ICAO International and Recommended Practices Employed by the Aviation Fire and Rescue Service - Assignment Example

Heading: Aviation Your name: Course name: Professors’ name: Date Introduction Although there is a difference between the Local Authority Fire Services and the Aviation Fire and Rescue Services, there is a possibility that the two services can work together successfully. Therefore, the report is intended to brief the Senior Management Team on the ways in which International standards and recommendations that the Aviation Fire and Rescue Service relate to fire and safety; the efficiency of training and personal development of staff in the aviation sector; and how the importance of the shared accommodation and training facilities. The report also briefs on the suitability of systems applied in the assessment of the Aviation Fire and Rescue Service staff’s performance, as well as the use, storage and transport details for fuels in the cartilage of the airport. To start with, the report intends to examine the major ICAO International and Recommended Practices employed by the Aviation Fire and Rescue Service are in line with fire and safety. This information is attainable from the CAP 168, chapter 1 and Chapter 8 on the requirements of a rescue and fire fighting. Secondly, the report reviews of the efficiency of personal development and training of fire and safety in an aviation firm. This means that it focuses on the differences between both fire services in terms of competence standards, and the information is obtained from CAP 699. Thirdly, the report analyzes the importance of the systems applied in the evaluation of performance of the Fire and Rescue Service. This valuable information is also obtainable from CAP 169. In the fourth section of the report, a review of the storage, utilization and transport details of fuels in the airport is provided. CAP 748 concerning fuelling and fuel installation in an aviation firm, provides this information. In the last part of the paper, a summary of the whole report is provided, as well as recommendations regarding the possibility of combining the two fire and rescue services. Learning outcome 1 Article 28 of the Air Navigation Order (ANO) holds that in UK, specified flights for public transport purposes should occur exclusively at government aerodrome or licensed aerodrome. In case where an applicant for variation or grant of an aerodrome license if denied, or under different terms from the ones put forth by an applicant, a notice must be given to state the justification for the refusal, and in 14 days, the applicant can request for a review of the case by CAA. In terms of charges, the relevant information can be acquired from Aerodrome Standards Department (CAA 2010, pp. 1-6). The license can be for a public use or an ordinary aerodrome license. If it is a public aerodrome license, availability hours of the aerodrome should be identified in the UK Aeronautical Information Publication (UK AIP). The aerodrome should also be available on equal conditions and terms to everybody allowed to utilize it. On contrast, an ordinary license entails the utilization of the aerodrome by the license holder and individuals particularly permitted by him. Nevertheless, this holder is not obliged to inform the time of availability in UK AIP, but if he notifies, the aerodrome ought to be open throughout that time regardless of the traffic requirements (CAA 2010, pp. 1-6). In the licensing of an aerodrome, there are fundamental licensing requirements. Aeronautical Ground Lighting (AGL) is influential in providing for flight crew with orientation, location, and alignment information in harsh visibility circumstances and at night. The lowest prescribed scales of AGL required in satisfying aerodrome licensing requirement with regard to night and low visibility operations. According to AGL, runways must have a high intensity so as to allow both day and night operations. Aerodromes used during the day in public transport planes that carry passengers of at most 5700kg MTWA, the runway must have a visual approach slope direction. All runways that are used by public transport passenger activities must have PAPI. CAA (2010, pp. 1-6) says that AGL must be shown at least 15 minutes prior to the expected arrival time of any airplane, and till at least 15 minutes upon the actual departure time of any plane. It also provides that the confusing and dangerous lights must not be exhibited in the UK; that is any light that can be hazardous to aircraft landing or taking-off, or that is likely to be mistaken for aeronautical light (Walters 2000, pp. 4-20). Chapter 8 of CAP 168 provides ways in different categories of aerodromes operate. The RFFS provision says that the rescue and fire fighting machinery and services are obtained at an aerodrome. The protection levels that are usually provided at a given aerodrome must be expressed according to the aerodrome categories. It should also be provided as per the amount and types of extinguishing agents usually accessible at the aerodrome (Schwester 2012, pp. 200-220). Additionally, the protection level given at an aerodrome for rescue and fire fighting will be equal to the category of the aerodrome. The protection level offered at a heliport, heliport RFFS category, will be suitable to the general longest helicopter’s length that uses the heliport regardless if its operation frequency (CAA 2010, pp. 1-6). Nevertheless, the expected operation periods by smaller helicopters, the fire fighting category can be minimized to that of the greatest category of helicopter that has planned to utilize the heliport at a given time. For instance, in category H1, a helicopter that measures form 15m, up to but excluding, 15m; and H2 category, that ranges from 15m ,up to, but excluding 24m; and H3 category that measures from 24m, up to, but excluding 35m (CAA 2010, pp. 1-6). Additionally, for a helicopter landing and take-off area situated on an aerodrome that is licensed by fixed wing airplane, the RFFS at the aerodrome shall be suitable for helicopter operations given that the quantities are equivalent to the ones required from H1, H2, and H3 operations (CAA 2010, pp. 1-6). CAA (2010, pp. 1-6) says that its operation objective is to quickly respond to aircraft accidents or incidents so as to offer a maximum chance to save life. The attainment of respond relies on the aerodrome’s size, fire station location, and personnel and vehicles disposition at a specific time. Besides, it intends to attain response within at most three minutes to any operational runway point, in optimum surface conditions and visibility. It should also get a response time of at most three minutes to any section of the movement location in optimum surface conditions and visibility. CAA (2010, pp. 1-6) holds that in terms of the number of personnel designated in RFFFS, trained personnel will be elected to react and operate the RFFS every time flights needed to utilize a licensed heliport are happening. In terms of the Aviation Accident Investigation Branch (AAIB), its role is to investigate any incidents or accidents that take place so as to establish the possible causes, and recommend on the future actions that will prevent their recurrence; hence saving lives and property (Wittmer 2011, pp. 35-70). Aerodrome; cat. 1 Aeroplane overall length; 2 Maximum fuselage width; 3 3 12m up to, but not including 18m 3m 4 18m up to, but excluding 24m 4m 5 24m up to, but excluding 28m 4m 6 28m up to, but excluding 39m 5m 7 39m up to, but excluding 49m 5m 8 49m up to, but excluding 61m 7m 9 61m up to, but excluding 76m 7m 10 76m up to but excluding 90m 8m Learning Outcome 2 & Learning outcome 3 The two services involved are the Aviation Fire and Rescue Service and the Local Authority Fire Services. Although these two services have numerous similarities in the way they conduct their operations, there are certain differences that they exhibit. The international standards that is broadly accepted for Aircraft Rescue and Fire Fighting (ARFF) are documented in the ICAO International Standards and Recommended Practices Aerodromes; Annex 14. ICAO standards council first approved aerodromes in 1951. Notably, many countries and states have agreed with ICAO to enforce the standards and recommended practices of Annex 14. In a case of differences in the applications of the standards, they have been demonstrated in the most recent Supplement to Annex 14. Many countries and states have provided reasons for their inability to conform to the global standards. As per the Supplement to Annex 14, about 190 countries that have made agreements with ICAO indicate that they do not comply with the global standards. This is an indication that there are no global regulations or disagreements that illegalize the enforcement of the ICAO standards for ARFF training. Consequently, there are differences of training standards between the Local Authority Fire Services and the Aviation Fire and Rescue Services. Despite the fact the two fire-fighting services will share facilities and accommodation; there are probable differences in their training sessions. To begin with, Aviation Fire and Rescue Services will employ the standards of Annex 14 ARFF. In section 9.2.34 of Annex 14, all rescue members of staff will be appropriately trained so as to carry out their duties in an effective way, and will take part in live fire drills commensurate with the kinds of airplane and fire-fighting equipment that is used in the aerodrome, inclusive of the pressure-fed fuel fires (Schwester 2012, pp. 200-220). According to CAA (2010, pp. 1-6), Annex 14 offers some guidance on how authorities should effectively train its personnel and this is found in Attachment A, Annex 14’s section 16; Part 1 of Airport Services Manual; and Part E-2 of Training Manual. In the training curriculum, some of the areas that must be handled include familiarization of aircraft and airport; safety of the rescue and fire-fighting team; systems of emergency communication used in the aerodrome inclusive of airplane related alarms; utilization of fire hoses, turrets, nozzles, and other equipment necessary in compliance with Chapter 9, 9.2; fire fighting operations; emergency airplane evacuation assistance; use of various kinds of extinguishing agents essential; in compliance with Chapter 9, 9.2; dangerous goods; use and adaptation of fire fighting appliances and structural rescue for rescue and fire fighting; protective attire and respiratory protection; and knowledge of fire-fighter’s roles under the aerodrome emergency program. In terms of the ICAO, training is done at International Fire Training in UK for six weeks and it costs USD10, 784. On the other hand, the UK Civil Aviation Administration (CAA) has put in place the bar to its highest training standard levels known globally with the new Civil Aviation Publication CAP 699. In the UK, ARFF service is termed as RFFA, and it consists of many parts in CAP 699. In part 1, there is an introduction to the standards for the competence of RFFS staff, while part 2 deals in the procedures for adoption of aerodromes and trainers conducting training, and Certificates of Competence are essential for any staff of RFFS at UK authorized aerodrome. Besides, part 3 indicates that standards set for competence for RFFS personnel working at UK authorized aerodromes. Lastly, in part 4, guidelines on the delivery of structured learning programs for RFFS staff at aerodromes (CAA 2010, pp. 1-6). The Local Authority Fire Services will apply the RFFS standards that demonstrate that staff may start training on an entry level at the International Fire Services Training Center, for instance, the one situated at Teesside, which is an Approved Training Provider (ATP). This place has a comprehensive curriculum that provides training for both experienced and new RFFS personnel so as to maintain high competency levels. It proposes that the British Aviation Authority is another alternative ATP, which offers a holistic training at Lakenheath. In addition, the local standards, every RFFS member of staff ought to complete a highly disciplined course of instruction for fundamental and recurrent training necessary for fire officers and fire fighters. The recurrent and basic training to attain a Structured Level of Proficiency (SLP) certification, which is legal for 4 years, should be accomplished by RFFS staff at aerodromes classified RFF index 3-9. Additionally, the SLP competency certificate can be issued for firefighter for Lower Category Aerodrome; firefighter; supervisor for Lower Category Aerodrome; supervisor for watch commander and crew commander; and manager for the operational or non-operational station commander (CAA 2010, pp. 1-6). What is more, RFF worker can accomplish a training provided by an ATP, or any acceptable continuing training and evaluation process endorsed by CAA. The CAA approves competency certificates that are awarded by ATP, or aerodrome licensee. Furthermore, a RFF employee holding the lower categorized aerodrome certificate for supervisors, or any other person believed to be competent by licensee, can perform SLP training at the lower class aerodrome categorized Special 1 and 2. These lower category certificates are legal for only two years, and only at the aerodrome of issue. The standards also require that on-going training is conducted in order to maintain skill-proficiency. Notably, the Aerodrome Standards Department (ASD) of CAA’s Safety Regulation Group (SRG) is in charge of first setting and continuous monitoring of CAP 699 standards at all authorized UK aerodromes (Hall 2008, pp. 4-20). Moreover RFFS employees should also accomplish training in 12 categories as indicated in Annex 14, Attachment A. There is also a holistic list of operator or driver competency necessities demonstrated in CAP 699. Role maps have also been formed for reference to competency skills. Real work performance is necessary for at least a single fire incident. Questioning and simulation are appropriate for all other hazards and contexts (Hall 2008, pp. 4-20). Besides, consistent performance proof achieved from workplace experiences is indispensable in the confirmation of competence in each function of a person’s role. Additionally, in the assessment of the personnel competencies, Local Authority Fire Services uses the IPDS system and operational assessments, while the AFRS ought to hold a complete major evaluation every two years as provided in the emergency planning (Communities and Local government 2009, pp. 4-28). Learning Outcome 5 Errors or negligence made in the receipt, handling and storage of fuel is hazardous to an aircraft and the passengers’ lives. It is imperative to ensure supply of accurate grade and amount of fuel, and that it is in an appropriate condition for aircraft usage. Aerodrome licensees that have fuel storage facilities as required in the Article 103 of Air Navigation Order (ANO) 2000 in the Aerodrome manual to ensure that their receipt, storage, management, and distribution fuel, are at all phases suitable for airplane usage (CAA 2004, pp. 1-21). Langton (2009, pp. 203-220) says that the licensees must consider the fire hazard related to fuel handling, such as, sprays, fuel leaks, or vapor emissions. He should also takes into account the probability of deterioration of fuel quality, such as, contamination from solid particles and liquids; time passage; improper fuel handling; poorly maintained fuel fittings; and storage equipment. Besides, he should also consider the dangers related with delivery to the airplane and apron security. Fuel contamination is risky in that it can cause fires and accidents in the aircraft. Some of the precautions in such a case include thorough cleaning of fuel tank before refueling. this include draining the fuel in to a clean container; removal of fuel drain valve and rinsing it, filling the tank with water; use of methylated spirit to clean the tank; and put 10 litres of clean fuel, then flushing fuel lines to ensure that there is no water particle in the tank (Hall 2008, pp. 4-20). In addition, CAP 748 says that passengers must not stay in the helicopter when fueling is being conducted. The process of helicopters with rotors and engines running must be illegalized when fuelling with kerosene and gasoline. In terms of apron safety management, passengers must be disembarked before to the start of fuelling, nevertheless, conditions may prevail where this is considered unrealistic (CAA 2004, pp. 1-21). In such situations, licensee must establish the risks related to passengers embarking, disembarking, or staying on board the plane whilst fuelling, and should put in place procedures that will help in the mitigation of the risks. For instance, it must be designed in such as was that quick passenger evacuations can be done when necessary. He should also ensure that ground area where passengers would leave is devoid of obstacles and equipment (Langton 2009, pp. 203-220). Conclusion The two fire fighting services can effectively work together like in the case of the Local Authority Fire Services and the Aviation Fire and Rescue Services. Article 28 of the Air Navigation Order (ANO) holds that in UK, specified flights for public transport purposes should occur exclusively at government aerodrome or licensed aerodrome. The relevant information on the licensing charges can be acquired from Aerodrome Standards Department. Chapter 8 of CAP 168 provides ways in different categories of aerodromes operate, and various levels of protection offered to each category of aerodromes. The RFFS provision says that the rescue and fire fighting machinery and services are obtained at an aerodrome. In terms of the differences between the two services, the local fire service has many training standards and requirements that every RFFS personnel ought to meet, as compared to the international fire service. Besides, it is important for the AAIB to investigate aircraft incidences or accidents so as to establish potential causes, and provide recommendations that work towards effective safety of lives and property. What is more, CAP 748 provides that fuel licensee must ensure that fuel is received, stored, handled, managed, and distributed in a manner that maintain safety of the passengers on board. Refueling must also be handled effectively by following the provided guidelines so as to avoid contamination that can lead to fires accidents. Therefore, the two services can be combined because they can successfully work together. References Civil Aviation Authority, CAA 2004, CAP 748: Aircraft Fuelling and Fuel Installation Management Safety Regulation Group. Pp. 1-21. http://www.skybrary.aero/bookshelf/books/1206.pdf Civil Aviation Authority, CAA 2010, CAP 168: Licensing of Aerodromes, Safety Regulation Group. Pp. 1-6. http://www.caa.co.uk/docs/33/CAP168.PDF Communities and Local government 2009, Integrated Personal Development System Code of Practice. Pp. 4-28. http://www.skillsforjustice-ipds.com/documents/IPDS%20Code%20of%20Practice.pdf Hall, JW 2008, Analysis of aircraft overruns and undershoots for runway safety areas, Transportation Research Board, Washington, D.C. Pp. 4-20. Langton, R 2009, Aircraft fuel systems, Wiley, Chichester, U.K. Pp. 203-220. Schwester, R 2012, Handbook of critical incident analysis, Sharpe, Inc., Armonk, N.Y: M.E. Pp. 200-210. Walters, J 2000, Aircraft accident analysis final reports, McGraw-Hill, New York. Pp. 4-20. Wittmer, A, 2011, Aviation systems management of the integrated aviation value chain. Berlin New York: Springer. Pp. 35-70. Read More