ARFF (Airport Rescue and Fire Fighting)

Today is Wednesday the 29th of May, 2019

ARFF Working Group - Wed, 05/29/2019 - 06:14

Here are a few articles for your reading pleasure…

Be safe out there!


The post Today is Wednesday the 29th of May, 2019 appeared first on ARFFWG | ARFF Working Group.

Know Your Needs for ARFF Equipment

ARFF Working Group - Wed, 05/29/2019 - 06:12

Understand your options and how to bring in stakeholders when purchasing new equipment.


The Hawaii Department of Transportation Airports Division purchased 14 ARFF vehicles in the past two years and has set bids for four more 1,500-gallon vehicles and two 4,500 vehicles.

Martinez Jacobs, airports fire chief for HDOTA, said there are 52 trucks across Hawaiian airports and they’re currently implementing Oshkosh Global Strikers, replacing equipment that’s 12 to 15 years old. 

“It all depends on the usage,” he said. “A truck at Honolulu or Maui will get heavy usage, but if you go to the Big Island, the usage is probably about half of that.”

ANA All Nippon Airways (ANA) recently began A380 service to Honolulu International Airport, so Jacobs said they needed to update their airport emergency plan.  ICAO made a special Category 10 for the A380. Jacobs said Honolulu is a Category 8 in ICAO and FAA Category E, which is the highest level for Part 139.

“The FAA will support three vehicles with 6,000 gallons,” he said. “So in the event that we really have something go down, we have additional backup trucks that we can run out to the scene.

Honolulu also has assistance of Hickam Air Force Base in the event of a major incident, but the other airports in the state don’t have that same resource, so Jacobs said maintenance and training are key elements to making sure the equipment is performing optimal.

“They do initial training and a year after that initial training, we put everyone through that same training again,” he said. “If you’re operating the truck improperly, then it’s going to problems, especially when you make mistakes and operator error.

“The better trained the operator is, the better they can analyze a situation when it’s happening will help preserve the life of the truck.”

Ocala International Airport in Ocala, Fla., put its new ARFF vehicle into service in December, replacing a 20-year-old unit, which the airport bought at auction in 2008.

Matthew Grow, airport director at Ocala International Airport, said they opted for a new unit because it only cost the airport $27,000 to obtain the $540,000 vehicle. The Federal Aviation Administration (FAA) kicked in $486,000 towards the unit and the Florida Department of Transportation (FODT) also helped cover the cost of the vehicle.

“When you look at it compared to what we had, it was such a simple decision,” he said. “The ARFF industry has grown and transformed and incorporated so many new technologies in their vehicles compared to what we had from a 1998 truck. From the suspension to computerized agent disbursal, the pump mechanism the dynamics and diagnostics.

“We had a really dated piece of equipment.

Ocala is primarily a general aviation facility with some charter flights, but Grow said given the high volume of equine cargo coming through the facility makes it necessary for having ARFF coverage.

“Less than 1 percent of our operations requires that ARFF coverage, but that 1 percent the value of the cargo exceeds several hundred millions of dollars,” he said.

The old ARFF unit was one of E-One’s original Titan units, Grow said. The maintenance costs began to balloon, so they knew it was time to look for a new piece of equipment.

“The parts it needed were literally like Unobtainium,” he said E-One couldn’t even fix their own truck anymore, even though their manufacturing facility is located right across the street from the Ocala airport.”

Know your needs

Randal Rhodes,  assistant fire chief with Dallas Fort Worth International Airport’s Department of Public Safety, said airports and the fire services that support commercial airports should look at ARFF technology needs from the standpoint of several key elements: business performance (will this keep the airport in regulatory compliance); operational excellence (will the technology have a continued positive impact of emergency operations; and safe and secure (does it work and does it function well).

“[T]he agency/airport ‘should’ review the FAA FAR regulations, Aviation Circulars, and review adopted standards under the National Fire Protection Agency (NFPA) for guidance on required technology requirements and current standards for use of such technology,” he said. “Additionally, airports and agencies need to look at the need for technology based upon various response conditions. One example is certain visual aid technology an airport in San Francisco might need due to the famous foggy weather versus an airport in the desert.

“Ask the question, ‘Does the technology need to be fixed to the vehicle, or can it be operated by the operator like heat detection systems?’”

For establishing a time frame to make new purchases, there are a couple of different approaches an airport / fire department can use as a guideline. One way is to make purchases on a rotational basis. Rhodes said some departments will use an operational period, such as every 10 years, to replace old equipment with new. The benefits allow an airport/department to plan accordingly for budgets, knowing the replacement schedule is pre-determined. The downside to this model is the potential significant capital expenditure over a given budget year to purchase and integrate the new equipment.

Another approach is to tract maintenance and downtime  versus residual value as the equipment ages. Once the ARFF equipment’s maintenance cost of increasing downtime exceeds its overall value, the equipment is replaced.

“The benefit to this model is the capital expenses are distributed over a multi-year budget process, decreasing the ‘shock’ to the bottom line. The downside is continued tracking of maintenance, downtime and equipment failures,” Rhodes said. “From a equipment operator’s perspective, the expectation of the airport or department is to consider replacement or new equipment before safety is potentially compromised. If an add-on, new piece of technology comes along, a collaboration between the operators, airport decision makers, and the fire department is formed  to perform a cost-benefit analysis to determine the effectiveness and efficiently of the new technology.

Rhodes said fire fighter health and safety have always been concerns. Manufacturers are looking at medical embedded fire fighting gear so incident safety officers and incident commanders can monitor the health of each responder in various response roles. The ability to monitor the heart, blood pressure, temperatures and location can be very important to the safety of the fire fighter. Other technologies can enhance the response safety of drivers, vehicles and survivors by providing enhance driving capabilities through enhanced vision.

“Airports and ARFF fire departments can work closely with technology and equipment manufacturers and with regulatory agencies to ensure a collaborative effort is present when opportunities exist for integration of new equipment and technology for first responders,” he said. “From a first responder’s perspective, if the equipment or technology isn’t reliable or has a short lifespan, they may be hesitant to use it when needed.

Training plans were developed through years of data collection, maintenance records, attending seminars and seeing what types of best practices other airports have been implementing, Jacobs said.

“You have a much deeper understanding of the components that are needed to operate a good ARFF apparatus program and to keep operational readiness,” he said. “Operational readiness is a key component here.”

Learning to better maintain the old equipment also allowed HDOTA to keep the vehicles as backup units, Jacobs said.

“It takes a lot, but you want to treat it like it’s your car,” he said. “Now when you look at a truck, it’s still clean, we know the mechanics are really trained good, we have good maintenance practices, we have continual training and we have good operator training because we have continual training.”

When picking equipment, it’s important to consider all the needs outside of the FAA regulation. Jacobs said HDOTA learned having lights all around the vehicles has helped along with rear steering vehicles, which cuts down on tire wear.

Jacobs recommended doing a gap analysis to see what’s lacking in your program when picking new ARFF equipment and also getting firefighters to seminars and other opportunities so they know what they need.

“Training is the most important factor,” he said. “Then being able to go back day-to-day and evaluate the truck in the same way you evaluate the truck when your first got it. That evaluation methodology will save the truck wear and tear and it will provide an extended life.”

As with any new piece of technology entering a career field, there will be some time to learn and become confident with the new system.  Rhodes said defining a lead time is best determined by the type of technology under consideration. Time to train is dependent on if the technology is a whole new system or a significant enhancement to the current system.

An example of this is the High Reach Extendable Turret (HRET) system available to ARFF vehicles. As a new system, training was complex with classroom training, hands-on training and skills training in the field. After the system was in use, manufacturers came out with an enhanced camera system utilizing normal vision and heat detection vision to aid them in the use of the system. The degree of training was not too labor intensive for current operators in order to effectively use the system.

Some departments may enlist the assistance of their risk management department to possibly perform a risk analysis which would include pre and post-purchase training. Another consideration to include in the decision process is who is qualified to train and/or where can this training be accomplished. Manufacturers may provide a comprehensive training program while other departments may seek out experienced training facilities. 

“This was part of the vision for the DFW Airport Fire Training Research Center (FTRC). The FTRC is well known for its excellent training programs, but the center also provides manufacturers a near real-life fire fighting situation(s) to test and validate the technology but also the training program to train users of the technology,” Rhodes said. “This research side of the FTRC has allowed the center to keep up with technology advances but also the opportunity to become subject matter experts (SME’s) in a variety of updated technology opportunities.”

Grow said Ocala went with the new redesign of the Titan line by E-One, which is the fist vehicle of its type put into service. He said the company put it through extensive testing before placing it into service at Ocala and the company is located across the street from the airport, making for a prime location in need of service.

The airport brought in both members from the Ocala Fire Department and the city’s fleet management department to help write the spec for the vehicle. Grow said having the new equipment improved the overall moral of the firefighters as well.

“Our firefighters absolutely love it,” Grow said. “It’s almost the same feeling as when you buy that grail car and put it in your parking garage at home and you develop a relationship with that vehicle.

“I believe that our firefighters have developed a relationship with this new vehicle. They take care of it, they take it our and walk it every day, they adore it, they take care of it, they like showing it off and they hope to never use it, but if they do it’s going to be perfect.

Grow recommended airports consider the long-term cost of equipment when determining the future of it’s ARFF units.

“Make sure whomever the manufacturer or supplier is, make sure they have a good maintenance agreement in place that will cover the airport and make sure it’s from a reputable company that can follow through with their promises,” he said. “It’s always the long-term costs that get you in the end.

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NTSB Publishes Preliminary Report For Investigation Of Alaska Mid-Air Collision

ARFF Working Group - Wed, 05/29/2019 - 06:07

Calls For Greater Safety Measures For For-Hire Flights

The National Transportation Safety Board has released the preliminary report for its investigation of the May 13, 2019, fatal mid-air collision near Ketchikan, Alaska, one in a string of recent accidents involving for-hire aircraft. 

The collision between a float-equipped de Havilland DHC-2 Beaver and a float-equipped de Havilland DHC-3 Turbine Otter occurred about seven miles northeast of Ketchikan, Alaska. The DHC-2 commercial pilot and four passengers sustained fatal injuries and the DHC-3 certificated airline transport pilot sustained minor injuries, nine passengers sustained serious injuries and one passenger sustained fatal injuries.

Both aircraft involved in the mid-air collision were operating under Part 135 of FAA regulations, which govern the operation of business and charter flights. So was the airplane that crashed Monday in Alaska and the helicopter that crashed in Hawaii April 29.

“While these tragic accidents are still under investigation, and no findings or causes have been determined, each crash underscores the urgency of improving the safety of charter flights by implementing existing NTSB safety recommendations,” said Robert L. Sumwalt, Chairman of the National Transportation Safety Board. “The need for those improvements is why the NTSB put Part 135 aircraft flight operations on the 2019 – 2020 Most Wanted List of transportation safety improvements.”

The NTSB’s safety recommendations call on Part 135 operators to implement safety management systems, record and analyze flight data, and ensure pilots receive controlled-flight-into-terrain avoidance training. Major passenger airlines, which operate under Part 121, have adopted these measures and have seen a great improvement in safety.

“A customer who pays for a ticket should trust that the operator is using the industry’s best practices when it comes to safety,’’ Sumwalt (pictured)said. “And it shouldn’t matter if the operator has one airplane or 100. Travelers should have an equivalent level of safety regardless of the nature of the flight for which they paid.”

The preliminary report on the investigation of the May 13 mid-air collision does not discuss probable cause. The report contains information gathered thus far in the investigation.  Determination of probable cause and the issuance of any safety recommendations comes at the end of an investigation. Investigations involving fatalities and other major NTSB investigations currently take between 12 and 24 months to complete.

(Source: NTSB news release. Images from file)


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NTSB Releases Preliminary Report In Chesapeake Bay Helo Accident

ARFF Working Group - Wed, 05/29/2019 - 06:04

Pilot And Passenger Fatally Injured When The Aircraft Went Down

The NTSB has released a preliminary report from an accident involving a Guimbal Cabri G2 helicopter that went down on May 4th in the Chesapeake Bay near Kent Island, MD. The private pilot and passenger were fatally injured. The flight was a personal flight undertaken in instrument conditions, and a special flight rules area flight plan was filed for the local flight that originated from Tipton Airport (KFME), Fort Meade, Maryland, around 1130. 

According to a fuel receipt, the pilot fueled the helicopter with 14 gallons of fuel before departing on the accident flight.

According to several witnesses and preliminary radar data obtained from the FAA, the helicopter was flying around the southern point of Kent Island for several minutes before the accident occurred. One witness stated that the weather was “cloudy and the fog was heavy.” Another witness reported that the helicopter was “flying very low to the water in dense fog,” before the accident occurred.

According to FAA airman records, the pilot held a private pilot certificate with a rating for rotorcraft-helicopter. The pilot was issued a second-class medical certificate on July 6, 2017, with no limitations. The pilot’s logbook was recovered, and he recorded 103.5 total hours of flight time; all of which were in the accident helicopter. He did not hold an instrument rating, nor did he record any instrument flight time or simulated instrument flight time.

According to FAA airworthiness records, the two-seat, light helicopter was manufactured in 2017. It was equipped with a Lycoming O-360-J2A engine and it was not certificated to fly in instrument meteorological conditions. The main rotor had 3 rotor blades that turned in the clockwise direction. The helicopter’s most recent 100-hour inspection was completed on April 1, 2019, at a Hobbs time of 599.1 hours. The Hobbs meter that was observed postaccident indicated 645.5 hours.

The recorded weather observation at Bay Bridge Airport (W29), Stevensville, Maryland, around the time of the accident, which was about 8 miles to the northeast of the accident location, included wind from 350° at 5 knots, visibility 3 miles, mist, overcast clouds at 400 ft above ground level, temperature 18° C, dew point 18° C; and an altimeter setting of 29.88 inches of mercury.

The helicopter impacted the Chesapeake Bay, about 1 mile from the shoreline and was located in about 63 feet of water. All major components of the helicopter were recovered and an oil and fuel sheen was noted on the water by first responders. Flight control continuity was confirmed from the flight controls to the main rotor and tail rotor through multiple overstress fractures. Continuity was confirmed from the throttle to the engine through all push pull tubes. The windscreen, doors, and forward section of the fuselage were fragmented. The instrument console remained attached to the main wreckage through cables and wires. Both seats were impact separated but remained attached to the fuselage by their seatbelts.

All main rotor blades remained attached to the rotor head but were removed to facilitate recovery. The yellow rotor blade exhibited impact damage and was fragmented. The lead/lag damper was not extended. The green rotor blade was impact damaged and the outboard portion of the blade was partially separated. The lead/lag damper was extended about 0.5 centimeters (cm). The red rotor blade was impact damaged and sections of the trailing edge were splayed open. The red lead/lag damper was extended about 4 cm.

The fenestron remained attached to the tailboom. Chordwise scratching was noted on the fenestron housing. All fenestron vanes were bent the opposite direction of travel. The tail rotor rotated freely when the tail rotor drive shaft was rotated by hand. The tail rotor drive shaft was bent and separated from the transmission. Continuity was confirmed from the anti-torque pedals to the tail rotor.

The engine remained attached to the helicopter through two of the three engine mounts and was removed from the airframe for further examination. Crankshaft continuity was confirmed by rotating the scroll assembly by hand. The scroll assembly exhibited impact damage about 1/3 of the circumference. Thumb compression and suction was noted on the Nos. 2, 3, and 4 cylinders. The No. 1 cylinder was removed and examined. When water was placed in the cylinder, the majority of the water leaked through the exhaust valve seat and a minor amount of water leaked through the intake valve seat. 

The carburetor was removed from the engine. Fuel and water were noted in the bowl. The carburetor floats exhibited hydraulic deformation. The accelerator pump operated when the throttle arm was moved by hand. The carburetor fuel inlet screen was removed and no debris was noted. The carburetor gasket was removed and no tears were noted. The carburetor heat door was located in the closed position. The assembly was impact damaged and pushed up onto the carburetor. The automatic carburetor door was tested using a 12V battery. When the wires were connected to the battery, the door operated and moved to an open position. The wires were then moved to the opposite poles of the battery and the carburetor door moved to the closed position.

The oil suction screen was removed and no debris was noted. The oil filter was removed and disassembled. No debris was noted in the filter. The engine driven fuel pump was removed from the engine and it operated when moved by hand. The helicopter was equipped with an electronic and single-conventional magneto ignition system. The magneto was removed from the engine and produced spark on all towers when rotated.

An Electronic Pilot Monitor was removed from the instrument panel and sent to the NTSB Recorders Laboratory for further examination. In addition, the passenger’s cell phone was retained and sent to the NTSB Recorders Laboratory for data download.

(Source: NTSB. Images from file)


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PFAS Exposure Testing Closer to Becoming Law

ARFF Working Group - Wed, 05/29/2019 - 06:02

IAFF priority legislation for testing Department of Defense (DoD) fire fighters for PFAS is one step closer to becoming law as part of the 2020 National Defense Authorization Act (NDAA).

The bill, advanced by the Senate Armed Services Committee, includes the Protecting Military Firefighters from PFAS Act, introduced by Senators Jeanne Shaheen (D-NH) and Lisa Murkowski (R-AK) on behalf of the IAFFearlier this year. The bill directs the DoD to capture PFAS exposures for federal fire fighters through a non-invasive blood test administered as part of routine medical examinations.

Test results could be used to document exposures while also providing medical guidance to fire fighters on PFAS exposure. In addition, information gathered from testing would allow occupational health physicians to better track exposure trends while establishing engineering controls to reduce or prevent future contact with toxic PFAS-laden foams.

“The IAFF is committed to protecting the health and safety of our federal fire fighters who face increased health risks specifically tied to the DoD’s reliance on toxic PFAS-laden foams,” says General President Harold Schaitberger. “Inclusion of language directing the DoD to test fire fighters’ blood for the presence of PFAS and prohibiting future purchases of PFAS-laden foams by DoD is a move in the right direction.”

The draft bill also includes a provision prohibiting DoD from procuring new firefighting foam containing PFAS after October 1, 2022.

The NDAA will soon move to the full Senate for consideration. The House of Representatives is also working to draft its own version of the NDAA, and the IAFF has been working to incorporate the Protecting Military Firefighters from PFAS Act in the House bill.

The IAFF and federal sector advocates will continue to push for this important legislative initiative as Congress works to adopt a final NDAA, which is anticipated this fall.

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ARFF Working Group - Wed, 05/29/2019 - 05:58


The Issue:

Diesel Exhaust Fluid (DEF) is a colorless additive used with diesel engines to reduce emissions. It has mistakenly been added to jet fuel on three occasions over the past 18 months. Presumably, operators have mistaken DEF for fuel system icing inhibitors (FSII), which are also colorless. The latest DEF contamination incident caused engine flameouts at altitude in two Cessna 550 jets, one of which experienced dual-engine flameout resulting in a total engine failure landing at a Savannah, GA airport.

What You Should Do:

Talk with your fuel providers and ask if they use DEF in ground equipment. If so, inquire about procedures to confirm correct additives are used for jet fuel. This should include separate storage, clear labeling, confirmation of correct additives at the time of insertion, and training for personnel.

DEF crystalizes in jet fuel and clogs fuel filters, which can result in fuel starvation. If engine failure occurs due to turbine flameout, be cognizant of the potential for DEF contamination. Follow emergency checklist procedures for engine failure and realize if DEF contamination is the cause, successful restart is unlikely.

If a turbine engine flameout occurs in a multi engine aircraft, follow emergency checklist procedures and expect loss of the remaining engine(s).  Consider preserving altitude for as long as possible to maximize potential of a safe glide to a suitable runway.

If you encounter or suspect any DEF contamination, notify the Fixed Base Operator where fuel was obtained as soon as possible. Document the incident and report it to the local FAA FSDO office immediately.

What You Should Know:

There are no known pre-flight procedures pilots can use to identify the presence of DEF in jet fuel.

An industry working group, which includes AOPA is working to understand causes of contamination and provide recommendations for prevention.

Read AOPA’s article here.

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Today in History

ARFF Working Group - Wed, 05/29/2019 - 05:55

72 Years ago today: On 29 May 1947 a United Air Lines Douglas DC-4 crashed near New York; killing 43 out of 48 occupants.

Date: Thursday 29 May 1947 Time: 19:05 Type: Douglas DC-4 Operator: United Airlines Registration: NC30046 C/n / msn: 18324 First flight: 1944 Total airframe hrs: 5950 Crew: Fatalities: 2 / Occupants: 4 Passengers: Fatalities: 41 / Occupants: 44 Total: Fatalities: 43 / Occupants: 48 Aircraft damage: Destroyed Aircraft fate: Written off (damaged beyond repair) Location: New York-La Guardia Airport, NY (LGA) (   United States of America) Crash site elevation: 7 m (23 feet) amsl Phase: Takeoff (TOF) Nature: Domestic Scheduled Passenger Departure airport: New York-La Guardia Airport, NY (LGA/KLGA), United States of America Destination airport: Cleveland Municipal Airport, OH (CLE/KCLE), United States of America Flightnumber: UA521

A Douglas DC-4, operated by United Air Lines, was destroyed in an accident at New York-La Guardia Airport, New York, USA. Five of the 48 occupants survived the accident.
The DC-4, named “Mainliner Lake Tahoe”, was ready for takeoff at 19:04 hours local time. The tower operator asked whether the flight wished to wait out a storm on the ground. The captain answered. “I’ll take off.” The tower then advised the flight: “Cleared for immediate takeoff, or hold; traffic on final approach north of Riker’s Island.” Flight 521 rolled onto runway 18, and accelerated for takeoff immediately. The captain applied back pressure to the control column but the controls felt heavy and the aircraft did not respond. The captain decided to discontinue takeoff.
About 1,000 feet from the south end of the runway he applied brakes, ordering the co-pilot at the same time to cut the engines. A ground-loop was attempted by heavy application of left brake. The aircraft, however, proceeded to roll straight ahead. Then, with both brakes locked it continued over the remainder of the runway, crashed through the fence at the airport boundary, and half-bounced, half-flew across the Grand Central Parkway. The aircraft finally came to rest immediately east of the Casey Jones School of Aeronautics, a distance of 800 feet from the end of runway 18 and 1,700 feet from the point at which brakes were first applied. It was almost immediate enveloped in flames.
Investigation revealed that the guts locks on the plane had been altered, permitting it to remain locked even after removal of the gust lock warning tape

Probable Cause:

PROBABLE CAUSE: “The Board determines that the probable cause of this accident was either the failure of the pilot to release the gust lock before take-off, or his decision to discontinue the take-off because of apprehension resulting from rapid use of a short runway under a possible calm wind condition.”

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Today is Tuesday the 28th of May, 2019

ARFF Working Group - Tue, 05/28/2019 - 06:55

Here are the stories for today…

Be safe out there!


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Plane crashes upside down at airport

ARFF Working Group - Tue, 05/28/2019 - 06:52


A small, private plane crashed at Yellowstone Regional Airport Saturday morning causing significant delays to commercial aircraft coming and going from the airport. 

No injuries were sustained in the accident to either the student pilot or local flight instructor inside the plane, but an incoming Delta flight from Salt Lake City was delayed two hours and a United Express flight departing to Denver from YRA was postponed 90 minutes because of the crash.The airport was closed to all traffic for two hours as staff removed the plane from the runway.

Bob Hooper, general manager of YRA, said the Piper Cub plane owned by Hunt Oil Company, was affected by winds while landing on the YRA tarmac around 10:55 a.m, causing the plane to flip upside down before coming to rest on Runway 22, at the northeast side of the airport.

Yellowstone Regional Airport Aircraft Rescue and fire fighting personnel responded to the accident.The Federal Aviation Administration and the National Transportation Safety Board are investigating the incident.

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Single-engine plane makes emergency landing in Palm City neighborhood

ARFF Working Group - Tue, 05/28/2019 - 06:50

By: Jon Shainman

PALM CITY, Fla. — A small plane made an emergency crash landing in the middle of a residential neighborhood in Palm City on Monday afternoon.

WPTV viewer Dave Castle sent us a photo showing the single-engine aircraft in the brush off Southwest Berry Avenue, between Southwest Sunset Trail and Southwest Martin Highway.

Castle said the plane experienced engine failure around 4 p.m., and the pilot did an amazing job landing the aircraft without damaging any surrounding homes.

Martin County officials said the pilot and a passenger on board were not hurt.

According to the Federal Aviation Administration, the fixed wing single-engine plane is a Piper PA-18-150.

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Two dead after plane crashes into forest near Whitehorse airport

ARFF Working Group - Tue, 05/28/2019 - 06:48

The crash happened shortly after take-off, according to a Transportation Safety Board manager


Two people are dead after a small plane crashed shortly after taking off from the Whitehorse airport Monday evening.

Transportation Safety Board of Canada’s western regional manager, Jon Lee, confirmed the fatalities in an interview Monday night.

According to Lee, the plane, a Cessna 170, took off from Erik Nielsen Whitehorse International Airport at 5:30 p.m. and crashed shortly after takeoff.

The two occupants inside were “fatally injured,” Lee said.

The plane had an intended destination of Anchorage, Alaska.

The Transportation Safety Board is planning on sending investigators to Whitehorse Tuesday morning, Lee added.

The Whitehorse Fire Department, Whitehorse RCMP and airport rescue firefighters all responded to reports about the crash.

Emergency responders were still on scene as of 7:45 p.m. and drivers are being asked to avoid the area around Robert Service Way.

News reporter who was near the scene shortly after the crash, saw a column of smoke rising from the forested area immediately south of the airport runway, as well as a helicopter with a bucket circling the area before flying towards Schwatka Lake.

Robert Service Campground attendant Jessica Harach told the News that she had been walking around the nearby campground around 5:30 p.m. when she heard something unusual.

“I heard a plane coming in and it stopped very suddenly, not like, when planes are landing and they sort of wind down,” she said. “It was a very sudden stop … It was just the loud plane, and then nothing.”

Harach said she didn’t see what happened, but soon saw a helicopter in the sky and heard emergency vehicles speeding by.

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Small aircraft crashes in field near Poplar Grove Airport

ARFF Working Group - Tue, 05/28/2019 - 06:46

POPLAR GROVE (WREX) — Poplar Grove Airport officials report a small plane went down in a field near the airport sometime Sunday evening.

The Federal Aviation Administration has been notified of a crash in the area.

The Boone County Sheriff’s Office confirmed it responded to the area near Beloit Road.

Officials said there were no serious injuries reported. There is still limited information available at this time.

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Small plane crashes at Southern Illinois Airport

ARFF Working Group - Tue, 05/28/2019 - 06:43

By  Jillianne MoncriefLeah Shields

JACKSON COUNTY, IL – UPDATE: 5:00 PM  – Southern Illinois Airport manager says a 1940s airplane has crashed upside down on the tarmac. Two pilots were on the plane and did not suffer major injuries.

A crane is on the tarmac trying to flip the plane back over. A pilot at the scene says the wind or a mechanical issue could have been the reason for the crash. The cause is unknown at this time.

UPDATE: 3:18 PM – Jackson County Emergency Management say an airplane is upside down at the airport. No injuries have been reported.

A Facebook post from Southern Illinois Fire Incidents says a plane has crashed at the Southern Illinois Airport. Murphysboro Fire Department confirms there has been an “incident” at the airport and that crews have responded to the scene. They will not release any more details at this time.

The Southern Illinois Fire Incidents Facebook page says “Multiple agencies are responding to the incident and local hospitals placed on trauma standby” and that “ARCH helicopter crew stationed at airport en route to assist”.

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Pilot killed in plane crash on St. Simons Island

ARFF Working Group - Tue, 05/28/2019 - 06:41


Twisted and scattered shards of metal were all that remained Saturday of a single-engine airplane, which plunged into the woods during a fatal fiery crash off Sinclair Plantation Road on St. Simons Island’s north end.

The crash occurred about 9:25 a.m. Saturday, the pilot was flying the Cessna 182 plane from Savannah/Hilton Head International Airport to McKinnon St. Simons Island Airport on the island’s south end, said Brian Scott, Chief of Staff of the Glynn County Police Department. Glynn County assistant coroner Chris Stewart confirmed the pilot died in the crash. After identifying next of kin, police on Sunday identified the deceased pilot as 80-year-old Roger Crane of Bluffton, S.C.

The Glynn County Fire Department responded to a 9:25 a.m. call Saturday of a possible airplane crash in the woods off Sinclair Plantation Road, a thoroughfare that is gated at Lawrence Road and leads to the Oatland Plantation estate.

“Firefighters arrived on scene, they found an area of the woods that was heavily taken over by fire,” Scott said during a press conference Saturday afternoon near the scene of the crash. “Once they had that fire put out, they were able to confirm that a plane did indeed crash.”

Earlier reports out of Savannah indicated the pilot had passengers onboard the four-seater aircraft, but officials at the scene of the crash said the pilot was the lone occupant. “Although plane is designed for four passengers, we have no reason to believe anyone else was present on the plane other than the pilot,” Scott said.

The large scraps of metal from the wreckage were scattered throughout a patch of charred palmetto scrub, pine and oak that stretched about 30 yards across. The crash site was in the woods on the south side of Lawrence Road, a ¼ mile east of Lawrence Road.

On the northern outskirts of the burnt patch of woods, a thick oak tree trunk was snapped off about 20 yards up, the only indication of the plane’s descent into the heavily-wooded area. There appeared to be a deep indentation in the ground at the center of the wreckage.

The cause of the crash has not been determined, however, officials from the Federal Aviation Administration and the National Transportation Safety Board have been notified and were in route to the crash Saturday afternoon, Scott said.

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Two dead after small plane crash in Wayne County

ARFF Working Group - Tue, 05/28/2019 - 06:40


WAYNE COUNTY (ABC4 News) -Two people were found dead following a small plane crash in Wayne County Friday.

Wayne County Sheriff’s Office was dispatched to Miner’s Mountain Road in the Grover area after someone called 911 reporting they had witnessed a plane crash.

The witnesses told authorities the plane disappeared from their view, they heard an explosion and then saw smoke.

Deputies arrived at the scene of a fiery crash and a large field of debris. Authorities said there appeared to be two occupants of the aircraft, and they were found dead. The remains of the people on board were transported to the State Medical Examiner’s Office for further investigation.

The National Transportation Safety Boarding will be conducting an investigation into the cause of the crash.

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Small Plane Makes Emergency Landing In Field In McKinney; No Injuries

ARFF Working Group - Tue, 05/28/2019 - 06:38

MCKINNEY, Texas (CBSDFW.COM) – A small plane made an emergency landing just north of McKinney National Airport Saturday afternoon, and two people who were inside are okay, officials said.

Officials said the plane was carrying two people when it made the landing in a field north of Highway 380 between Airport Road and New Hope Road, which is about a mile north of the airport.

The FAA said the pilot reported having engine failure before the landing.

According to the McKinney Fire Department, the plane had the words “Air Ambulance” on the side, and that the pilot said he is a doctor.

On Thursday, a Piper PA 28 plane crashed into a home in a McKinney neighborhood, which caused two passengers to be sent to the hospital. Their conditions or identities have not been released. There were no major injuries to residents in this crash.

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Two men killed in training flight crash in St-Cuthbert

ARFF Working Group - Tue, 05/28/2019 - 06:35

The instructor and student pilot were killed when a powered hang-glider lost control after takeoff Friday in the Lanaudière region.


ST-CUTHBERT — The two men killed in an ultralight plane crash Friday night in the Lanaudière region were an instructor and a student pilot on a training flight, Transportation Safety Board of Canada spokesperson Chris Krepski said Sunday.

The two men were in a powered hang-glider known as a DTA Voyageur 2 912S that lost control after takeoff from the St-Cuthbert aerodrome, he said.

The Sûreté du Québec said it received a call shortly after 8 p.m. Friday saying that the craft had crashed in a field near Grand Rang Ste-Catherine in St-Cuthbert, about 90 kilometres northeast of Montreal. Emergency responders were on the scene quickly. The men were hospitalized and listed in critical condition, but were declared dead overnight Friday.

A CBC report said the SQ had identified the victims as Mario Baril, 40, of St-Damien, and Norbert St-Onge, 54, of L’Assomption.

The TSB arrived at the crash site Saturday morning to examine the wreckage and interview witnesses. Tests will take place to determine whether a mechanical problem occurred. The TSB did not say who was piloting the craft at the time of the crash.

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Today is Friday the 24th of May, 2019 – The start of Memorial Day Weekend

ARFF Working Group - Fri, 05/24/2019 - 07:22
Honor. Remember. Never forget.

This coming Monday is Memorial Day, a federal holiday in the United States for remembering the people who have made the ultimate sacrifice while serving in our country’s armed forces.

This entire three-day weekend is about a lot more than barbecues, baseball and the beach, and it’s not a patriotic celebration of military might, it is a remembrance of the 1 million plus casualties of all our wars who never made it home.

National Moment of Remembrance

The “National Moment of Remembrance” resolution was passed in December of 2000 and asks that at 3 p.m. local time on Memorial Day, for all Americans “To voluntarily and informally observe in their own way a Moment of remembrance and respect, pausing from whatever they are doing for a moment of silence or listening to ‘Taps.”


Now here are the stories to close out this week…

Everyone have a safe weekend!


The post Today is Friday the 24th of May, 2019 – The start of Memorial Day Weekend appeared first on ARFFWG | ARFF Working Group.

This Week Marks 40 Years Since American Airlines Flight 191 Crash Killed 273 People In Chicago

ARFF Working Group - Fri, 05/24/2019 - 07:04

CHICAGO (CBS)–This week marks the 40th anniversary of the day 271 doomed passengers and crew boarded an American Airlines plane at Chicago’s O’Hare Airport. They never set foot on the ground in Los Angeles as they planned.

The air disaster on May 25, 1979 was set in motion when the plane’s left engine suddenly broke off as it departed the runway, damaging both the wing and hydraulic systems, causing the plane to roll as it tried to ascend.

Just 31 seconds after takeoff, the McDonnell Douglas DC-10 had plunged into the ground, black smoke billowing toward the sky on the Friday of Memorial Day Weekend.

Everyone on board Flight 191 was killed. Two people on the ground also died.

The plane crashed into an open field off Touhy Avenue in Elk Grove Township, and wreckage scattered onto a trailer park.

Smoke and flames were visible for miles to the thousands of drivers on the roads for Memorial Day weekend travel.

The crash today remains the deadliest commercial aircraft accident in U.S. history.

The post This Week Marks 40 Years Since American Airlines Flight 191 Crash Killed 273 People In Chicago appeared first on ARFFWG | ARFF Working Group.

Small Plane Crashes Into House In McKinney

ARFF Working Group - Fri, 05/24/2019 - 07:02

McKINNEY, Texas (CBSDFW.COM) – A small plane crashed into the back of a house in the 200 block of Black Bear Drive in McKinney Thursday afternoon. 

Two people on the plane were rushed to the hospital.

The McKinney Fire Department said no one on the ground was hurt, but the home suffered serious damage.

The FAA said the plane is Piper PA 28.

It crashed about a quarter mile west of the Aero Country Airport.

Homeowner Jamillah Foster told CBS 11, the plane came within about ten feet of her 1-year-old son when it crashed through the back of their home.

“I was scared. I mean immediately I didn’t know what happened,” said Foster. “I thought it was some kind of explosion. It was just so loud.”

Foster said she rushed to her living room to see the wreckage.

She said she immediately thought, ‘Where are my three children?’

“I was in a full blown panic. I felt like I was having panic attacks,” she said. “Thank God the baby was fine, he cried a little bit. I  just snatched him up and was looking for the three year old.”

Her two other children were fine.

This family said they’ve been told they can’t stay here right now, but the Red Cross is helping them to figure out their next move.

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