Fire and Rescue in Aerodrome Setting - Term Paper Example

AVIATION 1. Introduction Sharing facilities with the local airport fire and rescue service requires analysis of the standard and practices of both in aviation-based fire and rescue service and the local fire and rescue authority. It can be made possible through examination of aerodrome operation and requirements contained in various relevant CAA documents such as CAP 168, 699, 748 and other publications related to fire safety in critical environment like an aerodrome. These include the level of protection provided in aerodrome environment, difference and commonalities between services, effectiveness and variation in training and development, performance assessment, and other practices. The following sections discusses fire and rescue in aerodrome setting, ICAO provisions, CAA procedures and licensing requirements, training and development, assessment and performance, and the importance of fuel management in aviation-based fire and rescue. 2. Assessment of International Standards & Recommended Practices used by AFRS 2.1 Aerodrome The organization responsible for the execution and monitoring of ICAO provisions and procedures is the CAA or the Civil Aviation Authority. As a regulatory body and public service enterprise, CCA is responsible for national air traffic services, air transport licensing, air safety, ownership and operation of aerodromes (Gubbins, 2003, p.154). Aerodrome is an area where aircraft flight operations are taking place. The ICAO definition of aerodrome suggest that it is a defined area not necessarily on land but even water that is intended to be used as arrival, departure, and surface movement of aircraft (COSCAP, 1999, p.10). 2.2 Aerodrome Operation Operational procedures in aerodrome include routine inspection of the area such lighting, apron, runways, and taxiways. Sweeping of runways, taxiways, and aprons. Monitoring and dissemination of meteorological information such as RVR or Runway Visual Range, visibility, and weather forecasting. Conduct LVPs or Low Visibility Procedures whenever necessary, regular assessment of runway surface friction conditions, monitoring and recording aircraft movements, control of activities that may affect aircraft safety such as snow, wildlife hazards, removal of disabled aircraft, monitoring and controlling third party activities (CAA, 2011, p.5). 2.3 Aerodrome Licensing There are two different types of aerodrome in the United Kingdom – licensed and unlicensed. A licensed aerodrome is one that met the requirements of Air Navigation Order Article 211, and where flights are for public transport or any flight where passengers are carried for a fare (CAA, 2010a, p.1). Articles 211 and 212 of Air Navigation Order govern licensing of aerodrome in the UK. In Article 211 of ANO, license may be given to an aerodrome if CCA found its equipment, organization, staffing, maintenance, and competence is satisfactory in terms of aerodrome and airspace security. Moreover, the applicant must demonstrate that the aerodrome is safe for aircraft use, its safety management is in place and reliable, and the manual submitted to CAA is complete or contain all information and instructions to enable operating staff to do their job effectively. However, CAA reserve the right to provisionally suspend, the approval of license if it feels that it needs to do further inquiry as stated in Article 228 (ANO, 2009, p.96 & 105). If granted, the license holder must on request provide the terms of license to any person, must follow all the condition of the license regardless of circumstances, take all reasonable steps to secure the aerodrome and the airspace, and notify CAA of any changes in the manual before it is implemented (ANO, 2009, p.97). Article 212 on the other hand, allows CAA to grant aerodrome license with a public used condition that requires the license holder to allow anyone who wanted to take-off or land if the aerodrome is available (ANO, 2009, p.98). An audit may be conducted from time to time where CAA inspectors assess the licensed aerodrome’s compliance. These include compliance with basic requirements, safety management, current level of flying, change in activity, and other issues that may affect the safety of the aerodrome (CAA, 2010b, p.20). 2.4 Aerodrome Fire and Rescue Requirements In terms of safety, aerodromes granted with public use license should never allow any aircraft to take-off or land without the presence of a well-prepared fire fighting and rescue and medical services. Details, activities, and associated procedures for rescue and fire fighting services in an aerodrome should be included in the manual such as designated SAFO or Senior Airport Fire Officer and his responsibilities and policy and procedures in case aerodrome RFFS is temporarily depleted (CAA, 2010b, p.35). Important requirements for RFFS include set of procedures for alerting RFF personnel, contingency plan, and competent RFFS personnel. For this reason, the aerodrome-based Fire and Rescue Service must have realistic fuel fire training, breathing apparatus training in heat and smoke, first aid, LGV driving, LVP capable, sufficiently pass the CAP 699 standards for competence (CAA, 2010b, p.7). 2.5 Different level of protection that are provided at an aerodrome for RFFS The required level of fire protection at an aerodrome is dependent on the dimension and number of aeroplanes using the aerodrome. The ranking of aerodrome is based on fuselage length and width of the longest or critical aeroplane as shown in the table below. Figure 1 Aerodrome category for RFFS The level of rescue and fire fighting during low traffic periods is lower and corresponds to the types of aeroplanes currently using the aerodrome. Similarly, the amounts of water, extinguishing agents, and number of fire fighting vehicles at the aerodrome are dependent on the RFFS category (Kazda & Caves, 2007, p.431). 2.6 Cat 1 and 2 Aerodromes RFF requirements Since the level of protection is based on the overall length of the aircraft using the aerodrome, an aerodrome is in Category 1 when the aircraft’s overall length is 9m and in Category 2 when the overall length is 12m. However, when the number of aeroplanes is less than 700, level of protection should not be less than one category below the identified category. Figure 2 RFFS Category 2.7 Role of AAIB and Importance of their Crash Investigation AAIB or Aircraft Accident Investigation Branch is under the Department of Transport with authority derived from the UK’s Civil Aviation Act. Its primary role is to investigate aircraft accidents thus has teams of investigators ready to respond worldwide (Croucher, 2008, p. 33). Their investigation help authorities determine the causes of air accidents and ways to prevent the reoccurrence of such accidents (Department of Transport, 2007, p.184). 3. Review of Training & Personal Development of Fire Safety Personnel within Aviation Organization 3.1 Differences and Commonalities between both services Aside from having different organizational structure, the main difference between services is that aviation-based fire and rescue is subject to airport structured learning programmes. For instance, a regular fire and rescue services do not have to be familiar with the airport, aircraft, aerodrome related RFFS personnel safety including special protective equipment and operation appliances, airport specific fire fighting and rescue equipments, airport evacuation technique, familiarity with aerodrome emergency plan and activities like LVP (CAA, 2008, p.26). By analysis of standards for the competence of rescue and fire fighting service personnel, the difference came from need and specific training required for an aerodrome. According to CAA (2008) or CAP 699, competence training for aerodrome fire and rescue service personnel is defined in terms of outcomes thus all individual working with aerodrome RFFS or those in Categories from 3 to 10 should obtain competence through SLP or Structured Learning Programme and SAP or Structured Assessment Programme (p.24). In Chapter 3 of CAP 699, the idea for this 4-tier programme was drawn from NOS or National Occupational Standards and feedback from previous industry working groups in combination with detailed competencies for aerodrome environment. Apparently, these are skills and knowledge specific to aerodrome emergencies. For instance, the role of AFF1 to “Save and Preserve Endangered Life at Incidents” is broad and similar to NOS but it is more detailed and technical. However, although they have considerable differences, both have retained standard FRS requirements. For instance, personnel safety is common including human performance, teamwork, standard fire fighting techniques, and familiarity with dangerous goods (CAA, 2008, p. 26). In terms of competence, except from airport specific competencies, both services are somewhat the same. For instance, it is common for fire and rescue services to save and preserve endangered life at incidents, maintain operational readiness, conduct risk management, contain and control spillage of hazardous materials, take responsibility, and investigate incidents. The reason for this commonality is the fact that these competencies are derived from workplace standards that is based on sufficient and satisfactory consistent performance (CAA, 2008, p.3). Comparing the National Occupational Standards in IPDS and those with CAP 699, one would find a number of similar expected competencies. For instance, an aviation fire fighter is required to have a “C” or Core where he must acquire and maintain such competence in saving and preserving endangered life at incidents. IPDS National Occupational Standard’s role map require similar competency for the same type of fire fighter. Clearly, the variation in competency requirements is in the inclusion of specific and detailed requirements tailored to an aerodrome and special equipments necessary to effective fire fighting and rescue operation (IPDS, 2011, p.1). 3.2 Assessment System for Aviation-based Fire & Rescue Service Generally, the roles of airport fire fighting personnel are defined in role maps. These role maps served as standards for the competence of fire fighting personnel as well as a tool to guide the appraisal of performance based on four key objectives – Learning and development, achievement of competence, maintenance of competence, and CPD or Continuous Professional Development. The role map is structured in a way that it allows assessing bodies to quickly identify the core activity of each role and associated competencies for that role. For instance, once given unit “C” or Core, the competence of that particular type of fire fighter must be acquired and maintained in order to realize the four key stages of development, which as mentioned earlier are, they key strategic objectives. The role map recognised the reality that every role has its associated competencies thus there are specific role-related unit or “R” for individual as well as “D” or developmental unit that signify the need for further improvement of that role (CAA, 2008, p.1). For instance, unit number AFF2 requires fire and rescue personnel learn the process of extinguishing fire at aircraft incidents and as expected a fire fighter would have a “C” since it is their primary role and competency. In contrast, the supervisor and manager will have an “R” indicating that if the supervisor or manager is directly managing fire at aircraft incidents, they should acquire and maintain this competency. Performance assessment as far as the aerodrome fire and rescue service is concern is measured through a set of performance criteria, level or amount of knowledge, understanding, and skills, and evidence. In Chapter 3 Table 2 of CAA (2008), performance is described in the form of statements specifying the extent to which a fire and rescue personnel should perform in order to achieve his task satisfactorily. In unit AFF1 for instance, the performance criteria is stated as “Your operational actions, access and egress are maintained consistently through dynamic risk assessment” (CAA, 2008, p.3) because the required competency is to save and preserve endangered life at incidents that evidently requires dynamic risk assessment to avoid further casualties for both victims and fire fighters. Since such competency is associated with other more specific competencies, knowledge, and skills such as ability to conduct a search, rescue trapped people, support and comfort people, and to provide first aid, the evidence required is all the above including the ability to preserve evidence, observed, collect physical items, and testimonies of people present at the incident (CAA, 2008, p.5). Note that such approach is using the standards in the workplace and therefore attaining competency in one module does not necessarily mean someone is competent. This is because there must be evidence of consistency in the performance of all elements of the unit, which in general is satisfying the knowledge, understanding, and skills associated with Health and Safety, Personal and Interpersonal, and Technical. RFFS members must perform all specified tasks consistently over a period of time otherwise, he cannot claim competence over a unit (CAA, 2008, p.4). 3.3 Operational Assessment Operational assessment is generally carried out to ensure that the Fire and Rescue Service is meeting the operational requirements as stated in the Fire and Rescue Service Act (House of Commons, 2006, p.2). It is designed to drive continuous improvement and assure the public and stakeholders that the Fire and Rescue Service is doing their work safely and competently. It used KLOE or Key Lines of Enquiry as a tool for gathering and assessing evidence that include the ability of FRS to conduct Community Risk Assessment, prevent fire, conduct risk-based audit, quickly respond to operational incidents, practice health and Safety, provide training and development, and effective call management and incident support (Communities and Local Government, 2009, p.6-8). 4. Review of storage, use and transport arrangements for fuels within the cartilage of a major airport As a requirement under the Air Navigation Order 2000 Article 103, licensed aerodromes are required to have facilities for fuel storage that include proper maintenance, fuel quality assessment, safe delivery of fuel from storage to aircraft, and associated incident prevention and management. Since fuel leaks, sprays, vapour emissions, and others can occur while fuelling an aircraft, there is danger of fire and explosion. For this reason, the aerodrome management should exclude equipment that can be a source of ignition in the fuelling zone. Eliminate the possibility of igniting fuel vapour such as exhaust from auxiliary power units, overheating wheel brakes, jet efflux, and others (CAA, 2004, p.1). Since passenger aircrafts normally has passengers embarking, disembarking, or on board during when fuel is delivered, the license aerodrome management should have some procedures for rapid evacuation if something goes wrong. These include ensuring access for the Fire Fighting Service, path for evacuation is clear, accounting those with mobility problems, and compliance with the Joint Aviation Authorities and the European Aviation Safety Agency. (CAA, 2004, p.1-2). Fuel contaminants such as water, surfactants, microbial growth, and others can cause fuel starvation or inability of fuel to reach the engine. For instance, water, debris, and microbes can clogged the fuel supply lines and filters. Water in fuel can freeze during flight and block fuel pipes. Microbial organism can cause corrode important parts of the fuel system resulting to malfunction (Scott, 2011, p.1). In 2000, around five thousand aircraft in Australia was grounded due to fuel contamination. According to Head (2000), this black coloured contaminant is an anti-corrosion additive or Ethylene di-amine or EDA added by Mobil to counteract high acid levels. However, EDA does not work well with brass and bronze engine components and instead of preventing high acid levels, it turned into black mud blocking fuel filters and the whole fuel injection system. The BA 777 accident was also due to water in the fuel that turned to ice during flight. Ice particles blocked the fuel flow and damaged the fuel pump resulting to the downing of the aircraft on its approach to London’s Heathrow Airport (Aero News Network, 2008, p.1). 5. Conclusion The standards used by the Aviation Fire & Rescue Services are somewhat similar to FRS operating outside the facility since they are mostly based on NOS/NVQS. The difference is that aviation-based fire, rescue service standards are more specific to their working environment with the inclusion of airport, and aircraft related knowledge and skills. Similarly, training and development in aviation fire and rescue service is somewhat specific to the aviation environment as although it is relative to NOS, it has additional elements to ensure competencies critical to airport operation and emergencies as evidence by the role map and stated performance criteria in CAP 699. Sharing training facilities with aviation fire and rescue service is beneficial in terms of additional knowledge and skills that can be gained from airport specific training such as aircraft incident response, evacuation procedures, jet fuel handling, special protective equipment, and others. Role mapping is an appropriate system of assessment as it appraises performance based not only on completion of a particular module but consistency of performance over a period of time. Improper storage and handling of aircraft fuel can lead to fire and explosion thus arrangements should be made to ensure safety of passengers and airport staff. Moreover, sampling of fuel is critical as it can also lead to accident due to fuel contamination. 6. 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