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22 • Air Line Pilot January 2008
ALPA PRESIDENT’S
COMMITTEE FOR CARGO
“All the saws will cut into an aircraft, but we found out you
need a 16-inch cutting wheel—the standard fire department
equipment is 14 inches. The best blade was a diamondtipped
concrete-cutting blade. But we also found you need to
cool the cut, or the aluminum will melt and foul the blade.”
Omans explained that the firefighters’ “first step is to cut
a hole in the top of the fuselage, to get the heat going up
ARFF capability at all airports during cargo
operations
Fire services training required to include cargo
airliners for on- and off-airport fire departments
Onboard active fire-suppression systems in all
cargo compartments
Lithium metal battery shipments removed
from all airliners
Single, dedicated emergency radio (DER)
frequency for all participants [e.g., ARFF personnel,
flight crews, ATC]
Super Lexan for containers
Fireproof rollup doors
Standardized aircraft and rescue information
from cargo airliners to ARFF commands—JWS
WHAT CARGO
NEEDS
By Capt. Dave Wells, ALPA Cargo Safety Project Team,
and Central Air Safety Chairman (FedEx)
In 2001, ALPA created the President’s Committee for
Cargo (PCFC) to address the unique issues facing
cargo pilots. ALPA has advocated the need for all-cargo
airlines to be brought up to the “One Level of Safety
and Security” that the Association has strived to implement
for all passenger airlines. The PCFC works within
the ALPA structure as an advocate on issues specific
to cargo operations.
The PCFC mission is to do the following:
1. Advise the ALPA president on issues specific to
cargo operations.
2. Represent the unique interests of cargo flightcrew
members within ALPA.
3. Provide expertise for safety, security, political, and
regulatory issues affecting cargo operations.
4. Elevate the profile of cargo crewmembers and their
importance to the Association.
5. Provide state-of-the-art resources for cargo pilots
and cargo operations.
Opening the ALPA Cargo ARFF Symposium, ALPA’s
president, Capt. John Prater, asked, “Do we need a
separate committee for cargo?
“Yes,” he declared emphatically. “Absolutely.”—JWS
have posted this information on their websites.
Capt. Michael Moody (UPS), chairman of the IPA Safety
Committee, reported that UPS has sponsored ARFF cargo
training at 11 U.S. airports (ANC, CAE, DEC, DEN, MIA, ONT,
ORD, PIA, PIT, RFD, and SDF). The company also has produced
the UPS Aircraft Rescue Firefighting Manual, which includes
tips for firefighters on how to identify the six different
aircraft types in the UPS fleet (“A300 has winglets; B-767
does not”), emergency rescue access for each type, flammable
material locations, container locations, and recommended
best practices.
Equipment and procedures
Just as important as training are the procedures being
trained, and making sure the ARFF folks have the right tools
for the job.
Omans declared, “We need more ARFF at airports—but
you could have 10 times as much ARFF and not do any
good if you don’t have the right procedures.” He described
hands-on, practical tests he had been involved in: “We got
four aircraft fuselages and flew in another. For three days,
we tried all the tools we could think of to try to force open
the doors. We gave up after about an hour-and-a-half on
each door. We tried breaking through windshields, cutting
into fuselages.
Time/temperature curves showing the effect of an extinguishant
in controlling fires in a 5,000-cubic-foot compartment.
“WE NEED MORE ARFF
AT AIRPORTS—BUT YOU
COULD HAVE 10 TIMES
AS MUCH ARFF AND
NOT DO ANY GOOD
IF YOU DON’T HAVE THE
RIGHT PROCEDURES.”
—CAPT. LES OMANS
January 2008 Air Line Pilot • 23
and keep the fire from spreading horizontally. The second
step is to contain the fire inside the airplane.”
Boeing’s Mathis recommended that firefighters make “a
major effort” to enter the airplane through the hatches and
doors, and use the designated chop out/cut out areas only if
other efforts to enter the airplane fail. “Crash charts” available
on the Boeing website, Mathis added, show the chop
out/cut out areas.
Opening Boeing main cargo doors manually, Mathis cautioned,
takes time and requires specific tools—a screwdevelop
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