INTERNATIONAL FIRE TRAINING CENTRE CREW COMMANDER INCIDENT COMMAND INITIAL ACTIONS OF THE CREW COMMANDER Throughout this note he means he/she and his means his/hers. INTRODUCTION Although the Incident Commander will have overall control of the accident or incident ground, it can happen, on occasion, that a Crew Commander, the vehicle and its crew can be the first to arrive. Under these circumstances, it will then fall to the Crew Commander to initiate the first actions necessary to mitigate the incident. This training note is designed to stimulate thought and discussion on the subject of the actions that may need to be considered at an incident, initially under the control of a Crew Commander. AIM The aim of this training note is to examine decisions and actions that may be considered necessary within the role of the Crew Commander, herein after referred to as the Commander, and within the Incident Command System. Participation in the lesson followed by conscientious study and discussion of this training note will assist Commanders when considering; the response phase positioning criteria deployment issues external control factors entry considerations external monitoring and support consolidation phase investigations the make up incident review RESPONSE PHASE The incident can, of course, commence in a number of differing ways. It could be an out of the blue occurrence such as that experienced by Birmingham International Airport when a Bombardier Challenger took off and immediately rolled to the left and crashed, coming to rest only a few hundred metres from the front doors of the fire station. Or it could be an incident that unfolds over time, such as a full emergency that develops into an actual accident. Irrespective of the circumstances pertaining to the commencement of the incident, the Fire Service will respond in a manner appropriate to the situation; and, as a rule, the senior operational commander will form part of the response and arrive, if not the first vehicle there, but normally within a very short time after the first vehicle. However, as is discussed in another training note and presentation, it doesn t do to rely one hundred percent on normal procedures. The unexpected can and often does happen. What then, should Commanders be aware of and consider when en route during the response to an incident? CREW COMMANDER/Page 1 of 7/ISSUE 2/FEBRUARY 2015
The information concerning what the incident is and where it is; is crucial. This basic information provides the foundation for all other decision making. Having obtained this, the crew or crews will now proceed at speed to the scene. Commanders, working with drivers and other members of the crew, will determine the best route. The best route may not necessarily be the shortest or most direct route. Consideration must be given for example, to ground conditions if a route over grassed areas is identified. Other airport movements of aircraft or traffic should also be considered. An effective route is important on the airfield. It is even more important when the incident or accident happens off airfield when knowledge of local conditions is even more important. Two fairly recent off airfield accidents highlighted the need for top quality topographical knowledge. A study of the F27 on Guernsey and the Korean Air 747F at Stanstead will aid Commanders towards an understanding of RFFS needs in relation to negotiating ordinary road systems and traffic conditions. Commanders, during this phase of the incident, must also devote their attention to hazards and risks that may be present, such as: weather conditions (high winds) visibility (rain, fog, smoke, night time operations) terrain (rough ground, hills) surface conditions (wet/icy taxiways/runways/roads) the need to don PPE/RPE the presence of wreckage/debris the presence of evacuated passengers/casualties the skills, experience and temperament of the driver The Commander, in the presence of one or more of these hazards and the risks to safety that they pose, must apply suitable, effective control measures to eliminate or reduce the risk to an acceptable level. It is to be hoped that the control measure that will achieve such an outcome is already present in the form of a driver who is capable of reacting in an appropriate manner to each and every hazard that forms a potential danger to the vehicle and crew. However, if the driver is not reacting to the driving environment in an appropriate manner, the Commander will need to intervene to ensure that the response capability of this element of the RFFS is not compromised or endangered. POSITION As the vehicle begins to make its final approach to the incident, great care and attention must be given to the often difficult and problematic task of gaining effective positioning. In this too, the driver will be an important element. He or she will be looking at the same set of factors and conditions as the Commander and will probably see the optimum position for themselves. But the Commander bears the ultimate responsibility for this part of the response; therefore it may be that he or she will need to confirm with the driver that they do indeed intend to put the vehicle in good position as assessed by the Commander. If not, then a timely intervention may eliminate the undesirable necessity of redeploying the vehicle to a more advantageous location as a result of poor initial positioning. Commanders should always be open to inputs and suggestions from other members of the crew who may have seen something that neither the driver nor the Commander has. CREW COMMANDER/Page 2 of 7/ISSUE 2/FEBRUARY 2015
DEPLOYMENT Once in position, the initial deployment of equipment and media will often be carried out by the crew without the need for direct orders from the Commander. The scenario may dictate the correct response. This almost automatic, rehearsed response to the situation is fine. It is what we train to do. Commanders need to monitor this with great diligence so as to enable them to make assessments about what is happening. They should avoid the temptation to intervene if the task is already progressing well towards resolution. On the other hand, if things are not going well, the Commander must intervene, quickly and effectively. To not do so would be negligent. However, having intervened, Commanders should endeavour to withdraw from direct contact with the task so as to avoid being drawn into any specific activity and thus find themselves unable to fulfil their main function; that of controlling the activities of the whole crew. A key element in maintaining effective control is ensuring that the crew is operating safely. An injury to a member of the crew will mean, almost inevitably, that the task in hand will now not get done, with a consequential negative effect on the progress of the whole incident. Continuous, focussed dynamic assessment of the risks associated with all firefighting and rescue activities must form the core of a Commanders normal operating mode. Commanders should not become complacent about initial deployment. It will not always be the case that the whole crew will be able to react without further instructions to a situation in front of them, using accepted practices, procedures, equipment and medias as would be the case, for instance where an undercarriage element is involved in fire. In situations where the exact nature of the incident is not immediately apparent, the Commander must begin to gather information so as to provide a basis for operational decision making. This once again, would normally be the task of the Incident Commander, but as is the case in any chain of command, subordinate commanders should always stand ready to assume command in the event that the Incident Commander becomes unable to carry out his or her function; and in any event, Crew Commanders will always form part of the information gathering effort. It may be useful to list the responsibilities/activities that fall to Crew Commanders during deployment. oversee deployment of personnel, equipment, media and procedures react to emerging or developing situations by means of sound professional judgements make interventions where necessary resume their own command function following an intervention ASAP monitor safety throughout carry out continuous Dynamic Risk Assessment assess situations where the nature of the incident is not immediately apparent make decisions regarding assistance, methods, modes, procedures and safety stand ready to assume command whether it be a sector or the whole incident EXTERNAL CONTROL Gaining control of the external situation is to be regarded as an absolute. This is irrespective of whether there is a requirement for emergency action around the external area or not. On arrival, Commanders may be faced with a severe aviation fuel fire that is threatening not just the structure of the aircraft, but the lives of all those who are still on board. Dealing with this situation becomes the single most important task of all concerned. This is an obvious example of gaining external control. Without it, there will be little else to do as there will be little left to do anything with. CREW COMMANDER/Page 3 of 7/ISSUE 2/FEBRUARY 2015
What is less obvious is the need to establish good control where the outside of the incident appear to be the least of the Commander s problems, such as responding to a call of smoke in an aircraft cabin. In this instance, it would be all too easy and understandable for the attention of all to be focussed entirely on gaining access to the interior in order to deal with whatever is happening there. Irrespective of any other events which are taking place at the incident site, it is imperative that the external area of operations is secured. As mentioned above, this may entail serious firefighting actions to achieve this, or it may simply be a thorough assessment of hazards and risks present which may or may not be relevant to operations. Ultimately, Commanders will need to satisfy themselves that the external operations area is safe and suitable to support operations in other areas. ENTRY One of the most important decisions that the Incident Commander will make is the decision to deploy a BA crew to the inside of a structure. This decision will always be a difficult one because Commanders are operating on a relatively small information set. There is little actual knowledge of what is happening inside the structure; only best guess from what information is available. Therefore it will be the BA crew themselves who will supply the missing information but only after they have returned from what constitutes a blind deployment. Crew Commanders may find themselves involved in this deployment in several ways. The Incident Commander may feel that in order to obtain high quality information from inside the structure, one of the Crew Commanders could act as team leader. With experience and ability as a necessary attribute for BA team leaders, this decision is both logical and effective. Or, the Incident Commander may establish a BA sector and assign you to manage it. Or it could be that the situation is considered to be complex and will require large numbers of BA teams. Therefore the risk analysis identifies the need for a Crew Commander to take charge of the entry control board. In any event, Commanders are likely to be directly involved with gaining entry into the structure. Maintaining as safe an environment as possible whilst this takes place, by continuous assessment of risk and responding to these assessments, will be a Commanders role. Close attention to the equipment in use and the way it is being used, in other words, ensuring safe systems of work are established, managing the problem of operating close to an aircraft when an evacuation is taking place, managing resources to maintain firefighting and rescue efforts, all these tasks can form the work of a Commander during entry into the structure. Once a BA crew is committed to the inside, their supply of water must be consolidated; this too can form a sector within the command system and managed by a Commander. Operational areas of responsibility that may need to be managed by the Crew Commander can include; BA team leader BA sector commander BA entry control officer Safety officer Sector commander (water, location, zone 2, communications etc) CREW COMMANDER/Page 4 of 7/ISSUE 2/FEBRUARY 2015
EXTERNAL MONITORING AND SUPPORT As the incident progresses, Commanders will need to maintain vigilance on matters of supply, safety and post fire security. It is often when the high intensity activity has died down a little that firefighters start to relax and take their eyes off the ball so to speak. This is where a Commanders professionalism and responsibility become even more important. Water and media stocks must be monitored and replenishment carried out where necessary, guard branches established and resourced, and even greater attention to safety. The life risk at the incident may, by now, have been dealt with; therefore there is much less justification for subjecting crew members to hazards and risks. A close continuous watch on the aircraft structure should be made to identify signs of collapse. CONSOLIDATION The Incident Commander will try to consolidate the incident as soon as is practicable. In achieving this, he or she will be starting to think about getting the RFFS category back to normal. It goes without saying that Crew Commanders will be fully involved with this process and need to be thinking on the same wavelength as the IC. The consolidation phase follows on very closely with the general monitoring tasks that all Commanders will be engaged in. Making sure that vehicle, equipment, media and firefighters are properly resourced and where possible replenished and/or refreshed. Arranging for refreshments to be brought to the incident ground may sound like a trivial item for a Commander to be tasked with, but keeping crews fit, rested and refreshed is one of the key elements in maintaining safety. Tired people make more mistakes. The stability of the incident must be monitored continuously for signs of deterioration. Preventing further degradation of the site and wreckage is obviously an important part of the RFFS task but so is physically stabilising the site to permit the investigation to take place. Blocks and chocks must be checked regularly as ground conditions can change, any air or hydraulic lifting gear should be monitored for deflation and re-pressurised where necessary. Any fuel spills or leaks should be dealt with appropriately. If possible, and with the agreement of the AAIB, de-fuelling the aircraft can significantly reduce risk of fire by removing a combustible material from the risk area and risk of collapse by reducing the overall weight of the structure. INVESTIGATIONS Another part of the post incident phase is the investigation. A normal part of looking after the incident site is by reducing the number of people in the risk area (zone 1) to a minimum. Commanders should be diligent in ensuring only authorised members of approved organisations gain access to the site. Those organisations are the airport RFFS, the LAFB, medical services, the Police, Her Majesty s Revenue and Customs and of course the AAIB. These organisations have right to be there and a job to do when they are. But there may be others who, whilst they may not be permitted within the inner cordon, nevertheless may be of assistance with the investigation. Eye witnesses for example, should be required to remain close to the scene of operations but kept in a place of safety. As soon as is practicable, the Police, and/or the AAIB should be informed of their whereabouts. Another task which will fall to the RFFS is maintenance of site safety during the investigation. We will be considered to be subject matter experts and may be asked to provide assistance in the form of information on the hazards and risks present, MMMF s and Flouroelastomers for example, or perhaps material assistance by providing PPE/RPE and close escort for particular members of the investigation team as they move around the site. Crew Commanders will once again be involved with managing these unusual and unorthodox activities. CREW COMMANDER/Page 5 of 7/ISSUE 2/FEBRUARY 2015
THE MAKE UP Even while the investigation is taking place, restoration of RFFS category may be taking place. It is not always the case that the aerodrome will re-open as soon as category is reestablished. The AAIB will, on occasion, require the continued suspension of airfield operations for some time; some days in some cases. Nevertheless, as a professional and competent organisation, the RFFS will always endeavour to maintain its operational effectiveness, irrespective of circumstances. As the incident draws to a conclusion, Commanders should begin to assess the tasks necessary to restore category. Obvious areas of need will include replenishment of medias, cleaning and standard testing of any equipment used and refuelling vehicles. These tasks are only a few of the multiplicity of measures that must be taken in hand by the whole of the RFFS, but managed by the Commanders. For example, fire kit will almost certainly be dirty and require cleaning, but it may also be contaminated by substances which will require specialist decontamination. Indeed, if fabrics have been affect by damaged MMMF s, it may be the case that the kit will need to be condemned and destroyed. This drastic measure should only take place following an assessment by competent staff or as a result of compliance with an agreed organisational procedure. Irrespective of whether the kit requires cleaning or disposal, it will be necessary to ensure that sufficient clean dry kit is made available. Equipment may need decontaminating or replacing, due to damage sustained during operations. Delivery hose is a prime candidate for this. Breathing apparatus cylinders will require recharging and sets testing. Hand held radio set batteries will need recharging. The items listed above are just a few of the items that will need attention. Commanders will be instrumental in the make up and restoration of category, not simply by managing the situation in a hands on manner, but also by providing the Incident Commander with accurate, real time information of the status of the section. The effort and diligent application of command skills required of Crew Commanders, does not stop with the stop message. The effort must be maintained throughout the incident right up to the moment that the whole crew can sit down around the crew room table and begin to recount their experiences as part of the post incident review. POST INCIDENT REVIEW Following a serious incident, the RFFS will become involved in the official investigation. Individuals will be required to account for their actions and to provide information which will assist the investigators. As key elements in the command and control of the incident, Crew Commanders can expect to play a significant part in the investigation. Therefore, the need to review the actions of the RFFS as soon as possible after the event cannot be over stated. If at all possible, this should be done and consigned to paper before the participants leave the station to go home. Individuals may find themselves answering questions about the incident, months or even years later; it is important therefore, to get what was done down on paper as an aide memoir. The official investigation is one thing, discovering whether our own equipment, medias, procedures and even PPE was effective is another. The RFFS has a very great interest in these particular areas. Crew Commanders have an obvious role to play in determining the overall efficiency of the section. CREW COMMANDER/Page 6 of 7/ISSUE 2/FEBRUARY 2015
SUMMARY This note has sought to address a number of areas of operational interest as applied to the role of the Crew Commander. They are; response position deployment external control entry external monitoring and support consolidation investigation make up post incident review In managing these tasks and areas of responsibility, Crew Commanders will need to deploy personal skills, apply knowledge and understanding and exercise sound professional judgements. In addition, their ability to communicate effectively with all other elements of the RFFS is key to the success of an operation. The role of Crew Commanders is to take charge of their particular area of operations, gain control as quickly as possible and co-ordinate their activities with all other Commanders at the scene. Upon them rests the outcome of the incident. CREW COMMANDER/Page 7 of 7/ISSUE 2/FEBRUARY 2015