Hochiki Europe ACD-EN Addressable Multi Sensor with CO detection
FireVu Multi-Detector early warning visual detection device for smoke, heat and flame
Kentec Taktis fire alarm control panel
Apollo XP95 - 55000-600APO optical smoke detector
Overcoming the Challenges of Fire Safety in the Paper Industry
Third Annual Sustainable Management Of California’s Fire-Prone Landscapes: Grazing For Community Resilience
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Rosenbaur Panther ARFF vehicles meet worlwide standards and requirements and are specifically intended for use at airports. It has an aluminum extrusion construction and paneling. There is also a Flexilight LED light mast.
Equipped with a combination telescopic and articulating boom, the Rosenbauer T-Rex fire apparatus is the fastest and most powerful articulating platform in the industry. The T-Rex is fully NFPA compliant as either an aerial platform or a quint with a midship pump, 300 gallon water tank, hose storage bed and 115' of ground ladders.
There's nothing wrong with arriving on-scene in the best looking unit in the county! Rosenbauer knows custom, including how your finished unit looks with shades. Stellar aluminum wheels, custom front grill cover, LED warning light packages, diamond plate, fire engine red paint, z reflective striping, roll-up doors, topping off with ground ladder storage.
Turntable ladders with a 55 m working height are vital pieces of rescue equipment which must fulfil the toughest of requirements. For a safe and secure way upwards, both the jacking technology as well as the stability and statics of the ladder set are of the greatest importance. More than 145 years of know-how from MAGIRUS in the development and manufacture of ladders is a further guarantee that operation personnel can climb quickly and problem-free. In addition to a 2-person elevator, the DLK 55 CS features a permanently mounted folding rescue cage which has been approved for 3 persons. Features include: Increased active and passive safety through the introduction of proven computer technology and the sensitive, self-levelling turntable which functions without any readjustment Development of operational possibilities due to VARIO-jacking system and gliding overhang-control Increased ease of movement & reduction in set up time, via the new load-sensing hydraulic system Disruption-free digital signal processing Ladder platform and equipment manufactured using the unique MAGIRUS AluFire modular system to allow optimum utilization of interior space and save weight Ergonomically designed weatherproof seat Multi-functional joysticks for ladder control Colour operating display for all ladder functions / status messages Permanently installed rescue cage with quick-access facility
Rosenbauer Panther ARFF vehicles meet worldwide standards and requirements and are specifically intended for use at airports. It has aluminum extrusion construction and aluminum paneling.
Features: Chassis: Scania R420 LB6x2-4MNB Water tank capacity: 6.000 L Foam tank capacity: 500 L Pump: ROSENBAUER normal pressure pump N 55 Foam proportioning system: Automatic ROSENBAUER foam proportioning system FIXMIX Roof turret: ROSENBAUER RM 24M Quick attack installation: ROSENBAUER water/foam hose reel with electric rewind
Rosenbaur Panther ARFF vehicles meet worlwide standards and requirements and are specifically intended for use at airports. It has an aluminum extrusion construction and sheets. The vehicle's extinguishing agent comprises water, foam and powder.
It covers Major ARFF and Rapid Intervention Vehicles (RIV). # LEfficient fire fighting technology and simultaneous pump & roll operation.
Rosenbaur Panther ARFF vehicles meet worlwide standards and requirements and are specifically intended for use at airports. It has an aluminum extrusion construction and paneling. There is also a electric foam proportioning system RVME.
Rosenbauer TLF 3200/150 is a forest firefighting vehicle that is designed for fires in forests and bush landscapes as well as terrain that is difficult to access. The safety of firefighting crew is ensures because of the protective equipment on the vehicle. The structure is made of steel profile tubes, fastened on a frame.
Rosenbauer TLF 3300/200 is a forest firefighting vehicle that is designed for fires in forests and bush landscapes as well as terrain that is difficult to access. The safety of firefighting crew is ensures because of the protective equipment on the vehicle.
Rosenbauer Hazmat CL is used for smaller and medium sized operations with dangerous materials.
Rosenbauer Hazmat SOF is used for large-scale operations with dangerous materials.
Rosenbauer Hazmat GWG SOF is a decontamination vehicle for large-scale hazmat operations. It has technical firefighting equipment according to DIN 14555-12.
The MAGIRUS MultiStar 2 concept combines proven vehicle configurations with a telescopic boom concept, thereby creating fire brigade vehicles with clearly enhanced tactical value. This sophisticated and compact aerial platform unit offers the ability to customise the configuration of the extinguishing agent tank, pump unit and extensively equipped compartments.
Active vibration damping CS (computer stabilized). LCD-Display in the rescue cage for the optimum monitoring of all functions. Rescue cage equipped as required in practice. MAGIRUS Vario jacking system. IVECO MAGIRUS FF 160 E 30 4x2. Engine: 220 kW (299 hp). Engine complies with Euro-5. Wheelbase: 4,815 mm. GVW: 15,000 kg. Gearbox: 9 speed. Seats: 1+2. Rescue height 37 m. Working height 39 m. Ladder set 5-section. Rescue cage: 3 persons, 270 kg. Microprocessor control. Jacking with 4 hydraulic telescope outriggers featuring a 5,200 mm max. jacking width. Self levelling max. 700 mm. AluFire equipment compartments with comfort roller shutters.
The Oshkosh® Striker 1500 is custom engineered to offer the ultimate in fast emergency ARFF response. From 0~50 mph (80 km/h) in 25 seconds. Dimensions: 415" x 122" x 136" (without HRET) / 150" (with HRET). Roof and bumper turrets. 210 gallon foam tank; 1,500 gallon water tank. Waterous fire pump.
IVECO Magirus RW2 is a heavy rescue vehicle applicable for fire, earthquake, disaster and hazmat intervention.
Complete equipment for a fire squad to fight fires and for emergency services of any type. Optimally matched chassis and superstructure concept for excellent handling characteristics on and off road. Weight reserves and empty compartments for additional loads. IVECO MAGIRUS FF 140 E 25 4x4 or FF 140 E 30 4x4. Engine: 185 kW (251 hp) or 220 kW (299 hp). AluFire superstructure in a low build type with variable interior compartment design. 7 equipment compartments with comfort roller shutters. Superstructure, connected to the chassis in an elastic and Torsion-damping fashion via rubber segment blocks. Powerful MAGIRUS fire pump FP 10-2000. Water tank GRP 1600 l.
F 800 L. Drive: 4 x 4. Engine: 397 kW (540 hp). Wheelbase: 4,830 mm. GVW: 24,000 kg. Crew Cab: 1+3, central drive. Bodywork in Aluminium. N° 2 water / foam hose reel – 30 m * N° 2 dry powder hose reel – 30 m. Medium pressure fire pump 5,000 l / min at 10 bar. IAFP 480 automatic foam proportioner. Water tank stainless steel 5,800 l. Foam tank stainless steel 700 l. 250 kg dry powder unit. Single barrel IM5 electrical monitor for water / foam. Front bumper monitor IM1.
Max. speed: >115 km/h Transmission: Allison automatic with retarder Breathing apparatus in cab: 4 sets Dry powder: 250 kg Rigid-axle suspension with coil springs
Compact and responsive Larger normal control chassis Stepable roofs allow additional storage capability Pump capacity: 1.000 l/min at 10 bar Water tank volume: 600 l (750 l, 1000 l)
Compact and responsive Optimum suitable for narrow streets and historic inner-city areas or constricted operation sites Compact tank pumper with high tactical value All-wheel drive available Foam tank capacity: max. 100 l
Complete equipment for a fire squad. Forward-controll truck chassis with double cabin. With 2 breathing apparatus fixtures. Rear pump MAGIRUS FP 10/1000. IVECO MAGIRUS FF 80 E 18 D 4x2. Engine: 130 kW (177 hp). Engine complies with Euro-5. Wheelbase: 3,690 mm. GVW: 7,490 kg or more (acc. to prior specification and agreement). Gearbox: 6 speed. Seats: 1+5. AluFire superstructure with variable interior compartment design. 5 equipment compartments with comfort roller shutters. Powerful MAGIRUS fire pump FP 10/10. Water tank: 1,000 l.
IVECO Daily 65 C 17 D 4x2. Engine: 122 kW (166 hp). Wheelbase: 3,750 mm. GVW: 7,500 kg. Gearbox: 6 speed. Seats 1+5. Driver’s and crew cab with 4 doors as standard. AluFire superstructure with variable interior fittings. 5 equipment compartments with comfort roller shutters. Anodised aluminium body elements for optimum corrosion resistance. Portable pump for water delivery MAGIRUS FIRE. Water tank GRP 500 l.
Comprehensive equipment for carrying out difficult emergency service operations Weight and space reserves for additional loads Optimally matched chassis and superstructure concept for excellent handling characteristics on and off road
F 800 8x8. Drive: 8 x 8. Engine: 753 kW (1,024 hp). Wheelbase: 1,800 mm; 3,800 mm; 1,450 mm. GVW: 44,000 kg. Crew Cab: 1+3, left hand drive. Bodywork in Aluminium. N° 1 water / foam hose reel – 30 m. N° 1 dry powder hose reel – 30 m. Medium pressure fire pump. 7,000 l / min at 16 bar. 10,000 l / min at 10 bar. Automatic foam proportioner. Water tank stainless steel 11,800 l (15,000 l). Foam tank stainless steel 1,400 l. Double barrel water / foam/ powder monitor, electrically controlled. Dry powder installation, 2 x 300 kg. Front bumper monitor IM 1.
Monobloc body assembly. V-shaped tank. Cab self protection system. Renault Kérax 270.19 4x4. Engine: 195 kW (256 hp). Wheelbase: 3,500 mm. GVW: 19,000 kg. Gear: with PTO. Double cab: 4 doors, 4 seats. Roll protection bar in the cab. Front protection bar. Vertical exhaust pipe. Stainless steel tank: 7,000 l water, 360 l class “A” foam. Pump: 2,000 l / min at 15 bar. 2 side equipment compartments with doors. 1 quick attack installation with 82 m hose. 1 additional hose reel. Class “A” foam fire fighting installation.
Easy repair due to standard components and tubular framework design. Tank and fire fighting components fastened on auxiliary frame by means of steel belts. Optimized number of easy to reach equipment lockers Corrosion protection ensured by: materials selection, assembling process, anti-corrosion measures like sandblasting and full galvanizing. Engine: 125 kW (170 hp). Wheelbase: 2,700 mm. GVW: 8,000 kg. Gear: with PTO. Driver’s cab: 2 doors, 3 seats. Tank: 500 l water; 30 l extinguishing additive; in GRP. Electric pump: 40 l / min at 40 bar. Superstructure made of tubular framework with aluminium and GRP panelling. 4 upper equipment compartments with lockable roller shutters. Roof stowage boxes. 1 quick attack hose reel with 30 m hose. Emergency appliances fixtures in the equipment compartments.
IVECO Magirus Impact 2 x4 is aircrash tender. Water tank capacity: from 2,500 up to 4,500 litres Dry powder: 250 kg Ground sweep and underground nozzles First aid pre-connected hoses or hose reel Bumper monitor
IVECO Magirus CCF-H is forest fire fighting vehicle. It features HRB category 3, 3-points mounting on the chassis of equipment body, 2 silent blocs at front and a cantilever at rear, which leaves freedom to chassis torsion without affecting the equipment.
IVECO Magirus TLF 20/40 is compact vehicle with large water tank. It has weight reserves and empty spaces for equipment according to requirement, powerful engine, permanent 4-wheel drive, single tyres, and a high ground clearance.
CET Fire Pumps Brush Truck 13 Ford Cab & Chassis
CET Fire Pumps Brush Truck 14 CET Quick Attack Unit
CET Fire Pumps Brush Truck 15 CET Quick Attack Unit
CET Fire Pumps Brush Truck 16 CET Quick Attack Unit
CET Fire Pumps Brush Truck 17 CET Quick Attack Unit
CET Fire Pumps Brush Truck 18 CET Quick Attack Unit
CET Fire Pumps Brush Truck 19 CET Quick Attack Unit
CET Fire Pumps Brush Truck 20 CET Quick Attack Unit
Alexis Fire Equipment Otto Twp 2250 field pumper
Alexis Fire Equipment Schuyler County 2256 equailiser pumper
The UK’s electric bus fleet is set to become the largest in Europe by 2024, with numbers projected to grow by almost 180%. Risks associated with fire safety The primary technology fuelling our electric buses is the lithium-ion (Li-ion) battery, and, although much more sustainable, these batteries are bringing about fresh fire safety risks to the transport sector. If they become damaged in any way – through overcharging, mechanical failure, physical impact, or overvoltage, for example – the fire safety consequences can be severe. Traditional suppression systems, designed for combustion engines, will only go so far in effectively preventing fire risks for electric buses and coaches. James Mountain, sales and marketing director, Fire Shield Systems, discusses the unique fire risks associated with EV bus fleets, and explores the practical steps managers, operators and OEMs can take to mitigate these. The rising risk Major cities like London, Coventry, and Oxford are pioneering the way for electric bus adoption. However, many cities across the UK are setting out clear measures through low-emission zones to improve public health and reduce air pollution, which is impacting the use of HGVs, buses, taxis, and private cars. The ZEBRA scheme is making up to £120 million available to cities, which will deliver up to 500 zero-emission buses The Zero-Emission Buses Regional Area (ZEBRA) scheme is making up to £120 million available to cities, which will deliver up to 500 zero-emission buses. This supports the UK government’s wider pledge to introduce 4,000 zero-emission buses. As the number of EV buses across the UK – supported by these government-backed schemes – is set to continue to grow exponentially over the next few years, we must be thinking about the implications of these vehicles on traditional fire safety measures. Li-ion batteries: A unique challenge Most commonly powered by li-ion batteries, EV buses and coaches are largely considered as a safe and sustainable alternative to traditional combustion engine vehicles. However, Li-ion batteries carry their safety risks, which – if not addressed carefully – can lead to much more severe risks for bus fleets and passengers. If these batteries are exposed to high temperatures, overcharging, and mechanical failure or subject to physical impact, they can be caused by to internally short circuit. In turn, the battery then produces excess heat, triggering a chemical reaction within its cells. This is referred to as ‘thermal runaway’, a state where excess heat in a battery produces more heat, leading to ignition, carbon monoxide, and other toxic gas emissions, and, in some scenarios, large explosions. Electric battery fires Although electric battery fires are much less common, when they do occur, they can be highly dangerous When in thermal runaway, a battery can produce its source of oxygen from within its cells. This propels flames and makes traditional fire suppression methods less effective. Although electric battery fires are much less common than traditional combustion engine fires, when they do occur, they can be highly dangerous. For example, there have been several fires in Germany and China this year, which have led to multiple electric buses being destroyed while charging. Mitigating the risk OEMs and bus operators can take several practical steps to manage the fire risks associated with electric fleets. These include: 1) Charging Leaving buses to charge overnight brings about significant fire risks, as small battery components are building up and storing large amounts of energy. To minimize risk, OEMs and bus operators should put measures in place to monitor charging stations at all times while in use, and ensure fully-charged buses are immediately disconnected from charging points. 2) Storage Additional risk assessments are also necessary for EV bus storage and parking locations. This includes evaluating proximity to other vehicles and combustible materials, increasing space where possible. As thermal runaway can sometimes take a period to take hold from the initial battery damage, impact from the operating day can sometimes only initiate thermal runaway as the bus is stored overnight. As such, parking and storage areas should be monitored continuously to address and mitigate any risks as soon as they arise. 3) Suppression As they pose unique fire risks, traditional fire suppression systems and techniques will only go so far as to prevent li-ion battery fires. Therefore effective protection requires a unique solution… Need for a new suppression solution The main goal for an electric bus suppression system should be to prevent thermal runaway The main goal for an electric bus suppression system should be to prevent thermal runaway. In some situations, where this isn’t possible, the system should act to delay propagation, allowing ample time for passengers and drivers to evacuate, and the risk to be safely contained. Following extensive testing and research, Dafo Vehicle Fire Protection and RISE (Research Institute of Sweden), as part of an EU-funded initiative, have developed a new suppression solution that directly addresses the unique fire risks associated with electric vehicles. Early warning system offerings While creating the new battery suppression system (Li-IonFireTM), the project partners explored all of the fire risks associated with battery spaces, including specific risks around charging, and processes for handling EVs and their batteries after impact, such as a crash. This research revealed how, even with late deployment, the system can delay a battery from reaching thermal runaway, making the possibility of safe evacuation very high. The new suppression solution offers an early warning system, aided by spot cooling, to prevent thermal runaway from occurring, while containing and suppressing fire. A safer future for the UK’s electric buses As the adoption of electric buses and coaches grows throughout the UK and beyond, ensuring fire safety measures keep pace is crucial in protecting lives, property, infrastructure, vehicles, and other valuable assets. Standards are slowly following change, but OEMs, vehicle maintenance teams, and operators all have a key role to play in ensuring the risks are managed effectively.
The product lifecycle of self-contained breathing apparatus (SCBA) is approximately ten years, during which time technology inevitably advances considerably in terms of digitization and ergonomics. Increasingly pertinent in the last decade, and especially since the Pandemic, has also been how kit can be designed for ease of cleaning to ensure firefighters are protected from harmful carcinogens as well as bacterial and viral infections. When we surveyed UK firefighters as part of our ‘Health for the Firefighter campaign’ to understand their concerns about exposure to carcinogens and COVID-19, we learned the vast majority (84%) admitted they were concerned about the risk of cancer, while more than two thirds (68%) fear the impact COVID-19 might have on their long-term health. Unequivocal statistics that warranted action in our technology design. Proven support infrastructure The SCBA product lifecycle allows time for medical and safety technology manufacturers, such as Dräger, to take advantage of technological developments, and thoroughly test and future proof them. It also enables us to utilize our direct relationships with the UK fire services, not only to accommodate day-to-day feedback, but also to learn from our support of major incidents such as Grenfell and the Salisbury poisonings. The SCBA product lifecycle allows time for medical and safety technology manufacturers Following Grenfell, for example, we saw the critical importance of reducing the weight and size of kit to allow for greater ease of movement, as well as how critical it is to have the equipment underpinned by a resilient and proven support infrastructure. AirBoss, Dräger’s latest SCBA offering represents a digital progression, where telemetry and connectivity provide the information, and enable the integration and communication required to further firefighter health and wellbeing. This decade’s launch is no longer a product, but a connected solution. Providing vital information Digitalization is critical. Dräger offers the only operationally-proven telemetry solution, providing vital information which is automatically communicated between the wearer of the BA set and the Entry Control Point – without the need for either team to stop what they are doing to send communications. These signals include manual and automatic distress signals, team withdrawal signals, cylinder pressure, time to whistle and time of whistle. This system also provides comprehensive data regarding the firefighters’ condition in relation to their SCBA, proving invaluable to those responsible for monitoring and directing BA crews. A new feature, unique to Dräger’s AirBoss, are ‘Buddylights’ fitted to the backplate, which use digital data from the set to provide immediate and highly-visible signaling to firefighters of their team’s cylinder pressures and physical condition. AirBoss, Dräger’s latest SCBA offering represents a digital progression Providing comprehensive data The optional Dräger Web client enables workshop, management and command staff to utilize the data created on scene wherever they are, and at any time. Reporting can also be customized for multiple purposes from user or device history to synchronized overviews of complete incidents. The ability to create incident reports on evidential and tactical levels provides comprehensive and valuable post-incident analysis tools for debrief and training purposes, or in case of any investigation or inquiry. For future developments, Dräger is working with partners in the UK looking at solutions for location and tracking of firefighters and providing comprehensive data regarding the firefighter’s condition at an incident. The latter includes information such as body core temperature, heart rate and other vital statistics to allow external teams to monitor the early signs of heat stress and other physiological strains. Reducing physical stress Another critical focus is ergonomics. Improved wearer comfort has been achieved through working with medical experts in this field and shifting the center of gravity relationship between the human body and the set, creating a ventilated space by the SCBA backplate. AirBoss’ new Type 4 Nano cylinder provides a continued reduction in cylinder weight AirBoss’ new Type 4 Nano cylinder provides a continued reduction in cylinder weight, which can also reduce full life costs to the service, as the Nano has an unlimited life. These improvements reduce physical stress on the firefighter which in turn reduces the risk of strain-related injuries and fatigue when wearing the set operationally as well as extending the working duration due to reduced physical exertion. With AirBoss, the weight is carried by the legs and pelvis rather than the back. Improving personal comfort This not only improves personal comfort, but also enhances mobility within confined spaces and while descending ladders and stairwells. In an industry where a split second can be the difference between life and death, these advancements are crucial. On a practical level, the Dräger AirBoss has also been designed to be ‘snag-proof’, ensuring that all attachments are neatly connected or integrated to mitigate any risk of snagging or entanglement. Alterations have been made to maximize cleaning practices, including the introduction of smoother, non-absorbent, water-repellent surfaces to make equipment easier to wipe down and decontaminate. Numerous attachment points have also been included so kit can easily be dismantled for optimum cleaning – both mechanically and by hand. To this point, some fire services are moving towards mechanical washing systems, which provide complete consistency in washing temperatures, concentration of detergent, speed and temperature of drying. Vehicle charging systems The Dräger AirBoss solution is centered around four pillars: usability; safety; serviceability and connectivity Recognizing the financial pressures which the fire services are under, the AirBoss system is designed to enable fire services to maximize the significant investment already made into their SCBA and telemetry. With a modular design, AirBoss is backward compatible with existing Dräger PSS SCBA and Telemetry, enabling elements of the existing set to be upgraded over a period of years. This reduces the requirement to purchase a full suite of new equipment including telemetry, pneumatics, electronics, integrated communications, cylinders and vehicle charging systems. Overall, the Dräger AirBoss solution is centered around four pillars: usability; safety; serviceability and connectivity. These pillars, which support utilizing digitalization, improved ergonomics and ease of cleaning, are how we intend to protect our firefighters’ health and wellbeing, both today and as our future-proofed technology advances to meet the needs of tomorrow.
One if the few bonuses of the 2020 COVID-19 Lockdown in the UK was the dramatic reduction of aircraft noise around our homes. Certainly in the Southeast of England, it gave us some thought as to the number of aircraft in the sky, and what the consequences might be if something went wrong… Aviation in the UK is split between what is known as Commercial Airport Transport (CAT) and General Aviation (GA). The CAT sector operates out of 25 airports and accounts for around 900 aircraft. However, the GA sector accounts for 15,000 aircraft, flown by 32,000 pilots, operating out of 125 aerodromes licensed by the Civil Aviation Authority (CAA) and over 1,000 other flying sites (According to the General Aviation Awareness Council – our mapping data suggested 1650 sites) (1,2). Roughly 96% of the aircraft in the UK are engaged in General Aviation, engaged in business, leisure engineering and training activities, and HM Government estimate that the sector employs around 38,000 people (3). Each licensed airfield has its own firefighting response, termed airport rescue and firefighting services (RFFS) governed by the CAA guidelines and they are required to be:- .. proportionate to the aircraft operations and other activities taking place at the aerodrome; Provide for the coordination of appropriate organizations to respond to an emergency at the aerodrome or in its surroundings; Contain procedures for testing the adequacy of the plan, and for reviewing the results in order to improve its effectiveness. (CAA 2020) Ensuring Adequate firefighter training So simply put, each airfield needs to ensure it has adequate training, media, personnel in appropriate quantities to deal with any likely incident, given its size and traffic. There are around 1654 airfields in the UK, with 125 of those being licensed However, this is only limited to licensed airfields and the response is typically limited to the airfield itself, and the immediate surrounding area. Airfield vehicles are often specialist aviation firefighting vehicles – not necessarily suitable for driving potentially long distances to an incident. Even so, it is a well-established principle that RRFS would only fight the initial stages of any fire, to be relieved by, and with command passed to local authority fire services. There are around 1654 airfields in the UK, with 125 of those being licensed. In 2019-2020 (to date) there have been 62 air crashes, of which 9 involved a fatality. If we plot the locations of all airfields of any type, all the licensed airfields and the crashes, we can see the spatial relationship between them. Below, we see the two distributions – on the left, crashes versus all airfields and on the right crashes versus licensed fields. It’s clear that the crosses (crashes) and dots (fields) are not always in the same place, so clearly there is a potential problem here – namely the specialized airfield fire response is unlikely to be able to respond. Using the spatial analytical capability of QGIS, the open-source GIS software, we can then start to look at the distances from the airfields of the crashes. We can see that (based on the 2019-2020 data) that on average a crash occurs 3.22km from an airfield, but 15.78km from a licensed airfield (where the firefighting teams are). The maximum distance from a licensed airfield was 57.41km, two thirds of the crashes were more than 10km from a licensed airfield and over a third were more than 18km away. Fig 1a (left) shows crashes versus all airfields. Fig 1b (right) shows crashes versus licensed airfields only. Aircraft incidents pose complex firefighting challenges So, what does this all mean? Well the simple conclusion we can draw from this data is that there is a sizable risk of an aircrash occurring on the grounds of a non-airport fire service. In 2019-2020 there have been 62 air crashes, of which 9 involved a fatality Bearing that in mind, it’s also worth considering that aircraft incidents pose challenges to firefighters and firefighting, that need to be considered. The construction of aircraft has been evolving since the first days of flight, with materials that are strong, light and cheap to produce being adopted and in recent years created to order. This has seen a move from natural materials, such as wood and canvas towards aluminum and man-made materials, and in recent years man made mineral fibres (MMMFs) which are lighter and stronger than natural materials, and can be moulded into any shape. The problem is, MMMFs disintegrate into minuscule fibres when subject to impact or fire, which can stick like tiny needles into firefighters’ skin, leading to skin conditions, and pose a significant risk to respiratory systems if breathed in. As with all fires, there are risks associated with smoke products, with exposure to fuels and other chemicals and so there is the potential for a widespread hazmat incident, with respiratory and contamination hazards. Finally, there is always the risk, more so perhaps with military aircraft, of explosives or dangerous cargoes on the aircraft that put firefighters at risk. The problem is therefore this: There is a constant, but small, chance of an aviation incident occurring away from an airport, and requiring local authority fire services to act as the initial response agency, rather than a relieving agency. These incidents, when they do occur, are likely to be unfamiliar to responding crews, yet also present risks that need to be addressed. PLANE Thinking Despite this landscape of complex risk and inconsistent response coverage non-airfield fire services can still create an effective response structure in the event of an aviation incident away from an airfield. We have drawn up a simple, 5-step aide-memoire for structuring a response, following the acronym PLANE (Plan, Learn, Adapt, Nurture, Evolve). We are aware that all brigades will do this already to some extent (in fact they are obliged to). We are also aware that there was little point going into the technical details of firefighting itself – that is handled elsewhere and in far more detail – but instead we considered a broad, high-level system to act as a quick sanity check on the response measures already in place. There is always the risk, more so perhaps with military aircraft, of explosives or dangerous cargoes on the aircraft that put firefighters at risk In many ways this mirrors existing operational risk exercises, and begins with a planning process – considering the nature of risk in the response area, building links with other agencies and operators, and collating and analyzing intelligence. Services should expand their levels of knowledge (Learn) around the issue, and consider appointing tactical advisors for aviation incidents and using exercises and training programs to test and enhance response. Having identified the risk landscape, and invested in intelligence about it, we may then need to consider adapting our approaches to make sure we are ready to respond, and having carried out all of this activity, we need to keep the momentum going, and continue to nurture those relationships, and that expertise cross the service. Rapid technological advancement Aviation technology does not stand still. Many of us will have seen this week the testing in the lake district of the emergency response jetpack (4), and this is just one example of the pace of technological advances in the sector. Consider the huge emerging market of UAVs, commercially and recreationally and the potential for incidents related to them, as well as their potential application in responses. Finally, Services, potentially through their dedicated TacAd roles, need to keep abreast of emerging technologies, and ensure that the Planning and Learning continues to match the risk. Aviation technology does not stand still So, in conclusion, we have a (very) simple system for preparing for the potential for airline incidents off airfields. We are happy to admit that it’s not going to solve all of every brigades’ problems, and we’d like to think it simply holds a mirror to existing activities. We do hope that it does give a bit of structure to the consideration a potentially complex process, and that it is of some use, if only as a talking point. Best practices and technologies and will be among the topics discussed at the Aerial Firefighting Europe Conference, taking place in Nîmes, France on 27 – 28 April 2021. The biennial event provides a platform for over 600 international aerial firefighting professionals to discuss the ever-increasing challenges faced by the industry. References 1. General Aviation Awareness Council. Fact Sheet 1 - What is General Aviation (GA)? 2008. 2. Anon. UK Airfields KML. google maps. 2020. 3. Davies B. General Aviation Strategic Network Recommendations. GA Champion, 2018. 4. Barbour S. Jet suit paramedic tested in the Lake District “could save lives.” BBC News. 2020. Article Written by Chris Heywood and Dr Ian Greatbatch.
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