Aircraft incidents like blimp crashes or airshow tragedies are rare, but even jurisdictions without an airport can have a small craft fall from out of the blue to create a major event. Therefore, the fire service needs to maintain a high level of awareness of the hazards and dangers of these incidents and be specially trained for aircraft fires and rescues. Remember, low-frequency/high-consequence events injure and kill first responders.

According to the Aircraft Owners and Pilots Association, General Aviation's safety record is 10 times better in terms of total accidents than at the dawn of modern aviation after World War II. GA is nearly twice as safe today as it was in the 1970s. In 1938, there were 12 fatal accidents per 100,000 hours flown. The fatal accident rate per 100,000 flying hours has steadily declined to 7 in 1946, 2.4 in 1974, and just 1.11 in 2000.

An airplane crash is not simply a big automobile accident. The massive three-dimensional fuel fire, widespread trauma and burns, and its high media profile make this extremely difficult to prepare for. Aircraft rescue firefighting techniques, tactics and skills place priority on rescuing the greatest number of victims in the shortest period of time. A common rule of thumb is to fight only the fire that interferes with the rescue initially. Once the rescue is completed, resources then can be redirected to firefighting. This is in contrast to a structural fire response, where saving the bedrooms from a kitchen fire is considered a win. But you can't save half an airplane.

Off-airport aircraft emergencies fall into four categories: low-impact crashes, high-impact crashes, mid-air breakups and crashes into water.

In a low-impact crash, the pilot is able to make a fairly controlled landing and the fuselage remains relatively intact. There may be an associated fuel fire, and responders may have to treat survivors suffering from force injuries and burns.

The forces needed for a high-impact crash are much greater and there will be few, if any, survivors. The stress on responders increases as it becomes apparent that few lives can be saved. The cleanup operation, body recovery and identification process will be taxing.

If the aircraft breaks up in the air due to an explosion or collision, the wreckage and bodies may be spread over a wide area. If the aircraft lands in water, reaching the fuselage, rescuing survivors and combating a fire will be difficult. In these cases, even a shallow-water crash can have severe environmental consequences.

A small aircraft accident can produce a large number of victims and a variety of problems. Therefore, fire administrators should integrate into their departments' crash management response some procedures that provide aid to victims, protect the crash site and afford mental health services for people involved. Small fire departments that lack the resources may form multi-agency agreements with neighboring departments to facilitate an emergency response to a small aircraft accident. Departments can share the cost of training and equipment and also establish strong relationships that may improve the operation of all participating agencies.

If the aircraft catches fire on impact, the chances of saving the occupants decreases considerably. Even if there is no post-crash fire, the presence of the fuel significantly complicates the rescue operation and endangers responders. There are many ignition sources present at aircraft incidents, including friction, hot engine surfaces, static electricity, fire apparatus and power equipment, cameras, radios, and aircraft electrical and radar systems.

Fuel is almost always located in the wings. The exterior wing surface is commonly an integrated fuel cell and called a “wet wing.” Fuel tanks also may be found in the belly of the fuselage, on wing tips, in vertical and horizontal stabilizers, and under aircraft fuel pods that often can be jettisoned.

Jet aircraft with engines located in their tail sections have fuel lines running through the interior walls. It's common to find fuel leaking and spilled on the interior of crashed rear-engine aircraft. Fuel lines are constructed of metal, rubber or a combination of materials and will have red markings. Most fuel systems can be controlled by plugging and crimping lines, shutting down fuel pumps, and securing aircraft power and fuel controls in the flight deck area.

Aircraft electrical systems range from 12 to 220 volts and present ignition and shock hazards. Several different types of electrical systems may be encountered on the same aircraft. Responding personnel should make every effort to shut down the power in the flight deck and disconnect the batteries. Tape or tag the cockpit power switch to prevent it from being switched back on during post-incident activities. The batteries could be in any number of locations, but large aircraft batteries will have a wheel or T-handle requiring counter-clockwise turns to disconnect.

Air carriers can hold hundreds of people. Bodies, body parts and body fluids can be encountered anywhere in the aircraft wreckage and incident scene. Personnel working in these areas should be properly protected from skin injury, mucous membrane contamination, body fluids and bloodborne pathogen exposures.

Responders will have to take special precautions to protect themselves. Beyond the obvious danger of fire, unburned jet fuel is a carcinogen that can be absorbed through the skin. Prolonged inhalation of vapors can lead to development of chemical pneumonia, and some equipment can be permanently contaminated if it comes into contact with fuel. The composite skin of modern aircraft can release dangerous dust and micro fibers when cut by a power saw. A decontamination station for personnel and equipment and a perimeter should be established to prevent cross contamination.

It's important for responders to remember that a plane crash is a crime scene until proved otherwise. A number of local, state and federal law enforcement agencies will be involved in the investigation. Responders should take care not to unnecessarily disturb aircraft parts. If it's necessary to move something to rescue or extinguish, then try to remember the original location or orientation of the part and convey that information to investigators. A perimeter should be quickly established and only those actively involved in the operation should be permitted access. Preventing unauthorized access is infinitely easier than clearing the area of bystanders later.

Before victim recovery commences, photographs should be taken to document the bodies' locations in relation to the aircraft and surrounding area. This documentation may assist in the identification of parts and research into what steps can be taken to improve crash survivability in the future.

An individual should have access to information that the press or public may inquire about and, if needed, should establish a command post to disseminate information to other responders, members of the press and families of the victims. Finally, administrators should remember that although small aircraft accidents typically don't require a sustained fire department presence, they should plan for responders to remain on the scene for 24 to 72 hours, or enough time for police or NTSB investigators to conduct an initial investigation and remove the aircraft.

As soon as possible following the event and investigation, cleanup of the area and restoration to pre-crash conditions should be accomplished. Residents should be offered counseling and be involved in the restoration to restore a sense of control.

Additionally, departments should consider inviting the media and the public to participate in aircraft accident training. For example, when New York City's public safety agencies conduct their annual simulated aircraft disaster at John F. Kennedy International Airport, the media covers the training and members of the public role-play as victims. Such initiatives promote public awareness, and departments can benefit from the public's increased sense of security and confidence in knowing that the local emergency agencies can handle an aircraft disaster and other emergencies effectively and professionally.

For an in-depth look at off-airport crashes look for American Heat's “Out of the Blue” training program at www.fetn.com

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John Linstrom is the education consultant for FETN. He served more than 20 years in fire departments in California and Texas before retiring with the rank of assistant chief. Linstrom is a National Fire Academy Executive Fire Officer graduate and adjunct instructor. In addition, he's a member of the Federal Mass-Fatalities Recovery Team and California Task Force 6.