ARFF Section 207

1. 1 ARFF Section 207 Evacuation Assistance From Aircraft During Emergencies � 2 Hours Show powerpoint Show video-American Airlines fireman training(12 min.) and/or Emergency evac 732-0087 (20 min. from Southwest Airlines)) Go to training plane and practice opening all exits including cockpit windows and overwing windows Review Give testShow powerpoint Show video-American Airlines fireman training(12 min.) and/or Emergency evac 732-0087 (20 min. from Southwest Airlines)) Go to training plane and practice opening all exits including cockpit windows and overwing windows Review Give test

2. 2 Main Objectives Identify the priorities of openings to be used Demonstrate while wearing full protective gear from inside and outside the aircraft,opening normal and emergency exits. Identify emergency procedures followed by the flight crew of the airline operator.

3. 3 EMERGENCY EVACUATION Prior to any planned emergency landing, flight deck crews normally will consider passenger relocation within the cabin Prior to any planned emergency landing, flight deck crews normally will consider passenger relocation within the cabin if it could help the situation such as the Air Canada crash where they had a motor on fire in the bathroom at the rear of the plane. The flight attendants moved passengers forward as far away from the smoke as possible. Flight crews receive extensive training in emergency evacuation procedures. They are usually in the best position to make optimum decisions relative to evacuation procedures in most emergency situations. They also have immediate contact with those aboard the aircraft and, therefore, can directly supervise the operations.� Airlines have a procedure used to expedite use of all the emergency exits. Placing a crew member, or a person knowledgeable in evacuation procedures, at each exit to assist flight attendants in the direction and movement of occupants is common practice where time and circumstances permit. Under certain circumstances, flight attendants might have the necessary time prior to impact to more fully instruct passengers on how to survive impact and evacuate the aircraft. Prior to any planned emergency landing, flight deck crews normally will consider passenger relocation within the cabin if it could help the situation such as the Air Canada crash where they had a motor on fire in the bathroom at the rear of the plane. The flight attendants moved passengers forward as far away from the smoke as possible. Flight crews receive extensive training in emergency evacuation procedures. They are usually in the best position to make optimum decisions relative to evacuation procedures in most emergency situations. They also have immediate contact with those aboard the aircraft and, therefore, can directly supervise the operations.� Airlines have a procedure used to expedite use of all the emergency exits. Placing a crew member, or a person knowledgeable in evacuation procedures, at each exit to assist flight attendants in the direction and movement of occupants is common practice where time and circumstances permit. Under certain circumstances, flight attendants might have the necessary time prior to impact to more fully instruct passengers on how to survive impact and evacuate the aircraft.

4. 4 One thing they tell people in exiting overwing exits is to put one foot through first versus sticking your head through and then your feet. They have done tests and found out they can deplane passengers a lot faster with this technique. In a regular doorway where there is an exit slide people are instructed to jump onto the slide instead of sitting down to slide. This also speeds up the evacuation. Training and checklists provide them more information for selecting able-bodied helper passengers to receive instructions pertaining to operation of exits and slides. These persons would then be more capable of assisting the flight attendants. Additionally, ARFF personnel should realize that the first passengers to leave the plane might have received instructions to remain at the bottom of a slide, wing, airstair, and so forth. Normally ARFF personnel should direct survivors away from the aircraft and prevent survivors from piling up.�So keep this in mind if you can use their help keep them there. If you really don�t need them tell them you�ll take over and send them to a safe area. One thing they tell people in exiting overwing exits is to put one foot through first versus sticking your head through and then your feet. They have done tests and found out they can deplane passengers a lot faster with this technique. In a regular doorway where there is an exit slide people are instructed to jump onto the slide instead of sitting down to slide. This also speeds up the evacuation. Training and checklists provide them more information for selecting able-bodied helper passengers to receive instructions pertaining to operation of exits and slides. These persons would then be more capable of assisting the flight attendants. Additionally, ARFF personnel should realize that the first passengers to leave the plane might have received instructions to remain at the bottom of a slide, wing, airstair, and so forth. Normally ARFF personnel should direct survivors away from the aircraft and prevent survivors from piling up.�So keep this in mind if you can use their help keep them there. If you really don�t need them tell them you�ll take over and send them to a safe area.

5. 5 EMERGENCY EVACUATION Once the aircraft has landed, the flight crew normally initiates an emergency evacuation. Flight crew is in charge of initiating the evacuation�not the fire department Once the aircraft has landed, the flight crew normally initiates an emergency evacuation. Flight crew is in charge of initiating the evacuation�not the fire department Once the aircraft has landed, the flight crew normally initiates an emergency evacuation. Flight crew is in charge of initiating the evacuation�not the fire department

6. 6 If there is no sign of evacuation upon landing, ARFF personnel must immediately gain access into the aircraft and begin rescue and firefighting operations. If there is no sign of evacuation upon landing, ARFF personnel must immediately gain access into the aircraft and begin rescue and firefighting operations. Flight crews hold the primary responsibility for the aircraft and for the safety of its occupants. The final decision to evacuate an aircraft and the manner in which the evacuation is carried out are made by the flight crew, provided they are able to function in a normal manner at the time. The stewardesses in the past were taught to wait for instructions from the pilot before opening exits. This has caused delays in past crashes because they could not get a hold of the captain over the intercom due to communication problems and other times where the pilots were incapacitated. We are supposed to wait for them to initiate evacuation but if its been awhile and nothing is happening in a situation where you think the exits should be opened. Err on the side of safety. It cost a lot to recharge those slides because someone certified has to come in to repack it just like parachutes but I�d rather have to explain why I opened them and people lived than why I didn�t and someone died. If there is no sign of evacuation upon landing, ARFF personnel must immediately gain access into the aircraft and begin rescue and firefighting operations. Flight crews hold the primary responsibility for the aircraft and for the safety of its occupants. The final decision to evacuate an aircraft and the manner in which the evacuation is carried out are made by the flight crew, provided they are able to function in a normal manner at the time. The stewardesses in the past were taught to wait for instructions from the pilot before opening exits. This has caused delays in past crashes because they could not get a hold of the captain over the intercom due to communication problems and other times where the pilots were incapacitated. We are supposed to wait for them to initiate evacuation but if its been awhile and nothing is happening in a situation where you think the exits should be opened. Err on the side of safety. It cost a lot to recharge those slides because someone certified has to come in to repack it just like parachutes but I�d rather have to explain why I opened them and people lived than why I didn�t and someone died.

7. 7 Limited evacuation options might be available to the flight deck crew due to circumstances aboard the aircraft. One or more emergency exits could be inoperable as the result of distortion caused by impact. Doors might be blocked by loose galley equipment. Aisles might be difficult to travel due to injured passengers, collapse of overhead panels and partitions, dislodged seats, and carry-on items. Although normal evacuation procedures provide for the use of all available exits, flight deck crews are trained to remain flexible and are prepared to select the best means of exit as circumstances and conditions permit.� Limited evacuation options might be available to the flight deck crew due to circumstances aboard the aircraft. One or more emergency exits could be inoperable as the result of distortion caused by impact. Doors might be blocked by loose galley equipment. Aisles might be difficult to travel due to injured passengers, collapse of overhead panels and partitions, dislodged seats, and carry-on items. Although normal evacuation procedures provide for the use of all available exits, flight deck crews are trained to remain flexible and are prepared to select the best means of exit as circumstances and conditions permit.�

8. 8 AIRCRAFT EMERGENCY EVACUATION Communications Interphone system Tower relay Direct radio communication Visual signals If fire conditions or fuel spills initially prohibit the use of certain emergency exits, ARFF personnel are usually in a better position to make this observation.. The ARFF incident commander should not hesitate to communicate this information to the flight deck crew. Several methods of direct communication are generally available such as aircraft interphone system, Most aircraft are equipped with intercom systems and provided with plug-in jacks which are normally located under the forward portion of the aircraft near the nose gear. ARFF personnel should be aware of this means of communication and may want to carry the proper headset and microphone to plug into these jacks. Even with the engines operating, direct communications with the pilots can be established by using this system as long as the power is still on. Tower relaying the information, or direct radio communication via approved frequency( which we do have in Amarillo. Its called the DEF frequency or discreet emergency frequency. And we don�t have to wait till the pilot is down to use it. We can call the tower and ask them to have the pilot change to DEF frequency and start asking him questions about the particular problem he is having to give us a better clue of the seriousness of the incident. And another option available is the use of visual hand signals which are universal in the aviation world. You will be taught these in communication class. If fire conditions or fuel spills initially prohibit the use of certain emergency exits, ARFF personnel are usually in a better position to make this observation.. The ARFF incident commander should not hesitate to communicate this information to the flight deck crew. Several methods of direct communication are generally available such as aircraft interphone system, Most aircraft are equipped with intercom systems and provided with plug-in jacks which are normally located under the forward portion of the aircraft near the nose gear. ARFF personnel should be aware of this means of communication and may want to carry the proper headset and microphone to plug into these jacks. Even with the engines operating, direct communications with the pilots can be established by using this system as long as the power is still on. Tower relaying the information, or direct radio communication via approved frequency( which we do have in Amarillo. Its called the DEF frequency or discreet emergency frequency. And we don�t have to wait till the pilot is down to use it. We can call the tower and ask them to have the pilot change to DEF frequency and start asking him questions about the particular problem he is having to give us a better clue of the seriousness of the incident. And another option available is the use of visual hand signals which are universal in the aviation world. You will be taught these in communication class.

9. 9 Evacuation slides are provided to expedite occupant egress from aircraft that have normal door sill heights above 5 or 6 feet. NFPA 402 states 5 feet and the Arff Ifsta book says 6 ft. Because passengers are not trained in proper evacuation slide use, there is a degree of personal injury risk when they are used. Arff personnel should expect to see the occurrence of sprains, bruises, friction burns, and other minor injuries when these slides are used. As many as 10 to 15 % of the occupants are going to receive injuries from using the slide. This picture shows the proper entry and use of a slide by an occupant. Instead of sitting down and sliding like you see kids do at a park slide passengers are taught to jump and land on the slide. This speeds up evacuation time over the sit down and slide method. Evacuation slides are provided to expedite occupant egress from aircraft that have normal door sill heights above 5 or 6 feet. NFPA 402 states 5 feet and the Arff Ifsta book says 6 ft. Because passengers are not trained in proper evacuation slide use, there is a degree of personal injury risk when they are used. Arff personnel should expect to see the occurrence of sprains, bruises, friction burns, and other minor injuries when these slides are used. As many as 10 to 15 % of the occupants are going to receive injuries from using the slide. This picture shows the proper entry and use of a slide by an occupant. Instead of sitting down and sliding like you see kids do at a park slide passengers are taught to jump and land on the slide. This speeds up evacuation time over the sit down and slide method.

10. 10 EMERGENCY EVACUATION Use extreme caution when entering the aircraft exits due to the emergency escape slide systems attached to the doors and on some aircraft to the over wing exits as well. These slides can injure or kill emergency personnel. Under no circumstances should emergency personnel entering the aircraft impede the egress of occupants and crew in an attempt to start rescue and firefighting. Locate and open all other available exits taking into consideration the fire location or fuel spills outside the aircraft. Use extreme caution when entering the aircraft exits due to the emergency escape slide systems attached to the doors and on some aircraft to the over wing exits as well. These slides can injure or kill emergency personnel. Under no circumstances should emergency personnel entering the aircraft impede the egress of occupants and crew in an attempt to start rescue and firefighting. Locate and open all other available exits taking into consideration the fire location or fuel spills outside the aircraft. Use extreme caution when entering the aircraft exits due to the emergency escape slide systems attached to the doors and on some aircraft to the over wing exits as well. These slides can injure or kill emergency personnel. Under no circumstances should emergency personnel entering the aircraft impede the egress of occupants and crew in an attempt to start rescue and firefighting. Locate and open all other available exits taking into consideration the fire location or fuel spills outside the aircraft.

11. 11 EMERGENCY EVACUATION Here is what the escape slide looks like before it is inflated. It sits inside this suitcase looking housing. At the bottom of the housing you can see a long straight bar. This is the girt bar. There is a catch on the floor of the aircraft that the stewardess will hook this bar into after closing the door to arm the slide. On some aircraft there is an arming lever that does this automatically for them and the girt bar is actually hidden behind the suitcase looking compartment where you cant see it. When the door is opened in an emergency the bar pulls the slide out and the slide drops down out of the container and begins inflation. On most narrow body aircraft the slide cannot be deactivated from outside. It will automatically deploy if you open the door. There are some of the newer narrow bodied aircraft that can be disarmed from outside but the majority cannot. On wide body aircraft the slide will only deploy if the door is opened from the inside. If you open it from outside it does not deploy. The normal opening procedures can disarm these slides on the wide bodies. Another slide that deactivates when the exit is opened are overwing exits if they are equipped with a slide only deploy if the overwing door is opened from inside. This keeps the rescuers from being knocked off the wing if they are the ones opening the wing exit. After they get it open there is a manual inflation handle usually near the bottom of the door they can activate to inflate the slide and evacuate passengers from the wing area. All escape slides have a manual pull type inflation handle somewhere at the top of the slide. It is usually red in color. There is also a lanyard at the top of the slide to disconnect the slide from the aircraft so they can also be used as life rafts. Something else to notice in this picture is the orange strap across the door. After the flight attendants arm the slide they will rotate the right hand side of this strap downward to a button snap on the door which is beside the handle in this picture. That positions the strap directly across the door window. That lets you the rescuer know if that door is armed if you look in and see the orange strap. Here is what the escape slide looks like before it is inflated. It sits inside this suitcase looking housing. At the bottom of the housing you can see a long straight bar. This is the girt bar. There is a catch on the floor of the aircraft that the stewardess will hook this bar into after closing the door to arm the slide. On some aircraft there is an arming lever that does this automatically for them and the girt bar is actually hidden behind the suitcase looking compartment where you cant see it. When the door is opened in an emergency the bar pulls the slide out and the slide drops down out of the container and begins inflation. On most narrow body aircraft the slide cannot be deactivated from outside. It will automatically deploy if you open the door. There are some of the newer narrow bodied aircraft that can be disarmed from outside but the majority cannot. On wide body aircraft the slide will only deploy if the door is opened from the inside. If you open it from outside it does not deploy. The normal opening procedures can disarm these slides on the wide bodies. Another slide that deactivates when the exit is opened are overwing exits if they are equipped with a slide only deploy if the overwing door is opened from inside. This keeps the rescuers from being knocked off the wing if they are the ones opening the wing exit. After they get it open there is a manual inflation handle usually near the bottom of the door they can activate to inflate the slide and evacuate passengers from the wing area. All escape slides have a manual pull type inflation handle somewhere at the top of the slide. It is usually red in color. There is also a lanyard at the top of the slide to disconnect the slide from the aircraft so they can also be used as life rafts. Something else to notice in this picture is the orange strap across the door. After the flight attendants arm the slide they will rotate the right hand side of this strap downward to a button snap on the door which is beside the handle in this picture. That positions the strap directly across the door window. That lets you the rescuer know if that door is armed if you look in and see the orange strap.

12. 12 In this picture you can see a single width slide coming straight out with some force behind it. Placing your ladder at the bottom of the door sill like you would at a window sill for a structure fire would knock you right off the ladder. Always position to the side if possible.In this picture you can see a single width slide coming straight out with some force behind it. Placing your ladder at the bottom of the door sill like you would at a window sill for a structure fire would knock you right off the ladder. Always position to the side if possible.

13. 13 Some planes are going to have a double wide slide. So even with correct ladder positioning on the side may have to be farther back than what you might consider normal to keep from knocking your ladder down. Don�t forget to always ladder the door opposite the hinge. Hinges will be toward the front of the plane. If there�s no hinge it will open straight up into the plane.Some planes are going to have a double wide slide. So even with correct ladder positioning on the side may have to be farther back than what you might consider normal to keep from knocking your ladder down. Don�t forget to always ladder the door opposite the hinge. Hinges will be toward the front of the plane. If there�s no hinge it will open straight up into the plane.

14. 14 This is a 727 which is the same type of plane we will be training with outside. A couple of things to notice are nobody opened the overwing exits and at the rear of a 727 there are a set of ventral stairs that can also be lowered as an extra emergency exit that many other planes do not have. This could have been a training exercise I�m not sure but if this is what you see upon arrival get those other exits open also.This is a 727 which is the same type of plane we will be training with outside. A couple of things to notice are nobody opened the overwing exits and at the rear of a 727 there are a set of ventral stairs that can also be lowered as an extra emergency exit that many other planes do not have. This could have been a training exercise I�m not sure but if this is what you see upon arrival get those other exits open also.

15. 15 Here is a close up of the rear stairs also called ventral stairs. These are found on the MD 80, DC-9 and the 727.Here is a close up of the rear stairs also called ventral stairs. These are found on the MD 80, DC-9 and the 727.

16. 16 Ventral Emergency Exits

17. 17 Some planes have a tail cone jettison system that will drop off the entire tail section for escape purposes. The system is activated from inside or outside the aircraft by pulling on the activation handle, which is located at the left rear portion of the fuselage. Once pulled the tail cone separates from the plane and falls to the ground. From the opening an escape slide deploys and inflates. Depending on the model the passengers exit the cabin through a hatch or regular door on the back wall of the cabin. Little Rock Arkansas airport had a DC-9 crash in a rainstorm by sliding off the end of the runway collapsing the landing gear. This plane had that tail cone disconnect feature. With out landing gear down the plane was setting on the ground so when the passengers pulled the handle it barely moved only opening a slight crack . So this exit may not be operable in certain cases. Some planes have a tail cone jettison system that will drop off the entire tail section for escape purposes. The system is activated from inside or outside the aircraft by pulling on the activation handle, which is located at the left rear portion of the fuselage. Once pulled the tail cone separates from the plane and falls to the ground. From the opening an escape slide deploys and inflates. Depending on the model the passengers exit the cabin through a hatch or regular door on the back wall of the cabin. Little Rock Arkansas airport had a DC-9 crash in a rainstorm by sliding off the end of the runway collapsing the landing gear. This plane had that tail cone disconnect feature. With out landing gear down the plane was setting on the ground so when the passengers pulled the handle it barely moved only opening a slight crack . So this exit may not be operable in certain cases.

18. 18 This picture of an MD �82 that overran the runway shows the tailcone has been jettisoned and there was enough room to get out in this crash. The aircraft , on a passenger flight from Jakarta, with an intermediate stop in Surabaya, overran the runway, crashed through the airport perimeter fence, and came to rest in a graveyard on landing. The forward portion of the fuselage was heavily damaged, and consumed by fire.This picture of an MD �82 that overran the runway shows the tailcone has been jettisoned and there was enough room to get out in this crash. The aircraft , on a passenger flight from Jakarta, with an intermediate stop in Surabaya, overran the runway, crashed through the airport perimeter fence, and came to rest in a graveyard on landing. The forward portion of the fuselage was heavily damaged, and consumed by fire.

19. 19 Does anybody recognize this from aircraft familiarization class. Its an outflow valve. This valve tells you if the aircraft is still pressurized or not. More than likely it will be impossible to open the main cabin doors or overwing hatches if the cabin is pressurized. So while attempting to open doors you encounter a lot of resistance and you don�t think it�s from the doors being jammed find and force open the outflow valve if its not open already. The majority of the valves are the flapper type like this one. On Airbus aircraft there will only be two round openings on the bottom of the plane with a wire mesh fence covering. Airbus controls the pressure by using variable speed fans. So with these aircraft you may have to try different options such as piercing the fuselage or knocking out a window. Does anybody recognize this from aircraft familiarization class. Its an outflow valve. This valve tells you if the aircraft is still pressurized or not. More than likely it will be impossible to open the main cabin doors or overwing hatches if the cabin is pressurized. So while attempting to open doors you encounter a lot of resistance and you don�t think it�s from the doors being jammed find and force open the outflow valve if its not open already. The majority of the valves are the flapper type like this one. On Airbus aircraft there will only be two round openings on the bottom of the plane with a wire mesh fence covering. Airbus controls the pressure by using variable speed fans. So with these aircraft you may have to try different options such as piercing the fuselage or knocking out a window.

20. 20 The stewardesses are taught to look out the window before they open a slide in case of fire. I would guess in this picture they forgot to do that . What are a couple of things we could do if we pulled up to this crash with it looking just like this. Open the other exits. Set up a ladder by the slide over the tree. If people inside are panicking they will use that slide I guarantee it.The stewardesses are taught to look out the window before they open a slide in case of fire. I would guess in this picture they forgot to do that . What are a couple of things we could do if we pulled up to this crash with it looking just like this. Open the other exits. Set up a ladder by the slide over the tree. If people inside are panicking they will use that slide I guarantee it.

21. 21 EMERGENCY EVACUATION Many occupants may not be able to extricate themselves, so ARFF personnel should be prepared to assist after all those who can evacuate have. ARFF crew members should help occupants coming down the escape slides by positioning themselves to the side of the slide and lifting the occupants to their feet as they approach the bottom of the slide. Many occupants may not be able to extricate themselves, so ARFF personnel should be prepared to assist after all those who can evacuate have. ARFF crew members should help occupants coming down the escape slides by positioning themselves to the side of the slide and lifting the occupants to their feet as they approach the bottom of the slide. Many occupants may not be able to extricate themselves, so ARFF personnel should be prepared to assist after all those who can evacuate have. ARFF crew members should help occupants coming down the escape slides by positioning themselves to the side of the slide and lifting the occupants to their feet as they approach the bottom of the slide.

22. 22 Here is where you would want to to positioned. Besides helping them to their feet you probably will also have to hold the slide down. They tend to bounce up and down like a balloon in very little wind. You could also use one of the passengers to help if you needed to.Here is where you would want to to positioned. Besides helping them to their feet you probably will also have to hold the slide down. They tend to bounce up and down like a balloon in very little wind. You could also use one of the passengers to help if you needed to.

23. 23 Here�s another picture of passengers being assisted at the bottom of the slide . Something else to be aware of Aircraft evacuation slides are susceptible to heat and fire exposure. They are combustible, and when exposed to radiant heat they melt, which could render them unusable. ARFF personnel should protect evacuation slides from heat and flame but should be extremely careful not to apply foam to the operational area of the slide if at all possible. Foam on the slide makes it very slippery and increases the descent speed causing severe injuries. Here�s another picture of passengers being assisted at the bottom of the slide . Something else to be aware of Aircraft evacuation slides are susceptible to heat and fire exposure. They are combustible, and when exposed to radiant heat they melt, which could render them unusable. ARFF personnel should protect evacuation slides from heat and flame but should be extremely careful not to apply foam to the operational area of the slide if at all possible. Foam on the slide makes it very slippery and increases the descent speed causing severe injuries.

24. 24 If, during landing, the nose gear fails, the aircraft might come to rest in a tail-high attitude. The failure of one or more landing gears can result in a nose-high or listing attitude. In these instances, evacuation slides become somewhat ineffective because they do not deploy at the proper angle to the ground. A high percentage of injuries can be expected when evacuation slides are used under these circumstances. ARFF personnel should be able to reduce the amount and severity of injuries and expedite evacuation by manipulating the slides and assisting evacuees. July 17, 2000. Airbus A310 Took off from Greece and could not retract landing gear. Ran out of fuel and Landed 600 meters short of runway.. Vienna Austria. The first problem you see right away is the steep angle of the slide. Look close and you can see a person standing at the bottom of the slide. He�s about six feet making the slide around 30 to 40 feet straight down. Is grandma going to break her ankle coming down this slide ? Probably so. There will be several after crash injuries if they use this slide. Depending on any fire conditions it would be better to try to have the passengers use the rear exits instead to cut down on injuries. Notice the overwing exit slide. It�s non functioning in its present condition because its going straight up in the air like a helium balloon.If, during landing, the nose gear fails, the aircraft might come to rest in a tail-high attitude. The failure of one or more landing gears can result in a nose-high or listing attitude. In these instances, evacuation slides become somewhat ineffective because they do not deploy at the proper angle to the ground. A high percentage of injuries can be expected when evacuation slides are used under these circumstances. ARFF personnel should be able to reduce the amount and severity of injuries and expedite evacuation by manipulating the slides and assisting evacuees. July 17, 2000. Airbus A310 Took off from Greece and could not retract landing gear. Ran out of fuel and Landed 600 meters short of runway.. Vienna Austria. The first problem you see right away is the steep angle of the slide. Look close and you can see a person standing at the bottom of the slide. He�s about six feet making the slide around 30 to 40 feet straight down. Is grandma going to break her ankle coming down this slide ? Probably so. There will be several after crash injuries if they use this slide. Depending on any fire conditions it would be better to try to have the passengers use the rear exits instead to cut down on injuries. Notice the overwing exit slide. It�s non functioning in its present condition because its going straight up in the air like a helium balloon.

25. 25 Another problem with assisting in evacuation is twenty five percent of the slides in past crashes have failed to operate. You may have everyone on the plane trying to use one single exit. If a slide doesn�t inflate is it any good to us? Yes. Even though a slide may not inflate, it could still be used to some extent by grabbing the bottom of the slide and stretching it out. There may be more injuries due to the slide not being inflated and the occupants coming down faster but if the plane is on fire you will be able to evacuate faster and save more lives.Another problem with assisting in evacuation is twenty five percent of the slides in past crashes have failed to operate. You may have everyone on the plane trying to use one single exit. If a slide doesn�t inflate is it any good to us? Yes. Even though a slide may not inflate, it could still be used to some extent by grabbing the bottom of the slide and stretching it out. There may be more injuries due to the slide not being inflated and the occupants coming down faster but if the plane is on fire you will be able to evacuate faster and save more lives.

26. 26 This plane doesn�t have any windows what does that tell you? Cargo plane. Even cargo planes could have slides. Notice how wide this one is. This is a Fed ex cargo plane. How many people would you normally expect to see come off the plane? Two or three normally. But Fed ex has stated that there could be as many as up to twenty five people on board. So don�t assume everyone�s off the plane if two or three people are already outside walking around as you are pulling up. Just like in a house fire we never assume everyone�s out till we do a primary search ourselves.This plane doesn�t have any windows what does that tell you? Cargo plane. Even cargo planes could have slides. Notice how wide this one is. This is a Fed ex cargo plane. How many people would you normally expect to see come off the plane? Two or three normally. But Fed ex has stated that there could be as many as up to twenty five people on board. So don�t assume everyone�s off the plane if two or three people are already outside walking around as you are pulling up. Just like in a house fire we never assume everyone�s out till we do a primary search ourselves.

27. 27 Occupants who have exited onto wing surfaces through the over wing exits may want to use your ladder to get off the wing while you are going up the ladder. Try to get them to slide off the rear of the wing to the ground if possible. Most of the time when a plane is coming in to land the flaps will be all the way down which extends the curved wing surface creating a slide that goes almost all the way to the ground. When we go over to the 727 trainer plane you can see the difference from the leading edge wing height of about 7 feet versus the rear wing flap distance to the ground of about 3 feet. You can evacuate a larger number of people faster this way than down a ladder which people tend to overload. Again a lot depends on the severity of the incident. Occupants who have exited onto wing surfaces through the over wing exits may want to use your ladder to get off the wing while you are going up the ladder. Try to get them to slide off the rear of the wing to the ground if possible. Most of the time when a plane is coming in to land the flaps will be all the way down which extends the curved wing surface creating a slide that goes almost all the way to the ground. When we go over to the 727 trainer plane you can see the difference from the leading edge wing height of about 7 feet versus the rear wing flap distance to the ground of about 3 feet. You can evacuate a larger number of people faster this way than down a ladder which people tend to overload. Again a lot depends on the severity of the incident.

28. 28 The tendency toward forward exiting is natural since most passengers boarded the aircraft at terminals through forward doors and will instinctively attempt to exit in the same manner. Other exit facilities are apt to be bypassed, especially if persons are under any mental strain or sense of panic. Over wing and other emergency exits requiring physical agility probably will be skipped by those doubting their ability to use them effectively. Access to over wing and some other emergency exits is usually restricted by seating arrangements. Over wing exits are often smaller than door exits, and have caused passengers to become entangled just inside the exit. If visibility in the cabin is impaired due to darkness or dense smoke, orderly evacuation can be further complicated.� The tendency toward forward exiting is natural since most passengers boarded the aircraft at terminals through forward doors and will instinctively attempt to exit in the same manner. Other exit facilities are apt to be bypassed, especially if persons are under any mental strain or sense of panic. Over wing and other emergency exits requiring physical agility probably will be skipped by those doubting their ability to use them effectively. Access to over wing and some other emergency exits is usually restricted by seating arrangements. Over wing exits are often smaller than door exits, and have caused passengers to become entangled just inside the exit. If visibility in the cabin is impaired due to darkness or dense smoke, orderly evacuation can be further complicated.�

29. 29 This shows the newer type of overwing exits. You notice they open outward. Be careful with this type of exit if you get in front of it. Passengers could open it and it will spring outward quickly. This is a better system than the old ones due to the fact the old ones had to pulled inward. People escaping through exits push outward especially when they are in a panic. They don�t think rationally and wait for you to pull the door inward first. This particular phenomenon is why fire exit doors to buildings always open outward. They have actually had people die from fire at a perfectly good operating door because the people near the door couldn�t open it for everyone pushing against them panicking and trying to get out. These doors are found on the newer Boeing 737 � 600,700,800,and 900 series planes.This shows the newer type of overwing exits. You notice they open outward. Be careful with this type of exit if you get in front of it. Passengers could open it and it will spring outward quickly. This is a better system than the old ones due to the fact the old ones had to pulled inward. People escaping through exits push outward especially when they are in a panic. They don�t think rationally and wait for you to pull the door inward first. This particular phenomenon is why fire exit doors to buildings always open outward. They have actually had people die from fire at a perfectly good operating door because the people near the door couldn�t open it for everyone pushing against them panicking and trying to get out. These doors are found on the newer Boeing 737 � 600,700,800,and 900 series planes.

30. 30 If time and conditions permit, mobile stairways should be used as an alternative to deploying evacuation slides. This method of evacuation, when there is no immediate danger to aircraft occupants, would prevent many injuries. Response of available mobile stairways should be prearranged between ARFF personnel and one or more of the following: � (1) �����Airlines� (2) �����Airport maintenance (3) �����Airport operations� We actually use our second in companies as an option to bring this out. Our airstair is mounted to a pickup chassis with hydraulic motors and switches installed to operate the lift. Station 7 trains on how to operate it in case they have to bring it out to an incident. If time and conditions permit, mobile stairways should be used as an alternative to deploying evacuation slides. This method of evacuation, when there is no immediate danger to aircraft occupants, would prevent many injuries. Response of available mobile stairways should be prearranged between ARFF personnel and one or more of the following: � (1) �����Airlines� (2) �����Airport maintenance (3) �����Airport operations� We actually use our second in companies as an option to bring this out. Our airstair is mounted to a pickup chassis with hydraulic motors and switches installed to operate the lift. Station 7 trains on how to operate it in case they have to bring it out to an incident.

31. 31 Pilots escape window Don�t forget some cockpit windows are able to be opened to assist pilots in evacuating. Some can be opened from outside and some cant. Our 727 training plane has a sliding window so everyone needs to take a look at it and go through its operation. Most cargo aircraft will have the ability to open both cockpit windows from the outside. Most passenger aircraft only allow opening the co-pilots window from outside. Don�t forget some cockpit windows are able to be opened to assist pilots in evacuating. Some can be opened from outside and some cant. Our 727 training plane has a sliding window so everyone needs to take a look at it and go through its operation. Most cargo aircraft will have the ability to open both cockpit windows from the outside. Most passenger aircraft only allow opening the co-pilots window from outside.

32. 32 This picture shows the handle on the inside of the cockpit. To operate grasp the handle push down on the release button with your thumb, and pull the handle toward the rear of the plane. The handle will pivot in a semi circular arch as it is pulled rearward. The window will slide backward.This picture shows the handle on the inside of the cockpit. To operate grasp the handle push down on the release button with your thumb, and pull the handle toward the rear of the plane. The handle will pivot in a semi circular arch as it is pulled rearward. The window will slide backward.

33. 33 To completely remove the window there is another release that must be operated in addition to the pivoting handle. One plane these are on is the Embraer 120,135,140,and 145 series aircraft. The red t-handle in the picture has to be pulled down and turned upward to release the window from its frame creating a slightly larger opening to escape from or to use for ventilation.To completely remove the window there is another release that must be operated in addition to the pivoting handle. One plane these are on is the Embraer 120,135,140,and 145 series aircraft. The red t-handle in the picture has to be pulled down and turned upward to release the window from its frame creating a slightly larger opening to escape from or to use for ventilation.

34. 34

35. 35 Aircraft that have the ability to open the cockpit windows will usually have an escape rope or lanyards located somewhere near the window to slide down with.Aircraft that have the ability to open the cockpit windows will usually have an escape rope or lanyards located somewhere near the window to slide down with.

36. Cockpit Escape Lanyards This picture is from a Fed Ex cargo plane that caught on fire as it was landing in Memphis. All crew members made it out alive by going down the rope . The only injuries were rope burn.This picture is from a Fed Ex cargo plane that caught on fire as it was landing in Memphis. All crew members made it out alive by going down the rope . The only injuries were rope burn.

37. 37 Roof escape hatch There also may be a roof hatch in some aircraft that could be used. This is from a Canadair Regional Jet 200 or 700 series. It is directly above the pilots in the roof. There also may be a roof hatch in some aircraft that could be used. This is from a Canadair Regional Jet 200 or 700 series. It is directly above the pilots in the roof.

38. 38 Roof escape hatch Roof hatch on a 747Roof hatch on a 747

39. 39 Last Resort !! As a last resort use forcible entry. Try everything else first. Forcible entry is very time consuming, jaws are not as effective as in car crashes and saws create sparks.As a last resort use forcible entry. Try everything else first. Forcible entry is very time consuming, jaws are not as effective as in car crashes and saws create sparks.

40. 40 Go over to the 727 and do the following practical exercises with the students: Practical exercise Operate normal exit door (from inside and out) Operate emergency over wing exits (from inside and out) Operate pilot sliding windows (from inside and out). We will be using the copilots window for the exercise. Do not slide it back very far or it will come off the track. Take test Go over to the 727 and do the following practical exercises with the students: Practical exercise Operate normal exit door (from inside and out) Operate emergency over wing exits (from inside and out) Operate pilot sliding windows (from inside and out). We will be using the copilots window for the exercise. Do not slide it back very far or it will come off the track. Take test