HELICOPTER FIRE FIGHTING AND RESCUE

OBJECTIVE Learning Outcome 10 Apply the Appropriate Procedures for Helicopter Fire Fighting and Rescue. 10.1 Comprehend the problems associated in helicopter fire fighting and rescue. 10.2 Apply the appropriate procedures for helicopter fire fighting and rescue. REFERENCES a. b. Manual of Firemanship Part 6B IFSTA 206 Aircraft Fire Protection & Rescue Procedures.

Assessment Criteria 10

c. Manual of Firemanship Book 4 Incidents Involving Aircraft shipping and Railways.

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HELICOPTER FIRE FIGHTING AND RESCUE

INTRODUCTION Rotary-wing aircraft, which are mostly of the helicopter type, is a highly remarkable machine which has become an indispensable means of transport for both civil and military. During the last 60 years, advances have developed very rapidly, both technically and commercially and todays helicopter can fly a ex treme speed and height. It can also carry very heavy loads and is very versatile, capable of performing many acrobatic man oeuvres. CONSTRUCTION AND GENERAL DESCRIPTION. The helicopter falls into the category of heavier than air aircraft. However it is referred to as rotary wing aircraft as compared to the fixed wing aircraft. The construction of the airframe of a helicopter is very similar to that of the fuselage of a fixed wing aircraft but of a lighter design. The reason is that it is not stressed to carry a mainplane; the cabin is not pressurized for high altitude flight; and the undercarriage assembles are comparatively small. The airframe is mainly constructed from aluminium alloys although magnesium has been known to be used. In smaller helicopter, tubular steel, sheet metal and fibreglass are often used. Helicopters are normally built in 3 sections; the cabin, centre and tail sections. The centre section supports the engine and main rotor blade; the tail section supports the tail rotor (Figure 1). For undercarriage assemblies, skid which comprise of tubular still are used. Heavier helicopter however used hydraulic actuated tricycle undercarriage. Water actuated floats are fitted in helicopter operating over water. It operates by blowing off a metal cover and inflating a bag to approximately 1.5m in diameter. Weight and fuel capacities range from 590 kg with 90 litres of fuel to 21,300 kg and 7900 litres of fuel. The length is about 10 meters and speeds average about 200km/h (125 mph).

Figure 1: Helicopter small type (left) and large helicopter types (right)

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HELICOPTERS ENGINE. A few of the smallest helicopters used the normal internal combustion piston engines but others have gas turbine engine and are commonly referred to as turbo shaft engines, which are turbo-prop engines geared to drive rotor heads instead of propellers. Fuel used is aviation gasoline or actor and location of the engine are mostly enclosed on top of the fuselage in the centre section. HAZARDS OF HELICOPTERS. The main hazard of helicopter is the main rotor which can dip dangerously low to the ground when the aircraft on is resting on uneven ground (Figure 2). An associated hazard is the tall sector. This rotor, which used to counter the torque of the main rotor, sometimes is moving so fast that it may not be visible. Serious injuries have known to be sustained by personnel who have been struck by the main or tail rotor. The air-frame of helicopter is very flimsy and is easily destroyed. In the event of outbreak of fire, a burn-through of the fuselage can occur very easily, and helicopter is very susceptible to fire. Where magnesium alloys are used, the air frame can burn fiercely. During the Vietnam War, much causality was suffered owing to the flammability of the air-frame. Since then, a crash-worthy system has been developed for helicopters. In this system, fuel pipes are designs to fracture at points that would not result in serious fuel leaks. Helicopter fitted with floatation equipment is also a hazard because of the metal covering device may operate accidentally inflating the float during a crash. Therefore the area of the wheel should be kept clear if possible.

SAFE AREA

BLIND AREA

SAFE AREA

BLIND AREA

Figure 2: Showing rotor sweeping area

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AIRCRAFT ENTRY WARNING Caution must be exercised when entering rotor blade area. Entry must be from side of aircraft. 1. Emergency Entry a. Slide, break or cut crew door window, located left and right forward fuselage. Unlatch and release door. b. Pull jettison handles. Located forward of right and left crew door frames, aft to jettison doors. c. Pull door outward. b. 3. 2. Normal Entry a. Rotate crew door handle, left and right forward fuselage, down to unlatch door. Pull out and forward to open position.

Cut In Cut windows and wind-shield to gain entry.

Another mode of entry is through the glass-paned window in cock-pit which is easily removable. In addition, most doors can be pulled away from their connections. The pilot and passengers are normally strapped in by conventional seat belts even for military helicopters. When the pilot or co-pilot is being extricated, care must be taken not to activate the throttle or other controls. This is why it is necessary to shut down the engine first. After evacuation is competed, the battery should be disconnected. If any pyrotechnics or weapons are connected to the helicopter then these should be disarmed. The connection is normally in the form of screw-in plug and socket. METHOD OF APPROACH TO HELICOPTER. Being of relatively light construction, these aircraft will to the heavy or violet forces encountered on impact. Usually the carriage, rotors and tall units disintegrate, leaving the wreckage of the cabin or fuselage as the main debris. This part of the wreckage normally carries the engine and fuel tank, and it should be approached with due caution. If the aircrafts rotor becomes damaged in the air and is put out of commission, the effect of a nose dive crash is likely to ensue. Normally, the possibility of serous fire is less in a helicopter accident than with fixed-wing aircraft because of the smaller fuel capacity, but the hazards associated with fuel fires and fuel tanks remain the same as for other types of aircraft. Before approaching the aircraft, first take-up tactical position from ten oclock to two oclock from the pilot view. Wait for his signal. The best path of approach to a crashed civilian helicopter will usually be either from the rear along the opposite side to that of the tail rotor or from the side.

Should a helicopter crash-land with the engine still running and the rotors turning, the greatest care should be taken if it is necessary to approach the aircraft to affect a rescue. If the engine is cut off, the main rotor will continue to turn for some time with tips of the rotor

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blades sagging lower and lower as they lose speed. It must be assumed that these will sag below normal head level and could cause a serious accident or death to the would-be rescuer. It is advisable, therefore, to watch the rotor blades and, if necessary, to approach the aircraft in a crouching position or on hands and knees. If the pilot is unconscious or injured, efforts should be made to shut down the engine by turning the throttle inwards and shutting fuel valves switches. FIRE FIGHTING AGENTS AND TECHNIQUES. Owing to the fragile construction of the aircraft, and the proximity of the fuel tanks. It is necessary to extinguish fires fast. For this reason a superior fire-fighting agent is necessary. AFFF is recommended agent for helicopter fire-fighting. The technique to employ is total extinction. This is the total extinguishing of all fires around the crash aircraft. Critical area concepts cannot be applied for such aircraft. Knowndown of all fires must be achieved as rapidly as possible. Building up resistance to burnback is less important owing to the small number of passengers carried by helicopters. RESCUE PROCEDURES. After approaching the aircraft, obtain the pilots help to shut down the engine. Owing to the flimsy structure of helicopter, entry into the cabin presents little problems. As the aircraft do not have pressurized interiors, opening of door is relatively simple with door operations being similar to cars. Most rear doors however slide backwards. CONCLUSION On completion of this lesson the students shall be able to apply the appropriate procedures for helicopter fire fighting and rescue.

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