[Peetwo]

TICK TOCK..goes the next DFO fireball clock -



YouTube link: https://www.youtube.com/watch?v=3mco3HaFnOY&t=32s

Interesting conversation (part thereof).

Met a couple of the BRB today – coffee and a chin-wag, catch up, that sort of stuff. Someone mentioned there is a little brawl brewing in the USA – pilots (big union) seem to be playing Hell about the lack of Rescue and Fire Fighting Services (RFFS) at certain airports. They are (I believe – no data) questioning a ‘reversion’ where on site services have been reduced. I will get the information right before we discuss it further – but: apparently, it works like this. The ICAO rules call for the RFF services to be weighed against the ‘largest' passenger aircraft operating into the field not passenger numbers, (ring any bells)? Seems the pilots want that tenet upheld. Fair enough – the other side seem to be relying on ‘local’ RFFS being so close to the airport as makes no never mind, so any delay in services arriving would be (theoretically) minimal as there is little anyone can do until the dust has settled. Caution – I’m only working with speculation and hearsay, not facts. P2 will probably get the pertinent data so we can see what all the fuss is about. I digress.

As said, ‘we’ were chatting about this in a general way when the question of Essendon services popped up. The link - HERE – makes no mention of RFF services at Essendon; which leads to some ‘interesting’ speculation – for instance; which local fire station is required to be first cab off the rank when there’s a bingle (pooh :: windmill) at Essendon? Do they have access to and approval to operate on all the air-side areas (ASIC and all that); do they even have a key to the gates? Are the local lads (and lasses) trained to two meters, do they have a certified, trained capability to deal with an airside wreck or; a large building collision with an aircraft? Are they aware of and trained in the ‘evacuation’ procedures for the airside DFO? Are they even ‘legally’ authorised to operate ‘air-side’. I don’t reckon it signifies – one way or tuther: – but, the legal eagles might have some fun with it all – who knows.

The short answer is I have no idea, none at all; not yet. But the team has gone to work to dig out the facts. Essendon does not carry the traffic; in numbers of passengers to warrant a dedicated RFFS crew; but it would be interesting to get the ‘call-out’ time of whatever service was called; how long the response time was; whether the crew was trained on ladders longer than two meters and where their ‘authority’ began and finished. It would be also good to know how they executed the DFO evacuation plan designed for ‘aircraft strike’ and ensuing fire ball.



We were very lucky at Essendon; very lucky indeed. All agreed with that – and then conversation drifted away to other matters. But. MTF on this subject is a given – just got to get P2 (and crew) out of whichever dustbin they’re rummaging around in now.

Toot – toot.

Here you go "K" courtesy of what I believe is the biggest Pilot union, the IFALPA  :

From the following pic it is interesting to note that if we were to use the same reference (i.e Annex 14 table 9-1) for Essendon Fields airport, based solely on what I believe is an Alliance Fokker 70 in the background,...



...then Essendon would also be classified as category 6. Therefore the IFALPA A320 example could be directly applied to Essendon:

...Usage of this provision means that, for example, for the Airbus A320 with a normal RFF category of 6, reduction
to RFF category 5 is possible. This reduction will result in less RFF crew, approximately 30% less extinguishing
agent, but also only one crash tender instead of two normally required, making it impossible to extinguish fire
from two sides of the aircraft at a time. This results in a serious degradation of the chances of survival for crew
and passengers in case of emergency...

Hmm...I wonder if the local Metropolitan Firies automatically deploy to a Essendon Fields onsite aircraft accident with at least two tenders? I also wonder how many tenders are deployed when the aircraft accident involves crashing into the DFO complex property?

MTF? - Much!...P2  

P2 comment - On reviewing the ATSB report I was surprised to discover that the only mention about the EMS response to the DFO accident was this:

...CCTV footage from a camera positioned at the rear of the building showed the final part of the accident sequence with post-impact fire evident; about 2 minutes later, first responders arrived onsite. At about 0905 and 0908 respectively, Victoria Police and the Metropolitan Fire Brigade arrived...

 
Now it may have been a fact that there was absolutely zero chance of survival but Shirley the ATSB need to examine in far greater detail than that? Especially considering the proximity and implications if the aircraft had taken off two hours later and tried to land in the middle of the 1100 bay carpark and then went through the side of the main DFO building - Just saying?