consequently variety of support'equipment and material. Examplesof medical supplies to handle this possibility should be support equipment are mobile structures, auxiliary considered. The type and quantity of such supplies 'power and heating devices, water tankers, fuel should be determined by the principal medical authority supplies, lighting devices, sawhorses and lighting for for the airport using the statistical information given roadblocks, etc. in Table A-ll-l..1(a) below. Portable shelters such as mobile hospitals, tents, and recreation vehicles c~n be used where extremes in climate or weather can affect patient survivability.' Consider the use of adjacent buildings such as aircraft 95 NFPA 424M Table A-ll-l.l(a) Estimated Maximum Number of Casualties at an Aircraft Accident at an Airport 20 Percent 30 Percent 50 Percent . Casualties Casualties Casualties Immediate Delayed Minor Aircraft Number of Care Care Care Occupants Casualties Priority I priority II Priority III 500 124 24 38 62 450 I12 22 34 56 400 100 20 30 50 350 87 17 26 44 300 75 15 23 37 250 62 12 19 31 200 50 10 15 25 150 38 8 11 19 100 25 5 8 12 50 12 2 4 6 These figures are based on the assumption that the maximum number of surviving casualties at an aircraft accident occurring on or in the vicinity of an airport is estimated to be no more than 2B percent of the aircraft occupants. I" I'' "] To cope with an emergency involving a large aircraft, it is recommended that the general emergency medical • , supplies and equipment included in Table A-11-1.1(b) be available at the airport or otherwise be available from outside sources. Table A-11-1.1(b) has been prepared to cope with the largest type of aircraft at present being used for commercial air transport operations, i.e., B747, DC-IO, Airbus. If, at any airport, only smaller aircraft will be handled during the foreseeable A -- 1.90 m (74 in.) future, the suggested medical supplies and equipment B ~ l.lO m (43 in.) should be adjusted to the largest aircraft expected to C -- 0.46 m (18 in.) operate at the airport. D -- 0.25 m (10 in.) . Thlckness:19 mm (3/4 in.) plywood Table A-ll-l.l(b) General Emergency Supplies Head hole:f4 cm (5 in.) diameter And Equipment Hand holes:25 cm X 5 cm (I0 in. X 2 in.) Foot holes:25 cm X 7.5 cm (10 in. X 3 Quantity Description in.) 100 stretchers, adaptable to the most Note: 2.5 cm (I in.) cleats should be placed commonly used ambulances longitudinally on the under side of the backboard to facilitate lifting. 10 immobilizing mattresses for backbone fractures Figure A-11-1.1(a) Long Backboard 10 backboards for backbone fractures 50 splints, either conventional or inflatable, for the various types of fractures. 50 first-aid kits, each containing a set of 10 tags, haemostatic pads, tourniquets, respiratory tube, scissors, dressings 20 resuscitation chests containing I material for intubation, infusion and oxygenation on the spot for about 20 A -- 0.91 m (36 in.) casualties B -- 0.30 m (12 in.) C -- 0.20 m ( 8 in.) 2 or 3 manual or mechanical respirators' D -- 0.41 m (16 in.) 2 or 3 suction devices Thickness:16 mm (5/8 in.) plywood Head hole:11.4 cm (4 in.) diameter 300 to 500 plastic bags for the deceased Hand holes:15 cm X 3.8 cm (6 in. X 1-in.) Note: 2.5 cm (1 in.) cleats should be placed longitudinally on the under si~e of the backboard to facilitate lifting. Figure A-11-1.1(b) Short Backboard / 96 NFPA 4241'4 NUMBERED RESUSCITATION CHESTS OXYGEN STATIONS j r~ F~ F1 Fq F] I1~ 1 i I I TABLE I~1 I--1 I--1 I--1 I--1 I--1 F--] RESERVE RESUSCITATION CHESTS Figure A-11-1.1(c) Schemaof An Inflatable Tent ~,,, '~ :~ii~: i Figure A-1l-l.l(d) Containerized Hospital Figure A-ll-l.l(e) Interior View of Containerized Emergency Mobile Hospital Emergency Mobile 97 NFPA 424M Stretchers, blankets, backboards, and/or immobilizing each hospital should have the capability of either mattresses should be available for use, pre,ferably on a calling other individual hospitals or, if the occasion suitable vehicle (e.g. trailer) that can be transported arises, calling all other hospitals simultaneously. to the accident site. Blankets are needed to alleviate This capability ts invaluable for hospitals the casualty's exposure to shock and possible adverse experiencing an emergency such as a requirement for a weather conditions. Trauma victims in an aircraft certain blood type or an item of equlpment'in short accident sometimes sustain severe spinal injuries, so supply. It is also recommended that the medical backboards should be used in removing such casualties coordinator be able to communicate wtth participating from the aircraft in order to minimize the possibility hospitals directly. of further spinal injury. The backboards should be of a type designed to fit through access ways and narrow Emergency Medical Transportation Facilities. The aisles of commercial and business aircraft. dispatch of casualties to hospitals f~om the accident site should take into consideration the hospital(s) The following material describes some of the items medical personnel on staff, medlcal specialties, and included in Table,A-ll-l.l(b): beds readily available. Ideally, each airport should have available at least one on-call ambulance for Immobilizing Mattress: This apparatus consists of a routine medical emergencies. Written agreements with plastic bag designed llke a mattress, and filled with a off-airport based ambulances should be prepared to lot of vary small balls. An aspirator (mechanical or provide for emergency transportation services. other) Is used to take out the alr so that the mattress is crushed by the atmospheric pressure and becomes as In major emergency situations other means of rigid as plaster. A human body, partly enveloped transportation may be substituted for ambulances. before the mattress is compressed, Is.completely Vans, buses, automobiles, station wagons, or other wrapped and head, llmbs, and backbone become suitable airport vehtcles may be used. Provision for immobilized, allowing any type of transportation, immediate transportation should be available to through the use of lateral rope loops. The apparatus transport the uninjured or apparently uninjured to a is permeable to X rays. Although the dimensions are designated holding area. variable, its length varies generally between 1.80 and 1.90 m (74 in.) and its width between 0.80 and 0.90 m An area grid map (with date of latest revision) of (36 in.). the airport's surrounding area should be carried by all rescue vehicles. All medical facilities should be Backboards: These are classified as long and short depicted prominently on the grid map. (See Figure backboards. The approximate dimensions for a long A-4-1.2.2, Grid Map.) backboard are shown in Figure A-ll-l.1(a). Although a backboard of l.gg m (74 in.) is shown, some backboards Assessment of Airport Medical Care Facilities' Needs of 1.83 m (72 in.) length should be available to move (Medical Clinic and/or First Aid Room) through the smallest aircraft emergency exits, 51cm (20 in.) wide and gi.5 cm (36 in.) high. A 7.5-cm General Factors Influencing Need. There are many (3-in.) wide velcro retaining strap is normally eneral factors that influence the need for an airport required for legs, hips, upper torso, and head. ~ Irst ald room or an airport medical clinic. Factors to be taken into consideratlon include: The appropriate dimensions for a short backboard are shown i.n Figure A-ll-l.l(b) of this Appendix. A 7.5-cm (a) The number of passengers' served annually and the (3-1n.) wide velcro retaining strap is normally number of employees based on the airport; required for lower and upper torso. (b) The industrial activity on the airport property Miscellaneous Items. and in the surrounding community; (a) Inflatable tents should have adequate heating (c) The distance from adequate medical facilities; and lighting where possible. A large tent can normally and accommodate about ten serious cases and can be car.ried on'a large all-purpose vehicle along with the other (d) Mutual aid medical services agreements. necessary medlcal equipment. Generally, it may be recommended that an airport (b) Mobile emergency hospitals or inflatable tents, medical clinic be available when the airport employees if available (see Figures A-ll-l.1(c), A-li-l.1(d), and number 3,000 or more and that a first aid room be A-ll-l.l(e)), or shelters can be used for on-site available at every airport. The airport medical care treatment of Immediate Care (Priority I - Red) and or first aid room personnel and facilities should be Delayed Care (Priority II - Yellow) casualties. These integrated into the alrport/communlty emergency plan. units should be readily available for rapid response. Planning should also include the assignment of The airport medical cl!nic, in addition to providing personnel who can operate/assemble this equipment. A emergency medical care to the airport population, may cardiac care ambulance unit can be used as an ideal extend emergency care to communities surrounding the shelter for immediate care (Priority I - Red) airport, if these communities have no emergency casualties. facillties of their own. Emergency Medlcal Communlcatlon System. The airport medical clinic may be included in the Communication is a primary requisite of an community emergency services organization and airport/community emergency medical plan. The medical planning. In the event of a large-scale nonairport service communication system should ensure adequate local emergency, the airport medical clinic may communication during emergencies to disseminate warning function as the coordination site for direction of information and obtain support operations. Without incoming medical personnel assistance as well as communication the hospital cannot know the number and medical supplies and equipment. type of casualties it will be receiving, ambulances cannot be directed to .the facilities most capable of Location of Airport Medical Care Facilities. The rendering the needed care, supplies available from facilities should be readily accessible to the airport outside sources cannot be called for, and medical terminal building, to the general public, and to personnel cannot be directed to the point where they emergency transportation equipment (i.e., ambulances, are needed most. helicopters, etc.). Site selection should avoid the problem of needing to move injured persons through The participating hospitals should have the congested areas of the airport terminal building, while capability of communicating with one another by means providing access to the facility by emergency of a two-way radio communication network, Ideally, vehicles. The medical care facility should be located to allow access from the air side of the airport terminal, Building, as this provides control over unauthorized vehicles interfering with emergency equipment. 98 NFPA 424M Dimensions Span Length Gross Passenger Weight No. of Aircraft Type Capact~y # ft. in. ft. in. lbs. Engtnes Pressurized Aerospatiale-British Aerospace (BAC) Concorde 108/128 83 10 203 9 400,000 4 Yes Aerospatiale Caravelle (All Series) 128/140 112 6 118 10 127,870 2 Yes Aerospatiale Corvette 14 45 0 45 4 14,550 2 Yes Aerospatiale Dauphin Helicopter (All Series) 14 43 6 6,615 1 No Agusta A 109 6 36 1 35 1¾ 5,402 2 No Airbus Industrie (All Series) 201/345 147 1 175 11 313,060 2 Yes Antonov AN22 28 211 3~ 189 7~ 551,156 4 Antonov AN24 50 95 10 77 3 "42,997 2 No Antonov AN26 50 95 9~ 77 2~ 49,297 2 Beechcraft (All Series) ' 2 No Beechcraft Baron 4/6 37 10 28 0 5,120 2 No Beechcraft Queen Air "' '7/11 50 3 35 6 8,800 2 No Beechcraft Twin Bonanza 5 45 11~ 31 6 6,300 2 ,No Beechcraft 18, 11/15 49 8 35 3 9,900 2 No Beechcraft C99 15 45' 8 44 6 10,900 '2 No Bell Helicopter (All Series) 4 33- 3- 39 1 3,200 1 No Boeing 707 (Mixed Passenger/Freighter) 145 145 9 152 11 336,000 4 Yes • Boeing 707 Passenger (A!l Series) )00/181 130 10 145 1 258,000 4 Yes Boeing 720/720B (707.020/02B) 167 130 10 136 9 235,000 4 Yes Boeing 727 Passenger (All Series) 70/131 108 0 133 2 170,000 3 Yes Boeing 727-100 (Mixed Passenger/Freighteri 96 108 133 2 160,000 3 Yes Boeing 727-200 145 108 153 2 191,000 3 Yes Boeing• 737 Passenger (All Series) 115/138 93 94 0 111,000 2 Yes Boeing 737-200 (Mixed Passenger/Freighter) 115/130 93 100 2 125,000 2 Yes Boeing 737-200/200C Passenger 115/150 93 100 2 120,000 2 Yes Boeing 737-300 138 94 105 7 135,000 2 Yes Boeing 747 (Mixed Passenger/Freighter) 238 195 231 10 785,000 4 Yes Boeing 747 Passenger (All Series Except SP) 452 '195 231 10 833,000 4 Yes Boeing 747 SP 430 195 184 9 700,000 4 Yes Boeing 75.7 (All Series) 178/224 124 155 3 220.000 2 Yes Boeing 767 (All Series) 211/290 156 159 2 312,000 2 Yes British Aerospace (BAC) One-Eleven (All Series) 74/79 88 93 6 78,500 2 Yes British Aerospace (BAC-Vickers) Vanguard Passenger 97/159 118 122 10~ 146,500 4 Yes British Aerospace (Hawker Siddeley) 748 (All Series) 40/56 98 67 0 46.500 2 ' Yes British Aerospace (Hawker Siddeley) Trident (All Series) 103 95 114 '9 135,500 3 Yes British Aerospace Jetstream 31 18 . 52 47 12,566 2 • Yes British Adrospace 146-100 88 86 85 I0 74,600 4 Yes British Aerospace 146-200 100 86 93 8 89,500 4 Yes Britten-Norman Islander 10 49 35 8 6,300 2 • No Britten-Norman Trislander 18 53, 43 9 9,350 3 No Casa (Construcciones Aeronauticas, SA) NURT C212 Aviocar 22/28 62 45 10 16,427 2 No Cessna (All Series) lor2 ,No Cessna Stationair 206 4/7 35 10 28 0 3,600 1 No Cessna Stationair 207 4/7 35 10 31 9 3,800 1 No' Cessna 402 Twin Turbo 4/8 39 11 36 1 6,300 2 No Convair (All Series) 56 105 4 79 2 ' 54.600 2. Yes Convair 880 90/104 120 0 129 4 193,000 4 Yes Curtiss-Wright C46 Commando 40/60 108 1 76 4 40,000 2 No Dassault-Breguet Mercure 100 3 114 3 120,150 2 Yes Dehavilland of Canada DHC6 Twin Otter 20 65 0 51 9 12,500 2 No Dehavilland of Canada DHC7 Dash-7 50 93 0 8O 7 43,000 4 Yes Dehavilland of Canada DHC8 Dash-8 "" 32 84 0 75 6 2 Dehavilland of Canada Beaver 10 48 3O 3 5,100 1 Dehavilland of Canada Otter 10 58 0 41 10 8,000 1 No Dehavilland of Canada Turbo Beaver 10 48 0 35 3' 5,370 1 No Dehavilland Heron 14/17 71 6 48 6 13,500 .4 No Dornier DO28 Skyservant 15 51 1/4 37 1/4 8,852 2 Dornier 228-100 15 55 7 49 3 12,570 2 Embraer EMB 110 Bandeirante 19 50 2 49 5 12,500 2 No' Fairchild-Hiller FH227 44/52 95 2 83 1 43,500 2 Yes Fairchild Swearingen Metro 19 46 3 59 4 12,500 2 Yes Fokker-VFW-Fairchild F27 Friendship (All Series) 40/56 95 2 82 2 45.000 2 Yes Fokker-VFW F28 Fellowship (All Series) 85 82 3 96 2 73,000 2 Yes Government Aircraft Factories N22/N24 Nomad 12/16, 54 0 43 0 8.500 2 ,, No Gulfstream Aerospace Corp. (Grumman) Albatross G-Ill • 28 96 61 31,000 No Gulfstream Aerospace Corp. (Grumman) Goose 10 49 38 8.000 No Gulfstream Aerospace Corp. (Grumman) Gulfstream (Series II, III) 18/37 78 • 63 . 9 36.000 Y es •Gulfstream Aerospace Corp. (Grumman) ]Vlallard 10 66 48 4 12.750 No 99 NFPA 424M Dimensions ' Span Length Gross Passenger Wezght N ° . of Aircraft Type Capact~y # ft. in. ft. in. lbs. Engines Pressur~ed Handle.y Page Herald 60/74 113 0 96 10 82,000 Yes Handley Page Jetstream 14/18 52 0 47 1 12,550 Yes Hughes 500 Helicopter 5 26 5 30. 6 3,000 No llyushin ILl4 18/24 104 0 69 11 .36,380 No Ilyushin ILl8 75/125 122 8~ 117 9~ 119,000 Yes llyushin IL62 186 141 3~ .174 2 347;224 4 Yes llyushin.IL86 350 ' 157 8¼ 197 6~ 454,152 4 Yes Lockheed Electra L188 66/104 99 0 104 6~ 116,000 4 Yes Lockheed Electra L188 Mixed Configuration 99 104 6 116,000 4 Lockheed L1011 (All Series) 250/400 155 177 7 430,000 3 Yes Lockheed LI011-500 246/330 155 164- 2~ 496.000 "3 Yes Martin 404 44 93 74 7 44,900 2 , Yes McDonnell Douglas DC3/Dakota C47 21/30 95 64 6 25,200 2 ' No McDonnell Douglas DC4/Skymaster C54 44/80 117 93 11 73,800 4 No McDonnell Douglas DC6 (All Series) 52/80 117 101 6 93,200 4 Yes McDonnell Douglas DC8 (All Series) 116/176 142 150 ,5 315,000 4 Yes McDonnell Douglas DC8 (All 60/70 Series) 259 142 187 4 325.000 "4 Yes McDonnell Douglas DC8 (Mixed Passenger/Freighter) 180/259 142 4 187 5 325,000 4 Yes McDonnell Douglas Dcg-10 and 20 Series 90 93 3 104 4 98,000 2 Yes McDonnell Douglas DC9-30, 40, 50 and 80 Series 125 93 3 125 6 121,000 2 Yes McDonnell Douglas DC9 (All 30/40 Series) 139 93 3 133 5 122.200 2 Yes McDonnell Douglas DC9 Super 80 137/172 107 10 147 10 140.000 2 Yes McDonnell Douglas DCI0 (All Series) 250/380 155 3 182 3 455,000 3 Yes Mikhail MIL 28 50 2~3 108 10¼ 26,455 2 Mitsubishi MU2 8 39 2 39 5 11.575 2 Mooney Mark 20A 4 35 0 23 2 2,450 1 No Nihon (Namco) YSll 52/60 105 0 86 3 51,800 2 Yes Nord Aviation 262~Mohawk 298 27 71 10 63 3 23,370 2 Yes Partenavia P68 7. 39 4~ 31 4 4,387 2 Pilatus Turbo Porter 49 8 35 9 4.850 1 Piper Aztec 6 37 4 31 2 5,200 2 No Piper Aero Star 601 6 34 2 54 9 5,500 2 Yes Piper Cherokee 6/7 • 32 I0 27 8 3.400 .1 No Piper Chieftain 8 4O "6 34 6 7.000 2 No Piper Navajo 6/8 40 8 34 6 7,800 2 No Piper Seneca 6/7 38 11 28 6 4,570 2 No Piper T-1040 9 41 1 36 8 9,000 2 No Rockwell Aero Commander (.All Series) 5/7 49 6 35 l 6,750 2 No Saab-Fairchild 340 34 70 4 63 9 25,020 2 Yes Saunders ST-27-ST2 23 71 6 59 0 13,500 2 No Short Bros. Skyliner 19 64 11 4O 0 12.500 2 Yes Short Bros. Skyvan 19 64 11 40 1 12,500 2 Short Bros. 330 30 74 8 58 0 22,000 2 No Short Bros. 360 36 74 10 70 10 26,000 2 No Sikorsky S-58ET 7/16 56 0 47 3 13,000 1 or No Sikorsky 561 Helicopter 26/28 62 0 72 0 19,000 1 or No Tupolev TU124 44/56 91 10 101 8 79.360 2 Yes Tupolev TU134 64/72 95 2 112. 9 98.100 2 Yes Tupolev TU154 164 123 157 l~ 198,410 3 Yes VFW-Fokker VFW 614 40/44 70 6 67 6 44,000 2 Yes British Aerospace (BAC Vickers) Viscount (All Series) 75 • 93 8i~ 85 8 72,500 4 Yes Westland W30 Helicopter 17/21 43 8 52 2 12,350 2 Yakovlev YAK 42 100/120 112 2~ 119 4¼ 114.640- -3 Yes Yakovlev YAK 40 I 34/40 82 1 66 9 35,270 3 Yes 100 NFPA 424M Airport Medical Care Facility Personnel. The number A-12-I.I Preservation of Evidence for Aircraft of trained personnel and degree of expertise needed by Accident Investigations, Airport fire fighters and each individual will depend on the particular airport's other rescue personnel should understand the basic need requirements. Therstaff of the airport medical clinic for and the techniques and procedures used in aircraft xshould form the nucleus of the medical seEvices accident investigation. Wherever possible the wreckage plannlng for the airport/community emergency plan (and should remain undisturbed until the arrival of the be responsible for implementation af the medical first accident investigator. However, where absolutely portion of the plan). It is recom~nended that the necessary for the rescue or fire suppressio n airport first aid room at least be staffed with highly activities, the,wreckage may be disturbed. Disturbance qualified first aid personnel. should be kept to a minimum: Where circumstances permit, any bodies should be left as found. . In general it is recommended that during the principal hours of airport activity at least one person- trained to deal with the following be available within 3 to 5 minutes: (a) Cardiopulmonary resuscitation (CPR). // x%. / x (b) Bleeding from a traumatic source. /, "% . / " 0 (c) Heimlich maneuver (choking)'. / % ' (d) Fractures and splinting. / " %, / (e) Burns, / % / % (f) Shock. / - 8 __ /" N'%% (g) Emergencychildbirth and in~ediate care of / %. / % newborns, including prematures. / 257099 %, (h) Commonmedical conditions that may influence the outcome of injury (allergies, high blood pressure, diabetes, pacemaker, etc.). (i) Basic measures for treatment and protection subsequent to spills or leaks of radioactive materials or toxic or poisonous substances. (j) Treatmentof emotionally disturbed persons,' (k) Recognition of, and first aid for, poisons, bites, and anaphylactic shock. (1) Transportation techniques ~br injured persons. The person responsible should haw) authority to order hospitalization if necessary and to arrange any needed transportation. The airport authority should obtain the advice and direction of a consulting emergency medical care physician as to the a!lotment and design of equipment for the first aid room commensurate with the METTAG ~ t983 JOURNAL OF CIVIL DEFENSE P O BOX 9~O STARKE FLOf~IDA 32091, U S A anticipated needs of the particul~ar-airport. L . , The equipment and the medical supply inventory of the airport medical clinic should be established by the. staff, in charge of the clinic. The airport medical care facility should be equipped to handle cardiac arrest and other types of injuries and illnesses associated with industrial medicine. If drugs are maintained, provision should be made to I 257099 ensure full security. I Emergency oxygen and respiratory equipment'should be available to treat smoke inhalation victims.. Since the majority of nonaccident related medical emergencies at airports involve coronary problems, II advance life support systems including oxygen, oxygen regulators, and other elements for cardiopulmonary care should be readily available. In addition, first aid kits (containing drugs, a wide selectionof bandages and splints, blood transfusion equipment, and burn and III B 257099 maternity kits), chains, ropes, crowbars, and metal cutters should be available. A-11-6.7 Casualty Identification Tag. Figures A-ll-6.7(a) and A-ll-6.7(b) illustrate an example of a casualty identification tag suite~ble for multilingual applications. Figure A-ll-6.7(a) Casualty Identification Tag - Front 101 NFPA 424M • If it becomes necessary to move bodies or parts of Accident sites can be exceptionally dangerous areas, the wreckage, a sketch plan of their respective owing to the posslble presence of flammable fuels, positions prior to removal should be made as soon as dangerous goods (hazardous materials), and scattered possible. Photographs should also be taken showing the pieces of wreckage. All. necessary safety precautions relative position of bodies and parts within the in the emergency area should be carried out rigldly; wreckage. In addition, tags should be affixed to each this includes exercising good judgment during-flre body or part displaced and corresponding stakes or tags control and throughout all rescue efforts. Safety should be placed where they were found in the equipment and approved protective clothing should be wreckage. Special precautions should be taken not to worn by all personnel involved. All other personnel disturb anything in the cockpit area. Should any should remain outside the security perimeter until the control be displaced voluntarily or accidentally, notes chief fire officer declares the area safe~ should be taken. As soon as practical after the emergency, all Security measures within the wreckage area should be participants in the fire fighting and rescue efforts established as soon as possible. All authorized should be debriefed and their observations recorded by personnel should have and display proper "Emergency the proper authorlties. Sketches,"diagrams, Access" identification as' required by the photographs, movie films, and tape and video recordings airport/community emergency plan. made on the accident site as well as appropriate detailson the.tagging of bodies and parts removed from All security personnel should be briefed on proper their position are invaluable tools for investigators identification procedures. Two-way radio communication and should be handed to the investlgator-ln-charge upon with appropriate authorities on the site c~n help his/her arrival. identify any person, seeking entry whose credentials are questionable. In the United States major aircraft accidents are investigated by the National Transportation Safety Board, 800 Independence Avenue SW, Washington, D.C. 2059], except those delegated by the Board to the . Federal Aviation Administration. Part 430 (Rules Pertaining to Aircraft Accidents, Incidents, Overdue Aircraft, and Safety Investigations) of the National ® Transportation Safety Board, Section 430.]0 reads: Civil aircraft accident investigation is normally conducted by a number of investigators of the National Transportation Safety Board or their designees interested in establishing the probable cause. Federal or state governments are usually charged with the official responsibility but the operators, pilot groups, airport management, and others may be active in accident investigation work. Fire officials normally make their own investigation. To aid this, the NFPA's Manual for Aircraft Fire and Explosion Investigators, NFPA 422M, has been prepared to guide them in their study of the fire factors involved. For further guidance"on preservation of evidence see: NFPA 402M, Manual for Aircraft Rescue and Fire Fighting Operational Procedures, Chapter 7 and Appendix E; NFPA 422M, Manual for Aircraft Fire and Explosion i Investigators, Chapter 4. t B A-13-4.2 / / / Emergency Exercise Critique Form XYZ International Airport Person performing critique i GENERAL I. Date and time of emergency • i®- El__@ B__ 2. Emergency location 3. Type of emergency RESCUE OPERATIONS Person performing critique Organization 4. Time of emergency notification 5A. First agency or individual to arrive at emergency B. Time of arrival II II 6A. Arrival time of airport rescue fire fighting servlce at emergency B. Approximate number of fire personnel at site III Iii C. Time and type of first fire protection action (foam, dry chemical, etc.) Figure A-]l-6.7(b) Casualty Identification Tag - Back 102 NFPA 424M 7A. Time first casualty evacuated from C. How notified? aircraft D. By whom? 8. How'evacuated E. Arrival time at emergency site C. Number of casualties evacuated from inside aircraft 19A. Who was the medical coordinator in charge of medical care and evacuation of casualties? , D. Time last casualty evacuated from aircraft B. Time of notification • Comments:. C. How notified? 8A. Number of injured D. By whom? B. Number of noninjured E. ~rrival time at emergency site C. Number of dead 20A. Number of physicians responding 9A. Time first casualty transported.to triage B. Number of nursing personnel area responding B. Time last casualty transported to triage, 21A. Was a triage designated at emergency area site? IOA. Nameof other services participating in first B. Was the triage area located to expedite the aid flow of casualties? B. Who was in charge of these C. Were the casualties properly classified and services? tagged?, .C. How many persons involved? D. Were the casualties moved quickly to receiving hospitals? I]A. Nameof other organizations participating in rescue orperations 22. How were medical and first aid personnel identlfled? B. How many persons invoYved? 23A. What time were relief agencies (Red Cross, 12. was the moulage realistic? Salvatlon Army, 'etc.) notified? SECURITY B. How notified? Person Performing Critique Organization C. By whom? -- 13A. Time of emergency notification to D. Arrival time police/security E. Personnel participating B. Who was first pollce/securlty'offlcer to arrive at emergency site? AMBULANCES Person Performing Critique C. "Time of arrival Organization I IdA. How many persons involved? 24A. Time of notification to ambulances B. Did command of security at emergency site changeat anytime~ B. How notified? If so, give sequence of cormnand change and agency C, By whom? represented D. Name of ambulance company 15. Was the traffic satisfactorily controlled? E. Time of arrival at accident site of first ambulance 16. Was there any provision for the security of personal effects? 25A. How many casualties did ambulance handle? 17•. Any special problems at accident site with security (spectators, etc.)? B. Time of departure MEDICAL SERVICES C. Hospital ...... Person Performing Critique D. Arrival time at hospital Organization 26A. Was ingress or egress to accident site a problem? ., 18A. Who was first, medical official to arrive at emergency site? Explain: Medical facility associated with? B. Any,special problems driving from accident Site to hospital? B. Time of notification 103 NFPA 424M Explain: 43. Was the physician call system effective? HOSPITALS 44. Was the emergency message accurately Person Performing Critique received? Organization 45. Were communications with the hospitals 27. Number of physicians responding effective? 28. Number of nursing personnel 46. Were there any problems with internal responding communications? 29. Number of other hospital personnel 47. What kinds of communications systems were responding. used? 30. Number of casualties received A. two-way radio 31. Kind of casualties received B. telephone 32A. Time first alert was received C. walkie-talkie B. Time disaster message D. messenger authenticated E. other C. Time first casualties arrived NARRATIVE: Make any comments that may be helpful in D. Time first casualties were seen by a evaluating this exercise physician Appendix B Other Sources of Recommendations References E. Time last casualties arrived This Appendix is not a part of the recommendations of F. Time last casualties were seen by a . this NFPA document, but is included for information physician purposes only. LEADERSHIP B-I Referenced Publications. Person Performing Critique Organization B-I.I NFPA Publications. The following publications are available from the National Fire Protection 33. Did leadership by on-scene commander cause people ' Association, I Batterymarch Park, P.O. Box 9101, to take effective action? Quincy, MA 0226g-glOl. 34. Were there any problems in the coordi'nation.of NFPA 10-1990, Standard for Portable Fire medical, fire, police, and other services? Extinguishers (ANSI) 35. Was the general spirit of the participants NFPA 402M-1989, Manual for.Aircraft Rescue and Fire. conducive to the success of the exercise? Fighting Operations 36. Who demonstrated leadership? NFPA 403-1988,' Standard Practice for Aircraft Rescue and Fire Fighting Services at Airports and Heliports PUBLIC INFORMATION Person Performing Critique NFPA 407-1990, Standard for Aircraft Fuel Servicing Organization (ANSI) 37A. Time of notification to airport public NFPA 408-1989, Standard for Aircraft Hand Fire information officer Extinguishers B. How notified? NFPA 409-1990, Standard on Aircraft Hangars (ANSI) C. Arrival time NFPA 412~1987, Standard for Evaluating Foam Fire Fighting Equipment on Aircraft Rescue and Fire Fighting 38A. Who was the Public Relations Vehicles (ANSI) Officer? NFPA 414-1990, Standard forAircraft Rescue and Fire B. From what organization? Fighting Vehicles (ANSI) 39. What special problems were indicated? NFPA 415-1987, Standard on Aircraft Fueling Ramp Drainage (ANSI) Explain: NFPA 416-1987, Standard on Construction and Protection of Airport Terminal Buildings (ANSI) COMMUNICATIONS AND CONTROL Person Performing Critique NFPA 4.17-1990, Standard on Construction an'd Organization Protection of Aircraft Loading Walkways (ANSI) 40. Did the Command Post perform NFPA 418-1990, Standard on Roof-top Heliport effectively? Construction and Protection 41. Did the emergency operations center perform NFPA 419-1987, Guide for Master Planning Airport effectively? Water Supply Systems for Fire Protection 42. Was the personnel call system NFPA 422M-1989, Manual for Aircraft Fire and effective? Explosion Investigators 104 , # NFPA 424M NFPA I001-1987, Standard for Fire Fighter B-1.5 Air Line Pilots Association Publications. Professional Qualifications ALPA - Guide "for Airport Standards, First Edition NFPA 1002-1988, Standard for Fire Apparatus July 1969, Third Edition 1981. (Available from Air Driver/Operator Professional Qualifications Line Pilots Association, Engineering and Air Safety Department, 1625 Massachusetts Avenue, N.W., NFPA 1003-1987, Standard for Airport Fire Fighter Washington, DC 20036.) Professional Qualifications B-I.6 Federal Aviation Administration'Publications. NFPA 1981-1987, Standard on Open-Circuit Send your order to: Self-Contained Breathing Apparatus for Fire Fighters U.S. Department of Transportation Fire ProtectionGuide on Hazardous Materials. Subsequent Distribution Unit, M-494.3 Washington, D.C. 20590. B-I.2 Aircraft Rescue and Fire Fighting Manuals. Advisory Circulars. This listing is limited to U.S. Navy Aircraft. Fireflghting and Rescue Manual, advisory circulars of substance concerning aircraft- NAVAIR 00-80R-14, 1983~ (Available from Naval Air rescue ahd fire fighting. For complete listing of FAA Systems Command, Code 1416C, Washington, OC 20360.) advisory circulars write the FAA and request copy of latest "Advisory Circular Checklist." This checklist Aircraft Fire Protection and Rescue Procedures (3rd i.s published periodically in the Federal Register. Edition 1984), IFSTA 206. (Available from This listing of advlsory'clrculars is as of April 2, International Fire Service Training Association. 1985. Oklahoma State University, Stillwater, OK 74074.) 150/5200-12, Fire Department Responsibility in Aircraft Emergency Rescue. Information, Technical Protecting Evidence at the Scene of an Aircraft Manual, T.O. 00-105-9. (Available, from Hq. Accident, (8-7-69). Guidance on theproper NRAMA-MMSTD, Robins Air Force Base, Georgia 31093.) preservation of evidence at the scene of an alrcraft accident. B-I.3 Aircraft Rescue and Fire Fighting Publications. 150/5200-13, Removal of Disabled Aircraft, AD 739-027, A Proposed Method f¢+r Evaluating Fire (8-27-70). Covers the responsibility for disabled Prevention Efforts by the Airport Manager of Non-Hub aircraft removal and need for preplanning to facilitate Airports, 1970. (Available from Nat{onal Technical removal from airport operating areas. Information Service, Springfield, VA 22151.) i 150/5200-18, Airport Safety Self-Inspection, AS-71-1, Minimum Needs for Airport Fire Fighting and (2-5-72). Suggests functional responsibility, Rescue Service, January 1971. (Available from National procedures,•a checkli:~t and schedule for an airport Technical Information Service, Springfield, VA 22151.) safety self-inspection. AFAPL-TR-73-74, Fire and Explosion Manual for 150/5200-26A, Announcement of Availability -- An Aircraft Accident Investigations, August 1973, Joseph Airport Fire Fighter [raining Film, "Red Alert." M. Kuchta, Pittsburgh,Mining and Safety Research (9-2-80) Explains nature of the training film and tells Center, Bureau of Mines Report No. 4193 published by how it can be obtained on loan for use as a training U.S. Dept. of the Air Force, Air Force Aeoro Propulsion aid. Laboratory, AFAPL/SFH, Wright-Patterson Air Force Base, OH 45433. 150/5210-2, Airport Emergency Medical Facilities and Services, (9-3-64). Provides information and advice so B-I.4 Typical ICAO Publications. Available from that airports may take specific voluntary preplanning International Civil Aviation Organization, 1000 actions to ensure at least minimum first-air and Sherbrooke St., W, Montreal, Quebec, Canada H3A 2R2. medical readiness appropriate to the size of the airport in terms of permanent and transient personnel. International Standards and Recommended Practices -- Aerodromes, Annex 14, Eighth .Edition -- March 1983. 150/5210-5, Painting, Marking, and,Lighting of Vehicles Used on an Airport, (8-31-66). Makes Airport Services Manual, Part l -- Rescue and Fire recommendations concerning safety, efficiency, and Fighting, Second Edition, 1984~ Doc. 9137-AN/898, Part uniformity in the interest of vehicles used on the I. aircraft operational area of an airport. Airport Services Manual, Part 5, Removal of Dis@bled 150/5210-6C, Aircraft Fire and Rescue Facilities and Aircraft, First Edition 1977,.D0c. 9237-AN/898 Part 5. Extinguishing Agents, (I-28-85). Outlines scales of protection considered as the recommended level compared Airport Services Manual, Part 7, Airport Emergency with the minimum level in FAR Part 139.49 and tells how Planning, First Edition, 1980, Do,:. 9137-AN/898, Part 7. these levels were established. Heliport Manual, First Edition 1979, Doc. 150/5210-7B, Aircraft Fire and Rescue Com~uni'cations, 9261-AN/903. (4-30-84). Provides airport management,with information helpful in the establishment of Training Manual, Aerodrome Fire Services Personnel, communication and alarm facilities. Such facilities . First Edition, 1976, Doc. 7912-AN/857, Part E-2. alert and guide thoss personnel who must deal with aircraft ground emergencies. Manual of Aircraft Accident Investigation, Fourth Edition, 1970, Doc. 6920-AN/855/4. 150/5210-10, Airport Fire and Rescue Equipment Building Guide, (12-7-67). The title is Aircraft Accident Digests, Numbers I - 26. self-explanatory. Technical Instructions for the Safe Transport of 150/5210-12, Fire amd Rescue Service for Certificated Dangerous Goods by Air. Airports, (3-2-72). Explains the minimum criteria to be applied when evaluating the service for compliance Security Manual for the Prevention of Unlawful Acts with FAR Part 139. Against Aircraft. 105 NFPA 424M 150/5210-13, Water Rescue Plans, Facilities, and Emergency Medical Services Communications Systems, Equipment, (5-4-72). Suggests how to effectively U.S. Department of Health, Education & Welfare. Health perform rescue operations when an aircraft lands in a Services and Mental Health Administration Division of body of water, swamp, or tidal area where normal Emergency Health Services 5000 Fishers Lane, Rockville, aircraft fire fighting and rescue service vehicles are Maryland 20852. unable to reach the accident scene. DHEN Publication No. (HSM) 73-2003 150/5220-4, Water Supply Systems for Aircraft Fire and Rescue Protection, (12-7-67). The title is What to Do and How to Report Military Aircraft self-explanatory. Accidents, U.S. Naval Aviation Safety Center, U.S. Naval Air Station, Norfolk, VA 23511. 150/5220-14, Airport Fire and Rescue Vehicle Specification Guide. Assists airport management in the National Transportation Safety Board, Civil Aircraft development of local procurement specifications. Accident Investigation Guidelines, Washington, DC (3-15-79) 20591. 150/5220-10, Guide Specification for Water/Foam-Type B-I.II References. Aircraft Fire and Rescue Trucks, (5-26-7Z), with CH I (12-4-72) and CH 2 (8-22-73). Title is Addresses and Services. self-explanatory. 'National Operations 150/5230-4, Aircraft Fuel Storage, Handling, and Dispensing on Airports, (8-27-82). The title is Aircraft Owners and Pilots Association (AOPA), 7515 self-explanatory. Wisconsin Avenue, Bethesda, MD, 10814. Mail: P.O. Box 5800,. Bethesda, MD 20814; phone: (301) 654-0500, 150/5280-l, Airport Operations Manual, (6-16-72). (301) 654-7895 (After-hours telephone recording Sets forth guidelines to assist airport operators in service); TWX: (710)-824-0095; Cable address: AOPA, developing such a manual. Washington, D.C. 150/5325-5B, Aircraf~ Data, (7-30-75) CH 1 Offices open Monday through Friday, 8:30 a.m.-5 p.m. (8-23-76). Presents a listing of aircraft giving (Eastern Time) dimensional data useful in connection with Table A-II-3.l.herein. Department of Transportation, 400 Seventh Street, S.W., Washington, DC, 20591; phone: (202) 426-4000 150/5370-2B, Operational Safety On Airports During Construction, (10-9-81). Title is self-explanatory. Federal Aviation Administration 800 Independence Avenue, S.W. AC 139.49-I, Programs for Training of Fire Fighting Washington, DC, 20591 and Rescue Personnel, (11-12-74). Suggested training Phone: (202)655-4000, 426-4000 programs for airport fire fighting and rescue personnel. Domestic FAA Regional Offices: B-l.7 ASTM Standards. This publication •makes reference to the following ASTM standard and the year Alaskan Reglon--Anchorage Governing Alaska and date indicates the latest edition available. It is Aleutian Islands avai'lable from the American Society for Testing and 701C Street, Box 14 Materials, 1916 Race Street, Philadelphia, Pennsylvania Anchorage~ AK 99513 19103. Central Reglon--Kansas City Governing iowa, Kansas, ASTM E380-1976, Standard for Metric Practice. Missouri, Nebraska Airports Division B-].8 Federal Avi~tlon Regulations. FAA, 601 East 12th Street Federal Bldg, Part 139, Certification and Operations: Land Kansas City, MO 64106 Airports Serving certain Air Carriers, May lg84. Eight Duty Hours 7:30-4:00 (8:30-5:00 EST) changes issued through May 29, 1984. Sold on a, subscription basis by the Superintendent of Documents, Eastern Region--New York GoverningDelaware, U.S. Government Printing Office, Washington, D.C. 20402. District of Columbia, Maryland, New Jersey, New York, Pennsylvania, Virginia, West Virginia B-1.9 U.S. Air Force Technical Reports. John F. Kennedy Int'l. Airport Airports Division, FAA AGFSRS 7l-3, Accident/Incident Survey Data Analysis Federal Building, Rm. 329 for Aircraft Ground Fire Suppression and Rescue Systems Jamaica, NY 11320 -- UDRI, October 1971. Duty hours 8:00-4:30 EST (DST from last Sunday in April through last Sunday in October). B-l.lO U.S. Government Publications. Great Lakes Reglon--Chicago Governing Illinois, Code of Federal Regulations, U.S. Government Printing Indiana, Minnesota, Michigan, Ohio, Wisconsin, North Office, Washington, DC. and South Dakota Airports Division, FAA DOD-AGFSRS-75-5, Aircraft Ground Fire Suppression and 2300 E. Devon Avenue Rescue Simulation Model -- UD, August 1975. Des Plaines, IL 60018 DOD-AGFSRS-76-2, A Study to Evaluate the Intensity of New England Region--Boston GoverningConnecticut, and Alternative Methods for Neutralization of DOF Maine, Massachusetts, New Hampshire, Rhode Island, Aircraft Fuel Spills; Phase 1 - USA MERDC, February Vermont. , 1976. • Airports Division, FAA 12 New England Executive Park NOTE: Full size or microfiche copies of the DOD Burlington, MA 01803 listed reports are available directly from the National Technical Information Service, 5285 Port Northwest Mountain Region--Seattle Governing Idaho, Royal Road, Springfield, VA 22161. Oregon, Washington, Colorado, Montana, Utah, Wyoming 17900 Pacific Highway South C-68960 Seattle, WA" 98168 106 NFPA 424M f Southern Region--Atlanta Governing Alabama, Florida, Chicago, IL--DuPage County Airport, West Chicago, IL, Georgia, Mississippi, North Carolina, South Carolina, 60185 Tennessee, Kentucky, Puerto Rico, IJ.S. Virgin Is. Springfield, IL--No. 3 N. Airport Dr., N.'Quadrant, Airports Division, FAA Capital Airport, 62708 . P.O. Box 20636 Indianapolis, IN--Indianapolls International Airport, Atlanta, GA 30320 6801 Pierson Dr., 46241 Duty hours 8-4:30 EST. South Bend, IN-~Michiana Regional Airport, 1843 Commerce Dr., 45628 Miami, FL--FAA Representative Detroit, MI--Willow Run Airport, East Side, 8800 Beck FAA Bldg., Miami International Airport Raod, Belleville, 48111 ." Mail: P.O. Box 2815, Miami, FL 33159 Grand Rapids, MI--5500 44th St., S.E.', Kent County Airport, 49508 ' " Southwest Region--Fort Worth Governing Arkansas, Minneapolis, MN--Minneapolis-St. Paul International Louisiana, New Mexico, Oklahoma, Texas Airport, 6201 34th Ave., South, Rm. 201, 55450 Airports Division, FAA Fargo, ND--(Flight Standards District Office) P.O. P.O. Box 1689 BOx 5496, 58105 Fort Worth, TX 76101 Cincinnati, OH--Lunken Airport Executive Bldg., Duty hours 8-4:30 (9-5:30 EST) Ground Floor, 4242 Airport Rd., 45226 Cleveland, OH--Federal Facilities Bldg., Western Pacific Region--Los Angeles Governing Cleveland-Hopkins International Airport, 44135 Arizona, California, Nevadg, Hawaii, Western Pacific Columbus, 0H--4393 E. 17th Ave., Rm. 234, Lane P.O. Box 92007 Aviation Bldg., Port Columbus International Airport, World Way Postal Center 43219 LOS Angeles, CA 900009 Rapid City, SD--(Flight Standards District office), Dutyhours 7:30-4:00 (I0.30-7:00 EST) RR 2, Box 633B, 57701 Milwaukee, WI--(Flight Standards.District office), FAA General Aviation District Offices. Unless General Mitchell Field, 5300 S. Howell Ave., FAA/WB otherwise noted, address correspondence to General Building, 53207 Aviation District Office, Federal Aviation Administration. New England Region Alaskan Region Portland, ME--Portland International Jetport, General Aviation Terminal, 04102 Anchorage, AK--(Flight Standards District Office), Norwood,-MA--Norwood Municipal Airport, 02062 6601 South Air Park Place, 99510 Westfield, MA--Barnes Municipal Airport, ]st floor, Fairbanks, AK--(Flight Standards District Office), Administration Bldg., 01095 3788 University Avenue, 99701 Juneau, AK--(Flight Standards District Office), 1910 Northwest Mountain Region Alex Holden Way, 99803 Denver, CO--Jefferson County Airport, FAA Bldg. l, Central Region Broomfield, CO, 80020 • Grand Junction, C0---2800 H Road, 81501 Des Moines, IA--3021 Army Post ~oad, 50321 Boise, ID--3975.Rickenbacker St., Boise Airport, 83705 Kansas City, KS--Administration Bldg., Fairfax - Billings, MT--(F1ight Standards District office), Municipal Airport, 66115 Room 216, Administration Bldg., Billings Logan Wichita, KS--Flight Standards Bldg., Mid-Continent International Airport, 59101 Airport, 672009 Helena, MT--(Flight Standards District office), Rm. St. Louis, MO--(Flight Standards District Office), 3, FAABIdg., Helena Airport, 59601 9275 Genaire Dr., Berkeley, MO, 6~;134 Eugene, OR--Mahlon-SweetAirport, 90606 Greenhill Lincoln, NE--General Aviation Bldg., Lincoln Rd., 97402 Municipal Airport, 68521' Portland, OR--(Flight Standards District office), Portland-Hillsboro Airport, 3355 N.E. Cornell Rd., Eastern Region Hillsboro, OR, 97123 Salt Lake City, UT--(Flight Standards District Washington, DC--(Flight Standards District Office), office), I16 North 2400 West, 84116 P.O. Box 17325, 600 West Service Rd:, Dulles Int'l. Seattle, WA--(Flight Standards District office), Airport, 20041 Northwest Region Hdqts., FAA Bldg., 9010 E. Marginal Baltimore, MD--Baltimore-Washington Int'l. Airport, Way S., Boeing Field, 98108 North Administration Bldg., Elm Road, 21240 Spokane, WA--(Flight Standards District office), Teterboro,'NJ--(Flight Standards District Office), Felts Field Airport, 5629 E. Rutter Avenue, 99206 ' 150 Riser Road, Teterboro Airport 07608 Casper, WY--(Flight Standards District office), Albany, NY--Albany County Airport, CFR&M Bldg., 12211 FAA/WB Bldg., Natrona County Int'l. Airport,; I187 Farmingdale, NY--Bldg. 53, RepublioAirport, 11735 Fuller Street, 82601 Rochester, NY--Rochester-Monroe County Airport, 1295 Scottsville Road, 14624 Southern Region Allentown, PA--Allentown-Bethlehem-EastonAirport, RAS Aviation Center Bldg., 18103 Birmingham, AL--Municipal Airport, FSS/WB Bldg., 6500 New~umberland, PA--Capital City Airport, Room 201, 43rd Ave., North, 35206 Administration Bldg., 17070 Jacksonville, FL--Craig Municipal Airport', FAA Bldg., Philadelphia, PA--(Flight Standards District Office), 32211 Philadelphia International Airport, Bldg. l, Cargo Miami, FL--Bldg. 121, Opa-Locka Airport, Opa-Locka, Area, Rm. 15, 19153 FL, 33054 Pittsburgh, PA--Allegheny Count!/ Airport, St. Petersburg, FL--(Flight Standards District Administration Bldg., Rm. 213, West Mifflin, PA, 15122 office), St. Petersburg-Clearwater Airport, Terminal Richmond, VA--Byrd International Airport, Terminal Bldg., West Wing, 33520 Bldg., 2rid floor, Sandston, VA 2:}150 Atlanta, GA--Charlie Brown County Airport, FAA Bldg., Charleston~ W--Kanawha Airport, 301 Eagle Mountain Rm. 200, 30336 Rd., 25311 Louisville, KY--Bowman Field, FAA Bldg., 40205 Jackson, MS--P.O. Box 6273, Pearl Branch, 39208 Great Lakes Region Charlotte, NC--Municipal Airport, P.O. Box 19005, 28219 " 107 i NFPA 424M Raleigh, NC--Rt. I, P.O. Box 486A, Morrisville, NC, Baltimore, MD--IOI7 Federal Building, 31 Hopkins 27560 Plaza, Baltimore, MD, 21201 San Juan, PR--(Flight Standards District Office), Boston, MA--1600 Customhouse, 165'State Street, Puerto Rico Int'l. Airport, Rm. 203A, 00913 Boston, MA, 02109 Columbia, SC--Columbia Metropolitan Airport, West Buffalo, NY--1307 Federal Building, 111 West Huron Columbia, 29169 St., Buffalo, NY, 14202 Memphis, TN -- (Flight Standards District Office), Chicago, IL--230 S..Dearborn St., Room 3940, Chicago, International Airport, General Aviation Bldg., Rm. 137, IL, 60604 2488 Winchester, 38116 Cincinnati, 0H--8620 Winton Rd., Cincinnati, OH, 45231 Nashville, TN--(Fllght Standards District Office), Dallas, TX--Earle Cabell Federal Building, U.S. 322 Knapp Blvd., Rm. 101, Nashville Metropolitan Courthouse, Room 13E7, 1100 Commerce St., Dallas, TX, • Airport, 37217 75242 Denver, C0--12477 West Cedar Dr., Denver, CO, 80228 Southwest Region Detroit, MI--I054 Federal Building, 231W. LaFayette St., Detroit, MI, 48226 Little Rock, AR--FAA Bldg., Rm. 201, Adams Field, Honolulu, HI--Prlnce Kuhlo Federal Building, 300 Ala 72202 Moana Blvd., Room 7304, P.O. Box 50023, Honolulu, HI, Lafayette, LA--Regional Airport, FAA Bldg., Rm. 101, 96850 70508 Houston, TX--New Federal Office Building, 515 Rusk New Orleans, LA--New Orleans Lakefront Airport, FAA Ave., Room 5636, Houston, TX, 77002 Bldg., 70126 Kansas City, MO--Brywood Office Tower, Room 320, 8800 Shreveport, LA--Terminal Bldg., Room 137, Shreveport East 63rd St., Kansas City, MO, 64133 Downtown Airport, 71107 Long Beach, CA--Room 503, 3711 Long Beach Blvd.', Long Albuquerque, NM--2402 Kirtland Rd., SE, 87106 Beach, CA, 90807 Oklahoma City, OK--Room 111, FAA Bldg., Wiley Post Miaml, FL~Room 919, 51S.W. First Ave., Hiami, FL, Airport, Bethany, OK, 73008 33130 Tulsa, OK--(Flight Standards District Office), Rm. New Orleans, LA--IO0~ F. Edward Hebert Federal 103, Tulsa Int'l. Airport, 6501E. Apache, 74115 Building, 600 South St., New Orleans, LA 70130 Dallas, TX--8032 Aviation Place, Love Field Airport,- New York, NY--2-1Varick St., New York, NY, 30014. 75235 Norfolk, VA--Military Circle, 870 N. Military El Paso, TX--Room 202, International Airport, FAA Highway, Norfolk, VA, 23501 Bldg., 6795 Convair Rd., 79925 Philadelphia, PA--One Oxford Valley Office Bldg., Fort Worth, TX--(Flight Standards District Office), Suite 505, 2300 E. Lincoln Highway, Langhorne, PA, 19047 Rm. 201, Terminal Bldg., Meacham Field, 76106 Portland, 0R--1782 Federal Office Building, 3220 S.W. Houston, TX--Hobby Airport, 8800 Paul B. Koonce Third Ave, Portland, OR, 97204 Drive, Rm. 153, 77061 St. Paul, MN--691 Federal Building & U.S. Courthouse, Lubbock, TX--Rt. 3, Box 51, 79401 336 North Robert St., St. Paul, MN, 55101 San Antonio, TX--1115 Paul Wilkins Road, Rm. 201, San Diego, CA--7840 E1Cajon Blvd., Room 405, La 78216 Mesa, CA, 92041 San Francisco, CA--423 Customhouse, 555 Battery St., Western-Pacific Region San Francisco, CA, 94111 San Juan, Puerto Rico--747 Federal Building, Hato Scottsdale, AZ--Munlclpal Airport, ]5041 North Rey, Puerto Rico, 00918 Airport Drive, 85260 Seattle, WA--3256 Federal Building, 915 Second Ave~, Fresno, CA--2401 North Ashley, 93727 Seattle, WA, 98174 Long Beach, CA--(Flight Standards District Office), Tampa, FL--Interstate Bldg., Room 601, 1211N. Long Beach Airport, 2815 E. Spring St., 90806 Westshore Blvd., Tampa, FL, 33607 Oakland, CA--(Flight Standards District Office),. P.O. Civil Aeronautics Board Box 2397, Airport Station, 94614 1825 Connecticut Ave., N.W., Washington, DC, 20428 Riverside, CA--Riverside Municipal Airport, 6961 Flight Road, 92504 B-I.13 National Transportation Safety Board. Sacramento, CA--Executive Airport, 6107 Freeport 8DO Independence Ave., S.W. Blvd., 95822 Washington, DC, 20594 San Diego, CA--Montgomery Field Airport, 3750 John J. Phone .(202) 382-6600 Montgomery Drive, 92]23 San Jose, CA--San Jose Municipal Airport, 1387 NTSB Field Offices A~rport Boulevard, 95110 Santa Monica, CA--Municipal Airport, 3200 Airport Anchorage, AK--Rm. C-145, 701C St., Box I, 99513 Avenue, Suite 3, 90405 Atlanta, GA--1720 Peachtree St., N.W., 30309 Van Nuys, CA--Van Nuys Airport, 7210 Hayvenhurst Chicago, IL--2300 E. Devon Ave., Sulte 140, Des Avenue, Suite 316, 91406 Plaines, IL, 60018 Honolulu, HI--(Flight Standards District Office), Denver, C0--I0255 E. 25th Ave., Suite 14, Aurora, co, Honolulu International Airport, Air Service Corp. 80010 Bldg., 218 Lagoon Drive, 96819 Fort Worth--Federal Building, Rm. 7A07, 819 Taylor Las Vegas, NV--(Flight Standards District Office), St., 76102 McCarran Int'l. Airport, 5700-C South Haven, 89119 Kansas City, MO--Federal Buildlng, Rm. 1748, 601E. RenD NV--60I S. Rock Blvd.; Suite D-I02, 89502 12th 64106 . Los Angeles, CA--Federal Building, 15000 Aviation B-l.12 Federal Communications Commission. Blvd., P.O. Box 6117, Lawndale, CA, 90261 1919 M St., N.W. Miami, FL--4471N.W. 36th St., Miami Springs, FL, Washington, DC 20554 33166 New York, NY--Federal Building, Rm. 102, JFK Consumer Assistance and Small Business Division; International Airport, Jamaica, NY, 11430 phone (202) 632-7000 Seattle, WA--19415 Pacific Highway S., Rm. 303, Seattle, WA, 98188 FCC Field Operating Offices State Aeronautical Agencies Anchorage, AK--Federal Building & U.S. Courthouse, P.O. Box 2955, 1011 East Tudor Rd., Room 240, Alabama Dept. Of Aeronautics, State Hi'ghway Bldg., 11 Anchorage, AK, 99510 S. Union St., Montgomery, AL, 36130 Atlanta, GA--Room 440, Massell Building, 1365 Alaska Dept. of Transportation and Public Facilities, Peachtree St., N.E., Atlanta, GA, 30309 Commissioner of Transportation, Pouch Z, Juneau, AK, 99811, or Pouch 6900, Anchorage, AK, 99502 108 NFPA 424M Arizona'Div. of Aeronautics, 18C1W. Jefferson, Room Rhode Island Div. of Airports, Dept. of 426, Phoenix, AZ, 85007 Transportation, Theodore Francis Green State Airport, Arkansas Div. of Aeronautics, Adams Field--Old Warwick, RI, 02886 Terminal Bldg., Little Rock, AR, 72202 South Carolina Aeronautics Commission, Drawer 1987, California Div. of Aeronautics, Dept. of Columbia Metropolitan Airport, Columbia, SC, 29202 Transportation, 1120 N St., Sacran~ento, CA, 95814 South Dakota Div. of Aeronautics, Dept. of. Colorado, Office of the Governor', 136 State-Capital Transportation, Transportation Bldg., Pierre,' SD, 57501 Bldg., Denver, CO, 80203 (There is no state aviation Tennessee Office of Aeronautics, Dept. of ' agency.) Transportation, P.O. Box 17326, Nashville Metropolitan 'Connecticut Bureau of Aeronautics--DOT, P.O. Drawer Airport, Nashville, TN, 37217 A--24 Wolcott Hill Rd., Wethersfield, CT, 06109 Texas Aeronautics Commission, P.O. Box 12607, Capitol Delaware Transportation Authority, Dept. of Station, Austin, TX, 78711 Transportation, P.O. Box 778, Dover, DE, ]990] Utah Aeronautical Operations Div., Dept. Of Florida Bureau of Aviation, Dept.. of Transportation, Transportation, 135 North 2400 West, Salt Lake City," P.O. BOx 778, Dover, DE, 19901 UT, 84116 . GeorgiaBureau of Aeronautics, Dept. of Vermont Agency of Transportation, Aeronautics Transportation, 5025 New Peachtree Rd., N.E., Chamblee, Operations, State Administration Bldg., Montpeller, VT, GA, 3034] 05602 Hawaii Airports Division, Dept. of Transportation, Virginia Dept.'of Aviation, P.O. Box 7716, 4508 S. Honolulu International Airport, H(molulu, HI, 96819 Laburnum Ave., Richmond, VA, 23231 Idaho Div. of Aeronautics and Public Transportation," Washington Div. of Aeronautics, Dept. of 3483 Rickenbacker St., Boise, ID, 83705 Transportation, 8600 Perimeter Rd., Boeing Field, Illinois Div. of Aeronautics, Dept. of Seattle, WA, 93108 Transportation, Capital Airport--()ne Langhorne Bond West Virginia Aeronautics Commission, Kanawha Dr., Springfiel'd, IL 62706 Airport, Charleston, WV, 25311 Indiana Div. of Aeronautics, 14!I West Market St., Wisconsin Bureau Of. Aeronautlcs, Dept. of SulteJO0, Indianapolis IN, 46204 Transportation, P.O. Box 7914, Madison, WI, 53707 Iowa Aeronautics Div., Dept. of Transportation, State Wyoming Aeronautics Commission, Cheyenne~ WY, 82002 House, Des Moines, IA, 50319' Kansas Aviation Div., Dept. of Transportation, State B-1.14 Aviation Organizations. Office Bldg., Topeka, KS, 66612 Kentucky Div. of Mass Transportation, Dept. of Aeronautical Radio, Inc. (ARINC), 2551Riva Rd., Transportation, State OfficeBldg., Frankfort, KY, 40622 Annapolis, MD, 21401 Louisiana Office of Aviation and Public Aerospace Industries Association of America, Inc., Transportation, Dept. of Transportation and 7725 De Sales St., N.W., Washington, DC, 20036 Development, P.O. Box 44245--Capitol Station, Baton Aerospace Medical Association, Washington National Rouge, LA, 70804 Airport, Washington, DC, 20001 Maine Division of Aeronautics, Dept. of Airborne Law Enforcement Associatlon~ Inc., 716 N. Transportation, State Office Bldg., Augusta, ME, 04333 21st St., Birmingham, AL, 35263 Maryland State Aviation Administration, Dept; of Air Force Association, 1750 Pennsylvania Ave., N.W., Transportation, P.O. Box 8766, Baltimore-Washington Suite 400. Washington, DC, 20006 International Airport, BaltJmore, MD, 121240 Air Line Pilots Association (ALPA), 1625 Massachusetts Aeronautics Commission, Boston-Logan Massachusetts Ave., N.W., Washington, DC, 20036 Airport, E., Boston, MA, 02128 Airport Operators Council, International ('AOCI) Michigan Aeronautics Commission, Dept. of 1220 19th St., N.W., Suite 800, Transportation, Capital City Airport, Lansing, MI, 48906 Washingtoh, DC 20036 Minnesota Aeronautics Division, Department of Air Transport Association of America (ATA), 1709 New Transportation, Transportation Bldg., St. Paul, MN 55155 York Ave., N.W., Washington, DC, 20006 Mississippi Aeronautics Commission, P.O. Box 5, 500 Allied Pilots Association, 2621 Ave. '~E" East, Suite Robert E. Lee Bldg., Jackson, MS, 39205 208, Arlington, TX, 76011 Missouri Aviation Division, Aviation Unit, P.O. Box American Association of Airport Executives, 2029 K 270, Jefferson City, MO, 65102 St., N.W., Washington, DC, 20006 Montana Aeronautics Division, Department of Commerce, American Helicopter" Society, Inc., 217 N. Washington P.O. Box 5178, Helena, MT, 59604 St., Alexandria, VA, 92220 Nebraska Dept. of Aeronautics, P.O. Box 8208B~ American Society for Aerospace Educatlon,'1750 Lincoln, NE, 68501 Pennsylvania Avenue; N.W., Suite 1303, Washington, DC, Nevada Office of the Governor, The State of Nevada, 20006 Carson City, NV, 89710 (There is no state aviation Animal Air Transportation Association, 6180 S.W. 56th agency.) Ct., Davie, FL, 33314 New Hampshire Aeronautics Commission, Municipal Antique Airplane Association, Rt. 2, Box 172, Airport, Concord, NH, 03301 Ottumwa, IA, 51501 New Jersey Div. of Aeronautics, Dept. of ,Associatioh of Aviation Psychologists, 6955 Snowbird Transportation, 1035 Parkway Ave., Trenton, N3, 08625 Dr., Colorado Springs, CO, 80918 New Mexico Aviation Div., Dept. of Transportation," Aviation Distribut(!rs and Manufacturers Association P.O. Box 579, Santa Fe~ NM, 87503 (ADMA), 1900 Arch St., Philadelphia, PA, ]9103 New York Aviation Bureau, Dept. of Transportation,. Aviation Maintenance Foundation, P.O. Box 739, Basin, 1220 Washington Ave., Albany, NY, 12232 WY, 82410 North Carolina Div. of Aviation, Dept. of Aviation/Space Writers Association, Cliffwood Rd., Transportation, P.O. Box 25201, Raleigh, NC, 27611 Chester, N3, 07930 • North Dakota Aeronautics Commission, Box Civil Air Patrol, Headquarters, Maxwell Air Force 5020--Bismarck Airport, Bismarck, NB; 58502 Base, AL, 36112; Attn: DO Ohio Div. of Aviation, 2829 W. Granville Rd., Civil Aviation Medical Association, 801 Green Bay Worthington, OH, 43085 Rd., Lake Bluff, IL, 60044 Oklahoma Aeronautics Commission, 424 United Founders Commuter Airline A:~sociation of America, 1101 Tower, Oklahoma City, OK, 73112 Connecticut Ave., N.W., Suite 700, Washington, DC, 20036 Oregon Div. of Aeronautics, Dept. of Transportation, Confederate Air Fdrce, Rebel Field, P.O. Box CAF~ 3040-25th St., S.E., Salem, OR, 97310 Harlington, TX, 78551 Pennsylvania Bureau of Aviati~r~, Dept. of Experimental Aircraft Association, Inc. (EAA), P.O. Transportation, 45.Luke Drive, H~Lrrisburg Int'l Box 229, Hales Corners, WI, 53130 Airport, Middletown, PA, 17057 Flight Safety Foundation, Inc.,5510 Columbia Pike, Puerto Rico Ports Authority, GPO Box 2829, San Juan, Arllngton,"VA, 22204 P.R., 00936 General Aviation Manufacturers Association (GAMA), 1400 K St., N.W., Suite 80],-Washington, D.C., 20005 109 NFPA 424M Helicopter Association International, 1110 Vermont AOPA Austria, Postfach 114, Vienna A-1171, ~ustria; Ave., N.W., Suite 430, Washington, DC, 20005 Telex: 74914 International Airline Passengers Association, P.O. AOPA Belgium, Fraithobann 107/B.73 2600 Berchem, Box 22074, Dallas, TX, 75222 Antwerp, Belgium International Aviation Theft Bureau, 7315 Wisconsin Assoclacao de Pilotos, Proprleterlor de Aeronaves, Ave., Bethesda, MD, 20814 Caixa Postal 19.009, Sao Paulo, Brazil National Aeronautic Association (NAA) 821 15th St., Canadian Owners and Pilots Association, P.O. Box 734, N.W., Suite 430, Washington, DC, 20005 Station B, Ottawa, Ontario, KIP 554 Canada; Telex National Air Transportation Association, Inc., 1010 053-4286; cables: same as mailin~ address Wisc. Ave., N.W., Suite 405, Washln~ton, DC, 20007 Asoclaclon Colomblana de Avlaclon Civil General, National Association of Air Trafflc Specialists, Apartado Aereo No. 59656, Bogota, D.E., Colombia; Wheaton Plaza North Bldg., Suite 415, Wheaton, MD, 20902 cables: AVIACION GENERAL National Association of Flight Instructors (NAFI), AOPA Denmark, Box 52, DK 4930 Marlbo, Denmark Ohio State University Airport, Box 20204, Columbus, OH, Association des Pilotes Prives, Bureau No. I0, 43220 Batiment Paul-Bert, 93350 Aeroport le Bourget, France; National Association of State Aviation Officials cables: same as mailing address (NASAO), 1300 G St., N.W., Washington, DC., 20005 AOPA Germany, Haus Nr. I, 6073 Egelsback/Flugplatz, National Business Aircraft Association, Inc. (NBAA), Germany; Telex 4150 23 One Farragut Square South, Washington,' DC, 20006 Aeroclub de Guatemala, Aeropuerto La Aurora, Apartado National Intercollegiate Flying Association (NIFA), Postal 672, Guatemala 4627 Ocean Blvd., #220, San Diego, CA, 92109 AOPA Ireland,.P.O. Box 927, Nassau St., Dublin 2, (The) Ninety-Nines, Inc., (international organization Ireland of women pilots), Will Rogers World Airport, Oklahoma Israeli Association of General Aviation, Herzlla City, OK, 73159 Airport, P.O. Box 3034, Herzlia Bet, Israel Society of Automotive Engineers, Inc., 400 AOPA Italy, Via G. Schiavoni, 4, 20142 Milan, Italy Commonwealth Dr., Warrendale, PA, 15096 Japan Aircraft Owner-Pilot Association, c/o Koyo Society of Flight Test Engineers, Inc., P.O. Box Building, 4th Floor, 7-9, l-Chome, Sendagaya, 4047, Lancaster, CA, 93539 Shibuya-ku, Tokyo 151, Japan Union des Pilotes d'Aviation du Grande-Duche de Government Aviation Publications Luxembourg, P.O. Box 675, G.D. of Luxembourge; cables: same as mailing address The Superintendent of Documents, U.S. Government AOPA Netherlands, Dorpshuisstraat 10, 9663 GG Nieuwe Printing Office, Washlngton, DC, 20402 Pekela, Netherlands; cables: same as mailing address Nigeria Aircraft Owners and Pilots Association, P.O. Public Documents Distribution Center, Pueblo Box 4134, Ikeja, Lagos, Nigeria Industrial Park, Pueblo, CO, 81009 AOPA Norway, P.O. Box 1604, Vika, Oslo I, Norway AOPA Philippines, P.O. Box 7070, Manila International Films Airport 3120, Philippines; cables: same as mailing address FAA Film Service, c/o Modern Talking Picture Service, AOPA South Africa, P.O..Box 1789, Pretoria 0001, Inc., 5000 Park Street N., St. Petersburg, FL, 33709 Republic of South Africa; Telex: 3-524 SA AOPA. Spain, Mallorca 264/3/2, Barcelona 9, Spain; For Foreign Users: Free-loan service is available to 528?6 bsp e official governmental organizations. Requests must be AOPA Sweden, Box 10014, S-161, 10 Bromma, Sweden; channeled through that country's diplomatic mission in cables,'same as mailing address. Telex: I0725 FFA S Washington, DC, and then forwarded to: Modern Talking AOPA Switzerland, P.O. Box 113, 8302 Kloten, Picture Service, 1901 "L" Street, N.W., Suite 602, Switzerland; cables: AOPASWISS ZURICH Washington, DC, 20036. Prints will be sent round-trlp AOPA U.K., 50 Cambridge Street, London, SWIC 4QQ, by diplomatic pouch. England; cables: AVIACENTRE LONDON; Telex: 262284, Ref. 2290 B-I.15 IAOPA Member Organizations. Aircraft Owners and Pilots Association, 7315 Wisconsin Ave., Bethesda, MD, 20814, U.S.A, International Council of Aircraft Owner and Pilot Federacion Venezolona de Aeroclubes, Base Aerea F. de Associations (IAOPA), Headquarters, 7315 Wisconsin Miranda, Carlota, Apartado de Correo 5372, Caracas, Ave., Bethesda, MD, 20814. Venezuela; cables: same as mailing address IAOPA European Branch Office, P.O. Box-55, 2110 AB B-1.16 FAA International Offices. Aerdenhout, Netherlands. Cable address: GENERAVIA AERDENHOUT NETHERLANDS. Europe, Africa, Middle East Headquarters AOPA Australia, Box 2912, G.P.O., SydneY, 2001, FAA, Brussels, Belgium--Director, c/o American Australia; cables: same as mailing address Embassy, APO New York, NY 09667. Location/International' Mall Address: FAA, c/o American Embassy, 15, rue de la Loi, 1040 Brussels, Belgium. 110 NFPA 424M B-1.17 International Aircraft Markings. f A-2- Botswana TC- Turkey A6- United Arab Emirates HA- Hungary A7- Qatar HB-* Swi tzerl and A40- Oman HB-* Liechtenstein AP- Pakistan HC- Ecuador B- China HH- Hal t i C-2- Nauru HI- Doml ni can Republi c C5~ Gambia HK- Col ombi a CC- Chile HL- Korea (Rep.. of) CCCP- U.S.S.R HP-' Panama C-, CF- Canada HR- Honduras CN- Morocco HS- Thai I and CP- Bolivia HZ- Saudi Arabia CR-, CS- PortUgal I- Italy CU- Cuba. J2- Djibouti CX- Uruguay 36- St. Lucia D- Germany (Fed. Rep.) OA- Japan D2- Angola JY Jordan DQ- Fiji LV, LQ Argentina LN- -Norway DZ- Angola LX- Luxembourg EC- Spain LZ- Bul garl a EI-, EJ- Ireland N- U.S.A. EL- Liberia OB- Peru EP- Iran oB- Lebanon ET- Ethiopia OE- Austria F- France OH-, Finland G- UnitedKingdom OK- Czechoslovakia DO- Belgium ZK- New. Zeal and OY- Denmark ZP- Paraguay p- North Korea ZS-, ZT-, ZU- South Africa P2- Papua New Guinea 3A- Monaco PDRL- Laos 3B- Mauritius PH- Netherlands 3C- E,~uatorl al Guinea PJ- NetHerlands Antilles 3D- Swaz i I and PK- Indonesia 3X- Guinea PK- West Irian 4R- Sri Lanka PP-, PT- Brazil 4W- Yemen PZ- Surinam 4X- I srael : RP- . Philippines 5A- Libya . S-2- Bangladesh 5B- Cyprus SE- Sweden ' 5H- Tanzania SP- Poland 5N- Nigeria ST- Sudan '5R- Madagascar SU- Egypt 5T- Mauritania SX- Greece YU- Yugoslavia TF- Iceland YV- Venezuela TG- Guatemala 5U- Niger TI- Costa Rica 5V- Togo TJ- Cameroon 5W- Western Samoa TL- Central African Rep. 5X- Uganda TN- Congo 5Y- Kenya TR- Gabon GV, GW Senegal 60- somal i a TS- Tunisia 6Y- Oamai ca TT- Chad 70- Democrati c Yemen TU- Ivory Coast 7P- Lesotho TY- Benin 7QY- •Mal awl TZ- Mall 7T- Algeria VH- Australia 8P- Barbados VP-VQ-, VR- U.K. Colonies & BQ- Maldives Protectorates 8R-' Guyana v~- India 9G- Ghana XA-, XB-, XC- Mexico 9H- Mal ta XT- Upper Volta 9J- Zambi a XU- Democratic Kampuchea • 9K- Kuwait XV- Vietnam 9L- Sierra Leone XY-, XZ- Burma 9M- Mal ays i a YA- Afghanistan 9N- Nepal YI- Iraq 9Q- Zai re YK- Syrian Arab Rep. 9U- Burundi YR- Romania 9V- Singapore YS- El Salvador 9XR- Rwanda 9Y- Trinidad and Tobago % 111