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CIVIL AVIATION GUIDANCE MATERIAL – 1413
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AIRPORT EMERGENCY
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PLAN
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AEP

CIVIL AVIATION AUTHORITY OF MALAYSIA

ISSUE 01
REVISION 00 – 15 T H MAY 2022
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 Introduction

Introduction
This Civil Aviation Guidance Material 1413 (CAGM 1413) is issued by the Civil Aviation
Authority of Malaysia (CAAM) to provide guidance for Airport Emergency Plan at the
aerodrome, pursuant to Civil Aviation Directive 14 Vol 1 – Aerodrome Design and Operations
(CAD 14 Vol 1).
Organisations may use these guidelines to demonstrate compliance with the provisions of the
relevant CAD’s issued. Notwithstanding the regulation 65 of the Civil Aviation Regulations
(Aerodrome Operations) Regulations 2016 (CA (AO) R 2016), when the CAGMs issued by
the CAAM are used, the related requirements of the CAD’s are considered as met, and further
demonstration may not be required.

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(Datuk Captain Chester Voo Chee Soon)

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Chief Executive Officer

Civil Aviation Authority of Malaysia
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Issue 01/Rev 00 CAGM 1413 – AEP 3

 Introduction

Civil Aviation Guidance Material components and Editorial practices

This Civil Aviation Guidance Material is made up of the following components and are
defined as follows:

Standards: Usually preceded by words such as “shall” or “must”, are any specification
for physical characteristics, configuration, performance, personnel or procedure,
where uniform application is necessary for the safety or regularity of air navigation and
to which Operators must conform. In the event of impossibility of compliance,
notification to the CAAM is compulsory.

Recommended Practices: Usually preceded by the words such as “should” or “may”,

are any specification for physical characteristics, configuration, performance,
personnel or procedure, where the uniform application is desirable in the interest of
safety, regularity or efficiency of air navigation, and to which Operators will endeavour
to conform.

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Appendices: Material grouped separately for convenience but forms part of the
Standards and Recommended Practices stipulated by the CAAM.

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Definitions: Terms used in the Standards and Recommended Practices which are
not self-explanatory in that they do not have accepted dictionary meanings. A definition
does not have an independent status but is an essential part of each Standard and
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Recommended Practice in which the term is used, since a change in the meaning of
the term would affect the specification.
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Tables and Figures: These add to or illustrate a Standard or Recommended Practice

and which are referred to therein, form part of the associated Standard or
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Recommended Practice and have the same status.

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Notes: Included in the text, where appropriate, Notes give factual information or
references bearing on the Standards or Recommended Practices in question but not
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constituting part of the Standards or Recommended Practices;

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Attachments: Material supplementary to the Standards and Recommended Practices

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or included as a guide to their application.

The units of measurement used in this CAGM are in accordance with the International
System of Units (SI) as specified in CAD 5. Where CAD 5 permits the use of non-SI
alternative units, these are shown in parentheses following the basic units. Where two
sets of units are quoted it must not be assumed that the pairs of values are equal and
interchangeable. It may, however, be inferred that an equivalent level of safety is
achieved when either set of units is used exclusively.

Any reference to a portion of this document, which is identified by a number and/or

title, includes all subdivisions of that portion.

Throughout this Civil Aviation Guidance Material, the use of the male gender should
be understood to include male and female persons.

Issue 01/Rev 00 CAGM 1413 – AEP 4

 Record of Revisions

Record of Revisions
Revisions to this CAGM shall be made by authorised personnel only. After inserting the
revision, enter the required data in the revision sheet below. The ‘Initials’ has to be signed off
by the personnel responsible for the change.
Rev No. Revision Date Revision Details Initials

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 Record of Revisions

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 Chapter 1 – General

Summary of Changes
ISS/REV no. Item no. Revision Details

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 Chapter 1 – General

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 Chapter 1 – General

Table of Contents
1 GENERAL ........................................................................................................................... 1-3
NEED FOR EMERGENCY PLANNING PROCEDURES ........................................................................... 1-3
RESPONSIBILITY ........................................................................................................................ 1-5
ESTABLISHMENT OF AN AIRPORT EMERGENCY PLAN ...................................................................... 1-6
2 AIRPORT EMERGENCY PLAN DOCUMENT ........................................................................... 2-1
PURPOSE AND SCOPE ................................................................................................................ 2-1
TYPES OF EMERGENCIES ............................................................................................................ 2-1
3 AGENCIES INVOLVED ......................................................................................................... 3-1
GENERAL................................................................................................................................. 3-1
AIR TRAFFIC SERVICES ............................................................................................................... 3-2
RESCUE AND FIRE FIGHTING SERVICES (FIRE DEPARTMENTS) ........................................................... 3-2
POLICE AND/OR SECURITY SERVICES ........................................................................................... 3-3

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AIRPORT OPERATOR .................................................................................................................. 3-4

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MEDICAL SERVICES ................................................................................................................... 3-4

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HOSPITALS .............................................................................................................................. 3-5
AIRCRAFT OPERATIONS.............................................................................................................. 3-6
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GOVERNMENT AUTHORITIES ...................................................................................................... 3-6
AIRPORT TENANTS .................................................................................................................... 3-6
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TRANSPORTATION AUTHORITIES (LAND, SEA, AIR) ......................................................................... 3-7
RESCUE CO-ORDINATION CENTRE ............................................................................................... 3-7
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CIVIL DEFENCE ......................................................................................................................... 3-7

MUTUAL AID AGREEMENTS........................................................................................................ 3-8
MILITARY ................................................................................................................................ 3-8
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HARBOUR PATROL AND COAST GUARD ........................................................................................ 3-8

CLERGY ................................................................................................................................... 3-8
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PUBLIC INFORMATION OFFICER ................................................................................................... 3-8

MENTAL HEALTH AGENCIES ....................................................................................................... 3-9
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4 RESPONSIBILITY AND ROLE OF EACH AGENCY FOR EACH TYPE OF EMERGENCY ................... 3-1
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AIRCRAFT ACCIDENT ON THE AIRPORT .......................................................................................... 3-1

AIRCRAFT ACCIDENT OFF THE AIRPORT ........................................................................................ 3-9
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FULL EMERGENCY ................................................................................................................... 3-14

LOCAL STANDBY ..................................................................................................................... 3-15
NON-AIRCRAFT ACCIDENT RELATED AIRPORT EMERGENCIES.......................................................... 3-15
UNLAWFUL ACTS AGAINST CIVIL AVIATION ................................................................................. 3-16
OCCURRENCES INVOLVING DANGEROUS GOODS .......................................................................... 3-16
NATURAL DISASTER................................................................................................................. 3-18
EMERGENCIES AT AIRPORTS BORDERING WATER AREAS ............................................................... 3-19
5 EMERGENCY OPERATIONS CENTRE AND MOBILE COMMAND POST..................................... 5-1
GENERAL................................................................................................................................. 5-1
EMERGENCY OPERATIONS CENTRE .............................................................................................. 5-1
MOBILE COMMAND POST .......................................................................................................... 5-1
6 COMMANDER AND CO-ORDINATOR(S) FOR THE PLAN ........................................................ 6-1
GENERAL................................................................................................................................. 6-1

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 Chapter 1 – General

7 GRID MAP ......................................................................................................................... 7-1

GENERAL................................................................................................................................. 7-1
8 INFORMATION ON OFFICES TO BE CONTACTED .................................................................. 8-1
GENERAL .............................................................................................................................. 8-1
9 TRIAGE AND MEDICAL CARE............................................................................................... 9-1
9.1 IMMEDIATE NEED FOR CARE OF INJURED IN AIRCRAFT ACCIDENTS ................................................... 9-1
TRIAGE PRINCIPLES (ALL EMERGENCIES) ....................................................................................... 9-1
STANDARDIZED CASUALTY IDENTIFICATION TAGS AND THEIR USE ..................................................... 9-1
CARE PRINCIPLES ...................................................................................................................... 9-2
CONTROL OF THE FLOW OF THE INJURED..................................................................................... 9-4
10 CARE OF AMBULATORY SURVIVORS ............................................................................. 10-1
GENERAL............................................................................................................................... 10-1
11 CARE OF FATALITIES ..................................................................................................... 11-1

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12 COMMUNICATIONS ..................................................................................................... 12-1

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COMMUNICATION SERVICES ..................................................................................................... 12-1
COMMUNICATION NETWORK ................................................................................................... 12-1
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COMMUNICATION EQUIPMENT ................................................................................................. 12-1
APRON AND TERMINAL AREA EMERGENCIES ............................................................................... 12-2
TESTING AND VERIFICATION ..................................................................................................... 12-3
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13 AIRPORT EMERGENCY EXERCISES ................................................................................. 13-1
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PURPOSE............................................................................................................................... 13-1
TYPES OF AIRPORT EMERGENCY EXERCISES ................................................................................. 13-1
TABLETOP EXERCISES............................................................................................................... 13-2
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PARTIAL EMERGENCY EXERCISES ............................................................................................... 13-2

FULL-SCALE EXERCISES ............................................................................................................ 13-2
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14 REVIEW OF THE AIRPORT EMERGENCY PLAN ................................................................ 14-1

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GENERAL............................................................................................................................... 14-1
REVIEW FOLLOWING AN ACCIDENT ........................................................................................... 14-3
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15 APPENDICES ................................................................................................................ 15-5

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APPENDIX 1 - GLOSSARY OF TERMS........................................................................................... 15-5

APPENDIX 2 - OUTLINE OF AN AIRPORT EMERGENCY PLAN ........................................................... 15-9
APPENDIX 3 - AIRPORT MEDICAL SERVICES ....................................................................... 15-14
APPENDIX 4 - PRESERVATION OF EVIDENCE FOR AIRCRAFT ACCIDENT INVESTIGATIONS .................... 15-22
APPENDIX 5 - MUTUAL AID EMERGENCY AGREEMENTS .............................................................. 15-23
APPENDIX 6 - AIRCRAFT ACCIDENTS IN THE WATER.................................................................... 15-25
APPENDIX 7 - AIRCRAFT OPERATORS ........................................................................................ 15-28

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 Chapter 1 – General

1 General

Need for Emergency Planning Procedures

Airport emergency planning is the process of preparing an airport to cope with an

emergency occurring at the airport or in its vicinity. The object of airport emergency
planning is to minimize the effects of an emergency, particularly in respect of
saving lives and maintaining aircraft operations. The airport emergency plan sets
forth the procedures for co-ordinating the response of different airport agencies
(or services) and those agencies in the surrounding community that could be of
assistance in responding to the emergency.

Each airport emergency plan should be a co-ordinated programme between the

airport and the surrounding community. This is desirable as the planning and
procedures needed to handle major emergency situations on the airport are similar

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to other types of major emergencies that can strike a community. Inasmuch as the
airport may be the transportation hub for any community emergency situation

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(whether it be an aircraft accident, a natural disaster, an explosion, or even a
severe storm), its role in any community emergency situation should be well
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established. Each airport/community has individual needs and peculiarities, but,
in spite of the political, jurisdictional and agency differences, the basic needs and
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concepts of emergency planning and exercises will be much the same and involve
the same major problem areas: COMMAND, COMMUNICATION and CO-
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ORDINATION.

The airport emergency plan will be implemented similarly whether it is an on-

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airport or an off-airport aircraft accident/incident. It is only in jurisdiction that

changes will be noted. In an on-airport aircraft accident/incident, the airport
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operator will normally be in command. In an off-airport aircraft accident/incident,

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the agency in command will be the agency agreed upon in the mutual aid
emergency agreement pre-arranged with the surrounding community. When an
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aircraft accident/incident occurs just outside the airport perimeter, the jurisdictional
responsibility will be as agreed upon in the mutual aid emergency agreement pre-
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arranged with the surrounding community. This, however, should not affect the
immediate response by airport personnel or by agencies having roles in the airport
emergency plan.

The airport emergency plan should include a set of instructions to ensure prompt
response of rescue and fire fighting, law enforcement, police/security, medical
services, other agencies on and off the airport and other competent, trained,
expert personnel, adequate to meet all unusual conditions.

To be operationally sound, a comprehensive airport emergency plan must give

consideration to:

a) preplanning BEFORE an emergency;

b) operations DURING the emergency; and

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 Chapter 1 – General
c) support and documentation AFTER the emergency.

“Before the emergency” considerations include planning for the handling of all
factors that could bear upon effective emergency response. Preplanning should
define the organizational authority and the responsibilities for developing, testing
and implementing the emergency plan.

“During the emergency” considerations depend on the stage, nature and location
of the emergency. The situation may change as the rescue work progresses. (For
example, while the airport fire chief or designee would normally be the first person
in command of the emergency forces, this officer may thereafter become one of
several staff officers as other responding officers from other agencies assume their
specified roles at the command post under the jurisdiction of the designated “on-
scene” commander.)

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events, but transitions of authority and responsibility at the scene need to be

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thoroughly discussed and planned in advance. Some personnel, who in early
stages have a direct operational assignment, subsequently may be required to
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remain on the scene and may assume a supportive role (i.e. police/security
personnel, rescue and fire fighting personnel, airport authority and public works).
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Thus, it is also necessary to preplan for such supportive services, and to consider
problems related to restoring or maintaining protective services to permit
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continuation of normal airport/aircraft operations which may have been disrupted

by the emergency. The need to communicate the termination of the emergency to
supporting agencies (hospitals, ambulances, etc.) so they can return to “normal”
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operation should also be considered. Documentation of the various operations in

an emergency is an aid to the gathering and organizing of data for various post-
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accident/incident reports. It also can provide the structure for a critique of the
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emergency and can be used as a format for improving the procedures and
arrangements in the emergency plan.
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The recommendations set forth in this manual are based on the paramount need
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for survival of aircraft occupants and other casualties resulting from the aircraft
accident/incident. The stabilization and emergency medical treatment of
casualties is of equal importance. The speed and skill of such treatment is crucial
in situations where life hazards exist. An effective rescue effort requires adequate
preplanning for the emergency as well as execution of periodic practice exercises.

The recommendations should take into account operations in all weather

conditions such as extreme heat, rain, wind or reduced visibility. They should also
allow for potential accident locations in difficult terrain surrounding the airport
environment, i.e. bodies of water, roads, depressions and other problem areas.

The material contained herein should not be in conflict with local or State
regulations. A principal purpose of this document is to alert participating
departments or agencies, which may be called to an aircraft emergency, that

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 Chapter 1 – General
conflicts can exist because of overlapping or non-existent local regulations. It is
hoped that this information may be useful in resolving problems that actual
emergencies have brought to light.

An important consideration of the plan is the identification of all materiel resources

that can be utilized to manage the emergencies identified within the airport
emergency plan. It is incumbent to include in the planning process the most
effective method of acquiring these resources and placing them where needed in
a timely manner.

Responsibility

Each airport operator should be responsible for establishing emergency plans

and procedures to deal with all unusual conditions at the airport and for co-
ordinating the plan with surrounding community authorities. The aerodrome

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personnel and equipment provided by all concerned departments and agencies,

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and for providing maximum aircraft/airport emergency services and mutual aid.

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The plan should spell out the co-ordinated response or participation of all existing
agencies which, in the opinion of the airport operator, could be of assistance in
responding to an emergency. Examples of such agencies are:
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a) On the airport
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1) rescue and fire fighting services;

2) medical services;
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3) security services;
4) airport administration;
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5) air traffic services; and

6) aircraft operators.
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b) Off the airport

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1) mutual aid police;

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2) mutual aid local fire departments;

3) medical services;
4) hospitals;
5) government authorities;
6) harbour patrol or coast guard; and
7) all other participating agencies.

The airport operator should ensure that all participating agencies having duties
and responsibilities under the emergency plan are familiar with their assignments.
They should also be familiar with other agencies' duties in the emergency plan.
The responsibility and role played by each agency for each type of emergency are
described in Chapter 4.

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 Chapter 1 – General
Establishment Of An Airport Emergency Plan

The purpose of an airport emergency plan is to ensure that there is:

a) orderly and efficient transition from normal to emergency operations;

b) delegation of airport emergency authority;

c) assignment of emergency responsibilities;

d) authorization by key personnel for actions contained in the plan;

e) co-ordination of efforts to cope with the emergency; and

f) safe continuation of aircraft operations or return to normal operations as soon

as possible.

It is imperative that the airport authority arrange emergency mutual aid

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agreements which define responsibilities and/or liabilities of each contributing
party with surrounding communities. These agreements should include at least the

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following:

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clarification of the political and jurisdictional responsibilities of the several
agencies that may be involved in order to avoid problems when an
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emergency occurs;

b) establishment of the command authority; i.e. a single on-scene commander

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(with designated alternates if necessary);

c) designation of communication priorities at the accident site;

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d) organization of emergency transportation facilities under a predesignated co-

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ordinator(s);
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e) predetermination of the legal authorities and liabilities of all co-operating

emergency personnel; and
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f) prearrangements for use of portable and heavy rescue equipment from

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available sources.

Off-airport accidents in adjacent mountains, marshes, deserts, or water can

present unique and difficult access and logistical problems. It is therefore important
that communities so located have adequate plans for rescue in such areas. This
could require an analysis of the availability of such special service vehicles as fire
boats, rescue boats, helicopters, hovercraft, swamp buggies, snowmobiles, half-
tracks, forest fire fighting equipment, etc., and arrangement for their utilization.
Consideration also may need to be given to:
a) the availability of specialized rescue teams such as scuba divers, mountain
or desert squads, ski patrols, search dogs and bomb squads;
b) the handling of radiological incidents or chemical spills; and
c) equipment for the emergency transfer of fuel from the aircraft wreckage,
from a water surface, or from pools formed in ground depressions, etc.

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 Chapter 2 – Airport Emergency Plan Document

2 Airport Emergency Plan Document

Purpose and Scope

The purpose of the emergency plan documents is to set out in manual form the
responsibilities and required actions/roles of the various personnel/agencies
involved in dealing with emergencies affecting the airport.

“During the emergency” considerations depend on the exact nature and/or location
of the accident. The location will dictate the agency responsible for management
of the emergency. As the nature of the accident changes from emergency
operations to the investigation phase, the appropriate accident investigation
authority will assume command and responsibility for the accident scene. All
agencies responding to the accident must know, in advance, their respective
roles, responsibilities, and to whom they report and who reports to them.

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“After the emergency” considerations also must be given considerable attention.

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Transition of authority and other legal factors need to be discussed and
preplanned. Consideration needs to be given to the restoration of protective
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services in order to permit continuation of normal airport/aircraft operations and to
public protection that may have been disrupted by the emergency.
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The recommendations contained in this document are based on the requirement
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that survival of aircraft occupants and other related accident victims is the primary
operational objective. Effective operations require a great deal of preplanning and
regular exercises that provide opportunity for realistic training of personnel from
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all agencies which will be involved in the emergency.

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It is crucial that planning details by the response agencies consider local weather
conditions and night operations. For example, severe weather conditions may also
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negatively affect fire fighting foam solution.

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Precautions must be taken, where necessary, to mitigate weather-induced

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physical problems such as dehydration. Such considerations apply to emergency

personnel as well as to victims of the accident.

The scope of the emergency plan document should include command,

communication and co-ordination functions for executing the plan.

An outline of an airport emergency plan is contained in Appendix 2.

Types Of Emergencies

The airport emergency plan shall provide for the co-ordination of the actions to be
taken in an emergency occurring at an airport or in its vicinity.

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 Chapter 2 – Airport Emergency Plan Document
Different types of emergencies which can be anticipated are: emergencies
involving aircraft, emergencies not involving aircraft, medical emergencies, or
combinations of these emergencies.

a) Emergencies involving aircraft. These include:

1) accident — aircraft on-airport

2) accident — aircraft off-airport
i) land
ii) water

3) incident — aircraft in flight

i) severe air turbulence
ii) decompression
iii) structural failure

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4) incident — aircraft on ground
5) incident — sabotage including bomb threat

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6) incident — unlawful seizure

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Emergencies not involving aircraft. These include:

1) fire — structural
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2) sabotage including bomb threat
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3) natural disaster
4) dangerous goods
5) medical emergencies
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c) Compound emergencies.
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1) aircraft/structures
2) aircraft/fuelling facilities
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3) aircraft/aircraft
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The aircraft emergencies for which services may be required are generally
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classified as:

a) “aircraft accident”: an aircraft accident which has occurred on or in the vicinity

of the airport;

b) “full emergency”: an aircraft approaching the airport is, or is suspected to

be, in such trouble that there is imminent danger of an accident; and

c) “local standby”: an aircraft approaching the airport is known or is suspected

to have developed some defect, but the trouble is not such as would normally
involve any serious difficulty in effecting a safe landing.

This classification has been used in Chapter 4.

In a medical emergency the degree or type of illness or injury and the number of
persons involved will determine the extent to which the airport emergency plan is

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 Chapter 2 – Airport Emergency Plan Document
utilized. Everyday, minor first-aid requirements should be dealt with by airport first-
aid or medical clinics. (See Appendix 3.) Where airport first-aid or medical clinics
are not available, outside medical attention should be obtained. Important factors
that determine the need to implement the emergency plan, and if so, the extent of
its utilization, include communicable diseases, collective food poisoning, and
sudden, serious illness or injury beyond the capability of the airport first-aid or
medical clinic.

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 Chapter 2 – Airport Emergency Plan Document

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 Chapter 3 – Agencies Involved

3 Agencies Involved

General

The first step in a viable emergency plan is to have the co-operation and
participation of all the concerned airport/community authorities. Agencies to be
considered are:

a) air traffic services;

b) rescue and fire fighting services (fire departments)*;

c) police and/or security services;

d) airport authority;

e) medical services;

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f) hospitals;

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g) aircraft operators;

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i)
government authorities;

communication services;
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j) airport tenants;
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k) transportation authorities (land, sea and air);

l) rescue co-ordination centre;

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m) civil defence;
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n) mutual aid agencies;

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o) military;
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p) harbour patrol or coast guard;

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q) clergy;

r) public information office;

s) customs;

t) public utilities;

u) postal authorities;

v) coroner;

w) volunteer organizations; and

x) international relief agencies (Red Cross, etc.).

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 Chapter 3 – Agencies Involved
Air Traffic Services

When the emergency involves an aircraft, the airport control tower (or airport flight
information service) is required to contact the rescue and fire fighting service and
to provide information on the type of emergency and other essential details, such
as the type of aircraft, fuel on board and location of the accident, if known.
Additionally, the airport emergency plan may specify that air traffic services should
initiate the calling of the local fire departments and appropriate organizations in
accordance with the procedures laid down in the plan. The initial call should
provide the grid map reference, rendezvous point and, where necessary, the
airport entrances to be used. Alternatively, this function may be assigned by the
plan either in whole or in part to another organization or unit. Care must be taken,
when preplanning initial notification of the accident, to specify clearly the
responsibility assignments and to avoid duplication in the calling requirements.
Subsequent calls may expand the information given to include the number of

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aircraft occupants, any dangerous goods on board, and the name of the aircraft
operator, if appropriate. If the airport must be closed because of the emergency

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situation at hand, air traffic services are expected to take action as necessary with

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respect to aircraft desiring to land or depart.

Rescue And Fire Fighting Services (Fire Departments)

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The prime responsibility of airport rescue and fire fighting personnel is to save
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lives. Property endangered by aircraft incidents and accidents occurring on or

near the airport should be preserved as far as practicable. To achieve this
objective, fire should be suppressed and any reignition prevented. There are
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aircraft accidents, however, where fire may not occur, or where the fire may be
rapidly extinguished. In every case, the procedures should provide for the most
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rapid evacuation possible of survivors of the accident.

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Unless seriously injured casualties are stabilized rapidly, they may become
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fatalities. Airport rescue and fire fighting personnel should receive training to
satisfy locally acceptable, emergency medical standards. They may be the only
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rescue personnel on the scene during the critical period immediately following an
accident and possibly for an extended period of time. On-airport availability of
other responding personnel with qualified medical expertise may reduce this
need.

Only fire fighting and rescue personnel wearing approved protective fire fighting
clothing and equipment should be allowed in close proximity to an aircraft accident
site. Such clothing should be worn within a distance of approximately 100 m from
any point on the aircraft or any fuel spillage.

As a means to easily identify and distinguish the fire officer in command, a suitable
red hard hat and highly visible red apparel such as a vest or coat should be worn,
with “CHIEF FIRE OFFICER” in reflective lettering displayed front and back.

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 Chapter 3 – Agencies Involved
Police And/Or Security Services

In an airport emergency, it is expected that the police or security officer first to

arrive at the scene will secure the site and request reinforcement, if needed. The
officer's responsibilities should continue until relieved by the designated law
enforcement agency that has jurisdictional authority over the area. The plan
should include arrangements for the rapid and effective reinforcement of the
security cordon by local police, military or other units under governmental control,
wherever required.

Congestion-free ingress and egress roads need to be established immediately for

emergency vehicles. The security services, police force, or other appropriate local
authorities are expected to ensure that only persons with specific tasks be allowed
at the scene of the accident. They should route the normal traffic away from or
around the accident site.

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The plan should provide for the control of crowds that always collect at an accident

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site and also for the preservation of the entire area, undisturbed whenever
practical, for investigation purposes. (See Appendix 4.)
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A mutual aid programme should be instituted between all potentially involved
security agencies; e.g. airport, city, local and government security forces, mail
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inspectors, and, where appropriate, military police and customs officials.
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A method to easily identify responding emergency personnel should be

implemented at security check points to ensure that they have immediate access
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to the accident site. “Emergency Access” identification can be pre- issued by the
airport authority to emergency personnel for use during an emergency.
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In many cases it may not be possible or practicable for vehicles of mutual aid fire
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departments, ambulances, etc., to proceed directly to the accident/incident site. It

is essential that the emergency plan include procedures for meeting at a
N

designated rendezvous point or points. A rendezvous point can also be used as a

-U

staging area where responding units can be held until needed at the accident site.
This can help to eliminate traffic jams and confusion. Personnel controlling the
rendezvous point also should consider the suitability of vehicles for adverse terrain
conditions at the accident site and to prevent obstruction of the access route by
disabled vehicles. Staging these vehicles can prevent traffic jams and confusion
at the accident scene.

As a means to easily identify and distinguish the security/police officer in

command, a blue, industrial hard hat and highly visible blue apparel such as a vest
or coat should be worn, with “POLICE CHIEF” in reflective lettering displayed front
and back.

Issue 01/Rev 00 CAGM 1413 – AEP 3-3

 Chapter 3 – Agencies Involved
Airport operator

The airport operator should be responsible for establishing, promulgating and

implementing the plan and designating the person in command of the over-all
operation at the command post. The plan may require the airport operator to
ensure that the information, such as names and telephone numbers of offices
or people involved in an airport emergency, is kept up to date and distributed to
all concerned. Co-ordination of all agencies responding to an emergency is
expected to be carried out by the airport authority. The airport operator will also
arrange necessary meetings of the airport emergency plan co-ordinating
committee, composed of key personnel from participating agencies, to critique the
plan after it has been tested or implemented. The airport operator should be
responsible for closing the airport, or part of it, if circumstances so require. Aircraft
operations should be resumed only when circumstances permit aircraft to operate
safely without interfering with rescue activities and the airport movement area has

-
D
been secured.

E
As a means to easily identify and distinguish the airport operations officer in
charge, an international-orange hard hat and highly visible orange apparel such
LL
as a vest or coat should be worn, with “AIRPORT ADMINISTRATION” in reflective
lettering displayed back and front.
O
Medical Services
TR

The purpose of medical services is to provide triage, first aid and medical care in
order to:
N

a) save as many lives as possible by locating and stabilizing the most seriously
O

injured, whose lives may be in danger without immediate treatment;

b) provide comfort to the less seriously injured and to administer first aid; and
C

c) transport casualties to the proper medical facility.

N
-U

It is essential that provision of medical services such as triage, stabilization, first

aid, medical care, and the transporting of the injured to hospital(s) be carried out
in the most expeditious manner possible. To this end, well organized medical
resources (personnel, equipment and medical supplies) should be available at the
accident site in the shortest time possible. The medical aspects of the emergency
plan should be integrated with local community emergency plans as agreed upon
in the mutual aid emergency agreement. (See Appendix 5.)

A medical co-ordinator should be assigned to assume control of the emergency

medical operations at the accident site. If airport medical services exist, the
medical co-ordinator may be designated from the airport medical staff. In some
cases, it may be necessary to appoint an interim medical co-ordinator, to be
relieved when the designated medical co-ordinator arrives on site. The interim

Issue 01/Rev 00 CAGM 1413 – AEP 3-4

 Chapter 3 – Agencies Involved
medical co-ordinator can be designated from the airport rescue and fire fighting
personnel.

Medical and ambulance services may be an integral part of the airport services,
particularly whenever an ambulance service is a part of the airport rescue and
fire fighting service. Whenever medical and ambulance services are not available
at the airport, prearrangements with local, private, public or military medical and
ambulance services should be made. The plan has to ensure the dispatch of a
satisfactory assignment of personnel, equipment and medical supplies. To ensure
a rapid response, the plan can include arrangements for land, sea and airborne
transportation of medical services to the scene, and subsequent transportation of
persons requiring immediate medical care. Prearrangements are necessary for
the availability of doctors and other medical personnel for all airport emergencies.
The plan should list a sufficient number of doctors to offset any absences at the
time an emergency occurs.

-
D
The plan should designate a medical transportation officer whose responsibilities

E
would include:

a)

b)
LL
alerting hospitals and medical personnel of the emergency;

directing transportation of casualties to appropriate hospitals suitable for

O
treatment of the particular injury;
TR

c) accounting for casualties by recording the route of transportation, destination

hospital, and casualty's name and extent of injuries;

d) advising hospitals when casualties are en route; and

N

e) maintaining contact with hospitals, medical transportation, the senior medical

O

officer, on-scene command post, and the command post.

C

Information on medical services at airport is contained in Appendix 3.

N

Hospitals
-U

Participating hospitals should have contingency emergency plans to provide for

mobilization if necessary of medical teams to the accident site in the shortest
possible time. Availability of qualified personnel and adequate facilities at the
hospitals to deal with airport emergency situations is vital. In this respect, it is
mandatory to establish in advance an accurate list of surrounding hospitals. They
should be classified according to their effective receiving capacity and specialized
features, such as neurosurgical ability or burn treatment. In most circumstances it
is unwise to deplete the most proximate hospital to the accident site of essential
medical and nursing personnel.

The distance from the airport and the ability to receive helicopters should be
considered. Reliable two-way communication shall be provided between the
hospitals, ambulances and helicopters. The alert of an aircraft accident should be

Issue 01/Rev 00 CAGM 1413 – AEP 3-5

 Chapter 3 – Agencies Involved
made to a single medical facility which then alert all other facilities according to a
local medical communications network.

Aircraft Operations

It is important that arrangements be made in the plan to disseminate full details of

aircraft related information, such as number of persons aboard, fuel quantity and
existence of any dangerous goods, if available. Aircraft operators are expected to
be responsible for providing this information. This information is vital to the on-
scene commander and will influence the tactics and strategies used to deal with
the emergency. Operators also are responsible for making arrangements for any
uninjured persons who may require to continue their journey, or need
accommodations or other assistance. Additionally, aircraft operators may be
responsible for contacting deceased passengers' next of kin. The police and/or
international relief agencies (Red Cross, etc.) will normally assist in the

-
D
accomplishment of this task. Information concerning services provided by aircraft
operators following an aircraft accident is contained in Appendix 7.

E
The airport emergency plan should designate an aircraft operator to respond to an
LL
emergency involving a chartered, private, military or other non-tenant aircraft
operator.
O
The proper disposition of all cargo, mail and baggage aboard an aircraft involved
TR

in an accident is the responsibility of the aircraft operator. Permission to remove

these items from the aircraft may be granted by the on- scene commander only
after the emergency has been abated and the requirements of the accident
N

investigators have been met.

O

Government Authorities
C

In order to avoid conflict and confusion between participants, the airport

emergency plan should clearly define the obligations, controls and limitations
N

placed on the airport authority by government agencies. Post-accident

-U

investigation, unlawful seizure of aircraft, bomb threats and bombings, customs

and postal matters, may all fall into jurisdictions other than that of the airport
operator.

Airport Tenants

Airport tenants and their employees should be considered a prime source of

readily available equipment and human resources. With their intimate knowledge
of the airport, airport tenants and their employees can have a vital role in the
emergency plan especially if their background includes medical training,
transportation or food preparation. It is important that these persons be deployed
under supervision and assigned specific functions to void duplication of efforts and
disruption of other emergency operations. For their own personal safety, the
use of these people should be restricted until the emergency is under control.

Issue 01/Rev 00 CAGM 1413 – AEP 3-6

 Chapter 3 – Agencies Involved
Employees with first aid knowledge should be known and identified by means of a
suitable vest during an emergency.

Transportation Authorities (Land, Sea, Air)

In an emergency, vehicles are needed to carry out rescue operations, to transport

personnel and to haul supplies and debris. Responsibility for the control of vehicles
to be used during an emergency should be assigned to a designated
transportation officer. All of the transportation equipment available at the airport,
such as buses, trucks, maintenance vehicles and automobiles, should be
inventoried and assignments should be included in the emergency plan.
Arrangements in advance also might be made to obtain additional vehicles from
bus companies, leasing companies or garages. Also, by prior agreement, the use
of vehicles owned by airport employees might be included in the emergency plan.

-
In airport emergencies, provision shall be made for an easily identifiable guide

D
vehicle, equipped with two- way radio communication, to lead groups of vehicles

E
from the rendezvous point(s) or staging area to the accident site. This should be
accomplished without interference with aircraft operations.
LL
Suitable rescue equipment and services shall be available for use whenever the
accident site and/or access routes require transportation through water or
O
swampy areas that cannot be fully served by conventional, wheeled vehicles. This
TR

is particularly important where a significant portion of approach/departure

operations takes place over these areas.
N

As a means to easily identify and distinguish the transportation officer in charge,

a lime-green hard hat and lime-green vest or other apparel should be worn, with
O

“TRANSPORTATION OFFICER” in reflective lettering displayed back and front.

C

Rescue Co-Ordination Centre

N

Rescue co-ordination centres may play a significant role when aircraft accidents
-U

occur in the vicinity of an airport but the accident site is not known, or rescue
facilities additional to those available at or near the airport are required to be
brought into action. Rescue co-ordination centres shall have means of immediate
communication with all rescue units within their areas of responsibility, including
units providing aircraft, helicopters and special rescue teams. Where appropriate,
coastal radio stations capable of alerting and communicating with surface vessels
must be used. Assistance from some of these units can be essential in responding
to an accident in the vicinity of the airport. It is therefore suggested that the
potential role of the rescue co-ordination centre be specifically highlighted in a
separate paragraph in the airport emergency plan document.

Civil Defence

The airport emergency plan should be integrated with the local community civil
defence emergency plan and with local search and rescue teams. Consideration

Issue 01/Rev 00 CAGM 1413 – AEP 3-7

 Chapter 3 – Agencies Involved
should be given to the role the airport may have as a result of co-ordination with
civil defence officials and in support of any civil defence emergency plan
requirements.

Mutual Aid Agreements

Airport emergencies may be of such magnitude that local rescue and fire fighting,
security, law enforcement and medical services are inadequate to handle the
situation. It is therefore strongly recommended that written mutual aid programmes
be initiated to ensure the prompt response of adequate rescue and fire fighting,
security, law enforcement and medical services elsewhere. Such mutual aid
agreements are normally co-ordinated by the airport operator as well as the
agencies involved, and implemented by the airport operator. For further
information, see Appendix 5.
3.14.1 All mutual aid agreements shall be reviewed or revised annually. Telephone and

-
personnel contacts shall be reviewed and updated monthly.

E D
Military

LL
Where a military installation is located on or in the vicinity of an airport, a mutual
aid agreement shall be initiated to integrate these personnel within the command,
communication and co-ordination functions of the emergency plan.
O
Harbour Patrol And Coast Guard
TR

Harbour patrol and coast guard are services which are vital to airports in proximity
to large water environments. Co-ordination of such services should be included in
N

the airport emergency plan where applicable. These services usually interface with
O

rescue co-ordination centres and mutual aid police units. To obtain the immediate
response of such services, maintenance of an adequate communication network
C

is an essential ingredient of the plan.

N

Clergy
-U

Arrangements should be made to contact the clergy to provide comfort to

casualties and relatives and to perform religious services where and when
appropriate.

Public Information Officer

A public information officer should be designated. This officer should co-ordinate

and release factual information to the news media and also should co-ordinate
public information statements between all parties involved.

It is recommended that the television and radio news media be requested to

withhold the release of accident information for at least fifteen minutes (or longer,
if possible). This delay will allow sufficient time to establish adequate security
around the accident site and to establish road blocks on routes providing ingress

Issue 01/Rev 00 CAGM 1413 – AEP 3-8

 Chapter 3 – Agencies Involved
and egress to the accident site by participating emergency medical agencies and
other services.

The public information officer is responsible for escorting the news media to the
accident/incident location.

Mental Health Agencies

The emergency plan should include local mental health agencies. Therapeutic
treatment, as well as follow-up procedures for dealing with the possible long-term
effects of the emergency, should be available for survivors, relatives,
eyewitnesses, and emergency scene personnel.

-
E D
LL
O
TR
N
O
C
N
-U

Issue 01/Rev 00 CAGM 1413 – AEP 3-9

 Chapter 3 – Agencies Involved

-
E D
LL
INTENTIONALLY LEFT BLANK
O
TR
N
O
C
N
-U

Issue 01/Rev 00 CAGM 1413 – AEP 3-10

 Chapter 4 – Responsibility and Role of Each Agency for Each Type of Emergency

4 Responsibility and Role of Each Agency for Each Type of

Emergency

Aircraft Accident on the Airport

General

4.1.1.1 The airport emergency plan shall be implemented immediately upon an aircraft
accident occurring on the airport. For this type of emergency, responding
agencies are expected to take action as described in 4.1.2 to 4.1.10 below.

Action by air traffic services

4.1.2.1 Initiate emergency response by using the crash alarm communication system
(See Figure 8-1).

-
D
4.1.2.2 Notify the rescue and fire fighting service and provide information on the

E
location of the accident, grid map reference and all other essential details,
including time of the accident and type of aircraft. Subsequent notification may
LL
expand this information by providing details on the number of occupants, fuel
on board, aircraft operator, and any dangerous goods on board, including
O
quantity and location, if known.
TR

4.1.2.3 Close the affected runway and minimize vehicle traffic on that runway to prevent
disturbance of accident investigation evidence (See 4.1.5 2) f)).

4.1.2.4 If required, initiate communications to the police and security services, airport
N

operator, and medical services in accordance with the procedure in the airport
O

emergency plan. Provide the contacts with grid map reference, rendezvous
point and/or staging area and airport entrance to be used.
C

4.1.2.5 Issue the following Notice to Airmen (NOTAM) immediately:

N

“Airport rescue and fire fighting service protection unavailable until (time) or
-U

until further notice. All equipment committed to aircraft accident.”

4.1.2.6 Verify by written checklist that the actions above were completed, indicating
notification time(s) and name of person completing action.

Action by rescue and fire fighting services (fire departments)

4.1.3.1 A request to respond to an aircraft accident on the airport will normally be

issued by the air traffic services. When, however, a call is received from any
other person, an accident is observed, or there is reason to consider that an
accident is imminent, the airport rescue and fire fighting service will take action
in the same manner as if the air traffic services had originated the request. The
air traffic services will then be informed of the nature of the request/call and of
the response initiated.

Issue 01/Rev 00 CAGM 1413 – AEP 3-1

 Chapter 4 – Responsibility and Role of Each Agency for Each Type of Emergency
4.1.3.2 Airport rescue and fire fighting services shall:

a) proceed via fastest access routes to the site indicated by air traffic services;

b) advise mutual aid fire department(s) while en route of the following:

1) rendezvous point;
2) staging area;
3) human resources and equipment required for support, if known; and
4) any other pertinent information; and

c) immediately establish a well identified command post. This is a temporary

post until the airport operator mobile command post is available and
operative.

-
4.1.3.3 The senior airport fire officer is the responsible officer in charge until the

D
emergency has been stabilized.

E
4.1.3.4 An aircraft/structural fire is unique because of the fire control problems with the

LL
presence of highly flammable fuel and the high structures normally found on an
airport. Control of the combined aircraft/structural fire will be predicated on
mutual aid emergency agreements.
O
4.1.3.5 Prior agreement should be reached between the on-airport rescue and fire
TR

fighting service and the off- airport mutual aid fire departments as to which is
best equipped to fight fires in aircraft hangars or other airport structures.
Additionally, there should be prior agreement as to which agency will be in
N

command when an accident involves an aircraft and an airport structure.

O

Action by police and security services

C

4.1.4.1 The first security/police officer to arrive, in co-ordination with the on-scene
N

commander, will assume security responsibility, immediately establish free

traffic lanes on ingress and egress roads for emergency vehicles, and request
-U

reinforcements as needed. This officer shall remain in command of security

until relieved by the law enforcement authority who has jurisdiction over the
area.

4.1.4.2 Security personnel should establish an ambulance route to the triage area to
enable those vehicles to proceed to the area, load and depart in an orderly line.
The route should provide for the continuous, unobstructed flow of emergency
vehicles without blockage or reversal into the casualty pick up area.

4.1.4.3 Security personnel and police will be needed to handle traffic in the vicinity of
the accident site, to admit authorized emergency personnel, to keep
unauthorized persons from the accident site, and to assume custody of
personal effects removed from the aircraft.

Issue 01/Rev 00 CAGM 1413 – AEP 3-2

 Chapter 4 – Responsibility and Role of Each Agency for Each Type of Emergency
4.1.4.4 Normal traffic should be routed away from or around the accident site.

4.1.4.5 The emergency site shall be cordoned off as soon as possible to exclude
intruders, press, sightseers, onlookers and souvenir hunters. Appropriate
markings shall be prominently displayed to advise all persons of possible
hazards which may cause them serious injury should they encroach on the
area.

4.1.4.6 Communications between all security check points and the command post
and/or emergency operations centre should be implemented as soon as
possible.

4.1.4.7 Notification of other agencies as shown in Figure 8-1 should be carried out as
soon as possible.

-
4.1.4.8 Identifying arm bands, site passes, or I.D. tags should be issued by the

D
controlling authority and monitored by the security police officer and the security
police team.

E
4.1.4.9
LL
Special security provisions are necessary to protect the flight data and cockpit
voice recorders. Additional security should be effected to protect any mail
involved, secure any dangerous goods which may be present, or to protect
O
personnel from exposure to radioactive materials.
TR

Action by airport operator

4.1.5.1 The airport operator will go to the accident site and, when required, set up an
N

easily identifiable mobile command post. The mobile command post should be
O

adequately staffed by senior representatives capable of making decisions

involving:
C

a) airport operations;
N

b) security operations;
-U

c) medical operations;

d) aircraft operations; and

e) aircraft recovery operations.

4.1.5.2 The airport operator will review the action checklist to verify that:

a) the airport emergency operations centre has been activated;

b) mutual aid police procedures have been initiated and secondary notification
calls have been made;

c) mutual aid fire departments have been notified and escort has been
provided for their access to the accident site and staging areas designated;

Issue 01/Rev 00 CAGM 1413 – AEP 3-3

 Chapter 4 – Responsibility and Role of Each Agency for Each Type of Emergency
d) medical and ambulance services have been alerted and their arrivals at the
designated rendezvous point or staging area have been verified;

e) the affected aircraft operator has been notified and information obtained
concerning any dangerous goods on board the aircraft (e.g. explosives,
compressed or liquified gases, flammable liquids or solids, oxidizers,
poisonous substances, infectious substances, radioactive materials or
corrosives), and this information has been passed on to appropriate
participants;

f) liaison has been established with air traffic services concerning the closure
of airport areas, designation of emergency response corridors, issuing of
voice advisories and NOTAM advising of reduced airport rescue and fire
fighting protection;

g) government aircraft accident investigation authorities have been notified;

-
D
h) the meteorological department has been notified to make a special weather
observation;

E
i) arrangements have been made for the immediate survey and photography
LL
of the affected runway to identify the location of crash debris;
O
j) arrangements have been made to secure the crash debris pending release
by the investigating agencies;
TR

k) airspace reservation co-ordination offices (air traffic flow control office), if

any, have been advised of reduced airport capabilities; and
N

l) if fatalities are involved, the Medical Examiner has been notified and
temporary morgue facilities designated.
O

4.1.5.3 In conjunction with mutual aid police, the airport operator should:
C

a) designate rendezvous points and staging areas for the inner and outer
N

perimeters;
-U

b) assign security personnel at the staging area and/or rendezvous point to

escort vehicles so as to ensure the orderly flow of emergency vehicles,
particularly ambulances, to and from the accident site; and

c) assign staging areas for escort vehicles and ambulances to ensure rapid
dispatch.

4.1.5.4 After consulting with the chief fire officer in charge, the airport operator shall co-
ordinate the activities of mutual aid rescue personnel and direct their activities
to maximize their efforts.

4.1.5.5 The airport operator should also arrange the availability of the following services
as required:

a) portable emergency shelter for use by other than medical services;

Issue 01/Rev 00 CAGM 1413 – AEP 3-4

 Chapter 4 – Responsibility and Role of Each Agency for Each Type of Emergency
b) lavatories;

c) drinking water;

d) ropes, barriers, etc.;

e) food service;

f) mobile or portable lighting;

g) portable heating system;

h) cones, stakes, and signs;

i) machinery, heavy equipment, extraction tools;

j) hydraulic extraction tools and shoring materials; and

k) communications equipment, such as megaphones, portable telephones,

-
D
etc.

E
4.1.5.6 The airport operator will provide the initial briefing for the airport public
information officer and will then co-ordinate with the public information officer
LL
of the aircraft operator involved, when appropriate, any press releases and
statements to the press.
O
4.1.5.7 Upon concurrence of the chief fire officer, police/security chief and the medical
TR

co-ordinator, the airport authority's on-scene commander will notify all

participating mutual aid organizations upon termination of the airport
emergency.
N

Action by medical services

O

4.1.6.1 It shall be the responsibility of the medical co-ordinator to supervise the medical
C

services and to:

N

a) verify the notification of mutual aid medical and ambulance services and
their subsequent arrival at the rendezvous point or staging area;
-U

b) organize the necessary actions for triage, treatment of the casualties, and
their eventual evacuation by appropriate means of transportation;

c) control the flow of casualties and ensure, together with the transportation
officer, the dispatch of the casualties to the appropriate hospitals by all
available means of transportation;

d) maintain an accurate list of the casualties including their names and their
final disposition;

e) co-ordinate the transportation of the uninjured to the designated holding

area with the aircraft operator concerned;

f) provide medical evaluation of ambulatory and uninjured survivors;

Issue 01/Rev 00 CAGM 1413 – AEP 3-5

 Chapter 4 – Responsibility and Role of Each Agency for Each Type of Emergency
g) arrange for the replenishment of medical supplies, if necessary; and

h) organize, with the police, reception facilities for the dead.

Action by hospitals

4.1.7.1 Appoint a hospital co-ordinator responsible for the following:

a) immediately provide and transport doctors and medical teams skilled in

trauma care to the accident site upon notification of the emergency;

b) provide medical care to the casualties when they arrive at the treatment
area; and

c) ensure that adequate doctors and nurses, operating rooms, intensive

care units, surgical teams, blood and blood volume expanders are
available for emergency situations, including aircraft accidents.

-
D
Action by aircraft operators

E
4.1.8.1 The senior aircraft operator representative will report to the mobile command
LL
post to co-ordinate the aircraft operator activities with the person in charge. In
the event the aircraft operator is not an airport tenant, the airport authority
O
should designate the most capable operator on the airport to handle
emergencies involving transient aircraft until such time as the aircraft operator
TR

involved can arrive at the scene.

4.1.8.2 The senior representative of the aircraft operator will provide information
N

regarding passenger load, flight crew complement and the existence of any
dangerous goods together with their loading position. Dangerous goods include
O

explosives, compressed or liquified gases (which may be flammable or toxic),

flammable liquids or solids, oxidizers, poisonous substances, infectious
C

substances, radioactive materials and corrosives. Information concerning

N

dangerous goods should be relayed, as soon as possible, to the chief fire officer
and the medical co-ordinator.
-U

4.1.8.3 The senior aircraft operator representative shall make arrangements for
transportation of uninjured persons from the accident site to the designated
uninjured holding area. Transportation of the “walking injured” from the scene
should be permitted only after consultation with the medical co-ordinator.

4.1.8.4 The aircraft operator staff shall proceed to the designated uninjured holding
area. The senior aircraft operator representative at the uninjured holding area
will appoint qualified receptionists, registrars, and welfare co-ordinators from
the staff.

4.1.8.5 The aircraft operator representative who is in command of the uninjured holding
area will oversee those operations by making arrangements for additional

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 Chapter 4 – Responsibility and Role of Each Agency for Each Type of Emergency
medical services (if required), commissary items, clothing, telephone facilities,
etc.

4.1.8.6 The receptionists should meet the transporting vehicles as they arrive from the
scene of the accident and direct the passengers to the registrars' tables where
they will be processed. The receptionists should know where toilet facilities are
located. Migration from the holding area should be prevented until each person
transported to the holding area is identified and processed according to the
airport emergency plan.

4.1.8.7 The registrars will record the passenger's name on the manifest and determine
desired reservation requirements, i.e. hotel accommodations, air transportation
or other modes of transportation, etc. Registrars should list any persons to be
notified of the passenger's physical and/or mental condition and potential plans.
The registrar will then place an identification tag or sticker (available from the

-
D
emergency kit, see Appendix 7, paragraph 10) on the passenger. The registrars
will direct the passengers to the welfare co-ordinators when registration has

E
been completed.

4.1.8.8 LL
Welfare co-ordinators and mental health specialists trained in stress
management should:
O
a) give support and comfort to relatives and friends of passengers and crew
members on board the aircraft;
TR

b) register relatives and friends waiting at the airport for information about
persons on board; and
N

c) provide care, comfort, and assistance to the “walking injured”, uninjured

O

survivors and responding personnel (if required).

C

4.1.8.9 The aircraft operator or its representative will provide notification of the aircraft
accident to:
N

a) health and welfare agencies;

-U

b) customs, where applicable;

c) immigration, where applicable;

d) post office; and

e) environmental agencies, where applicable.

4.1.8.10 A senior aircraft operator official will be responsible for the initial notification of
relatives and friends.

4.1.8.11 News releases by aircraft operators will be prepared in co-ordination with the
airport public information officer and liaison officers from other agencies
involved in the accident.

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 Chapter 4 – Responsibility and Role of Each Agency for Each Type of Emergency
4.1.8.12 The aircraft operator is responsible for the removal of the wrecked or disabled
aircraft, but only after receiving authorization from the aircraft accident
investigation authority. For further information, see the Civil Aviation Guidance
Material 1401— Removal of Disabled Aircraft.

Action by government authorities

4.1.9.1 The following government authorities may be required to take appropriate

action as indicated in their emergency plan:

a) government accident investigation personnel;

b) health and welfare;

c) post office;

d) customs;

-
D
e) immigration;

E
f) agriculture;

g)

h)
public works; and

environmental agencies.
LL
O
Action by the public information officer
TR

4.1.10.1 All press personnel will be directed to a designated press staging area for press
personnel authorized to cover an airport emergency. At this area the following
N

will be provided:
O

a) briefing;
C

b) communications; and
N

c) transportation service to and from the accident site, when permissible.

-U

4.1.10.2 Only members of the press, free-lance reporters and photographers wearing a
valid press card will be admitted to the briefing area, to the designated press
staging area, or transported to the scene of the accident.

4.1.10.3 In general, responsibility for news releases concerning an aircraft emergency

should be that of:

a) a public information officer designated by the airport authority; and

b) the representative of the aircraft operator involved.

4.1.10.4 Under no circumstances will the press or any other personnel not involved in
life saving or fire fighting operations be permitted inside security lines until all
rescue operations have been completed. Establishment of security lines should
consider the interests of media coverage as much as rescue operations permit.

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 Chapter 4 – Responsibility and Role of Each Agency for Each Type of Emergency
Aircraft Accident Off The Airport

General

4.2.1.1 The airport emergency plan, as well as the mutual aid emergency agreement,
shall be implemented immediately upon an aircraft accident occurring off the
airport. For this type of emergency, responding agencies are expected to
take action as described in 4.2.2 to 4.2.11 below.

Initial notification

4.2.2.1 Initial notification of an off-airport accident normally will be made by a witness

to the local police, fire department, or Alarm and Dispatch Centre, if available.
The Alarm and Dispatch Centre is the centralized notification system for any
emergency situation that alerts appropriate responding agencies, depending on

-
the nature of the emergency.

D
Action by air traffic services

E
4.2.3.1
LL
Initiate emergency response by using the alarm communications system. (See
Figure 8-2.)
O
4.2.3.2 Notify the emergency services having jurisdiction over the area, providing
information on the location of the accident, giving grid map reference and all
TR

other essential details. These details should include the time of accident and
the type of aircraft involved. Subsequent notification may expand this
information by giving details on the number of occupants, fuel on board, aircraft
N

operator, if appropriate, and any dangerous goods on board, including quantity

O

and location, if known.

C

4.2.3.3 Initiate notification of the airport rescue and fire fighting service, police and
security services, airport authority, and medical services in accordance with the
N

procedure in the airport emergency plan, giving grid map reference.

-U

4.2.3.4 If required, issue the following NOTAM as soon as possible:

“Airport rescue and fire fighting service reduced to category (indicate category
number) until further notice.”

4.2.3.5 Confirm that the actions above were completed, by written checklist, indicating
notification time(s) and name of person completing action.

Action by airport rescue and fire fighting services

4.2.4.1 Notification of an aircraft accident off the airport will normally be received from
the air traffic services, local police or local fire departments. Designated
vehicles will be sent in accordance with the existing mutual aid fire department
agreement. (See Appendix 5.)

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 Chapter 4 – Responsibility and Role of Each Agency for Each Type of Emergency
4.2.4.2 Airport rescue and fire fighting services shall:

a) proceed via the most suitable access routes to the off-airport accident site
in co-ordination with the local police responsible for ingress and egress
roads;

b) co-ordinate with mutual aid fire department(s); and

c) while en route, exchange information with the fire department having

jurisdiction over the area concerning:
1) rendezvous point and/or staging area;
2) human resources and equipment responding; and
3) any other pertinent information.

4.2.4.3 The senior airport fire officer will report to the senior fire officer of the fire

-
department having jurisdiction over the area and will request instructions.

E D
4.2.4.4 Prior agreement should be reached between the airport rescue and fire fighting
service, the local fire department in command, and mutual aid fire departments
LL
as to which is best equipped to fight fires involving aircraft and/or structures.
Additionally, there should be agreement as to which agency will act in command
O
when an accident involves both an aircraft and an airport structure.
TR

Action by police and security services

4.2.5.1 The first security/police officer to arrive will immediately assume security
N

responsibility, establish free traffic lanes on ingress and egress roads for
emergency vehicles, and request reinforcements as needed. He shall remain
O

in command of security until relieved by the appropriate law enforcement

authority who has jurisdiction over the area.
C

4.2.5.2 Traffic flow and site security are the primary responsibility of police and security
N

personnel. They should notify the appropriate communications centre of the

-U

location of the accident and available means of access and egress. After
consultation with the on-scene commander, they should initiate traffic control
measures in order to aid responding emergency vehicles.

4.2.5.3 Security personnel and police will be needed to handle traffic in the vicinity of
the accident site and to prevent disturbance of material scattered over the
accident site.

4.2.5.4 The emergency site shall be cordoned off as soon as possible to exclude
intruders, press, sightseers, onlookers and souvenir hunters. Appropriate
markings should be displayed prominently, advising all persons of possible
hazards that may cause serious injury should they encroach on the area. In
order to prevent ignition of fuel vapours, flares should not be used within a
distance of approximately 100 m of the accident site.

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 Chapter 4 – Responsibility and Role of Each Agency for Each Type of Emergency
4.2.5.5 Communications between all security check points and the command post
and/or emergency operations centre should be implemented as soon as
possible.

4.2.5.6 Notification of other agencies as shown in Figure 8-2 should be carried out as
soon as possible.

4.2.5.7 Identifying arm bands, site passes, or I.D. tags should be issued by the
controlling authority and monitored by security and police officers.

4.2.5.8 Special security provisions are necessary to protect the flight data and cockpit
voice recorders, to protect mail, to secure any dangerous goods which may be
present, and to protect personnel from exposure to radioactive materials, if
necessary.

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Action By Airport Operator

D
4.2.6.1 Agreements for emergency mutual aid with the surrounding community enable

E
the airport operator to take the following actions:

a)

b)
respond to the accident site; LL
activate the airport emergency operations centre and the mobile command
O
post (if required);
TR

c) extend as much emergency aid as requested by the jurisdiction agency in

command of the off-airport accident/incident;
N

d) notify the aircraft operator involved;

O

e) notify other agencies as shown in Figure 8-2; and

f) provide medical equipment and personnel.

C
N

Action by medical services

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4.2.7.1 Civil defence and local authorities normally will be responsible for organizing
the medical response. However, the medical response from the on-airport
medical service should also be applicable to mass casualty accidents occurring
off the airport.

4.2.7.2 According to the mutual aid emergency agreement with the surrounding
community, the airport authority may provide, if requested and if available, a
part of its medical equipment, supplies (i.e. first aid equipment, stretchers, body
bags, mobile shelters, etc.) and assistance of first-aid personnel at the accident
site.

Action by hospitals

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 Chapter 4 – Responsibility and Role of Each Agency for Each Type of Emergency
4.2.8.1 Ensure that adequate doctors, nurses, and operating room, intensive care, and
surgical teams are available for emergency situations, including aircraft
accidents.

4.2.8.2 Provide medical care to the injured when they arrive.

Action by aircraft operators

4.2.9.1 The senior representative of the aircraft operator or a designee will report to the
command post to co-ordinate the aircraft operator activities with the person in
charge.

4.2.9.2 The senior representative of the aircraft operator will provide information
regarding passenger load, flight crew complement and the existence of any
dangerous goods together with their loading position. Dangerous goods include

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explosives, compressed or liquified gases (which may be flammable or toxic),

D
flammable liquids or solids, oxidizers, poisonous substances, infectious
substances, radioactive material or corrosives. Information concerning

E
dangerous goods should be relayed, as soon as possible, to the chief fire officer

4.2.9.3
and the medical co-ordinator.
LL
The senior aircraft operator representative shall make arrangements for
O
transportation of uninjured persons from the accident site to the designated
TR

uninjured holding area. Transportation of the “walking injured” from the scene
should be permitted only after consulting with the medical co-ordinator.

4.2.9.4 The aircraft operator staff shall proceed to the designated uninjured holding
N

area. The senior aircraft operator representative at the uninjured holding area
O

will appoint qualified receptionists, registrars and welfare co-ordinators from

staff.
C

4.2.9.5 The aircraft operator representative who is in command of the uninjured holding
N

area will oversee those operations by making arrangements for additional

-U

medical services (if required), commissary items, clothing, telephone facilities,

etc.

4.2.9.6 The receptionists should meet the transportation vehicles as they arrive from
the scene of the accident and direct the passengers to the registrars' tables
where they will be processed. The receptionists should know where support
facilities are located, i.e. toilet facilities, telephones, clothing, drinking water,
etc.

4.2.9.7 The registrars will record the passenger's name on the manifest and determine
desired reservation requirements, i.e. hotel accommodations, air transportation
or other modes of transportation, etc., and any persons to be notified of the
passenger's physical and/or mental condition and potential plans. The registrar
will use an identification tag or sticker (available from the emergency kit, see
Appendix 7, paragraph 10), to place on the passenger. The registrars will direct

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 Chapter 4 – Responsibility and Role of Each Agency for Each Type of Emergency
the passengers to the welfare co-ordinators when registration has been
completed.

4.2.9.8 The aircraft operator will provide notification of the aircraft accident to:

a) state licensing and accident investigation authorities, as required;

b) health and welfare agencies;

c) customs, where applicable;

d) immigration, where applicable;

e) post office; and

f) environmental agencies.

4.2.9.9 A senior aircraft operator representative will be responsible for the initial

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D
notification of relatives and friends.

E
4.2.9.10 News releases by aircraft operators will be prepared in co-ordination with the
airport public information officer and liaison officers from other agencies
involved in the accident. LL
O
4.2.9.11 The aircraft operator is responsible for the removal of the wrecked or disabled
aircraft, but only after receiving authorization from the aircraft accident
TR

investigation authority. For further information, see the Civil Aviation Guidance
Material 1401 — Removal of Disabled Aircraft.
N

Action by government authorities

O

4.2.10.1 The following government authorities, after being notified, may be required to
take appropriate action as indicated in their emergency plan:
C

a) government accident investigation personnel;

N

b) health and welfare;

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c) post office;

d) customs, immigration and agriculture; and

e) environmental agencies.

Action by the public information officer

4.2.11.1 The responsibility for news releases concerning an off-airport emergency

should be that of:

a) the representative of the aircraft operator;

b) a public information officer designated by the particular government

authority in command; and

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 Chapter 4 – Responsibility and Role of Each Agency for Each Type of Emergency
c) a public information representative designated by the airport authority.

4.2.11.2 Only members of the press, free-lance reporters, and photographers wearing a
valid press card will be admitted to the briefing area, permitted to the designated
press staging area, or transported to the scene of the emergency.

4.2.11.3 In general, responsibility for news releases concerning an aircraft emergency

should be that of:

a) a public information officer designated by the airport operator; and

b) the representative of the aircraft operator involved.

4.2.11.4 Under no circumstances should the media or any other personnel not involved
in the fire fighting, rescue or emergency medical care be permitted inside
security lines until all rescue operations have been completed and the area is

-
declared safe for entry by the on-scene commander/chief fire officer.

E D
Full Emergency

4.3.1.1
General
LL
The agencies involved in the airport emergency plan shall be alerted to “full
O
emergency” status when it is known that an aircraft approaching the airport is,
or is suspected to be, in such trouble that there is a possibility of an accident.
TR

Action by air traffic services

N

4.3.2.1 Notify the airport rescue and fire fighting service to stand by at the
predetermined ready positions applicable to the planned runway and provide as
O

many of the following details as possible:

C

a) type of aircraft;
N

b) fuel on board;
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c) number of occupants, including special occupants — handicapped,

immobilized, blind, deaf;

d) nature of trouble;

e) planned runway;

f) estimated time of landing;

g) aircraft operator, if appropriate; and

h) any dangerous goods on board, including quantity and location, if known.

4.3.2.2 Initiate notification of the mutual aid fire department(s) and other appropriate
organizations in accordance with the procedure prescribed in the airport

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 Chapter 4 – Responsibility and Role of Each Agency for Each Type of Emergency
emergency plan, providing, if necessary, the rendezvous point and airport
entrance to be used.

Action by other agencies

4.3.3.1 The specific responsibilities and roles of the various agencies itemized in 4.1.2
to 4.1.10 corresponding to an aircraft accident on the airport can be paralleled
for “full emergency” as required by local operating requirements.

Local Standby

General

4.4.1.1 The agencies involved in the airport emergency plan shall be alerted to “local
standby” status when an aircraft approaching the airport is known or is

-
suspected to have developed some defect but the trouble is not such as would

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normally involve any serious difficulty in effecting a safe landing.

E
Action by air traffic services

4.4.2.1 LL
Notify the airport rescue and fire fighting service to stand by as requested by
the pilot, or stand by as local airport agreements require at the predetermined
O
ready positions applicable to the runway to be used. Provide as many of the
following details as possible:
TR

a) type of aircraft;

b) fuel on board;
N

c) number of occupants, including special occupants — handicapped,

O

immobilized, blind, deaf;

C

d) nature of trouble;
N

e) planned runway;
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f) estimated time of landing;

g) aircraft operator, if appropriate; and

h) any dangerous goods on board, including quantity and location, if known.

Action by other agencies

4.4.3.1 The specific responsibilities and roles of the various agencies itemized in
4.1.2 to 4.1.10 corresponding to an aircraft accident on the airport can be
paralleled for “local standby” as required by local operating requirements.

Non-Aircraft Accident Related Airport Emergencies

General

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 Chapter 4 – Responsibility and Role of Each Agency for Each Type of Emergency
4.5.1.1 Procedures and techniques developed for responding to non-aircraft accident
related airport emergencies should be similar to the techniques in handling
aircraft accident emergencies. It should be recognized that medical and fire
emergencies can arise at any location where large numbers of persons work or
congregate. This problem can be severe at airports because of the exposure
associated with commonplace activities, such as arriving and departing
passengers and sightseers, and the use of public service facilities (i.e.
automobile movement and parking areas, restaurants, bars, baggage handling
and storage areas, etc.). Additionally, airports can be selected by malcontents
as locations to demonstrate their anger against any group or activity.

4.5.1.2 The diverse character of persons travelling by air suggests the need for the
airport authority to arrange to have available emergency medical services to
treat conditions such as cardiac arrest, abdominal pains, burns, cuts,
abrasions, and other medical problems. Such conditions may require

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D
immediate care facilities and detailed mutual aid plans with outside agencies.
(See Appendix 5.)

E
Unlawful Acts Against Civil Aviation

General
LL
O
4.6.1.1 Detailed information on procedures for dealing with unlawful interference is
TR

given in the ICAO Security Manual. The subsequent responsibilities and roles
of the various agencies itemized in 4.1.2 to 4.1.10 for responding to an
emergency should be developed, as required, in accordance with local
N

operating requirements and procedures described in the ICAO Security

Manual.
O

4.6.1.2 An aircraft which is subjected to a threat of sabotage or unlawful seizure should

C

be parked at an isolated aircraft parking position until the act of unlawful

N

interference is terminated. Such an area should be located at least 100 m

away from other aircraft parking positions, buildings or public areas as
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specified in CAD 14. In such cases it may be necessary to evacuate

passengers without the aid of loading ramps provided at the passenger
terminal. Motorized loading ramps may be available which could be driven to
the site; otherwise built-in aircraft stairs or the aircraft slides may be used.

Occurrences Involving Dangerous Goods

General

4.7.1.1 Detailed information on procedures for dealing with Occurrences Involving

Dangerous Goods is given in the ICAO Emergency Response Guidance for
Aircraft Incidents involving Dangerous Goods (Doc 9481).

4.7.1.2 Many types of dangerous goods can be shipped by air. These include
explosives, compressed or liquified gases (which may be flammable or toxic),

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 Chapter 4 – Responsibility and Role of Each Agency for Each Type of Emergency
flammable liquids or solids, oxidizers, poisonous substances, infectious
substances, radioactive material or corrosives. Packages containing
dangerous goods may be found in airport cargo buildings, on aircraft loading
ramps, in aircraft cargo compartments, etc. Rescue and fire fighting personnel
need to be aware of the potential hazards of any dangerous goods and be
prepared to deal with related emergencies. Accidents involving aircraft carrying
dangerous goods present special rescue and fire control problems, although
the existence of such cargoes may not be immediately known. Aircraft
operators should report without delay the presence, or possible presence, of
dangerous goods on board aircraft involved in an accident. Packages
containing dangerous goods can be identified by the distinctive diamond-
shaped dangerous goods labels. Rescue and fire fighting personnel should
familiarize themselves with the various labels.

4.7.1.3 If a package containing radioactive materials ruptures and spillage occurs, the

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D
vehicles or persons that come near or cross through the area may become
contaminated. If radioactive material is disturbed, winds or a thermal column

E
from an aircraft fire could carry and spread the radioactive material over a great

LL
distance, endangering a wide area. Provision for decontamination of
responding personnel and equipment should be included in emergency
planning procedures. If packages containing radioactive material are damaged,
O
the assistance of radiological experts will be required without delay. The most
appropriate organization able to provide such assistance should be determined.
TR

This may well be one of the agencies listed in 3.1.1.

4.7.1.4 Where broken containers are found which could cause injury to or affect the
N

health of exposed aircraft occupants or rescue personnel (particularly from

O

radioactive, aetiological, or toxic materials), special precautions should be

taken. Personnel trained to deal with the special problems involved shall be
C

utilized. If damaged packages of dangerous goods are found, especially if they

are radioactive, infectious or poisonous materials, precaution should be taken
N

to safeguard the health of exposed aircraft occupants and rescue personnel.

-U

Fire fighters and other rescue workers should be trained to deal with the special
problems that could arise.

4.7.1.5 In the event radioactive materials are suspected, the following general
procedures should be followed;

a) the nearest nuclear energy facility, hospital with a radiological unit, military
base or civil defense organization should be required to dispatch
immediately a radiological team to the accident site;

b) persons coming in contact with radioactive material should be segregated

until examined by radiological team physicians;

c) suspected material should be identified but not handled until it has been
monitored and released by authorized personnel. Clothing and tools used

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 Chapter 4 – Responsibility and Role of Each Agency for Each Type of Emergency
at the accident scene should be segregated until released by a radiological
emergency team;

d) food or drinking water suspected of contamination should not be used;

e) only properly attired rescue and fire fighting personnel should remain on
the scene; all other persons should be kept as far from the scene as
possible; and

f) all hospitals shall be notified immediately that radioactive materials are

involved so they can establish radioactive decontamination areas in the
hospital.

4.7.1.6 The basic regulations for the carriage of radioactive materials by all forms of
transport are published by the International Atomic Energy Agency (IAEA).
These regulations form the basis for many national regulations.

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D
4.7.1.7 Food or drinking water suspected of contamination by aetiological or toxic
materials should not be used. The public health and veterinary authorities

E
should be informed immediately.

4.7.1.8 LL
Any casualty or person exposed to dangerous materials should be removed
from the scene of the occurrence and transported to the appropriate medical
O
facilities for suitable treatment as soon as possible.
TR

4.7.1.9 Many publications are available which deal with the handling of dangerous
goods. These include ICAO's Technical Instructions for the Safe Transport of
Dangerous Goods by Air (Doc 9284), the International Air Transport
N

Association's Dangerous Goods Regulations, the International Atomic Energy

O

Agency's Regulations for the Safe Transport of Radioactive Materials and

Emergency Response Planning for Transport Accidents Involving Radioactive
C

Materials. Particularly useful to fire departments would be the United States

National Fire Protection Association's Fire Protection Guide on Hazardous
N

Material.
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Natural Disaster

General

4.8.1.1 The natural disasters to which airports may be subjected include storms, floods,
earthquakes, and seismic sea waves. The vulnerability of an airport to any of
these will, in good measure, be affected by geography, since the more
dangerous occurrences are often defined by certain areas or belts. While
nothing can be done to avert them, there are actions that can be taken to
minimize damage and expedite restoration of aircraft operations.

4.8.1.2 Development of weather patterns, prediction and tracking of movement of

storms, and notification to the public of potential danger will normally be carried
out by a meteorological service in the area.

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 Chapter 4 – Responsibility and Role of Each Agency for Each Type of Emergency
4.8.1.3 The airport emergency plan should provide for initial protective measures,
emergency supplies pertinent to local disaster exposure, personnel shelter, and
post-storm clean up and restoration. Aircraft operations will usually be
impossible for several hours before and after the storm.

4.8.1.4 As soon as severe storm warnings are received, all owners of aircraft based or
located at the airport should be notified. Warnings should be issued to all
aircraft pilots en route to the airport. Aircraft owners and pilots should be
responsible for their aircraft. If possible, all aircraft on the ground should be
evacuated to airports outside the storm area. Aircraft in flight should be advised
to divert to an alternate destination. Aircraft on the ground that cannot be
dispersed should be put under cover or tied down so as to face into the
approaching winds.

4.8.1.5 Power interruptions are common during a natural disaster, either by damage to

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D
generating plants or by destruction of transmission lines. Airports located in
severe storm areas should take measures to ensure minimum interruption to

E
power supply, either by providing standby engine generators or dual sources of
commercial power.

4.8.1.6
LL
Specific personnel assignments for building protection to collect or secure all
O
loose objects that may be blown about by the winds should be made in the
airport emergency plan. It may be necessary to fill and place sandbags if there
TR

is any possibility of flooding.

4.8.1.7 Natural disasters require large quantities of specific equipment for use in
N

earthquakes, floods, tsunamis, etc. A survey of the quantity and type of

emergency supplies available from each individual agency should be made to
O

provide a consolidated list of supplies available for the region.

C

Emergencies At Airports Bordering Water Areas

N

General
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4.9.1.1 Many airports are located adjacent to large bodies of water which requires
additional emergency services. Aircraft may sink rapidly making the danger of
drowning or hypothermia a major problem for the occupants. Some aircraft are
not equipped with life vests, rafts or inflatable slides. Flotation devices sufficient
to carry the number of occupants of the largest aircraft regularly using the
airport should be carried on amphibious rescue vehicles capable of rapid
deployment.

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 Chapter 4 – Responsibility and Role of Each Agency for Each Type of Emergency

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LL
INTENTIONALLY LEFT BLANK
O
TR
N
O
C
N
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Issue 01/Rev 00 CAGM 1413 – AEP 3-20

 Chapter 5 – Emergency Operations Centre and Mobile Command Post

5 Emergency Operations Centre and Mobile Command Post

General

A fixed emergency operations centre should be available to deal with emergency

situations at each airport. Certain emergency situations will require a mobile
command post at the scene, normally under the direction of the airport operator's
on-scene commander.

Emergency Operations Centre

The main features of this unit are:

a) its fixed location;
b) it acts in support of the on-scene commander in the mobile command post
for aircraft accidents/incidents;

-
c) it is the command, co-ordination and communication centre for unlawful

D
seizure of aircraft and bomb threats; and
d) it is operationally available 24 hours a day.

E
The location of the emergency operations centre should provide a clear view of
LL
the movement area and isolated aircraft parking position, wherever possible.
O
The mobile command post will usually be adequate to co-ordinate all command
and communication functions. The emergency operations centre is a designated
TR

area on the airport which is usually used in supporting and co-ordinating

operations in accidents/incidents, unlawful seizure of aircraft, and bomb threat
incidents. The unit should have the necessary equipment and personnel to
N

communicate with the appropriate agencies involved in the emergency, including

the mobile command post, when this is deployed. The communication and
O

electronic devices should be checked daily.

C

Mobile Command Post

N

The mobile command post is a point where co-operating agency heads assemble
-U

to receive and disseminate information and make decisions pertinent to the rescue
operations. The main features of this unit are:

a) it is a mobile facility capable of being rapidly deployed;

b) it serves as command, co-ordination and communication centre for aircraft

accidents/incidents;

c) it is operational during aircraft accidents/incidents; and

d) it is correctly located with respect to wind and terrain conditions.

In the event of any accident/incident, a designated, recognizable and readily

visible mobile command post is a high priority item. It should be established as
quickly as possible, preferably at the same time as the initiation of fire control and
rescue activities. A continuity of command must be maintained so that each

Issue 01/Rev 00 CAGM 1413 – AEP 5-1

 Chapter 5 – Emergency Operations Centre and Mobile Command Post
agency reporting to the mobile command post can be adequately briefed on the
situation before assuming control of its individual responsibilities.

The unit should contain the necessary equipment and personnel to communicate
with all agencies involved in the emergency, including the emergency operations
centre. The communication and electronic devices should be checked each
month.

In order to eliminate confusion and missed transmissions, since several different

agencies are working together in the command post utilizing several radio
frequencies and telephones, it is essential that the volume of noise be reduced by
utilizing head sets or sound absorbent partitions for each participant.

Maps, charts, and other relevant equipment and information should be

immediately available at the mobile command post.

-
D
The mobile command post should be easily recognizable by provision of an
elevated distinguishing marker, such as a chequered flag, coloured traffic cone,

E
balloon or rotating light.
LL
It may be necessary to establish a sub-command post. When this is required, one
location should be designated as a “master” command post with adequate
O
communications to the sub-command post.
TR
N
O
C
N
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Issue 01/Rev 00 CAGM 1413 – AEP 5-2

 Chapter 6 – Commander and Co-ordinator(s) for the Plan

6 Commander and Co-ordinator(s) for the Plan

General

Once an accident has occurred, the initial direction and control of rescue and fire
fighting operations are the responsibility of the airport rescue and fire fighting
service officer in charge. Rescue and fire fighting personnel will be the first to
arrive at the accident site; therefore, for a certain period of time this officer will be
in command. However, the rescue and fire fighting service officer is so involved
in the rescue and fire fighting operation that as soon as the on-scene
commander arrives, the on-scene commander will assume command as outlined
in the airport emergency plan. The transition of authority and command
responsibility needs to be established previously in the emergency plan and
exercised accordingly.

-
D
Off-airport accidents are under the direction and control of the agency agreed upon
in the mutual aid emergency agreement prearranged with the surrounding

E
community.

LL
The plan should call for the designation of other co-ordinators to accomplish
particular functions.
O
TR
N
O
C
N
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 Chapter 6 – Commander and Co-ordinator(s) for the Plan

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LL
INTENTIONALLY LEFT BLANK
O
TR
N
O
C
N
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Issue 01/Rev 00 CAGM 1413 – AEP 6-2

 Chapter 7 –Grid Map

7 Grid Map

General

A detailed grid map(s) of the airport and its vicinity (with date of revision) should
be provided in the emergency operations centre. Similar small-size maps should
be available in the control tower, fire station, rescue and fire fighting vehicles and
all other supporting vehicles responding to an emergency. Copies should also be
distributed to the agencies involved in the plan.

It is preferable that two (2) grid maps be provided; one map should depict the
confines of airport access roads, location of water supplies, rendezvous points,
staging areas, etc. The other map should include surrounding communities and
depict appropriate medical facilities, access roads, rendezvous points, etc. within
a distance of approximately 8 km from the centre of the airport.

-
D
It is absolutely essential that where more than one grid map is used, the grids do

E
not conflict; they must be immediately identifiable to all participating agencies. Use
of different colour grids to preclude misinterpretation of grid maps.
LL
The grid map which shows the available medical facilities should contain
O
information on potential bed availability and medical specialities at the different
hospitals. Each hospital should be individually numbered and treatment specialty
TR

indicated with distinct data such as beds, personnel, etc.

It is essential that whenever the grid map is revised, an updated copy shall be
N

provided to all participating agencies and the old map destroyed.

O
C
N
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 Chapter 7 –Grid Map

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INTENTIONALLY LEFT BLANK
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TR
N
O
C
N
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Issue 01/Rev 00 CAGM 1413 – AEP 7-2

 Chapter 8 – Information on Offices to be Contacted

8 Information on Offices to be Contacted

GENERAL

Flow control charts, assist in rapid communication in the event of an emergency.

Accordingly they should contain all vital telephone numbers. Separate flow control
charts should be developed for each type of emergency included in the plan. It is
important that the method of notification be clearly outlined in the airport
emergency plan.

Telephone numbers should be verified monthly and a revised list issued if any
changes have occurred. In order to require only one page to be re-issued when a
change occurs, each flow control chart should be printed on one sheet and dated.

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 Chapter 8 – Information on Offices to be Contacted

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Issue 01/Rev 00 CAGM 1413 – AEP 8-2

 Chapter 9 – Triage and Medical Care

9 Triage and Medical Care

9.1 Immediate Need For Care Of Injured In Aircraft Accidents

In the aftermath of an aircraft accident, many lives may be lost and many injuries
aggravated if immediate medical attention is not provided by trained rescue
personnel. Survivors should be triaged, given available emergency medical aid as
required, and then promptly evacuated to appropriate medical facilities.

Triage Principles (All Emergencies)

“Triage” is the sorting and classification of casualties to determine the order of

priority for treatment and transportation.

Casualties should be classified into four categories:

-
Priority I: Immediate care

D
Priority II: Delayed care
Priority III: Minor care

E
Priority IV: Deceased

LL
The first qualified, medically trained person to arrive at the site must immediately
begin initial triage. This person(s) will continue performing triage until relieved by
O
a more qualified person or the designated airport triage officer. Victims should be
moved from the triage area to the appropriate care holding areas before definitive
TR

treatment is rendered. Casualties should be stabilized at the care holding areas

and then transported to an appropriate facility.
N

Every effort should be made to ensure that Priority I casualties are treated first and
O

receive ambulance transportation priority when stabilized. This is the responsibility

of the triage officer.
C

Triage is most efficiently accomplished in place. However, the conditions at an

N

accident scene may demand the immediate movement of casualties before triage
can be safely accomplished. In that case, the casualties should be moved the
-U

shortest distance possible, well away from fire fighting operations, and upwind
and uphill from the scene. (See Figure 9-1.)

Triage of casualties should include the use of casualty identification tags to aid in
the sorting of the injured and their transportation to a designated hospital. This
technique is especially suited to multilingual situations.

Standardized Casualty Identification Tags And Their Use

Need for standardized tags. Casualty identification tags should be standardized

through colour coding and symbols to make the tag as simple as possible. Tags
help to expedite the treatment of mass casualties in a triage situation and thus
permit more rapid evacuation of the injured to medical facilities.

Issue 01/Rev 00 CAGM 1413 – AEP 9-1

 Chapter 9 – Triage and Medical Care
Tag design. Standardized tags should be designed to require only minimal
information to be entered thereon, be usable under adverse weather conditions,
and be water resistant. An example of such a tag is illustrated in Appendix8. In
this tag, numerals and symbols indicate the medical priority classification of
casualties as follows:

Priority I or immediate care: RED tag;

Roman numeral I; rabbit symbol

Priority II or delayed care: YELLOW tag;

Roman numeral II; turtle symbol

Priority III or minor care: GREEN tag;

Roman numeral III; ambulance with X symbol

Priority IV or deceased: BLACK tag

-
D
Where tags are unavailable, casualties may be classified by using Roman

E
numerals on adhesive tape or by placing marks directly on the forehead or on
other exposed skin areas to indicate priority and/or treatment needs. Where
LL
marking pens are unavailable, lipstick can be used. Felt tipped pens are not
advisable as they may smear in rain or snow and freeze in low temperatures.
O
Care Principles
TR

Stabilization of the seriously injured should be accomplished at the accident site.

The immediate transportation of the seriously injured before stabilization should
N

be avoided.
O

In accidents occurring on or adjacent to the airport, rescue and fire fighting

personnel are generally the first emergency personnel on the scene. These
C

personnel must be aware that it is imperative that seriously injured casualties be

located and stabilized as quickly as possible. In cases where fire control or
N

prevention does not require the efforts of all rescue and fire fighting personnel,
-U

available persons should immediately commence casualty stabilization under the

direction of the most qualified trauma-trained individual on the scene. First
response rescue vehicles should carry initial supplies of casualty-care equipment,
including artificial airways, compresses, bandages, oxygen and other related
equipment used for the stabilization of smoke inhalation casualties and severe
trauma. Sufficient oxygen should be available for use on rescue and fire fighting
personnel. However, oxygen should not be used in areas where fuel spills or fuel
soaked clothing is present due to the explosion hazard.

Actions taken during the first few minutes of medical treatment should stabilize the
casualties until more qualified medical care is available. When specialized trauma
teams arrive, more sophisticated medical care (i.e. cardiopulmonary resuscitation,
etc.) will be provided.

Issue 01/Rev 00 CAGM 1413 – AEP 9-2

 Chapter 9 – Triage and Medical Care
The triage procedure and subsequent medical care should be placed under the
command of one authority, the designated medical co-ordinator, upon this officer's
arrival. Prior to this, the command of triage should be assumed by the individual
designated by the commanding rescue and fire fighting chief and should continue
until relieved by the predesignated medical co-ordinator.

The medical co-ordinator has responsibility for all medical aspects of the incident
and should report directly to the on-scene commander. The medical co-ordinator's
primary function will be administrative, not as a participant of the medical team
treating the injured.

As a means to easily identify and distinguish the medical co-ordinator, a white hard
hat and highly visible white coat or vest should be worn, with “MEDICAL CO-
ORDINATOR” displayed front and back in reflective red lettering.

-
Care of Priority I (Immediate care) casualties. This type of casualty includes:

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a) major haemorrhages;

E
b) severe smoke inhalation;

c) LL
asphyxiating thoracic and cervico-maxillo-facial injuries;
O
d) cranial traumata with coma and rapidly progressive shock;
TR

e) compound fractures;

f) extensive burns (more than 30 per cent);

N

g) crush injuries;
O

h) any type of shock; and

i) spinal cord injuries.

C
N

The following actions are recommended:

a) first aid (clearing of the wind pipe, stopping of haemorrhages by means of

-U

haemostatic pads, and positioning the casualty in the recovery position;

b) resuscitation;

c) oxygen administration, except in areas of fuel or fuel soaked clothing; and

d) placing the injured under shelter pending transportation.

e)

Care of Priority II (Delayed care) casualties. This type of casualty includes:

a) non-asphyxiating thoracic trauma;

b) closed fractures of the extremities;

c) limited burns (less than 30 per cent);

Issue 01/Rev 00 CAGM 1413 – AEP 9-3

 Chapter 9 – Triage and Medical Care
d) cranial trauma without coma or shock; and

e) injuries to soft parts.

Care of casualties sustaining injuries which do not need immediate emergency

medical treatment to sustain life can be delayed until Priority I casualties have
been stabilized. Transportation of Priority II casualties will be performed following
minimum on-site care.

Care of Priority III (Minor care) casualties. This type of casualty includes minor
injuries only. Certain accidents/incidents will occur where passengers have either
minor or no injuries, or appear not to be injured. Because these casualties can
interfere with other priorities and operations, it is important that they be transported
from the accident/incident site to the designated holding area where they should
be re-examined.

-
D
It is important that provisions be made for the care, comfort, and identification of
Priority III casualties. This should be provided through airport operations, the

E
aircraft operator (where involved), or international relief organization (Red Cross,

LL
etc.). Specific treatment areas should be predesignated for this purpose, such as
an empty hangar, a designated area in a passenger terminal, a fire station, or other
available sites of adequate size (hotel, school, etc.). Any such area selected
O
should be equipped with heating or cooling systems, electric light and power,
water, telephones and toilet facilities. A number of such preselected sites should
TR

be available so that, when an accident occurs, the most advantageous site can be
selected based on both travel distance and space needs (number of casualties
N

involved). All aircraft operator personnel and airport tenants should know the
location of such designated facilities.
O

Control Of The Flow Of The Injured

C

The injured should pass through four areas which should be carefully located and
N

easily identified.
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a) Collection area — location where initial collection of the seriously injured from
the debris is accomplished. Need for the establishment of this area will be
dependent upon the type of accident and the circumstances surrounding the
accident site. Custody of casualties is normally transferred from the rescue
and fire fighting personnel to medical services at this point. In most cases,
however, this transfer will occur at the triage area.

b) Triage area — The triage area should be located at least 90 m upwind of the
accident site to avoid possible exposure to fire and smoke. If necessary, more
than one triage area may be established.

c) Care area — Initially, there will be a single care area. Subsequently, this area
should be subdivided into three subareas according to the three categories of
injured, i.e. Immediate care (Priority I), Delayed care (Priority II) and Minor
care (Priority III). Care areas can be colour coded for identification purposes

Issue 01/Rev 00 CAGM 1413 – AEP 9-4

 Chapter 9 – Triage and Medical Care
(Red — Immediate, Yellow — Delayed, and Green — Minor). The use of
coloured traffic cones, flags, etc., may be used.

d) Transportation area — A transportation area for the recording, dispatching

and evacuation of survivors should be located between the care area and the
egress road. Only one transportation area is normally required. However, if
there is more than one transportation area, it is essential to have
communications between them.

Mobile facilities for the stabilization and treatment of Priorities I and II casualties
are recommended. Ideally these facilities should be operational in less than thirty
(30) minutes. Their design must therefore permit rapid conveyance to the site and
rapid activation to receive casualties. These facilities should consist of:

a) conventional or resuscitation ambulances. A resuscitation ambulance is an

-
ideal shelter for a Priority I casualty. The casualty may be treated there and

D
subsequently conveyed directly to a hospital;

E
b) red tents to accommodate serious or extremely urgent cases. These facilities,
with provisions for integrated heating and lighting, can be transported to the
LL
scene together with all the necessary medical equipment (see Appendix 3);
and
O
c) yellow tents to accommodate Priority II casualties. Transportable mobile
hospitals or ambulances can be used for stabilization treatment for all
TR

casualties.
N
O
C
N
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 Chapter 9 – Triage and Medical Care

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Issue 01/Rev 00 CAGM 1413 – AEP 9-6

 Chapter 10 – Care of Ambulatory Survivors

10 Care of Ambulatory Survivors

General

The airport operator, aircraft operator (where involved), or other predesignated

agency selected for the purpose is responsible to:

a) select the most suitable holding area for the particular emergency from
those predesignated in the airport emergency plan;

b) provide for the transportation of the uninjured from the accident site to the
designated holding area;

c) arrange for doctor(s), nurse(s) or teams qualified in first aid to examine and
treat the supposedly uninjured, especially for nervous traumatism (shock)
and/or smoke inhalation, where pertinent;

-
D
d) furnish a full passenger and crew manifest for accountability purposes;

E
e) interview the uninjured and record their names, addresses, phone numbers,
and where they can be reached for the next 72 hours;

f)
LL
notify relatives or next of kin where deemed necessary;
O
g) co-ordinate efforts with the designated international relief agency (Red Cross,
etc.); and
TR

h) prevent interference by unauthorized persons or those not officially connected

with the operation in progress.
N

Prearrangement should be made for the immediate transportation by bus or by

O

other suitable transport of the “walking injured”/ambulatory from the accident site
to the designated holding area. This plan should be implemented automatically
C

following notification of the emergency. A nurse or a person trained in first aid

N

should accompany these people to the holding area. Each and every passenger
and crew member should be examined for nervous traumatism (shock) and smoke
-U

inhalation. Cold or inclement weather may require additional provisions for their
protection and comfort.

Occupants departing an aircraft using evacuation slides may be barefoot or

without proper wearing apparel. Where the aircraft accident occurred in water or a
marshy area, these people may be wet and uncomfortable. These problems
should be anticipated by having supplies of clothing, footwear, and blankets readily
available. It may be necessary to establish a special holding area which can
supply warmth and clothing to prevent hypothermia, and be used for examination
purposes, before these persons are transported to the designated ambulatory
holding area.

International relief agencies and military establishments provide many of the

aforementioned requisites.

Issue 01/Rev 00 CAGM 1413 – AEP 10-1

 Chapter 10 – Care of Ambulatory Survivors

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Issue 01/Rev 00 CAGM 1413 – AEP 10-2

 Chapter 11 – Care of Fatalities

11 Care of Fatalities

Care Of Fatalities (Black Tag)

Evidence must be preserved when caring for the fatalities at an aircraft accident
site. It is important to realize that an undisturbed site will produce the most reliable
evidence for determining cause and/or future corrective action that may help
prevent a similar accident.

11.1.1.1 The plan should include contingencies that address management of the
fatalities at the scene of the emergency. The plan needs to designate the
person(s) responsible for contacting and co-ordinating with the forensic doctor.
Airport fire fighters and other rescue personnel should understand the basic
need for and the techniques and procedures used in aircraft accident
investigation. Whenever possible, the wreckage should remain undisturbed

-
D
until the arrival of the appropriate accident investigation authority.

E
Areas immediately surrounding the location of the fatality should be completely
secured. Areas in which a large number of fatalities or dismembered bodies are
LL
located should be left undisturbed until the arrival of the forensic doctor and the
aircraft accident investigator or a designee.
O
An adequate supply of disposable plastic gloves and leather gloves should be
TR

available for stretcher bearers removing the remains of the fatalities. Although
disposable plastic gloves are acceptable, they are easily cut or torn by aircraft
wreckage and debris. Leather gloves do not rip or tear but do absorb body fluids
N

and decrease the sense of touch. it is suggested that one plastic and one leather
glove be worn by the individual stretcher bearer or two bearers can work as a
O

team. All gloves should be burned following use in gathering body parts.
C

If it becomes necessary to move bodies or parts of the wreckage, photographs

N

should be taken showing the relative position of bodies and parts within the
wreckage and a sketch of their respective positions should be made prior to
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removal. In addition, tags should be affixed to each body or body part displaced
and corresponding stakes or tags should be placed where the body parts were
found in the wreckage. A journal should be kept of all tags issued. Special
precautions should be taken to avoid disturbing anything in the cockpit area.
Should any flight controls be required to be displaced, photographs, drawings, or
notes should be taken before displacement.

The fatalities should be extricated and personal effects removed from the
wreckage prior to the arrival of the forensic doctor or appropriate authority only to
prevent their destruction by fire or for other similar compelling reasons. When
bodies must be moved, previously mentioned precautions should be taken.
Provisions should be made to obtain sufficient body bags to contain all bodies as
well as personal effects.

Issue 01/Rev 00 CAGM 1413 – AEP 11-1

 Chapter 11 – Care of Fatalities
Body bags are normally available from major local suppliers of caskets, funeral
directors and their equipment and supply firms, and from nearby military facilities.
Stocks of body bags at each airport are desirable.

Body identification and determination of cause of death is conducted with the

concurrence of the authority designated for this duty. This operation is generally
conducted with the co-operation of forensic teams and other specialists.

Accidents which result in a large number of fatalities will overload normal morgue
facilities. In areas where delay or temperature may contribute to the deterioration
of tissue, refrigerated storage should be available. This may be provided either by
a permanently located cooler or refrigerated semitrailers. The area for post-
mortem examination should be located near the refrigerated storage and be
arranged to provide a high level of security. This should be a suitable working
area with electricity and running water, large enough for initial body sorting.

-
D
The morgue should be isolated and in an area remote from places where relatives

E
or the general public have access.

LL
After identification has been made of the fatality, efforts to contact next of kin
should commence. Agencies such as aircraft operators, public service
organizations (i.e. international relief agencies and police), or clergy should be
O
utilized.
TR

The accident investigation team generally has the authority and the need to
require autopsies and toxicological analyses of flight crew members, and in special
N

cases, passengers. The need for these tests should be determined prior to the
release of bodies.
O

As soon as practical after the emergency, all participants in the fire fighting and
C

rescue effort should be debriefed. Their observations should be recorded by the

proper authorities. Sketches, diagrams, photographs, movie films, and tape and
N

video recordings made on the accident site as well as appropriate details on the
-U

tagging of bodies and body parts removed from their positions are invaluable tools
for investigators.
The forensic officer in charge should wear a dark brown hard hat and vest
or other apparel, with “FORENSIC CHIEF” displayed front and back in
distinctive lettering.

Issue 01/Rev 00 CAGM 1413 – AEP 11-2

 Chapter 12 – Communications

12 Communications

Communication Services

Arrangements for two-way communications must be made for all airport agencies
involved in an emergency. The plan also should include the maintenance of an
adequate communication network with off-airport agencies responding to an
emergency. The plan calls for the command post and emergency operations
centre to have the capability of continuous communication with all participating
agencies. Backup modes of communication should be identified during the
planning process.

Communication Network

A co-ordinated communication network is of vital importance to any major

-
operation involving agencies from more than one jurisdiction.

E D
A co-ordinated communication network should consist of a sufficient number of
radio transceivers, telephones and other communication devices to establish and
LL
maintain a primary and a secondary means of communication. These networks
should link the emergency operations centre and the command post with each
O
other as well as with all participating agencies.
TR

The operational communication network should provide a primary and, where

necessary, an alternate means for effective direct communications between the
following, as applicable:
N

a) The alerting authority (control tower or flight service station, airport manager,
O

fixed-base operator, or airline office) and the rescue and fire fighting (RFF)
units serving the airport.
C

b) Air traffic control tower and/or flight service station, the appropriate fire
N

department alarm room/dispatch centre(s) and the fire fighting and rescue
crews en-route to an aircraft emergency and at the accident/incident site.
-U

c) Appropriate mutual aid agencies located on or off the airport, including an alert
procedure for all auxiliary personnel expected to respond.

d) The RFF vehicles, including a communication capability between crew

members on each RFF vehicle.

Communication Equipment

It is important to provide serviceable communication equipment in sufficient

quantity to ensure rapid response of personnel and equipment to an emergency.
The following communication equipment should be available for immediate use in
the event of an emergency.

Issue 01/Rev 00 CAGM 1413 – AEP 12-1

 Chapter 12 – Communications
Portable radios. A sufficient number of portable, two-way radios should be
available to provide each participating agency with the ability to communicate
with the command post.

Strict communication discipline must be employed to prevent jamming of

emergency frequencies. Each agency should operate on its own frequency, and
there should be a designated command frequency.

Radios should be available at the command post to provide direct communication

with the aircraft or ground controllers should it become necessary. These radios
should be equipped with headsets to reduce the confusion and noise from multiple
frequencies in use at the time.

Direct communications may also be established with the pilot or the aircraft cockpit
by use of cockpit-to- ground lines. This requires a proper connector, wire,

-
microphone, and headset. Co-operation and co-ordination between the airport

D
rescue and fire fighting service and the individual aircraft operator(s) are needed

E
to establish this type of communication capability. Normally, this communication
capability results from the use of a ground service headset that is plugged into a
wheelwell interphone jack. LL
A sufficient number of telephone lines (both listed and unlisted) or cellular phones
O
should be available at the command post to provide direct communication with
TR

agencies outside the airport, as well as within the airport. Direct lines save time
and reduce the probability of overloading radio communication channels.
N

Medical facilities and ambulances need communications capability in order to take

advantage of advance life support systems within the medical community.
O

A dedicated vehicle equipped with necessary communication equipment and self-

C

contained electrical power may be a definite asset to a good communication

system. A well-equipped communication vehicle is an indispensable part of an
N

efficient, well-managed command post. Planning should always include a qualified

-U

vehicle driver/operator.

It is desirable to install recording devices with time insertion units at the operations
centre and/or mobile command post to ensure that all communications are
recorded for later analysis. It is also desirable to record all emergency
communications, including printed communication.

In the event of a temporary lapse of communications, runners should be assigned

to the command post to augment other modes of communication. Portable
megaphones should also be available.

Apron And Terminal Area Emergencies

A communications system should be established by the airport operator, or the

aircraft operators, in order to provide rapid response of the emergency equipment

Issue 01/Rev 00 CAGM 1413 – AEP 12-2

 Chapter 12 – Communications
to accidents and incidents occurring in the terminal areas. Apron accidents include
aircraft cabin fires, refuelling spills and fires, aircraft and vehicle collisions and
medical emergencies.

As many apron personnel as possible, but at least all supervisory personnel,

should be equipped with two-way radios in order to establish direct communication
with a central notification facility.

All aircraft loading gates or jetways should be equipped with telephones at both
boarding and apron levels. Emergency telephone numbers should be prominently
displayed by the telephone.

Testing And Verification

The communication system should be tested each day to verify the operability of

-
all radio and telephone networks.

D
A complete and current list of interagency telephone numbers should be available

E
to all agencies and to personnel responsible for the airport emergency plan. These

LL
phone numbers should be verified monthly to ensure they are correct. Updated
lists should be distributed to all emergency plan participants on a continual basis.
O
TR
N
O
C
N
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 Chapter 12 – Communications

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Issue 01/Rev 00 CAGM 1413 – AEP 12-4

 Chapter 13 – Airport Emergency Exercises

13 Airport Emergency Exercises

Purpose

The purpose of an airport emergency exercise is to ensure the adequacy of the

following:

a) response of all personnel involved;

b) emergency plans and procedures; and

c) emergency equipment and communications.

It is therefore important that the plan contain procedures requiring that the airport
emergency plan be tested. This test should correct as many deficiencies as
possible and familiarize all personnel and agencies concerned with the airport

-
environment, the other agencies and their role in the emergency plan.

D
The airport emergency plan provides the framework which enables airport and

E
community fire protection, security, medical, and other resources to join in an

LL
effective, co-ordinated response to airport emergencies. By using any of several
types of airport emergency exercises, airport operators and community
emergency resource managers can, first, produce an integrated emergency plan
O
with a response based upon need and emergency location and, second, practice
TR

the procedures and co-ordination needed to accomplish an effective emergency

response in minimum time. In addition, airport operators cannot truly have
confidence in the airport's plan until they study it, revise it, study it again, and
N

test it. Testing is crucial for determining where serious gaps may exist in the plan.
For example, some individuals involved in the plan may have misconceptions or
O

misunderstandings about it; some of the procedures that seem workable on paper
may not work in practice; the written estimates of time, distance or available
C

resources may be sufficiently inaccurate to cause problems. Testing the plan may
N

afford emergency response personnel from the airport an opportunity to get to

know each other and to know how other services operate. It may provide
-U

emergency response personnel from outside the airport an opportunity to meet

airport personnel and to familiarize themselves with airport facilities, resources,
traffic pattern, and identifiable hazard areas. The exercises should be conducted
in daylight, twilight and darkness and in various conditions of weather and visibility.

Types Of Airport Emergency Exercises

There are three methods of testing the airport emergency plan:

a) Full-scale exercises;

b) Partial exercises; and

c) Tabletop exercises.

These tests shall be conducted on the following schedule:

Issue 01/Rev 00 CAGM 1413 – AEP 13-1

 Chapter 13 – Airport Emergency Exercises
Full-scale: At least once every two years:

Partial: At least once each year that a full-scale exercise is not held

or as required to maintain proficiency;

Tabletop: At least once each six months, except during that six month

period when a full-scale exercise is held.

Tabletop Exercises

The tabletop exercise is a test of the integration and capability of emergency

-
response resources without the expense and disruption of services incurred by a

D
full-scale exercise. The exercise may be held as a co-ordination exercise prior to
the full-scale exercise, or it may be held at intervening times in order to reconfirm

E
procedures, policy, telephone numbers, radio frequencies, and changes in key
personnel.
LL
The tabletop exercise is the simplest type of drill to stage, requiring only a meeting
O
room, a large scale map of the airport, and a senior representative of each
participating unit in attendance. A probable accident location is selected on the
TR

map and each participant describes what actions their unit would take to respond.
This exercise will quickly reveal operational problems, such as conflicting
communications frequencies, lack of equipment, confusing terminology and areas
N

of jurisdiction. These exercises should be held semiannually, but not coincidental

O

with other exercises.

C

Partial Emergency Exercises

N

Partial emergency exercises may be required for some of the participating units in
order to train new personnel, evaluate new equipment or techniques, or to comply
-U

with mandatory recurrent training requirements. These drills are economical

because of their limited scope and can be repeated as often as required in order
to maintain a high standard of proficiency. They may involve only one unit, such
as rescue and fire fighting services or medical, or a combination of several units,
as desired. These exercises should be held at least once each year that a full-
scale exercise is not held to ensure that any deficiencies found during the full-scale
airport emergency exercise have been corrected.

Full-Scale Exercises

The airport emergency plan should be given full-scale emergency exercises to test
all facilities and associated agencies at intervals not exceeding two years. The
exercise should be followed by a full debriefing, critique and analysis.

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 Chapter 13 – Airport Emergency Exercises
Representatives of all organizations which participate in the exercise should also
actively participate in the critique.

The first step in planning full-scale emergency exercises is to have the support of
all airport and community authorities concerned. Departments and agency
personnel to be considered are those listed in 3.1.

a) Objectives. In conducting an airport full-scale emergency exercise, the first

and most basic step airport and community emergency response planners
and workers must decide is exactly what should be achieved. As funds and
personnel are often difficult to obtain, it is prudent for management to make
plans to accomplish specific goals.

b) Selecting an objective. There are numerous objectives that can be set for an

-
D
emergency exercise. For example, it may be desirable to hold an exercise at
night to test the reactions of response personnel under night time conditions.

E
Similarly, it may be desirable to test the ability of local emergency response
teams to react to the discovery of hazardous materials in the cargo of an
aircraft. LL
O
c) Setting limits on goals. It is likely that more than one objective could be
accomplished during an exercise. The pitfall in combining several objectives
TR

is that more may be set than can be achieved. As part of the objective setting
effort, planners should limit the scope of the problems that will be explored or
they run the risk of confusing and frustrating response personnel. Actual
N

emergencies may create confusion and frustration, but confusion and

frustration in training exercises will only produce a negative learning
O

experience. This represents a misspent opportunity for emergency planners

and may decrease the ability of the community to respond in real
C

emergencies.
N

d) Assessing results. After the exercise, it should be possible to look back and
-U

see specific skills that were learned, new environmental conditions that were
explored, communications systems that were tried out, additional mutual aid
units that were integrated into the emergency plan, new equipment that was
used, as well as other benefits or problems.

All agency heads must be thoroughly familiar with the airport emergency plan and
must develop a plan for their individual departments in co-ordination with the
general plan. The agency heads should meet regularly to develop an
understanding of their agencies' responsibilities and requirements in co-operation
with other agencies.

A large passenger aircraft should be sought for the full-scale emergency exercise
to add realism to the on-airport exercise and to familiarize participants with the

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 Chapter 13 – Airport Emergency Exercises
problems of removing casualties from aircraft. If an aircraft is not available, a bus
or similar large vehicle may be used.

The emergency exercises should be held in locations which will provide maximum
realism while ensuring minimum disruption of the airport operations. Various
scenarios can be used. The exercise may be held either during the day or at night
on the airport, in the runway end safety area, or in the surrounding community.
Scenarios include accidents involving:

a) aircraft/structures;

b) aircraft/aircraft; or

c) aircraft/ground vehicles.

Since about 80 per cent of all aircraft accidents occur on the runway, the runway

-
end safety areas, or the approach or take-off areas, the majority of exercises

D
should be held in the aforementioned locations. Where aircraft are not available,
inclusion of small fires in the area can add realism for the fire services. Volunteer

E
casualties should be moulaged in order to provide realism for the medical
responders.
LL
At least 120 days prior to the scheduled full-scale emergency exercise, the airport
O
authority should hold a meeting of all key supervisory personnel of principal
TR

participating agencies. At this time, the aims of the exercise should be outlined, a
scenario formulated, work tasks assigned, and duties of all agencies and
personnel defined. A suggested time schedule and checklist is as follows:
N

D — 120 days Supervisory personnel of participating agencies hold

O

organizational meetings to outline aims, formulate the

scenario, assign work tasks, and select emergency plan
C

co-ordinators. (See Chapter 6);

N

D — 90 days First progress report on arrangements;

-U

D — 70 days First meeting of all participating agencies (individual

committee representatives);

D — 60 days Complete arrangements for full-scale emergency

exercise site or staging area. Written scenario
completed;
D — 50 days Training for moulage team begins. Second meeting of
individual committee representatives. A moulage
chairman can be selected from hospitals, rescue and fire
fighting personnel, civil defense, military personnel, etc.;

D — 40 days Arrangements for transportation, feeding, stretcher

bearers and volunteer workers completed;

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 Chapter 13 – Airport Emergency Exercises

D — 30 days Third meeting of individual committee representative. A

preliminary “warm-up” communication exercise is held;

D — 21 days Fourth meeting of individual committee representatives.

Make-up for members who missed previous team
training and arrangements for volunteer casualties
completed;

D — 14 days Final meeting and briefing for all participants, including

critique team;

D — 7 days Final meeting of supervisory personnel to review

assignments;

D — 0 days The exercise;

-
D
D + 1 to 7 days A critique following the exercise so that all participants
may hear the observers' reports; and

E
D + 30 days Supervisory personnel meet to review written critiques
LL
submitted by observers and participants; revise
procedures to correct mistakes and shortcomings
O
indicated in the exercise.
TR

In preparing the scenario, the use of real names of aircraft operators and types of
aircraft should be avoided. This will prevent any possible embarrassment to civil
aviation companies or agencies.
N

In order to obtain the maximum benefit from a full-scale emergency exercise, it is

O

important to review the entire proceedings. An observer critique team should be

organized, comprised of members who are familiar with mass casualty accident
C

proceedings. A team chairman should be appointed and should be present at all

N

meetings. The team should be present at the final organizational meeting (seven
days prior to the drill) and, in co-ordination with the authority in charge, ensure that
-U

significant problems are introduced into the exercise. Each member of the critique
team should observe the entire exercise and complete the appropriate emergency
drill critique forms (see Appendix 9). As soon as convenient after the exercise (not
later than seven days), a critique meeting should be held so members of the team
can present their observations and recommendations for improvement of the
airport emergency plan procedures and associated airport emergency plan
document.

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 Chapter 13 – Airport Emergency Exercises

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E D
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INTENTIONALLY LEFT BLANK
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TR
N
O
C
N
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 Chapter 14 – Review of the Airport Emergency Plan

14 Review of the Airport Emergency Plan

General

Evaluating the plan. Exercises provide airport operators and exercise planners an
excellent opportunity for evaluating the effectiveness and efficiency of the plan. To
maximize the usefulness of evaluation, planners should carefully design the
system of evaluation.

Planning. In accordance with the objectives of the exercise, planners should

develop an evaluation system that includes feedback, identifies benefits, and
obtains the services of evaluators well before the exercise takes place.

a) “Feedback loop”. A project is planned, implemented, and then evaluated

(given feedback). The feedback leads to the development of modifications,

-
where needed, after which the cycle begins a new.

D
b) Benefits. Planning an effective evaluation system for any size airport

E
emergency response exercise is important not only for detecting problems in

LL
the exercise itself, but more importantly, for finding areas of the airport or
community emergency response plans that may need refinement.
O
c) Evaluators. The exercise should be totally open to a select group of
knowledgeable evaluators, identifiable by distinctive clothing. The evaluators
TR

should not be involved in the planning or conduct of the exercise. Normally,

government agencies, other airports, and private aviation organizations can
provide experienced evaluators which can benefit both the airport holding the
N

exercise and themselves. Evaluators need to be identified well before the

exercise and familiarized with the airport plans, including evaluation and
O

reporting guidelines.
C

Preparation. Evaluators experienced in airport operations, emergency response,

N

and emergency exercises require no training by drill planners. However, a

preliminary meeting detailing the scope and objectives of the exercise enables the
-U

evaluators to do their jobs effectively and thus yield the greatest benefit to the
airport.

a) Preparing evaluators. Evaluators should receive information packets and

critique sheets well before the exercise takes place. Assigning evaluators to
assess command, control, and communications and the emergency response
functional areas ensures that the key elements of emergency response are
observed in detail. Other evaluators should be assigned to critique the entire
exercise. They will move about the site and observe all of the functional areas
and response efforts. Outside evaluators often have preferences or certain
areas of expertise, such as security or medical, which planners should
determine before making evaluation assignments.

b) Critique sheet. A critique sheet is a considerable aid in the evaluation of an

emergency exercise. It is most effective if it is divided into separate sections

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 Chapter 14 – Review of the Airport Emergency Plan
addressing each of the distinct functional areas with sufficient space for taking
notes. Questions asked should be general since being too specific may
consume evaluators' time with details and prevent them from seeing the drill
from a larger perspective. Sample critique sheets are provided in Appendix 9.

c) Briefings. Planners should brief evaluators on their functions and last-minute

changes the day before the exercise. At that time, planners may give them
final copies of exercise information and critique sheets and distribute
distinctive vests, apparel, hats, badges, or other means of identification.
Evaluators should also attend media and response unit briefings, at which
they can raise questions about the plan, identify the exercise participants,
and familiarize themselves with the marking or clothing that identifies each
emergency response function.

Feedback. Three systems of feedback common in exercises are on-site or

-
immediate feedback, critique conferences, and written reports. One or more of

D
these systems should be used.

E
a) On-site or immediate feedback. On-site feedback involves assembling

LL
representatives from all participating groups immediately after the exercise to
get their comments while the exercise is fresh in their minds. Naturally
enough, many details may escape as an evaluator tries to summarize several
O
hours of intense activity in a five- minute oral report. Evaluators will overlook
other details until later, when they compare notes with other response
TR

personnel. The great advantage of on-site feedback is that everyone's interest

is at its peak; the most critical problems will likely be discovered immediately.
To conduct an on-site feedback session, airport operators and exercise
N

planners should set up rules of order to ensure uninterrupted speaking

O

opportunities. A stenographer or tape recorder should record the session for

later review.
C

b) Feedback conference. The feedback conference will usually involve planners

N

and managers of the various emergency response units involved in the

exercise and the plan. Planners should schedule it no sooner than one week
-U

after the exercise. Managers will probably need at least a week to hold
feedback sessions with their own personnel and gather valuable information
to share at the conference. Local emergency co-ordinators should attend the
feedback conference, both to benefit the airport in its use of community
resources and to ensure that the community benefits from the airport's
experience.

c) Written reports. Evaluators experienced in exercises and critiques should

write reports of their observations. Planners may also ask other personnel for
written reports. Written reports are often more candid than comments made
in the on-site feedback sessions, where participants might be sensitive to
outsiders' comments.

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 Chapter 14 – Review of the Airport Emergency Plan
The airport operator should make every effort to contact other airport operators
who have been involved in actual aircraft accidents and those who have conducted
full-scale emergency exercises to acquire data and procedures to correct and
upgrade their airport emergency plan.

Review Following An Accident

As soon as practical following an accident, responding agencies should obtain oral

or written reports from all of their participating personnel and complete a document
covering the entire response operation. A tabletop meeting should then be held
to consider these documents and, if required, make changes to the emergency
plan considered necessary to improve the response capability for future
emergencies.

-
E D
LL
O
TR
N
O
C
N
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 Chapter 14 – Review of the Airport Emergency Plan

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E D
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INTENTIONALLY LEFT BLANK
O
TR
N
O
C
N
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 Chapter 14 – Review of the Airport Emergency Plan

15 Appendices

Appendix 1 - Glossary Of Terms

Terms defined in the ICAO Annexes are used in accordance with the meanings and
usages given therein. A wide variety of terms is in use throughout the world to
describe facilities, procedures, services, etc., related to airports. As far as possible,
the terms used in this CAGM are those which have the widest international use. When
the following terms are used in this CAGM, they have the following meanings:

Aircraft accident. An occurrence during the operation of an aircraft in which any

person involved suffers death or serious injury or in which the aircraft receives
substantial damage.

Aircraft incident. An occurrence, other than an accident, associated with the

-
operation of an aircraft, which affects or could affect continued safe operation if not

ED
corrected. An incident does not result in serious injury to persons or substantial
damage to aircraft.

LL
Aircraft operator. A person, organization or enterprise engaged in or offering to
engage in aircraft operations.
O
Airline co-ordinator. A representative authority delegated by an airline to
represent its responsibilities during an emergency involving its aircraft or property.
TR

Airport emergency plan. Procedures for co-ordinating the response of airport

services with other agencies in the surrounding community which could assist in
N

responding to an emergency occurring on, or in the vicinity of, the airport.

O

Airport emergency exercise. A test of the emergency plan and review of the
results in order to improve the effectiveness of the plan.
C
N

Airport flight information service. Air traffic services units which provide airport
flight information service, search and rescue, alerting service to aircraft at non-
-U

controlled airports, and assistance to aircraft in emergency situations.

Airport manager. The individual having managerial responsibility for the operation
and safety of an airport. The manager may have administrative control over airport
rescue and fire fighting services, but normally does not exercise authority over
operational rescue and fire matters.

Air side. The movement area of an aerodrome, adjacent terrain and buildings or
portions thereof, access to which is controlled.

Air traffic service. A generic term meaning, variously, flight information service,
alerting service, air traffic advisory service, air traffic control, area control, approach
control, or aerodrome control services.

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 Chapter 14 – Review of the Airport Emergency Plan
Airport control tower. A facility established to provide air traffic control service for
airport traffic.

Alarm and dispatch centre. A facility in use in many metropolitan areas for the
rapid dispatch of emergency services.
The facility is usually contacted by the general public using a simple three-digit
telephone number.

Biological agent. A microorganism which causes disease in man, plants, or

animals or causes the deterioration of material.

Blood volume expanders. Sterile solutions administered by intravenous injection

to counteract the physiological complications of blood loss.

Care area. Location where first medical care is given to injured.

-
Collection area. Location where seriously injured are collected initially.

ED
Command post (CP). The location at the scene of an emergency where the on-
scene commander is located and where command, co-ordination, control, and
communications are centralized.
LL
Crash alarm. A system by which relevant emergency services are notified
O
simultaneously of a pending or actual emergency.
TR

Dangerous goods. This term is used internationally by all modes of transport, but
it is synonymous with “hazardous materials” and “restricted articles”. The term
includes explosives, compressed or liquified gases (which may be flammable or
N

toxic), flammable liquids or solids, oxidizers, poisonous substances, infectious

O

substances, radioactive material or corrosives.

C

Designated passenger holding area. Location to which the apparently uninjured

aircraft occupants are transported.
N

Emergency operations centre. A designated area on the airport used in

-U

supporting and co-ordinating operations at airport emergencies.

Exercise. Testing of the airport emergency plan and review of the results in order
to improve the effectiveness of the plan.

Forensic doctor. (Medical examiner/coroner) A public officer whose principal duty

is to investigate and inquire by an inquest into the cause of any death where there
is reason to suppose is not due to natural causes. The data acquired deals with the
relation and application of medical facts to legal questions.

Full-scale emergency exercise. Assembling and utilization of all the resources

that would be available and used in a real emergency.

Grid map. A map of an area overlaid with a grid system of rectangular co-ordinates
that are used to identify ground locations where no other landmarks exist.

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 Chapter 14 – Review of the Airport Emergency Plan

Hazardous materials. (See Dangerous goods)

In-flight emergency. An emergency which affects the occupants or operational

integrity of an aircraft while in flight.

Inner perimeter. That area which is secured to allow effective command,

communication and co-ordination control, and to allow for safe operations while
dealing with an emergency, including the immediate ingress and egress needs of
emergency response personnel and vehicles.

Investigation. A process conducted for the purpose of accident prevention, which

includes gathering and analysis of information, the drawing of the conclusions,
including the determination of cause(s) and, when appropriate, the making of safety
recommendations.

-
Medical transportation area. That portion of the triage area where injured persons

ED
are staged for transportation to medical facilities under the direct supervision of a
medical transportation officer.

LL
Mobile emergency hospital. A specialized, self-contained vehicle that can provide
a clinical environment in which a physician may provide definitive treatment for
O
serious injuries at the accident scene.
TR

Mobile quarters. Shelters which are designed to be rapidly conveyed to the

accident site and quickly activated to protect casualties from exposure to the
elements. Their accessories would include provisions for light and heat. Means of
N

transportation must be considered as an integral element of these shelters.

O

Moulage. A reproduction of a skin lesion, tumor, wound, or other pathological state

which is applied to volunteer victims to simulate realistic injuries in emergency
C

exercises.
N

Movement area. That part of an aerodrome to be used for the take-off, landing and
-U

taxiing of aircraft, consisting of the manoeuvring area and the apron(s).

Mutual aid emergency agreements. Agreements established with appropriate

agencies in the surrounding community, defining initial notification and response
assignments.

On-scene commander. Person designated to take charge of the over-all

emergency operation.

Outer perimeter. That area outside of the inner perimeter which is secured for
immediate support operational requirements, free from unauthorized or
uncontrolled interference.

Partial exercise. An exercise of one or more participants of the airport emergency

plan as required to improve efficiency.

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 Chapter 14 – Review of the Airport Emergency Plan

Rendezvous point. A pre-arranged reference point, i.e. road junction, cross-road

or other specified place, to which personnel/vehicles responding to an emergency
situation initially proceed to receive directions to staging areas and/or the
accident/incident site.

Restricted articles. (See Dangerous goods)

Stabilization. Use of medical measures used to restore basic physiologic

equilibrium to a patient to insure survival and facilitate future definitive care.

Staging area. A prearranged, strategically placed area where support response

personnel, vehicles and other equipment can be held in readiness for use during
an emergency.

-
Tabletop exercise. The simplest and least expensive type of drill stage. Used to

ED
test the integration and capability of emergency response resources, it is a simple
tool for planning, critiquing, and updating various responses before trying them in
the field.

LL
Tagging. Method used to identify casualties as requiring immediate care (Priority
I), delayed care (Priority II) minor care (Priority III), or as deceased.
O
Triage. The sorting of casualties at an emergency according to the nature and
TR

severity of their injuries.

Triage area. Location where triage operations are performed.

N

Triage tag. A tag used in the classification of casualties according to the nature and
severity of their injuries.
O

Tsunami. Extraordinarily large ocean waves produced by seismic activity.

C
N
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 Chapter 14 – Review of the Airport Emergency Plan
Appendix 2 - Outline Of An Airport Emergency Plan

1 This guideline is intended to ensure uniformity in the development of airport

emergency plans. The airport operator is responsible for developing a plan and
procedures for emergencies applicable to the airport's particular characteristics and
operations and, within these guidelines, will perform the following:

a) define the responsibilities of the airport operator and other participating

agencies;
b) create effective lines of communication and adequate communication
facilities to identify a “cascade” call system to include persons/agencies
responsible for “cascade” information. Where possible, a 24-hour coverage
shall be maintained;
c) arrange for the availability of a fixed emergency operations centre and a
mobile command post at the airport for use during an emergency;
d) integrate assistance from local support services such as fire departments,

-
security, medical, civil defence, government agencies, and local amateur

ED
radio organizations;
e) describe the function of air traffic services (airport control tower or airport flight
information service) relating to emergency actions; and

2
f) LL
give instructions for response to accident/incidents.
The airport emergency plan document must be written to facilitate identification of
O
subject matter pertinent to local airport and community conditions.
TR

3 The emergency plans and procedures should be issued under the airport or
appropriate authority, who will define and negotiate responsibilities of all agencies
an personnel on or off the airport, who would or could be involved in an emergency
N

affecting the airport.

O

4 In developing the emergency plan and procedures, it is vital that arrangements be

simple and easily understood by all involved in the airport emergency plan.
C

Examples Of Contents Of Emergency Plan Document

N

Section 1 — Emergency telephone numbers

-U

This section should be limited to essential telephone numbers according to site

needs, including:
a) air traffic services;
b) rescue and fire fighting services (fire departments);
c) police and security;
d) medical services:
1) hospitals;
2) ambulances; and
3) doctors — business/residence;
e) aircraft operators;
f) government authorities;
g) civil defence; and
h) others.

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 Chapter 14 – Review of the Airport Emergency Plan
Section 2 — Aircraft accident on the airport
a) action by air traffic services (airport control tower or airport flight information
service);
b) action by rescue and fire fighting services;
c) action by police and security services;
d) action by airport operators:
1) vehicle escort; and
2) maintenance;
e) action by medical services:
1) hospitals;
2) ambulances;
3) doctors; and
4) medical personnel;
f) action by aircraft operator involved;
g) action by emergency operations centre and mobile command post;
h) action by government authorities;

-
i) communication network (emergency operations centre and mobile

ED
command post);
j) action by agencies involved in mutual aid emergency agreements;
k) action by transportation authorities (land, sea, air);
l) action by public information officer(s);
m)
n)
LL
action by local fire departments when structures involved; and
action by all other agencies.
O
Section 3 — Aircraft accident off the airport
a) action by air traffic services (airport control tower or airport flight information
TR

service);
b) action by rescue and fire fighting services;
c) action by local fire departments;
N

d) action by police and security services;

e) action by airport operator;
O

f) action by medical services;

1) hospitals;
C

2) ambulances;
3) doctors; and
N

4) medical personnel.
g) action by agencies involved in mutual aid emergency agreements;
-U

h) action by aircraft operator involved;

i) action by emergency operations centre and mobile command post;
j) action by government authorities;
k) action by communication networks (emergency operations centre and
mobile command post);
l) action by transportation authorities (land, sea, air);
m) action by public information officer; and
n) action by all other agencies.

Section 4 — Malfunction of aircraft in flight (Full emergency or local standby)

a) action by air traffic services (airport control tower or flight information
service);
b) action by airport rescue and fire fighting services;
c) action by police and security services;
d) action by airport operator;
e) action by medical services:

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 Chapter 14 – Review of the Airport Emergency Plan
1) hospitals;
2) ambulances;
3) doctors; and
4) medical personnel;
f) action by aircraft operator involved;
g) action by emergency operations centre and mobile command post; and
h) action by all other agencies.

Section 5 — Structural fires

a) action by air traffic services (airport control tower or airport flight information
service);
b) action by rescue and fire fighting services (local fire department);
c) action by police and security services;
d) action by airport authority;
e) evacuation of structure;
f) action by medical services:
1) hospitals;

-
ED
2) ambulances;
3) doctors; and
4) medical personnel;
g) action by emergency operations centre and mobile command post;
h)
i)
LL
action by public information officer; and
action by all other agencies.
O
Section 6 — Sabotage including bomb threat (aircraft or structure)
a) action by air traffic services (airport control tower or airport flight information
TR

service);
b) action by emergency operations centre and mobile command post;
c) action by police and security services;
N

d) action by airport operator;

e) action by rescue and fire fighting services;
O

f) action by medical services:

1) hospitals;
C

2) ambulances;
doctors; and
N

3)
4) medical personnel;
-U

g) action by aircraft operator involved;

h) action by government authorities;
i) isolated aircraft parking position;
j) evacuation;
k) searches by dogs and trained personnel;
l) handling and identification of luggage and cargo on board aircraft;
m) handling and disposal of suspected bomb;
n) action by public information officer; and
o) action by all other agencies.

Section 7 — Unlawful seizure of aircraft

a) action by air traffic services (airport control tower or airport flight information
service);
b) action by rescue and fire fighting services;
c) action by police and security services;
d) action by airport operator;
e) action by medical services;

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 Chapter 14 – Review of the Airport Emergency Plan
1) hospitals;
2) ambulances;
3) doctors; and
4) medical personnel;
f) action by aircraft operator involved;
g) action by government authorities;
h) action by emergency operations centre and mobile command post;
i) isolated aircraft parking position;
j) action by public information officer; and
k) action by all other agencies.

Section 8 — Incident on the airport

An incident on the airport may require any or all of the actions detailed in Section
2, “Aircraft accident on the airport”. Examples of incidents the airport authority
should consider include fuel spills at the ramp, passenger loading bridge, and
fuel storage area; dangerous goods occurrences at freight handling areas;

-
ED
collapse of structures; vehicle/aircraft collisions; etc.

Section 9 — Persons of authority — site roles

To include but not limited to the following according to local requirements:
a) on-airport:
1)
2)
Airport chief fire officer;
Airport authority;
LL
O
3) Police and security — Officer-in-charge; and
4) Medical co-ordinator; and
TR

b) off-airport:
1) Local chief fire officer;
2) Government authority; and
N

3) Police and security — Officer-in-charge;

The on-scene commander will be designated as required from within the pre-
O

arranged mutual aid emergency agreement.

C

Experience indicates that confusion in identifying command personnel in

accident situations is a serious problem. To alleviate this problem, it is suggested
N

that distinctive coloured hard hats and vests or apparel with reflective lettering
-U

be worn by command personnel for their easy identification. The following

colours are recommended:

Red — Chief Fire Officer

Blue — Police chief

White (Red lettering) — Medical Co-ordinator

International orange — Airport administration

Lime green — Transportation Officer

Dark brown — Forensic Chief

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 Chapter 14 – Review of the Airport Emergency Plan

An on-scene commander should be appointed as the person in command of the

over-all emergency operation. The on-scene commander should be easily
identifiable and can be one of the persons indicated above or any other person
from the responding agencies.

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LL
O
TR
N
O
C
N
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 Chapter 14 – Review of the Airport Emergency Plan
Appendix 3 - AIRPORT MEDICAL SERVICES

1 General
1. Adequate medical services and supplies should be available at an airport.
Provision of medical services will generally not present great difficulties at a
large airport or airports near a large city, as the human resources and material
will normally be available. It is necessary to develop the co-ordination with the
emergency medical assistance system in the region. The medical co-ordinator
appointed to the airport should be responsible for the provision and checking of
medical supplies.
2. Provision of medical services may present some difficulties at small airports not
located near populated areas. These airports, however, should have available
emergency medical services to provide adequate medical care in the event of an
aircraft accident, taking into account the largest aircraft using the airport.
3. A medical inventory of the airport community area should be part of the airport

-
emergency plan. Consideration should be given to:

ED
a) human resources on and off the airport, i.e. doctors, teams qualified in first
aid, stretcher bearers and nurses; and
b) medical equipment and services on and off the airport, i.e. hospitals and

4.
ambulances.
LL
At airports where the above resources are only available from areas beyond the
immediate airport community, the airport emergency plan should be integrated
O
with wider emergency plans to obtain the necessary response, possibly using
helicopters to transport medical services and equipment to the crash site.
TR

Emergency Medical Services At Airports

5. Basis for recommendations. Emergency medical services at airports are based
N

on the concept that medical personnel and a medical facility commensurate with
O

the size of the airport have been established at the airport and that mutual aid
emergency agreements have been developed. Sufficient medical supplies should
C

be maintained at the airport facility to deal with routine medical emergencies

which normally occur at the airport (on-the-job injuries, heart attacks, etc.) plus
N

possible aircraft accidents.

6.
-U

Emergency medical training of airport personnel. All personnel assigned to

rescue duties and “public-contact” airport employees should be given first aid and
CPR (cardiopulmonary resuscitation) training.
7. Rescue and fire fighting personnel should have the ability to stabilize seriously
injured casualties. At least two full-time members per shift of the airport rescue
and fire fighting service or other on-airport personnel should be trained to an
emergency medical treatment level as determined by the local medical authority.
In addition, it is recommended that as many rescue and fire fighting personnel as
is practicable receive training to meet minimum standards of medical proficiency
and preferably to the level of personnel highly qualified in first aid or the
equivalent. Accordingly, they should have sufficient medical equipment at their
immediate disposal to initiate stabilization until full medical services are available
at the site or until transportation of casualties to adequate medical facilities is
provided.

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 Chapter 14 – Review of the Airport Emergency Plan
8. As many airport rescue and fire fighting personnel as practicable also should be
trained in CPR (cardio- pulmonary resuscitation) as taught by the appropriate
medical authority. Periodic exercises and drills in CPR techniques are mandatory
to maintain proficiency.
9. The everyday medical problems at an airport can serve to promote and ensure
an adequate level of medical proficiency of airport-based emergency personnel.
It should be noted, however, that proficiency in emergency medical techniques
can be maintained only through constant practical application. Unless operations
include providing advanced life-support systems on a day-to-day basis,
proficiency will decline or disappear.
10. Airports may enlist volunteers from airport employees other than rescue and fire
fighting personnel to provide an immediate response to assist casualties
resulting from emergencies. Volunteers should be trained by accredited
agencies in first aid and rescue response duties. In case of an emergency, they
should initially be under the supervision of the first commander at the scene, i.e.

-
the chief fire officer, until the arrival of the medical co-ordinator. Each appropriate

ED
authority must address the issues of compensation and liability.
11. Emergency medical supplies and equipment. The airport authority should
arrange to have sufficient medical supplies, available on or in the vicinity of the
LL
airport, to treat the passenger and crew capacity of the largest aircraft normally
using the airport. Experience has shown, however, that more than one aircraft
O
can be involved in an aircraft accident. Consequently, medical supplies to handle
this possibility should be considered. The type and quantity of such supplies
TR

should be determined by the principal medical authority for the airport using the
statistical information given in Table 3-1 of this Appendix.
N

Table 3-1. Estimated maximum number of

O

casualties at an aircraft accident at an airport

C

20 per cent casualties 30 per cent casualties 50 per cent casualties

Aircraft Number of Immediate care Delayed care Minor care Priority III
N

occupants casualties Priority I Priority II

-U

500 375 75 113 187

450 338 68 101 169
400 300 60 90 150
350 263 53 79 131
300 225 45 68 112
250 188 38 56 94
200 150 30 45 75
150 113 23 34 56
100 75 15 23 37
50 38 8 11 19
These figures are based on the assumption that the maximum number of surviving casualties at an aircraft
accident occurring on or in the vicinity of an airport is estimated to be about 75 per cent of the aircraft occupants.

12. Statistical data collected from aircraft accidents indicates that about 75 per cent
of the aircraft occupants are expected to be surviving casualties. It can be
expected that requirements for care of these will be distributed as follows:

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 Chapter 14 – Review of the Airport Emergency Plan

20 per cent — Immediate care (Red — Priority I)

30 per cent — Delayed care (Yellow — Priority II)
50 per cent — Minor care (Green — Priority III)

A table of the estimated maximum number of casualties resulting from an

aircraft accident occurring at an airport is given in Table 3-1 of this Appendix.
13. The airport should have available stretchers, blankets, backboards and/or
immobilizing mattresses, preferably stored on a suitable vehicle (e.g. trailer)
which can be transported to the accident site. Blankets are needed to alleviate
casualties' exposure to shock and possible adverse weather conditions. Since
trauma victims in an aircraft accident sometimes sustain severe spinal injuries,
backboards and cervical collars should be used when removing such casualties
from the aircraft in order to minimize the possibility of further spinal injury. The
backboards should be of a type designed to fit through access ways and aisles

-
of commercial and business aircraft. They should have restraining straps

ED
available so that the patient can be secured to the board. A cleat should be
attached to the underside of the backboard to facilitate lifting by carrying
personnel.
14.

15.
treat smoke inhalation victims.
LL
Sufficient emergency oxygen and respiratory equipment should be available to

Since the majority of non-accident related medical emergencies at airports

O
involve coronary difficulties, advanced life support systems should be readily
available.
TR

16. Mobile emergency hospitals or inflatable tents or shelters can be used for on-site
treatment of immediate care (Priority I — Red) and delayed care (Priority II —
Yellow) casualties. These units should be readily available for rapid response.
N

The casualties can be treated at the scene, stabilized and be available for
O

transportation to the appropriate hospital.

17. A resuscitation type ambulance can be used as an ideal shelter for an immediate
C

care (Priority I — Red) casualty.

18. Inflatable tents should have adequate heating and lighting when possible. A
N

large tent can normally accommodate about ten (10) serious cases and can be
carried on a large all-purpose vehicle along with other necessary medical
-U

equipment.
19. To cope with an emergency involving a large aircraft, it is recommended that the
general emergency medical supplies and equipment described in List 3-1 be
available at the airport or be available from outside sources. List 3-1 has been
prepared to cope with the largest type of aircraft at present being used for
commercial air transport operations, i.e. B747, DC-10, Airbus. If only operations
by smaller aircraft are planned for the foreseeable future, the specified medical
supplies and equipment should be adjusted to comply with reasonable
requirements for the largest aircraft expected to operate at the airport.
20. The following material describes some of the items included in List 3-1:

Immobilizing mattresses (also called vacuum mattresses): This apparatus

consists of a plastic bag designed like a mattress and filled with very small balls.
An aspirator (mechanical or other) is used to take out the air so that the mattress

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 Chapter 14 – Review of the Airport Emergency Plan
is crushed by atmospheric pressure and becomes as rigid as plaster. A human
body, partly enveloped before compressing the mattress, is completely wrapped.
Head, limbs and backbone thus become immobilized, allowing any type of
transportation through the use of lateral rope loops. The apparatus is permeable
to x-rays. Although the dimensions are variable, its length varies generally
between 1.80 and 1.90 m and its width between 0.80 and 0.90 m.

Backboards. These are classified as long and short backboards. The

approximate dimensions for a long backboard are shown in Figure A3-1A.
Although a backboard of 1.90 m is shown, some backboards of 1.83 m length
should be available to manoeuvre through the smallest aircraft emergency exits
of 51 cm wide and 91.5 cm high. A 7.5 cm wide velcro retaining strap is normally
required for legs. hips, upper torso and head.

The appropriate dimensions for a short backboard. A 7.5 cm wide velcro

-
retaining strap is normally required for lower and upper torso.

ED
List 3.1 — General emergency supplies and equipment

Quantity Description

500 triage labels

LL
O
100 stretchers, adaptable to the most commonly used ambulances
TR

10 immobilizing mattresses for backbone fractures

50 splints, either conventional or inflatable, for the various types of

N

fractures
O

50 first-aid kits, each containing a set of 10 tags, haemostatic pads,

C

tourniquets, respiratory tubes, scissors, dressings, sterile burn packs

N

20 resuscitation chests containing material for on-site intubation, infusion

and oxygenation for about 20 casualties
-U

2 or 3 electrocardiographic or electrocardioscopic apparatuses

2 or 3 manual or mechanical respirators

10 intravenous infusion packs (normal saline or haemacell) with giving sets

2 or 3 suction devices

2 entonox analgesic cylinders

300-500 plastic bags or coffins for the deceased

21. Emergency medical communication system. Communications is a primary

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 Chapter 14 – Review of the Airport Emergency Plan
requisite of an airport emergency medical plan. The airport medical service
communication system should ensure adequate communication during
emergencies to disseminate warning information and obtain support operations.
Without communications the hospital cannot know the number and type of
casualties it will be receiving, ambulances cannot be directed to the facilities
most capable of rendering the needed care, supplies available from outside
sources cannot be called for, and medical personnel cannot be directed to the
point where they are needed most.
22. The participating hospitals should have the capability of communicating with one
another by means of a two- way communication network. Ideally, each hospital
should have the capability of either calling other individual hospitals or, if the
occasion arises, calling all other hospitals simultaneously. This capability is
invaluable for hospitals experiencing an emergency such as a requirement for a
certain blood type or an item of equipment in short supply. It is also
recommended that the medical co-ordinator be able to communicate with

-
participating hospitals directly.

ED
23. Emergency medical transportation facilities. The dispatch of casualties to
hospitals from the accident site should take into consideration the hospital(s)
medical personnel on staff, medical specialties and beds readily available.
LL
Ideally, each airport should have available at least one on-call ambulance for
routine medical emergencies. Written agreements with off-airport based
O
ambulances should be prepared to provide for emergency transportation
services.
TR

24. Airborne transportation equipment, i.e. helicopters and fixed wing aircraft, should
be considered for emergency evacuation or for transport of medical services and
equipment from hospitals to the accident site.
N

25. Since it may be necessary to transport many casualties to appropriate off-airport

medical facilities, ambulances arriving at the scene should report to the
O

rendezvous point or staging area and then to the designated transportation

C

officer. This officer will be responsible for ascertaining the number of casualties
who will need transportation, the number and type of ambulance units necessary,
N

and the availability and capacity of each medical facility receiving casualties. In
the event of a multi-casualty accident, the transportation officer (or members of
-U

the team) will also supervise the actual loading, recording of names and injuries
of casualties, and routing of the individual vehicles and casualties to hospitals.
26. In major emergency situations, other means of transportation may be substituted
for ambulances. Vans, buses, automobiles, station wagons or other suitable
airport vehicles may be used. Immediate transportation for moving of the
uninjured or apparently uninjured to a designated holding area should be
available.
27. A grid map (with date of latest revision) of the airport and surrounding area
should be provided for all rescue vehicles. All medical facilities should be
depicted prominently on the grid map (See Chapter 7 — Grid Map).

Airport Medical Care Facilities (Medical Clinic And/Or First-Aid Room)

28. General factors influencing need. There are many general factors which
influence the need for an airport first-aid room or an airport medical clinic. Factors

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 Chapter 14 – Review of the Airport Emergency Plan
to be taken into consideration include:
a) the number of passengers served annually and the number of employees
based on the airport;
b) the industrial activity on the airport property and in the surrounding
community;
c) the distance from adequate medical facilities; and
d) mutual aid medical services agreements.
29. Generally, it may be recommended that an airport medical clinic be available
when the airport employees number 1 000 or more and that a first-aid room be
available at every airport. The airport medical care or first-aid room personnel
and facilities should be integrated with the airport emergency plan.
30. The airport medical clinic, in addition to providing emergency medical care to
the airport population, may extend emergency care to communities surrounding
the airport, if these communities have no emergency facilities of their own.
31. The airport medical clinic may be included in the community emergency services
organization and planning. In the event of a large-scale non-airport local

-
ED
emergency, the airport medical clinic may function as the co-ordination site for
direction of incoming medical assistance.
32. Location of airport medical care facilities. The facilities should be readily
accessible to the airport terminal building, to the general public and to emergency
LL
transportation equipment (i.e. ambulances, helicopters, etc.). Site selection
should avoid the problem of having to move injured persons through congested
O
areas of the airport terminal building, while providing access to the facility by
emergency vehicles by a route that as far as is feasible can bypass normal public
TR

access roadways to and from the airport. This suggests that the medical care
facility be located so that access can be gained from the air side of the airport
terminal building as this provides control over unauthorized vehicles interfering
N

with emergency equipment.

33. Airport medical care facility personnel. The number of trained personnel and
O

degree of expertise needed by each individual will depend on the particular

airport's requirements. The staff of the airport medical clinic should form the
C

nucleus for the medical services planning for the airport emergency plan (and be
N

responsible for implementation of the medical portion of the plan). It is

recommended that the airport first-aid room be staffed with at least highly
-U

qualified first-aid personnel.

34. In general it is recommended that during the principal hours of airport activity
at least one person trained to deal with the following be on duty:
a) cardiopulmonary resuscitation (CPR);
b) bleeding from a traumatic source;
c) Heimlich manoeuvre (choking);
d) fractures and splinting;
e) burns;
f) shock;
g) emergency childbirth and immediate care of newborn, including prematures;
h) common medical conditions which may influence the outcome of injury
(allergies, high blood pressure, diabetes, pace-maker, etc.);
i) basic measures for treatment and protection subsequent to spills or leaks
of radioactive materials, toxic, or poisonous substances;
j) treatment of emotionally disturbed persons;

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 Chapter 14 – Review of the Airport Emergency Plan
k) recognition and first aid for poisons, bites, and anaphylactic shock; and
l) transportation techniques for injured persons.
This person should have authority to order hospitalization if necessary and to
arrange any needed transportation.
35. The airport operator should obtain the advice and direction of a consulting
emergency medical care physician as to the allotment and design of equipment
for the first-aid room commensurate with the anticipated needs of the particular
airport.
36. The airport medical clinic equipment and the medical supplies have to be
determined by the physician or the group of physicians in charge of the clinic. It
should be remembered that responding to an aircraft emergency may be the
main problem.
37. The airport medical care facility should be adequately equipped to handle cardiac
arrest and other types of injuries and illnesses associated with industrial
medicine. If drugs are maintained, provision should be made to ensure full

-
security.

ED
38. Sufficient emergency oxygen and respiratory equipment should be available to
treat smoke inhalation victims.
39. Since the majority of non-accident related medical emergencies at airports

LL
involve coronary problems, advance life support systems including oxygen,
oxygen regulators, and other elements for cardiopulmonary care should be
readily available. In addition, first-aid kits (containing drugs, a wide selection of
O
bandages and splints, blood transfusion equipment, and burn and maternity kits),
chains, ropes, crow-bars, and metal cutters should be available.
TR

Airports Without A Medical Care Facility

40. At airports without a medical care facility (medical clinic or first-aid room), the
N

airport operator should make arrangements to have available sufficient

personnel trained in advanced first aid to cover all active hours of airport
O

operation. Equipment for first aid work at these airports should consist, at
C

minimum, of an emergency medical care bag. This bag should be readily

available to be carried on a designated airport emergency vehicle and should
N

contain at least:
— one plastic sheet (1.80 m × 1.80 m) with four spikes;
-U

— seven haemostats (one package of three, one package of four);

— two field dressings (one 45 cm × 56 cm, one 56 cm × 91 cm);
— ten abdominal pads (five packages of two);
— forty 10 cm × 10 cm gauze pads (four packages of ten);
— two tourniquets;
— one artificial airway;
— three disposable airways (one each No. 2, No. 4, No. 5);
— one bulb syringe with two catheters (No. 12, No. 14 FR);
— two large bandage scissors;
— twenty disposable syringes with No. 25 GA 1.6 cm needle;
— twelve ace bandages (two 15 cm, four 7.5 cm, six 5 cm);
— twelve alcohol sponge packages;
— four rolls of gauze bandage (two 7.5 cm, two 5 cm);
— two rolls of adhesive tape;

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 Chapter 14 – Review of the Airport Emergency Plan
— four vaseline gauze dressings (15 cm × 91 cm);
— box of 100 band-aids;
— one blood pressure cuff and gauge;
— two clipboards (22 cm × 28 cm);
— six pencils;
— sufficient supply of casualty identification tags (see Appendix 8);
— one set of inflatable splints;
— one resuscitube;
— one short spine board;
— one flashlight;
— two cervical collars;
— one bite-stick wedge;
— one disposable obstetric kit; and
— one immobilizing mattress.

-
ED
LL
O
TR
N
O
C
N
-U

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 Chapter 14 – Review of the Airport Emergency Plan
Appendix 4 - Preservation Of Evidence For Aircraft Accident Investigations
1. Airport fire fighters and other rescue personnel should understand the basic need
for and the techniques and procedures used in aircraft accident investigation.
Whenever possible the wreckage should remain undisturbed until the arrival of the
first aircraft accident investigator. However, when absolutely necessary for the
rescue or fire suppression activities, the wreckage may be disturbed. Disturbance
should be kept to a minimum.
2. The bodies of the deceased should remain in the position they were found. If it
becomes necessary to move bodies or parts of the wreckage, a sketch plan of their
respective positions prior to removal should be made as soon as possible.
Photographs from four separate angles, if possible, should be taken showing the
relative position of bodies and parts within the wreckage. In addition, tags should be
affixed to each body or part displaced and corresponding stakes or tags should be
placed where they were found in the wreckage. Special precautions should be taken

-
to prevent disturbance of anything in the cockpit area. Should any control be

ED
displaced voluntarily or accidentally, the occurrence must be recorded and brought
to the attention of the accident investigation authority.
3. Isolation of and security measures within the wreckage area should be established
LL
as soon as possible. All authorized personnel should possess and display proper
“Emergency Access” identification as required by the airport emergency plan.
O
4. All security personnel should be briefed on proper identification procedures. Two-
way radio communication with appropriate authorities on the site can help identify
TR

any person seeking entry whose credentials are questionable.

5. Accident sites can be exceptionally dangerous areas, owing to the possible
N

presence of flammable fuels, dangerous goods and scattered pieces of wreckage.

All necessary safety precautions in the emergency area should be carried out
O

rigidly. These include exercising good judgement during fire control and throughout
all rescue efforts. Safety equipment and protective clothing must be worn by all
C

personnel involved.
N

6. As soon as practical after the emergency, all participants in the fire fighting and
rescue efforts should be debriefed and their observations recorded by the proper
-U

authorities. Sketches, diagrams, photographs, movie films, and tape and video
recordings made on the accident site as well as appropriate details on the tagging
of bodies and parts removed from their locations are invaluable tools for
investigators and should be handed to the investigator-in-charge upon this officer's
arrival.
7. For further details see CAGM 1411 — Rescue and Fire Fighting, and Doc 6920,
Manual of Aircraft Accident Investigation, Part III.

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 Chapter 14 – Review of the Airport Emergency Plan
Appendix 5 - Mutual Aid Emergency Agreements
1. The close proximity of an airport to surrounding communities and the possibility of
an off-airport aircraft accident give rise to the need for mutual aid emergency
agreements.
2. A mutual aid emergency agreement should specify initial notification and response
assignments. It should not specify the responsibilities of the agency concerned as
this will be contained in the emergency plan.
3. Mutual aid emergency agreements must be prearranged and duly authorized. The
airport operator may have to act as co-ordinating agency if more complicated
jurisdictional or multi-agency agreements are necessary. Paragraphs 4 and 5 of this
Appendix contain guidelines compiled to assist the preparation of mutual aid
emergency agreements with local fire departments for accidents occurring on and
off the airport.

-
4. Procedure for local fire department(s) — aircraft accident on-airport:

ED
a) When a response is initiated, mutual aid fire department(s) shall proceed
directly to the rendezvous point or staging area at the airport. An escort will
be provided by airport police/security from the rendezvous point or staging

b)
area to the accident site. LL
It is imperative that mutual aid fire department(s) members recognize that
O
unless the airport is closed to flight operations, unescorted movement on
airport property is extremely dangerous and may result in conflict with aircraft
TR

movements.
c) Upon arrival at the accident site:
N

1) the senior officer of the airport rescue and fire fighting service receiving
mutual aid shall have full authority at the scene;
O

2) fire department mutual aid communications shall be carried out on

C

the pre-designated communication channel; and

3) communication transmissions will be prefaced by airport rescue and
N

fire fighting/local fire department call number.

-U

5. Procedure for local fire department(s) — aircraft accident off-airport:

a) A call to an off-airport aircraft accident will normally be received from air traffic
services or police. Should that not be the case, the local fire department shall
notify air traffic services or police via radio or telephone that an accident has
occurred and give the approximate location on the grid map.
b) Upon arrival at the accident site, the local fire department shall:
1) ensure that the mutual aid emergency agreement is initiated;
2) establish a command post (This may be a temporary post until the
airport operator mobile command post is available and operative.); and
3) ensure that all communications are on the designated aircraft accident
channel.
c) The local fire department shall advise air traffic services or police of the

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 Chapter 14 – Review of the Airport Emergency Plan
following:
1) exact location of the accident site;
2) location of the command post;
3) specific location/rendezvous points on the grid map to which fire units should respond;
and
4) any request for specialized equipment if necessary.

-
ED
LL
O
TR
N
O
C
N
-U

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 Chapter 14 – Review of the Airport Emergency Plan
Appendix 6 - Aircraft Accidents In The Water
1. Where airports are situated adjacent to large bodies of water (such as rivers or
lakes) or where they are located on coastlines, special provisions should be made
for rescue and fire fighting operations in the event of an aircraft accident/incident in
the water. Specialized equipment for rescue and fire fighting may include fire/rescue
boats, air- cushion vehicles, helicopters, coastal patrol boats, or amphibious
vehicles.
2. Consideration of unusual terrain and water conditions such as tidal flats and
swamps dictates the choice of the unique types of vehicles most suitable to these
conditions. Helicopters, air-cushion, and amphibious vehicles as well as
conventional watercraft may be found to provide this specialized service.
3. In developing the water rescue service, consideration should be given to public
services (such as military search and rescue units, harbour police, or fire
departments) and private rescue services (such as rescue squads, power and

-
ED
communication companies, offshore oil field operators, or shipping and waterway
operators) that may be available and are capable of rendering assistance. A signal
system for alerting private or public services in time of emergency should be
prearranged.
4.
LL
Many aircraft do not carry personnel flotation devices on board, especially those
not engaged on extended flights over water. Such flotation devices should be
O
available in numbers sufficient to meet the needs of the maximum passenger
capacity of the largest aircraft normally using the airport. Where the largest aircraft
TR

are equipped for scheduled over-water operation, the airport may reduce the
amount of personnel flotation devices.
N

5. Probability of fire. Where accidents occur in the water, the possibility of fire is
normally reduced because of the suppression of ignition sources by the water
O

contact and the cooling of heated surfaces. In a situation where fire is present,
control and extinguishment will require the availability of specialized equipment.
C

6. Spillage of fuel on water surfaces. It should be anticipated that the impact of the
N

aircraft hitting the water might rupture fuel tanks and lines. It is thus reasonable to
assume that quantities of fuel will be found floating on the surface of the water.
-U

Boats having exhausts at the waterline may present an ignition hazard if operated
where this conditions is present. Where fire is present, approach should be made
after considering wind direction and velocity and water current. Fire may be moved
away from the area by using a sweeping technique with hose streams. Foam and
other extinguishing agents should be used where necessary. Wind and water
currents should be considered to deal effectively with floating fuel and to prevent it
from moving into areas where it would be hazardous to rescue operations. As soon
as possible, pockets of fuel should be broken up or moved with high volume
nozzles, neutralized by covering them with foam or a special inert material, or
boomed to contain the fuel in a safe area prior to absorption, dilution, or removal.
With preplanning, the water pollution control authorities may provide emergency
assistance during this operation.

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 Chapter 14 – Review of the Airport Emergency Plan
7. Rescue boats. Rescue boats should be capable of shallow water operations. Boats
powered by jet-type propulsion eliminate the dangers of propellers puncturing
inflatable equipment or injuring survivors during rescue operations. Boats powered
by conventional propellers may prevent the hazards of puncture and injury by being
equipped with fan-type guards or cowls. Inflatable boats may be punctured by
wreckage or barnacles.
8. Boats and other rescue vehicles should be so located that they can be brought into
action in minimum time. Special boathouses or launching ramps should be provided
in order to reduce response time.
9. Boats should be of such size as to efficiently carry the flotation equipment required
with adequate space for the crew. Sufficient working space should be provided to
permit rapid dispersal of the flotation devices. Inflatable life rafts should be the prime
flotation equipment carried; there should be a sufficient quantity on hand to
accommodate the maximum passenger load of the largest aircraft normally using

-
the airport. Once this flotation equipment has been distributed, there should be

ED
sufficient space to accommodate a limited number of litter cases brought aboard in
the rescue process.
10. Adequate two-way radio equipment should be provided in all rescue boats in order
LL
to permit communications with other rescue units, such as helicopters, air cushion
or amphibious equipment, and water-land based units.
O
11. A minimum of two floodlights should be provided for night operations.
12. Radar reflectors should be used to facilitate navigation and rendezvous efforts.
TR

13. Even though occupied sections of the aircraft may be submerged, the possibility
remains that enough air may be trapped inside to maintain life. Entry by divers
should be made at the deepest point possible.
N

14. Organizing diving units/use of divers. Diving units should be dispatched to the
O

scene. When available, helicopters can be used to expedite the transportation of

divers to the actual area of the crash. All divers who may be called for this type of
C

service should be highly trained in both scuba diving and underwater search and
N

recovery techniques. In areas where there are no operating governmental or

municipal underwater search and recovery teams, agreements may be made with
-U

private diving clubs. In all operations where divers are in the water, standard diving
flags should be flown and boats operating in the area should be warned to exercise
extreme caution.
15. It should be anticipated that victims are more apt to be found downwind or
downstream from the accident site. This should be taken into consideration in
planning the operation. Where only the approximate location of the crash is
established upon arrival, divers should use standard underwater search patterns
and mark the locations of the major parts of the aircraft with marker buoys. If
sufficient divers are not available, dragging operations should be conducted from
surface craft. In no instance should dragging and diving operations be conducted
simultaneously.

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 Chapter 14 – Review of the Airport Emergency Plan
16. A command post should be established at the most feasible location on an adjacent
shore. This should be located in a position to facilitate implementing the
airport/community emergency plan in accordance with guidelines established by the
authority having jurisdiction.

-
ED
LL
O
TR
N
O
C
N
-U

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 Chapter 14 – Review of the Airport Emergency Plan
Appendix 7 - Aircraft Operators

General
1. The following material describes the action which is expected to be taken and the
services which are expected to be provided by the aircraft operator involved
following an aircraft accident.
2. Aircraft operator personnel often make up the only force available for responding to
the needs of aircraft occupants in an emergency.
3. The aircraft operator emergency plan should be co-ordinated with the airport
emergency plan so that aircraft operator personnel know which responsibilities the
airport will assume and what response is required by the aircraft operator. A
checklist form should be developed by the aircraft operator for the company co-
ordinator's use. This form should document time of notification of the accident,
company communications, personnel assignments, response and other actions

-
taken. From this log of events, a critique of aircraft operator and airport emergency

ED
plans can be analyzed for future improvement.
4. Training should be initiated by the aircraft operator to prepare all company
personnel for emergencies. In all emergencies, the passengers involved are
LL
subjected to stresses of a severity not generally encountered. It is vital for all
emergency workers to be familiar with common responses by passengers to
O
unusual stress and apprehension and to be able to cope effectively with disturbed
persons. The best possible preparation for behaving effectively under emergency
TR

conditions is education and practice. Education should include instruction in the

nature and actions of disturbed individuals and the general types of reactions to be
expected. Aircraft operator personnel should participate in simulated emergency
N

drills to help establish effective patterns of behaviour under emergency conditions

and practice the basic principles of “psychological first aid”.
O

5. The aircraft operator involved should make arrangements to adequately handle

C

incoming emergency telephone inquiries. Provision of information to public media

should be considered to avoid numerous telephone calls.
N

6. A holding area for uninjured persons should be designated in order to assemble

-U

and process passengers not injured or apparently not injured in the emergency.
The area selected should provide for both passenger stabilization and security
from the news media.
7. Upon notification of an accident, designated aircraft operator personnel should
immediately report to the designated holding area to receive the passengers
evacuated from the accident scene. The aircraft operator personnel should be at
this station before the passengers arrive. Emergency kits (see 10 to 12 in this
Appendix for kit contents) should be prepared and be readily available so that
passenger service representatives may effectively carry out their duties. While
waiting for the evacuees, an organizational meeting should be held by the aircraft
operator's person in command, delegating:
a) a receptionist(s);
b) registrars; and

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 Chapter 14 – Review of the Airport Emergency Plan
c) a welfare co-ordinator for the survivors.
8. The following organization and description of required duties are suggested.
a) The person in command. Normally this will be the senior representative for
the operator whose aircraft was involved in the accident. In the event of a
charter or a diverted flight, the representative of the aircraft operator
designated to provide ground services for that flight should take command. In
the case of an overflight or of an aircraft operator without personnel based at
the airport, the command authority should be the airport operator. The person
in command should have radio communications with the aircraft operator's
operations and emergency operations centres. Telephones should be
available in the passenger holding areas. The aircraft operator's person in
command should oversee the over-all operations and make arrangements for
additional medical services if required, commissary items, etc.
b) Receptionist(s). The receptionist(s) should meet the buses as they arrive from

-
the scene of the accident and direct the passengers to the registrars' tables

ED
where they will be processed. The receptionist(s) should know where the toilet
facilities are located.
c)
LL
Registrars. The registrars should have emergency kits available. Two people
will constitute one registrar team. Several teams will be required to swiftly and
efficiently process the passengers. One member will enter the passenger's
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name on the registrar's form and determine what arrangements are desired;
i.e. hotel accommodation or reservations for another flight, transportation,
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clothing, etc., and any persons to be notified of the passenger's condition and
future plans. The other member of the registrar team will make out an
identification tag or sticker (available from the emergency kit) and place it on
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the passenger. This will assist in identifying the passenger when

accommodations have been arranged. More importantly, this will indicate that
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the passenger has been processed. The registrars will then direct the
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uninjured survivors to the welfare co-ordinators.

d) Welfare co-ordinator. Welfare co-ordinators are the nucleus of “psychological
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first aid.” They should attempt to stimulate passenger conversation. Special

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attention should be given to those who do not join in the group. In giving
psychological first aid, it will be noted that some persons become more
disturbed than others. Giving sympathetic understanding can be the first step
towards helping a person. Overwhelming persons with pity will only make
them feel more helpless and might confirm their worst fears concerning their
condition. A person who exhibits bodily trembling, rapid breathing, shortness
of breath, etc., should be engaged in conversation and professional medical
attention requested as soon as available.
9. A staff force of the size indicated can be provided by most aircraft operators;
however, there may be a problem at airports with a small operation. As a result, a
mutual aid assistance programme of all aircraft operator personnel and (if
necessary, other airport tenants based at the airport) should be established.
Training can be acquired from local international relief agencies (Red Cross, etc.).
This training is not extensive but would provide education for passenger service in

Issue 01/Rev 00 CAGM 1413 – AEP 15-29

 Chapter 14 – Review of the Airport Emergency Plan
an emergency.
Emergency Kits
10. Each aircraft operator should prepare an emergency kit which can be readily
available to all aircraft operator personnel during all hours of operations. All
company personnel should have knowledge of the location of the emergency kit.
The kit must contain writing pads or forms on which to list the following information:
a) name, address, and home telephone number of passenger;
b) name and telephone number of person to be notified of passenger's condition;
c) arrangement requests of passenger (i.e. future flight, hotel, transportation within
the local area, etc.); and
d) where person can be contacted during the next 72 hours.
The kit should also contain adhesive type name tags to identify passengers
who have been processed and those for whom arrangements have been

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made.
11. Telephone numbers for the following should be available in the emergency kit:
a) doctors to attend to minor injuries. Each aircraft operator should have a letter
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of agreement with a physician(s) who will respond to a designated holding
area;
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b) hotels where passengers can be billeted. It is beneficial to place passengers
in the same hotel or at least in groups at hotels;
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c) linguists, who should be available on a 24-hour basis (preferably people

who work on the airport for quick response). Local schools and private
language departments can also be contacted;
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d) caterer (if commissary items are required);

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e) all local aircraft operator reservations offices;

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f) ambulance companies in case a passenger unexpectedly requires

transportation;
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g) taxicab companies; and

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h) emergency telephone numbers to be disseminated on radio and television

so that families of the casualties may telephone and receive information.
12. A current copy of a recognized airline guide should be available in the emergency
kit. (Local airline schedules would be most helpful for registrars who will be making
arrangements on future flights).

Issue 01/Rev 00 CAGM 1413 – AEP 15-30