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Rescue and Firefighting

Is it required to perform a ‘Task and Resource Analysis’ as referred to in
ICAO Airport Service Manual (Doc 9137) and GM2 [Link].B.010(a)(2)?

Answer

Although the term ‘Task and Resource Analysis’ is used in GM2 [Link].B.010(a)(2), it
should be considered as a generic term not linked to the ICAO Airport Service Manual, Part 1.
Therefore, it is neither a certification requirement to conduct a Task and Resource analysis nor
an obligation to follow the example in the ICAO documentation.

Regardless, the aerodrome operator is expected to demonstrate to the competent authority the
adequacy of the staffing levels. For that, the aerodrome operator may choose any existing or
established approach to determine the number of personnel (e.g. adapted from public
firefighting services or structural firefighting).

However, the aerodrome operator is expected to develop a transparent approach to determine

the minimum number of personnel and equipment for a credible scenario, which might be
validated in further scenarios, in accordance with its published rescue and firefighting
aerodrome level(s) of protection. In case of reduced aerodrome level of protection during
anticipated periods (see AMC2 [Link].B.010(a)(2)(b)), an additional determination is
required with a credible scenario in each of the published levels of protection.

Last updated:
16/07/2024

Link:
[Link]

What considerations for determining the number of personnel are already

given in the regulatory framework?

Answer

Although Regulation (EU) No 139/2014 does not contain specific considerations on the number
of required rescue and firefighting services (RFFS) personnel, the existing EU regulatory
framework contains different factors that may influence the number of RFFS personnel and
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should be taken into account. The following four key aspects affecting the number of personnel
should be considered:

RFFS Level of Protection (AMC2 [Link].B.010(a)(2));

Core Tasks as indicated in the scope of RFFS (GM1 [Link].B.010(a)(1));
Comparison of available and required resources (AMC6 [Link].B.010(a)(2)); and
Human Performance (AMC6 [Link].B.010(a)(2)).
However, the determination should always be guided by the question whether an aerodrome
operator is confident with its tactics and the associated number of personnel.

GM1 [Link].B.010(a)(1) specifies that the principal objective […] is to save lives […]. The
rescue and firefighting service is provided to create and maintain survivable conditions, to
provide egress routes […] and initiate the rescue of those occupants unable to make
their escape without aid. The rescue may […] use equipment and personnel other than
those assessed primarily for rescue and firefighting […].

In determining the number of personnel required to provide for rescue and firefighting, a Task
and Resource Analysis should be performed, taking into consideration the types of aircraft
[…], the available […] vehicles and equipment (consider: AMC3 [Link].B.010(a)(2)), and
other duties required from RFFS personnel (GM2 [Link].B.010(a)(2)).

AMC6 [Link].B.010(a)(2) specifies that the aerodrome operator should ensure that:

during flight operations […] sufficient trained personnel is detailed and readily available to
ride […] vehicles, and to operate the equipment […];
personnel is deployed […] considering also the use of hand lines, ladders, and other
rescue equipment normally associated with aircraft rescue and firefighting operations; […]
and
any other duties carried out […] do not compromise the response […].

Last updated:
16/07/2024

Link:
[Link]

How does the RFFS level of protection influence the minimum number of
RFFS personnel?

Answer

The rescue and firefighting services (RFFS) level of protection reflects the size and capacity of
aircraft normally using an aerodrome. Hence, it sets the overall frame when determining the
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number of RFFS personnel. When aligning the number of personnel, it could either reflect the
largest aircraft usually scheduled at the aerodrome or the largest type of aircraft within the
published RFFS aerodrome category. Furthermore, the number of personnel usually available
at an aerodrome should be sufficient to man the available vehicles associated with the RFFS
level of protection and operate the equipment deemed to be required by the aerodrome
operator at its maximum capacity (c.f. AMC3 [Link].B.010(a)(2) and
AMC6 [Link].B.010(a)(2)).

In addition to the RFFS level of protection, the potential existence of difficult environments at or
near the aerodrome may impact the number of RFFS personnel, as a response to such areas is
to be initiated and the effective deployment of rescue equipment for such areas is to be
considered.

To determine the minimum number of RFFS personnel, the aerodrome operator should
develop a credible scenario in accordance with its published RRFS level(s) of protection.

Example Scenario Example Scenario

Possible factors taken into account
#1 #2
Landing / Take-Off / Taxiing /
Flight Phase Landing On Stand
On Stand
Prior Alert Yes / No No Yes
Number of Aircraft / Aircraft / Ground Service
1 Aircraft 1 Aircraft
Vehicles involved Equipment / Regular Vehicle
According to Airport RFFS RFFS Aerodrome (Reference) Aircraft
Type of Aircraft
Category or Reference Aircraft Category Type
Number of Persons According to Airport RFFS Maximum Capacity of Actual Capacity of
on Board Category or Reference Aircraft Reference Aircraft Reference Aircraft
Passengers with
Yes / No No Yes
Reduced Mobility
Quantity of Fuel on Low (e.g., on arrival) / Full
Low Unknown
Board (e.g., on departure) / Unknown
Yes / No / Types and
Dangerous Goods No No
Quantities
Runway / Before or After
Location of Accident Runway Taxiway
Threshold / Taxiway / Aprons
Conditions at Paved / Unpaved / Water or
Paved Unpaved
Location swampy Area
Weather Conditions Optimal / Impacting … Optimal Optimal
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Aircraft Emergency Aircraft Accident / Full

Full Emergency Aircraft Accident
State Emergency / Local Standby
OK / Damaged / In Several
Fuselage Integrity Damaged OK
Parts
Access to Fuselage Normal / Partial / Difficult Partial Normal
Emergency
< 90 sec / < 5 min / Incomplete < 5 min Incomplete
Evacuation
External Emergency
< 10 min / X min / 30 min … < 30 min 25 min
Services Arrival

Last updated:
17/07/2024

Link:
[Link]

What are the core tasks that should be taken into account when determining
the number of personnel for rescue and firefighting?

Answer

The determination of the number of personnel should define and prioritise tasks required to
save lives as indicated in GM1 [Link].B.010 and could include:

1. Creating survivable conditions:

1. manning vehicles after the initial call;
2. responding to the accident scene;
3. assessing the accident; and
4. controlling external fires (mainly by foam tender’s turrets).
2. Maintaining survivable conditions:
1. controlling external fires (supported by hand lines); and
2. monitoring the evacuation process.
3. Providing egress routes
1. assisting the evacuation; and
2. creating access to fuselage (e.g. with ladders, ground handling stairs or rescue stairs).
4. Initiating rescue of trapped occupants
1. Initiating the egress for occupants (e.g. ventilating or accessing the fuselage); and
2. transporting of trapped occupants out of the ‘hot zone’.
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Last updated:
16/07/2024

Link:
[Link]

How do available resources at an aerodrome influence the number of RFFS

personnel?

Answer

The aerodrome operator should not only consider the deployment of available vehicles and
equipment but also and foremost their specifications and requirements, in order to deploy the
vehicles and equipment effectively. The following technical factors may increase or decrease
the number of rescue and firefighting services (RFFS) personnel:

1. number, types, and seat capacity of vehicles (cf. AMC3 [Link].B.010);

2. number and type of potential rescue equipment for a response to difficult environments
at or adjacent to the aerodrome;
3. technical configuration and state-of-the-art features of vehicles and other rescue
equipment available at the aerodrome; and
4. human or infrastructural capability of effective deployment of required rescue equipment.

Last updated:
16/07/2024

Link:
[Link]

What role does human performance play in the determination of the number
of personnel?

Answer

Human factors and capabilities play a major role in the overall tactics, and have hence a major
impact on the response to an incident. Therefore, the following may increase or decrease the
number of personnel:

1. training and proficiency of RFFS personnel (e.g. voluntary, part-time, or full-time

firefighters);
2. tasks other than RFFS required by core RFFS personnel, resulting in fatigue (e.g.
domestic firefighting, ground handling, or aerodrome maintenance);
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3. responsibilities and tasks conducted by non-RFFS personnel (e.g. cabin crew,

security personnel, maintenance, or state authorities); and
4. availability and response time of rescue staff other than the aerodrome’s core RFFS
personnel to support during an incident (e.g. civil defence, medical services, or other
external services).

Last updated:
16/07/2024

Link:
[Link]

How could the total number of RFFS personnel be calculated based on an

incident-related approach?

Answer

If the transparent and documented approach to determine the number of RFFS personnel was
based on a scenario, the results could be used to conclude the total number of RFFS personnel
by considering the following:

1. aerodrome infrastructure (e.g. provision of additional capacities depending on the

aerodrome specifics and to intervene at any point of the aerodrome by meeting the
response time(s)); however, there is no need to duplicate each position or equipment in
such case);
2. planned absence (e.g. recurrent training, annual leave, shift factor or shift schemes); and
3. contingency arrangements to cover unplanned absence (e.g. sick leave, unplanned
events, vehicle breakdown (cf. GM4 [Link].B.010(a)(e)).

Last updated:
16/07/2024

Link:
[Link]

Is there any further supportive material that could be useful when

determining the number of required RFFS personnel?

Answer

Further guidance or considerations to determine the number of required RFFS personnel may
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be found in the following sources:

ACI World: Managing Rescue and Firefighting Services at Airports — Handbook

ICAO: Airport Services Manual, Part 1 — Rescue and Firefighting (Doc 9137)
adapted procedures from structural firefighting or civil defense;
contact or consultation with members of the working group for knowledge exchange; and
any other international or national guidance material on the subject matter.

Last updated:
16/07/2024

Link:
[Link]

AMC5 [Link].B.010(a)(2), point (a) refers to a response time not

exceeding three minutes, and to an operational objective not exceeding two
minutes. How should the operational objective be considered in relation to
the response time?

Answer

The response time not exceeding three minutes should be considered as a time frame that
should be met under optimum visibility and surface conditions.

The operational objective should be considered as a desired target under ideal conditions and
understood “as low as reasonably possible and feasible” (considering saving lives as primary
objective as well as relevant financial, organisational, technological, and human factors).

Getting as close as possible to the operational objective encompasses the set-up of a

continuous improvement process (e.g. training, vehicle management, fire station(s) location and
design, guidance, access roads, procedural amendment(s)).

Last updated:
16/07/2024

Link:
[Link]

What should be understood as expeditiously as possible, should a response

time be defined?

Answer
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It is acknowledged that a response time should not be set to respond to an emergency in
swampy or water areas, as it largely depends on varying local situations and environments.
However, guidelines should be provided on the need for rescue entities to ensure timely
response, taking into account:

the local situation;

specific conditions regarding survivability (e.g. survival in cold water is approximately 10
minutes maximum); and
the importance of providing adequate deployment of appropriate equipment in coordination
among these entities.

Last updated:
16/07/2024

Link:
[Link]

AMC5 [Link].B010(a)(2), point (a) refers to the time of the initial call to the
rescue and firefighting services. How should the term ‘initial call’ be
understood?

Answer

‘Initial call’ means the first sound of the siren in the fire station, the pager’s alarm or any
other means of alert notified by air traffic services (ATS) or any other party [or person],
indicating an aircraft incident to the rescue and firefighting services.
Assessment of the response time should take into account the various significant milestones,
and in particular any delay in communicating the incident’s location.

Last updated:
16/07/2024

Link:
[Link]

AMC5 [Link].B010(a)(2), point (a) refers to the ‘position to apply foam’.

How should the term ‘position to apply foam’ be understood?

Answer

As the capabilities of vehicles (e.g, moving and discharge or stop and discharge) and the
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procedures (e.g. one or two persons) in place at aerodromes vary widely, in such a context:

To be in a ‘position to apply foam’ means the moment whenever the vehicle(s) is capable to
effectively apply at least 50 % of the required discharge rate as per the reported incident’s
category.
The requirement may be considered to be fulfilled as soon as the vehicle(s) reach(es) a
location where fire monitors of the vehicle(s) are within the range of where the incident
occurred and is/are in a position to effectively apply the extinguishing agents at the specified
discharge rate.
The capabilities of vehicles and procedures in place should be taken into consideration when
calculating the response time.

Last updated:
16/07/2024

Link:
[Link]

AMC5 [Link].B010(a)(2), point (a) defines that the response time is

subject to optimum visibility and surface conditions. What circumstances
should be considered as optimum visibility and surface conditions?

Answer

‘Optimum visibility’ includes daytime and good visibility that is not being interfered by any
environmental impacts impairing the driver’s view (e.g. precipitation such as rain, snow, or fog).

‘Optimum surface conditions’ means that the normal response route (i.e. the predefined route
that is normally available unless there is a temporary maintenance) can be accessed without
delay and is free of any:

environmental contamination (e.g. no precipitation, water, ice, or snow); or

unusual or unpredictable obstacles affecting safety and effective response time (e.g. foreign
object debris (FOD), traffic obstructing RFFS routing, etc.).

Last updated:
16/07/2024

Link:
[Link]

AMC5 [Link].B.010(a)(2), points (a) and (b) define that the response time
should be achieved to any point of each operational runway and calculated
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to any part of the movement area. How many measurements/calculations

should be conducted to meet the requi

Answer

Usually, the response time should be achieved from the fire station(s) to the furthest point of the
runway/s. However, if there are objective reasons why another point of the runway/s might be
reached earlier or later (e.g. in case of more turns slowing down the vehicle speed), the
response time should also be achieved to this point(s).

The same approach based on calculations should apply to any other parts of the movement
area than the runway/s. However, as the complexity of the movement area might usually be
more diverse, in many cases, more than one calculation might be considered.

Last updated:
16/07/2024

Link:
[Link]

AMC5 [Link].B.010(a)(2), point (d) refers to guidance material that should

be provided to meet the operational objective as nearly as possible in less
than optimum visibility. To which response time(s) does that refer to?

Answer

AMC5 [Link].B.010(a)(2), point (d) aims to ensure an as quick as possible response to an

incident and in less than optimum visibility, as orientation might be difficult. Hence, it refers to
the response time of three minutes to any point of each operational runway/s, as per point (a) of
the AMC, as well as to the response time to be calculated for any other part of the movement
area, as per point (b) of the AMC.

Last updated:
16/07/2024

Link:
[Link]

Should the term near’ be understood as a distance of 1 000 meters, as

identified in AMC1 [Link].B.005(b)?
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Answer

The term ‘near’ used in AMC3 [Link].B.010(a)(2) should be understood as including at least
the 1 000 m referred to in AMC1 [Link].B.005(b), up to the 8 km referred to in
AMC2 [Link].B.005(b), considering the published approach and departure procedures and
the preferential flight routes.

Last updated:
16/07/2024

Link:
[Link]

How should the aerodrome operator deduct these areas?

Answer

AMC1 [Link].B.005 aims that the aerodrome operator should ensure that assessment of
the approach and departure areas is carried out which includes also cases when the
aerodrome is located near a water/swampy area, or other difficult environment, or a significant
portion of the approach/departure operations takes over these areas.

Within the 1 000 m, these areas should be defined considering the ‘obstacle limitation surfaces’
calculated according to the figures of ‘Divergence (each side)’ in CS ADR-DSN.J.480, Table J-
1. ‘Dimensions and slopes of obstacle limitation surfaces — Approach runways’, adopting a
trapezoidal shape with a 15-% angle for an instrument runway or a 10-% angle for a
non‑instrument runway.

For a portion of approach or departure operations up to 8 km, these areas should be defined
considering the protection envelopes of a published approach or departure procedure.

Last updated:
17/07/2024

Link:
[Link]

What width should be considered to define these areas?

Answer

AMC1 [Link].B.005 aims that the aerodrome operator should ensure that assessment of
the approach and departure areas is carried out which includes also cases when the
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aerodrome is located near a water/swampy area, or other difficult environment, or a significant
portion of the approach/departure operations takes over these areas.

These areas should be defined considering, whenever possible and depending on the type of
approach or departure procedure, the width of the runway strip and the published procedures
envelope.

Last updated:
17/07/2024

Link:
[Link]

What should be understood as the largest aeroplane normally using the

aerodrome?

Answer

Based on AMC2 [Link].B010(a)(2), the aerodrome operator should consider for providing
the minimum of the RFF service, that it needs sufficient equipment taking into account the
longest aircraft (or group of aircraft) and their fuselage width based on which the level of
protection of the aerodrome has been defined.

Last updated:
16/07/2024

Link:
[Link]

In case off water/swampy areas, what should be considered to ensure an

effective or adequate response to an emergency at the distances mentioned
in AMC1 [Link].B.005(b) and AMC2 [Link].B.005(b)?

Answer

With regard to the 1000-m area from the runway thresholds, the aerodrome operator is required
to assess and ensure the intervention capability of dedicated aerodrome services. If needed,
according to the local environment, and through the establishment of appropriate cooperation
protocols taking due account of national or local legislation, the institutional set-up and entities
mission statement, the intervention capability could be ensured by relevant support entities.

With regard to the 8-km grid map and its relevant areas concerning published flight procedures,
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the aerodrome operator, taking due account of the the national or local situation in terms of the
institutional set-up of responsibility for managing and responding to an emergency, should
conduct, with the support of relevant national or local entities, an assessment of the area to
map entities available in case of an emergency, to identify intervention capability.

Such capability, with the aim to clarify how intervention would be implemented and the available
means (i.e. responsibilities considering national or local legislation; type and quantity of
equipment and personnel available; dispatch/activation time; other alternatives when response
capacity is exhausted or in case there is no immediate response), should be documented and
included in the National or Local Emergency Plans (GM1 [Link].B.005(a)), as well as in the
Aerodrome Emergency Plan.

Such assessment should consider the safety management system requirement to coordinate
the aerodrome emergency response plan. In that respect, coordination of the aerodrome
emergency response plan with the emergency response plans of those organisations it must
interface with during the provision of aerodrome services and with the relevant external
organisations who have the responsibility to respond to an emergency occurring at an
aerodrome or in its surroundings ([Link].D.005) should be ensured.

The assessment of intervention capability should be periodically reviewed, tested, and

discussed with all organisations that bear some responsibility in case of an emergency.

Last updated:
16/07/2024

Link:
[Link]

What considerations for assessing difficult environments are already given

in the EU regulatory framework?

Answer

Although the Regulation (EU) No 139/2014 does not contain specific considerations on the
assessment of difficult environments at or near an aerodrome as the response to such areas,
the existing EU regulatory framework contains aspects that could be used to assess difficult
environments and plan the response to such areas in a transparent way:

1. definition of the area’s size (e.g. AMC1 [Link].B.005(b), AMC2 [Link].B.005(b),

GM1 [Link].B.010(a)(1));
2. availability of support within the area;
3. resource management (e.g. GM3 [Link].B.010(a)(2), AMC3 [Link].B.010(a)(2);
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and
4. verification.

For more information, please refer to the following acceptable means of compliance (AMC) and
guidance material (GM):

GM1 [Link].B.010(a)(1).
AMC3 [Link].B.010(a)(2), which states that ‘If the aerodrome is located near a
water/swampy area, or other difficult environment, or a significant portion of the
approach/departure operations takes over these areas, the aerodrome operator should
coordinate the availability of suitable rescue equipment’.
GM3 [Link].B.010(a)(2), which states that ‘Special fire fighting equipment may not be
provided for water areas; this does not prevent the provision of such equipment if it
would be of practical use, such as when the areas concerned include reefs or islands. The
objective should be to plan and deploy the necessary life-saving flotation equipment, as
expeditiously as possible, in a number commensurate with the largest aeroplane normally
using the aerodrome’.
AMC1 [Link].B.005(b), which states that ‘The aerodrome operator should ensure that an
assessment of the approach and departure areas within 1000 m of the runway threshold is
carried out to determine the options available for intervention’.
AMC2 [Link].B.005(b), which states that ‘A grid map of the aerodrome and its immediate
surroundings, approximately at a distance of 8km from the centre of the aerodrome’.

Last updated:
16/07/2024

Link:
[Link]

What area should be considered when assessing difficult environments?

Answer

The assessment of potential difficult environments at or near an aerodrome should consider the
immediate surroundings of an aerodrome and the established standard flight procedures.

In accordance with point (b) of [Link].B.005, the assessment of the area at an aerodrome
should consider the width of the runway strip and then follow the actual approach obstacle
limitation surface up to a distance of 1 000 m beyond the runway’s threshold (or, if there is no
threshold, the runway end).
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In accordance with point (e) of AMC2 [Link].B.005(b), the assessment near an aerodrome
should consider significant portions underneath the standard approach and departure routes
within a 8-km radius from the aerodrome reference point.

To determine the size of the area, please refer to the following:

Table 1 of CS ADR-DSN.A.005 for the aerodrome reference code;

CS ADR-DSN.A.002 for the runway;
CS ADR-DSN.A.002 and CS ADR-DSN.B.160 for the runway strip; and
CS ADR-DSN.A.002 and CS ADR-DSN.H.405 for the obstacle limitation surfaces.

Last updated:
16/07/2024

Link:
[Link]

What response to difficult environments is expected by the aerodrome

operator in those areas that are considered as difficult environments?

Answer

Within the 1 000 m area, the aerodrome operator should normally provide intervention
capacities and respond to an incident (however, those responsibilities may be limited by local or
national legislation defining other responsibilities). Therefore, the aerodrome operator should
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determine the options available for intervention based on the capacity of its dedicated means or
the established intervention protocols with third-party entities in charge. Additionally, activation
and engagement procedures in accordance with needs and capacities considering the actual
environment should be established.

For other difficult environments within the 8-km radius from the aerodrome reference point, the
responsibility to respond remains with the local authorities or entities in charge within the local
legal framework of the district where the incident occurred. Although there is no response
expected by the aerodrome operator, the aerodrome operator should actively participate in the
coordination of resources. This should include:

the mapping of further entities’ location and intervention capacities considering the safety
management system requirements; and
the counselling other responsible entities located in the area in the establishment of protocols
to allow for the effective organisation of resources for a rapid intervention.

Last updated:
16/07/2024

Link:
[Link]

What resources could be considered when establishing intervention

protocols?

Answer

Resources that could be considered to respond to incidents in difficult environments do not

need to be limited to aerodrome-owned or RFFS resources. They could rather include any type
of aerodrome service that can offer or ensure acceptable level of safety within the defined
areas. Other such resources include third-party arrangements with external partners or
organisations that can support or facilitate any response, whenever necessary, through
knowledge, personnel, or equipment.

Last updated:
16/07/2024

Link:
[Link]

How could the presence of difficult environments and the response

capabilities to difficult environments be verified?
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Answer

The presence of difficult environments should be reassessed upon infrastructural changes at or

near the aerodrome. The intervention capabilities should be verified during training sessions,
familiarisation with difficult environments, or exercises. Any third-party arrangements should be
reviewed and updated periodically to ensure high-level of safety.

Last updated:
16/07/2024

Link:
[Link]