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will be used to supplement lesson plans for aircraft
familiarization and egress training. The prepared or computer
generated form for an aircraft will be inserted, preceding
the first page, into the appropriate aircraft section of this
Technical Order.
b. Optional Computer Generated AFTO Form 88:
An optional computer generated form, allows for greater flexibility
for information, over the 20 year old printed form.
c. AFTO Form 88 Use: Information may be expanded to
include areas as follows: the Incident Command System/
assignments, manpower utilization, agent requirements and
availability, vehicle position at the aircraft, duties of the rescue
crew, fire suppression team and other optional information
peculiar to local operations. Extended hazard and safety
1-2
T.O. 00-105E-9
information, not included in Chapter 3 of this Technical Order,
may be included, but HQ AFCESA/CEXF should be
informed to see if these areas have wider applicability.
c. AFTO Form 88 Misuse: This form is not to be used to
change official/approved procedures stated in the TO. This
violation may cause far reaching implications leading to a
failed rescue and loss of an aircraft. AFTO Form 88 information
should never contradict procedural information that
has been fully researched through multiple channels such
as the aircraft manufacturer’s engineers, the aircraft SPO,
and approved source data submitted by these channels to
assemble the aircraft file specifically used for successful
emergency responses, aircrew and passenger extraction,
and saving the aircraft/resource. Authorities responsible for
writing the AFTO Form 88’s information should ensure these
precautions are taken before operational implementation.
1-3
TO 00-105E-9
2-1. PURPOSE AND SCOPE.
2-2. The introduction of high performance aircraft and
aerospace vehicles into military and commercial use
has resulted in aircraft/aerospace design changes that
affect the rescue of personnel and mishap response
under emergency and post-emergency conditions. The
continuing search to improve personnel escape and survival
has resulted in many changes and modifications
to equipment. Fire protection and mishap response
personnel must keep abreast of these changes and
modifications as they occur, so they may safely and
quickly perform their duty of rescuing personnel under
emergency conditions and post incident environments.
Lack of knowledge may result in fatal or serious injury
to the fire protection and mishap response personnel
as well as to those they are attempting to rescue. Of
necessity this chapter is general in nature and does not
include equipment, procedures or modification for each
type aircraft. Familiarization with the type aircraft fire
protection and mishap response personnel may encounter,
must be scheduled by the fire chief and/or an incident
commander. This should be accomplished in coordination
with local Egress technicians, Life Support
technicians, aircrew and response team members.
ORGANIZATION, PROCEDURES, TACTICS,
FIREFIGHTING EQUIPMENT, AND TRAINING ARE
DEVOTED TO ONE CAUSE: THE RESCUE OF PERSONNEL
INVOLVED IN AIRCRAFT EMERGENCIES.
THE SECOND CAUSE IS TO SAVE THE AIRCRAFT
OR AEROSPACE VEHICLE FROM FURTHER DAMAGE
WHILE KEEPING THEMSELVES SAFE INSIDE
THE INCIDENT OR MISHAP AREA.
2-3. RESCUE AND MISHAP PERSONNEL RESPONSIBILITIES.
2-4. Rescue and mishap response personnel will be
proficient in:
a. Aircraft entry, normal and emergency methods
including crew, passenger locations for type aircraft
involved. If conditions permit, enter the aircraft through
normal access provisions, i.e., doors, canopies, and
hatches, as this provides the most effective and expeditious
entrance into the aircraft. At times, entry through
a confined space may be necessary. Paragraph 2.59
defines confined space for USAF aircraft according to
AFOSH Standard 91-25.
b. Engine(s) and APU/EPU shutdown, emergency
engine and APU/EPU shutdown procedures. Personnel
will be knowledgeable of other engine and APU/EPU
shutdown procedures, i.e., normal. If aircraft type
alllows, engine(s) and APU/EPU shutdown will be accomplished
immediately after gaining access to the
cockpit or flightdeck. If the aircraft intake location presents
a hazard, use an alternate engine(s) and APU/
EPU shutdown procedures if applicable, to preclude the
danger and possibility of personnel ingestion, and/or
engine disintegration/exhaust burns/turbulence.
NOTE
Emergency seat or escape system safetying procedures
may be accomplished prior to engine shutdown
　
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