Emergency Response Effort Directed To a Major Aircraft Mishap (Aircraft Crash and Emergency Management) - Research Paper Example

?Emergency Response Effort Directed To a Major Aircraft Mishap (Aircraft Crash and Emergency Management) Table of Contents 3 0 Introduction 4 2.0 Events Leading To Before and After Wreck 5 3.0 City's Airport Emergency Plan and How It Was Executed That Day of the Crash 7 4.0 Performance of the Airport's Fire Facility That Day of the Crash 8 5.0 Problems That Was Found During the Response Rescue 10 6.0 Emergency Response Effort That Day of the Wreck, the Steps and Procedures Followed Throughout the Rescue 11 7.0 The Materials Used As Extinguishers by Airport's Fire Facility and Other Means of Assistance to Rescue the Victims in the Wreck 12 8.0 Performance of Airport since This Wreck to Improve Response and Rescue 12 9.0 Conclusion 14 10.0 References 15 11.0 Bibliography 17 Abstract The paper aims to discuss the crash of United Airlines Flight 232 at the airport of Sioux City. The flight had failed in its operation due to improper functioning of hydraulic systems. For this reason, an unfavorable condition had raised that forced the crew members to make emergency landing. The Sioux Airport after recognizing the situation informed the entire rescue agencies to reach the place immediately where flight had landed. Following the crash, the rescue members had performed effectively to save the passengers. The fire fighters had performed efficiently to fight the disaster. Despite huge challenges, the emergency plan was operated in an effective manner as the airport emergency facility had already planned to combat if there was any occurrence of disaster. 1.0 Introduction United Airlines Flight 232 had left for Chicago on 19 July of 1989. The three hydraulic systems of the airplane had failed to operate after covering a certain distance. Sudden explosion had occurred which had shook the entire airplane. Finally, it was determined that one of the engines of the flight had failed. Due to the imbalance of such parts of the airplane, disaster occurred (Bibel, 2008). In this study, entire events that had taken place before and after the crash have been discussed. The role of emergency plan and that of the firefighter during the incident of the crash have been included. The problems that were faced by the rescuers during rescue are identified. The processes and the steps have been determined that had been adopted and implemented by emergency plan throughout the rescue process. The role of fighters in extinguishing the fire and the way they rescued the passengers is included. The paper also explains the role of emergency rescue in improving the rescue process of the passengers. 2.0 Events Leading To Before and After Wreck United Airlines Flight 232 had no problem in its ‘tail mounted engine’. It was checked properly one year before the crash. However, on 19 July, 1989, a sudden problem raised in that part of the airplane causing catastrophic failure due to prolonged exhaustion pressure. A sound of crash was heard from the mounted engine of aircraft’s tail. At that time, a failure had occurred in the engine fan assembly which had broken the fan blades into sharp pieces and sent the parts of the engine by means of right horizontal stabilizer. Crew at that moment identified that the hydraulic system that controls the aircraft was out of control. The captain tried to land the flight immediately at the nearest airport named as Sioux City Gateway Airport (Conroy, 2005). The first as well as second hydraulic systems were split with the first outburst of engine. The gashes of the hydraulic lines as well as missing parts of the systems lost pressure and hydraulic fluid entered in the entire systems. After the explosion had taken place the hydraulic fluid had totally drained out (NASA, 2008). In-flight emergency, after receiving information about the flight, sent five ARFF (Aircraft Rescue and Fire Fighting) vehicles. The vehicles determined that the aircraft could not reach the airport and might crash. It was recognized that aircraft might land on runway 31 and as a result ARFF vehicles took their positions in accordance to it (John Golia’s Safe Skies, 1998). Two companies related to engine manufacturing and marketing as well as an ambulance along with a command vehicle reached the airport before the crash. Eventually, it was informed to the fire department that aircraft was unable to land on runway 31 rather the aircraft landed on runway 22. This runway was closed for several days and was not utilized for take-off as well as landing. Numerous ARFF vehicles were there on runway 22 and were ready to fly off. Before the entire units could handle the situation and make arrangement of the position, the aircraft landed violently with huge fireball running through the runway. After the crash various rescue teams from the airport had reached the place to help the passengers (Conroy, 2005). 3.0 City's Airport Emergency Plan and How It Was Executed That Day of the Crash The Sioux City’s emergency response plan was highly efficient and performed effectively while incorporating disaster planning. The officials of the emergency plan decided that they were required to implement more superior disaster planning during the year 1987. The planning was regularly updated so as to reflect problems. The planning that was mutually authored was exclusive for the purpose of an ‘emergency response plan’. Moreover, various agencies were allocated different sections. In this city, practices were conducted mutually by means of diverse branches. As a result, it facilitated to organize effectual integrated response. The planning was practiced once in a year utilizing diverse disaster scenario. Due to this process, a level of trust was created among various branches and it was determined that during the crash of Flight 232 there would be effective functioning from this process. Proper training was provided to the rescuers so that they could manage the terrible situation if it occurred. A central command centre was established and the departmental head reported to that place to organize the response. Thus, emergency response plan had developed mutual understanding and prepared effective response propaganda (Larson & Et. Al., 2004). The emergency response of the airport reached on time and performed effectively at the initial phase. The responders of emergency plan reached the spot expeditiously and tried to control the situation. They also attempted to suppress fire and moved the injured passengers to a safe place (Embry-Riddle, 2006). 4.0 Performance of the Airport's Fire Facility That Day of the Crash The control tower of FAA (Federal Aviation Administration) informed the ‘airport fire department’ about the problem with Flight 232 and that an emergency rescue was required. Five ARFF vehicles reached the place by receiving the information. Four Sioux City Fire Department vehicles had assisted the units and these were sent to the airport prior to the crash had occurred because they were a part of emergency response plan (Embry-Riddle, 2006). The firefighters reached the place where the incident had occurred by means of ARFF vehicles by the track of wreckage so as to keep away from killing or injuring survivors. They reached the centre section after examining the big tail section and found that in the centre section a few passengers were enfolded in their seats and others were walking down the runway. They had encountered with disastrous fire from exterior part of wreckage at that time when they reached the centre part. The fire was coming mainly from below the part of right wing and from the front end of fuselage. The wind that was coming from the northern side was keeping the fire away from fuselage. At that moment, foam was applied and as a result the fire was reduced. The members of the fire department who were present at that place were cautious enough to manage the situation. The vehicles were not moved into the muck by the firefighters otherwise they would have stuck into it. This would also restrict the vehicles to be relocated as well as create hurdles in replacement of water (Conroy, 2005). The large fire had exhausted the extinguishing agent. The firefighters were also unable to manage the fire which had surrounded the entire centre section. The Safety Board was uncertain that the steps that had been adopted by firefighters to save the survivors if would be effective. Due to failure of water supply in vehicle named ‘Kovatch P-18’, there was a negative impact on the operations of firefighters (Embry-Riddle, 2006). 5.0 Problems That Was Found During the Response Rescue The firefighters and the Safety Board had faced challenges while rescuing the passengers. The problem was due to corn crops that hindered their free movement and clear view. For this reason, FAA ensured that there would not be any agricultural crops near airport and where rescues as well as firefighting activities were carried out. For the purpose of re-supply, water pump failed in its operation and for about 10 minutes no extinguishing agent was provided. As a result, the right wing root of airplane had become intensified with more fire. Gradually, fire entered the cabin and thus it had become disastrous and also became a barrier for rescue (Journal.com, 2011). The intensification of fire inside the cabin had become powerful for firefighters to rescue the passengers. The other problem was that the ARFF was unable to control the post-crash fire because of the cornstalk and wind direction. The vehicles of ARFF were also unable to access the eastern area of the overturned cabin due to wind direction. Emergency rescuers were facing problems to rescue the passengers due to these factors. The flight also landed in such a place that proper communication could not take place (Embry-Riddle, 2006). 6.0 Emergency Response Effort That Day of the Wreck, the Steps and Procedures Followed Throughout the Rescue The emergency plan of the airport was operated efficiently before crash of Flight 232. Level Two, the highest level of emergency had been provided by them before the crash. Due to this alert, the entire set of emergency branches was ready to reach the place for their operation. An Alert 2 was issued after it had become apparent that the flight was landing in emergency condition at the airport. However, the ground control by observing the critical situation, decided to raise the emergency alert to Level Three. The terrific situation of the aircraft had called for such decision. Level Three alert was not issued for any normal case. It was provided after the crash had occurred. This level had provided 20 to 30 minutes to several agencies to get ready for the crash. The emergency vehicles were allowed to reach the place where the crash had occurred. Extra ambulances and other emergency vehicles were sent to the Sioux City so as to get ready for the adversity and also allowed them to perform the normal operations. The ambulances were ready to take the injured passengers to the hospital after the crash had occurred (Larson & Et. Al., 2004). 7.0 The Materials Used As Extinguishers by Airport's Fire Facility and Other Means of Assistance to Rescue the Victims in the Wreck The flight was ready to land at ‘Index D’ Airport but it required twice the firefighting extinguishing agent for ‘Index B’ airport. After the incident occurred, the operations of fire fighting were conducted seriously. Water supply vehicle was brought but due to mechanical problem the connection failed. Gradually the fire in the right wing got extreme powerful and had spread in the inner side of airplane. The fire was not under control after the crash. The firefighters tried to suppress the fire after applying extinguishing agent of 15,000 gallons of water. Due to vigorous fire, the firefighters had used the extinguishing agent but failed to lower the fire which had surrounded the centre part of the fuselage. The firefighters decided to take the passengers among the cornstalks which had a height of seven feet. They also sprayed the foam in order to cover the inverted centre division surface (Embry-Riddle, 2006). 8.0 Performance of Airport since This Wreck to Improve Response and Rescue The airport had informed various rescue teams regarding the disaster of Flight 232. For managing the situation, road towards the airport were closed. The medical teams were ready with the rescuers in order to clear the plane and to take the injured passengers as soon as possible to the hospital (NASA, 2008). The firefighters as well as rescue operations started their function at the moment when the flight got destroyed. Various community agencies were informed regarding the incident such as Sioux City Fire Department (SCD), Police Department, the Woodbury County Disaster and Emergency Services as well as the personnel from region or state law enforcement. Other agencies that had arrived in that place were two engine companies and command vehicles from fire department as well as an ambulance from Siouxland Health Services. When they were informed that the flight had landed, the units of SCFD reached the airport and took their position on the outlet of the airport near a bridge. All the units were informed to progress towards the ‘post security staging area’ of the airport. After the crash SCFD had provided best efforts to rescue the passengers. To control the situation and rescue the passengers, 34 ambulances reached the place from more than 28 agencies. Marian Air Care had sent nine helicopters and military units were also sent from Lincoln, Nebraska, Boone and Iowa. The passengers were taken to the local hospitals from the airports for their salvage (Embry-Riddle, 2006). The victims of crash were taken to a vacant area from the wreckage site and were then taken to the hospital. The two local hospitals started their mass-casualty plan and assembled the resources as well as personnel (Abkowitz, 2008). The airport had taken necessary steps for reducing the fire and to rescue the passengers from the airplane. As soon as they were conversant regarding the incident they had informed the entire rescue department to get ready and reach the place as early as possible. 9.0 Conclusion With reference to the above discussion, it has been observed that the entire incident that took place on July 19 in the year 1989 was a matter of great disaster in the airline industry. The adversity occurred due to the engine failure which had finally led to disastrous fire in both interior as well as exterior part of the aircraft gradually. Due to this incident the aircraft had suddenly decided to make emergency landing on Sioux Airport. The entire rescue teams and departments after receiving the information rapidly reached the place and tried to rescue the passengers of the airplane. The rescuing departments had adopted various measures to control the situation after the crash but the situation had grown to be serious due to various defaults of the parts of the aircraft. The injured passengers were carefully rushed towards the hospital by the rescue teams. It can be said that the airport emergency plan was highly efficient while handling such incident related to aircraft crash. 10.0 References Abkowitz, M. D., (2008). Operational risk management: a case study approach to effective planning and response. John Wiley and Sons. Bibel, D., (2008). Beyond The Black Box: The Forensics of Airplane Crashes. JHU Press. Conroy, M. T., (2005). Crash of United Airlines Flight 232, Sioux Gateway Airport, 19 July, 1989. Aircraft Accidents that Caused Major Changes to Emergency Response Equipment and Procedures. Retrieved Online on June 30, 2011 from http://www.aviationfirejournal.com/pdf/ConroyPaper.pdf Embry-Riddle, (2006). United Airlines Flight 232 McDonnell Douglas Dc-1040 Sioux Gateway Airport Sioux City, Iowa July 19, 1989. National Transportation Safety Board. Retrieved Online on June 30, 2011 from http://libraryonline.erau.edu/online-full-text/ntsb/aircraft-accident-reports/AAR90-06.pdf John Golia’s Safe Skies, (1998). Executive Summary. 07/19/89 United Airlines. Retrieved Online on June 30, 2011 from http://www.safe-skies.com/sites/default/files/resourcefiles/07-19-89%20United%20Airlines.pdf Journal.com, (2011). Field of Dreams Mystique Tied to Flight 232 Tragedy. News. Retrieved Online on June 30, 2011 from http://www.siouxcityjournal.com/lifestyles/article_b5659fa5-d98f-5ef2-a388-90e136e370ee.html Larson, R. & Et. Al., (2004). United Airlines Flight 232. Emergency Response for Homeland Security: Lessons Learned and the Need for Analysis. Retrieved Online on June 30, 2011 from http://create.usc.edu/research/50756.pdf NASA, (2008). Engine Failure. System Failure Case Studies. Retrieved Online on June 30, 2011 from http://pbma.nasa.gov/docs/public/pbma/images/msm/united232_sfcs.pdf 11.0 Bibliography Besnard, D. & Et. Al., (2006). Structure for Dependability. Birkhauser. Ebsco Industries, Inc, (1990). “Magazine Article Summaries“. Pennsylvania State University. Fielder, J. H. & Birsch, D., (1992). The DC-10 Case: A Study In Applied Ethics, Technology, And Society. SUNY Press. Frahler, A. L., (2011). Thinking Through Crisis: Improving Teamwork And Leadership In High-Risk Fields. Cambridge University Press. Hubbard, D. W., (2009). The Failure of Risk Management: Why It's Broken and How to Fix It. John Wiley and Sons. Pohlen, J., (2005). Oddball Iowa: A Guide to Some Really Strange Places. Chicago Review Press. Schlager, N., (1994). When Technology Fails. Gale Research. Stich, R., (2007). Unfriendly Skies: 20th & 21st Centuries. Silverpeak Enterprises. Weekly World News, (1990). “Weekly World News”. ISSN 0199-574X. Read More