Hazard Military aircraft
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Hazard - Military aircraft ...... 3 Control measure - Cordon controls: Military aircraft ...... 7 Control measure - Specialist advice: Military aircraft ...... 8 Control measure - Restrict radio transmissions ...... 9 Control measure - Access the cockpit ...... 10 Control measure - Make ejection seats safe ...... 11 Control measure - Extricate the aircrew ...... 12
This content is only valid at the time of download - 25-09-2021 10:14 2 of 14 Hazard - Military aircraft
Hazard Knowledge
Fire and rescue services may come into contact with military aircraft of varying types and roles, from a number of different nations. These aircraft operate from military aerodromes around the country, or overseas and in transit through UK air space, but may also operate from civil aerodromes for a variety of reasons.
Military organisations operate many types of aircraft that can vary enormously, from small two-seat trainers, attack helicopters, unmanned aircraft and combat fast jets through to large passenger or cargo aircraft. Large transport aircraft may be similar in appearance to civil airliners, but have unconventional interior configurations. Unmanned aerial vehicles are aircraft that do not carry a human pilot. Instead they are flown remotely by an operator, and can carry a lethal payload.
Most military aircraft are capable of carrying weapon systems and advanced trainers and/or fast jets may be fitted with differing aircraft assisted escape systems (AAES). Apart from the additional hazards associated with explosive stores, weapon and escape systems, the profile of the aircraft types have synergies with civil aircraft.
Due to the hazardous nature of specialist military aircraft, actions should be restricted to life-saving operations. Where it is confirmed by official sources that the aircrew have already ejected, the aircraft should be cordoned off and left undisturbed. An area around the aircraft with a radius of 400m should be evacuated for any incident involving military aircraft and, if the aircraft is armed, this distance should be increased to between 400m and 800m after seeking advice from the responsible military authority. Efforts should be redirected to locating the aircrew and, if requested by the military, the remains of the ejection seats.
Aircraft assisted escape systems
Aircraft assisted escape systems (AAES) means collectively: the ejection seat, the equipment fitted to the ejection seat including emergency escape parachutes, and personal survival packs with systems for clearing the ejection path from the aircraft, including associated mechanisms operated by explosives.
This content is only valid at the time of download - 25-09-2021 10:14 3 of 14 An ejection seat is a system fitted to most military advanced trainer and fast jet aircraft (and can also be found in private ex-military aircraft). It is designed to rescue the pilot or crew from an aircraft in an emergency. In most designs, the seat is propelled from the aircraft by an explosive charge or rocket motor, carrying the occupant with it. Once clear of the aircraft, the system will automatically deploy a parachute. The cockpit canopy will also be jettisoned or fragmented by explosive charges, to provide a clear route for the ejection seat. At aircraft accidents, canopies can be externally jettisoned or fragmented by fire and rescue service personnel separately, to provide emergency access to the cockpit.
The operation of ejection seats will normally be controlled by the pilot or crew. The seat can be operated when the aircraft is in flight or on the ground. If it is suspected that the aircrew are intending to operate aircraft assisted escape systems (AAES), rescue crews should not approach the aircraft and should remain at least 15 metres away from the cockpit until the procedure has been completed, or the aircrew indicates that it is safe to approach.
During immediate operations, fire and rescue service personnel will take whatever precautions are necessary to rescue crew or other personnel. Thereafter, ejection seats and components, survival equipment and flying clothing are to be left undisturbed until the arrival of the aircraft assisted escape systems (AAES) investigation team, who will be responsible for taking all other aircraft assisted escape systems (AAES) safety precautions under the guidance of the Defence Accident Investigation Branch (DAIB).
Aircraft assisted escape systems (AAES) present a significant hazard to fire and rescue service personnel attending a military aircraft incident. If the incident is not on an aerodrome, there is a high likelihood that fire and rescue service personnel will be first on the scene.
It is possible to make ejection seats safe, however this must be carried out under the guidance of the responsible person as (MOD specialist AAES engineers), due to the extensive range of seat configurations, general training and familiarisation will be difficult. For information the Miniature Detonation Cord (MDC) is marked black & yellow.
Explosive armament stores
All missiles, rockets and bombs found on military aircraft will contain varying amounts and types of highly explosive material. Any explosive armament that is in danger of becoming heated by fires should be cooled with water sprays if safe to do so, but on no account should any attempt be made to move or interfere with any potentially explosive devices. Explosive armament does not normally explode on impact of a crashed aircraft, but its condition must be considered as unpredictable, so
This content is only valid at the time of download - 25-09-2021 10:14 4 of 14 specialist explosive ordnance disposal advice should be sought. If explosive armament stores, including gun ammunition, have become detached from the aircraft, they should be not disturbed. Their location should be marked, cordoned off and specialist assistance sought for their disposal.
Electro-explosive devices may be accidentally initiated by radio or radar frequency electro-magnetic radiation.
If an aircraft accident involves nuclear weapons or materials, the Defence Nuclear Emergency Organization will assume command of the accident.
Defensive systems
Chaff is used to defend aircraft against hostile missile attack. It consists of a large quantity of reflective material, discharged from the aircraft to ‘confuse’ the guidance systems of the missile. Chaff is deployed from the aircraft with explosive force, and then distributed through the air by a small explosive device.
Defensive flares are designed to confuse heat-seeking missile systems and will ignite and burn brightly on release. Defensive flares can provide an ignition source, burn at a very high temperature and may produce a light bright enough to cause significant eye damage. These systems are very sensitive and can activate unexpectedly.
Small arms and gun ammunition
Several different types of small arms and gun weapon systems may be found fitted to military aircraft, depending on the aircraft’s specification and role. Most of the gun ammunition carried on the aircraft is usually, but not always, stored in ‘safe’ containers or tanks, but some aircraft fly with a live or dummy round loaded in to the weapon.
Apart from live ammunition, these weapon systems may also discharge pyrotechnics or blank rounds. Gun ammunition may ‘burst’ unexpectedly if exposed to fire or impact, and weapons may become detached from the aircraft during accidents. The area directly in front of any weapon systems must be avoided, and if possible, the location of any stored ammunition should be recognised and avoided.
Pyrotechnics
This content is only valid at the time of download - 25-09-2021 10:14 5 of 14 Various pyrotechnic devices can be found on military aircraft including: signal cartridges, distress flares and smoke markers. They will commonly incorporate a metal tube containing explosive material that is crimped at one end. When ignited it will emit flame and sparks at the open end.
Pyrotechnic devices can be used to ignite rocket motors, to deploy under-wing weapons, or to jettison external fuel tanks; they may also be located in fire suppression systems around the aircraft. Marine flares and smoke markers may be ejected from the aircraft with some force, manually or automatically, following a crash or on contact with water.
Personal flares may be found within the aircrew survival kit which can be an additional hazard when performing rescues or where bodies have to be recovered.
Liquid oxygen
As military aircraft may sometimes have to operate at high altitudes, a breathable oxygen supply is provided for the pilot and crew to survive. Oxygen will often be stored under pressure in cylinders or automatically generated on demand. If aircraft are involved in fire, the risk of explosion and the effect that the oxygen may have on the fire should be considered.
For more information refer to National Operational Guidance: Hazardous materials
Aviation fuel and specialist fuels
Military aircraft generally use the same types of aviation fuels that commercial aircraft use, but with some additional additives. Some aircraft can be fitted with auxiliary external fuel tanks, which can be jettisoned in an emergency
Mono fuels are special fuels that can support combustion without an external air supply, as the chemical make-up of the substance contains its own oxygen. They are usually found in small quantities on aircraft and are used to power emergency power units, or as propellants for missiles.
Infra-red and laser systems
Modern weapons systems used on military aircraft are increasingly fitted with infra-red guidance systems for weapons targeting. The devices are often positioned behind a glass vision panel and are commonly forwards or sideways looking. Military laser guidance systems, unlike medical lasers,
This content is only valid at the time of download - 25-09-2021 10:14 6 of 14 operate at a much higher intensity for targeting purposes, and have the potential to cause harm; particularly to the eyes and delicate tissues. The likelihood of infra-red and laser guidance systems operating post-crash is minimal due to aircraft safety systems, which automatically isolate weapon firing and release circuits in emergency situations. Fire and rescue service personnel should, however, stay clear of the area in front of these devices and avoid looking into any vision panels.
These systems are a non-ionising form of radiation however, most military aircraft will be carrying some form of ionising radiation on board. Specialist advice should be sought to identify this.
Aircraft arresting systems
Two systems may be installed at military aerodromes. These systems are designed to arrest aircraft landing on short runways, temporary runways or in an emergency. They use a cable spanning the runway or a net positioned at the overrun of the runway.
The cable system (generally defined as arrestor gear) consists of a single cable engaged by a hook fitted to many tactical military aircraft. During normal arrestment, the tail hook engages the wire and the aircraft's kinetic energy is transferred to damping systems.
Arresting barrier nets stop an aircraft by absorbing its forward momentum. These nets are raised remotely by air traffic control in an emergency. Both systems involve steel cables, which may be under stress during an aircraft arrest. Fire and rescue service personnel should stay clear of these systems until military advisers have made the area of operations safe.
Control measure - Cordon controls: Military aircraft
Control measure knowledge
Specific cordon distances for military aircraft are imposed by the Ministry of Defence (MoD) for aircraft post-crash management (APCM) and are recommended for fire and rescue service initial response:
• All military aircraft: 400m
This content is only valid at the time of download - 25-09-2021 10:14 7 of 14 • Military aircraft with ordnance: 800m
These initial cordons can be reduced in liaison with Ministry of Defence aircraft post crash management incident officer (APCMIO), or equivalent specialist military adviser. Refer to Control measure – Liaise with specialist military advisers.
For further information refer to Manual of Aircraft Post Crash Management:
For more generic advice on approaching an incident and cordons, refer to Hazard – Transport incidents – Make a safe and controlled approach to the incident.
Strategic actions
Fire and rescue services should:
Ensure all personnel are aware of and understand cordon distances for military aircraft incidents
Tactical actions
Incident commanders should:
Consider risk from on board ordnance, munitions, ejector seat and canopy detonators etc.
Implement cordons of 400m for military aircraft or 800m for military aircraft with ordnance
Control measure - Specialist advice: Military aircraft
Control measure knowledge
The role of the Royal Air Force regional liaison officer (RAFRLO) is to liaise with the civilian emergency services and local authorities, providing a conduit between the military, civilian agencies and other government departments as required. There are nine RAFRLOs in the UK.
This content is only valid at the time of download - 25-09-2021 10:14 8 of 14 If an incident involves military aircraft, the Ministry of Defence will activate an APCM plan which includes a local, trained APCMIO. They have capability to deploy on-call hazardous materials and aircraft recovery teams. APCMIO will work closely with local responders on the ground to gain safe access to the incident site and carry out the air accident investigation. They will also deal with the clearance and restoration of the crash site.
The Royal Navy Institute of Naval Medicine duty hazmat and environmental protection officer and RAF Centre of Aviation Medicine duty environmental health officer can provide advice and on-scene support on hazardous materials, occupational and environmental health, and environmental protection. They can be reached 24/7 via Deputy Chief of Defence Staff Duty Officer (DCDSDO) in Whitehall or the Defence Fire Risk Management Organisation (DFRMO) duty officer. They may also be able to provide advice for incidents involving foreign planes.
An explosive ordnance disposal team will respond to an aircraft crash, providing specialist safety advice and the capability to locate and identify all items of explosive ordnance, and render them safe. Liaison should be made with the Ministry of Defence aircraft post crash management incident officer (APCMIO), if in attendance. https://www.gov.uk/government/groups/defence-fire-risk-management-organisation
Strategic actions
Fire and rescue services should:
Develop tactical guidance on the services the military can provide at incidents involving military aircraft in consultation with the Royal Air Force regional liaison officer (RAFRLO)
Tactical actions
Incident commanders should:
Liaise with Ministry of Defence aircraft post-crash management incident officer (APCMIO), or equivalent specialist military adviser, as the point of contact for military support, at the earliest opportunity
Consider requesting assistance from military agencies
Control measure - Restrict radio transmissions
This content is only valid at the time of download - 25-09-2021 10:14 9 of 14 Control measure knowledge
With the increase in the use of electronic communication devices throughout all sections of the community, there is a potential hazard when these items are used in close proximity to an electro explosive device (EED). To a large extent, the sensitivity of electro explosive devices to extraneous radio frequency fields can be minimised by screening, intrinsic design characteristics and specialised packaging. However, there are a number of circumstances, notably when electro explosive devices are unpackaged, when they are particularly vulnerable to inadvertent initiation by radio frequency. This effect is known as RADHAZ, and must be considered at all times when using management radios, mobile phones and so on in the vicinity of electro explosive devices or stores containing electro explosive devices.
Strategic actions
Fire and rescue services should:
Develop tactical guidance on the use of electronic communication devices at incidents involving military aircraft
Tactical actions
Incident commanders should:
Manage or restrict the use of electronic communication devices until military advisers arrive. Mobile telephones and hand-held radios, including Airwave, are not normally to be taken inside the inner cordon; exceptions to this rule are to be approved by the Military Aircraft Recovery Officer or the Defence Accident Investigation Branch (DAIB)
Control measure - Access the cockpit
Control measure knowledge
A military aircraft cockpit is covered/protected by a canopy; a canopy is usually constructed from a transparent material and is extremely strong and heavy (canopies can weigh in the region of 100kg).
Once a canopy is open it will need to be secured in place to prevent it from slamming shut, which
This content is only valid at the time of download - 25-09-2021 10:14 10 of 14 could render serious injury to emergency service personnel and/or aircrew.
Methods of rescuing aircrew from the cockpit will result in one of three entries:
Normal entry Emergency entry Forced entry
Note - This emergency entry only applies to aircraft fitted with a miniature detonating cord/linear cutting cord and requires a cordon at least three metres forward of the cockpit area when activating it.
Forced entry to the canopy is highly dangerous and is not recommended. It would be extremely difficult to assess the state of any damage to the aircraft canopy on a crash damaged aircraft, which could ultimately activate and 'fire off' if the canopy frame is interfered with
Strategic actions
Fire and rescue services should:
Ensure personnel are aware of the cockpit canopy types likely to be encountered and the location of their release mechanisms
Tactical actions
Incident commanders should:
Take instruction from aircrew on safe access and release from the cockpit Open the canopy by releasing the mechanism on the outside of the aircraft, following written instructions
Control measure - Make ejection seats safe
Control measure knowledge
In normal conditions, only trained and competent technicians from the relevant military services should attempt to make an ejection seat safe. However, emergency service personnel may be faced with undertaking the task in exceptional circumstances, where the risk associated with attempting
This content is only valid at the time of download - 25-09-2021 10:14 11 of 14 to work around the hazard affects the ability to save life.
When an aircraft is parked on the ground safety devices, in the form of distinctive safety pins, are fitted to prevent the accidental actuation of the ejection seat.
Modern ejection seats have changed considerably from their earlier equivalents. In most cases, they can be made safe for rescue using just one or two sear pins or by the operation of the seat safe lever. The seats vary in aircraft, but they all work in a similar manner. Once initiated, the ejection sequence is fully automatic and cannot be stopped.
All UK aircraft carry a set of sear pins in the cockpit for making the seat safe for rescue. However, some non-UK aircraft no longer carry sear pins and rely solely on the seat safe lever.
These actions should be carried out in an emergency situation only (exceptional circumstance)
Look for the seat guide rails projecting out of the canopy area on arrival at the aircraft. If they are visible, it can indicate that the seats have fired from the cockpit and the aircrew may be some distance from the airframe. Never assume the seats have gone; a two-seat aircraft may have had only one occupant or a seat may have failed to operate. Making an ejection seat safe requires controlling the firing sequence by pinning the ejection handles or the safe seat lever. Ejection seats can be made safe at varying levels, usually described as: Safe for rescue: seat firing sequence is inoperable but the seat systems are still active and elements such as the drogue gun can still be fired Safe for servicing: seat totally disabled for maintenance purposes by a competent technician To operate the seat safe lever, reach into the cockpit and rotate the lever in an anti-clockwise direction, to turn from armed to safe egress.
Strategic actions
Fire and rescue services should:
Ensure that responding personnel have an awareness of ejection seat mechanisms and associated safety precautions
Tactical actions
Incident commanders should:
Seek specialist advice before making any attempt to make safe any ejection seat
This content is only valid at the time of download - 25-09-2021 10:14 12 of 14 Control measure - Extricate the aircrew
Control measure knowledge
This activity will involve operating in a very confined space. Great care should be taken not to accidentally operate any switches or equipment.
Electrical systems are identified by labelled switches marked with black and yellow hatching.
Military aircraft are increasingly fitted with infra-red guidance systems for weapons targeting. These may be both Forward Looking Infra-Red (FLIR) and Sideways Looking Infra-Red (SLIR).
These emissions can be damaging to delicate eye tissues and all emergency service personnel should be aware of the dangers of looking directly into glass panels located on the aircraft nose or elsewhere on the aircraft, until it can be confirmed that all systems have been isolated. Military laser guidance systems, unlike medical lasers, operate at a much higher intensity for targeting purposes and have the potential to cause harm, particularly to the eyes and delicate tissues.
The likelihood of infra-red and laser guidance systems operating post-crash is minimal, due to the aircraft safety system; crash switches, weight on wheels switch, isolating systems and so on. The infra-red guidance systems have to be manually selected by the pilot and therefore it is unlikely these will be activated at a crash site.
Any radar on civilian aircraft is normally restricted to weather indication and is relatively small in size and power output. Radar on military aircraft is primarily for detection and surveillance. These radar units operate on differing wavelengths and at much greater power output when switched on.
The EC3 Sentry AWACS uses an externally mounted dish scanner for airborne early warning and control with a range of over several hundred miles. In normal operating mode, the dish rotates and has a large white strip across its surface; however, it should not be assumed that it is switched off if the dish is not rotating. The Nimrod uses fully enclosed nose cone search water radar, of extremely high power, and there is no external indication of its operational status.
Strategic actions
Fire and rescue services should:
Provide all personnel with information and training on the safe extrication of pilots from military aircraft
This content is only valid at the time of download - 25-09-2021 10:14 13 of 14 Tactical actions
Incident commanders should:
Release aircrew harness starting at the head, work downwards releasing main harness last Consider that aircrew may be suffering from possible spinal injury; seek medical assistance if time allows Ensure all cables and connectors are released before attempting to extricate pilot from cockpit Document any movement of aircraft controls at the earliest opportunity for investigation purposes Identify the presence of infra-red and laser systems; do not look directly at the source
This content is only valid at the time of download - 25-09-2021 10:14 14 of 14