ARFF NEWS - May-june 2025 ARFF 32pg

THE OFFICIAL PUBLICATION OF THE ARFF WORKING GROUP

NEWS

Mission Statement: To Promote the Science and Improve the Methods of Aviation Fire Protection and Prevention

Vol. 36 No. 3

MAY-JUNE 2025

ISSN 2694-3700 | ARFFWG.ORG

Department of Defense Firefighting Academy

ARFF NEWS | MAY- JUNE 2025 1

2 MAY- JUNE 2025 | ARFF NEWS

CHAIR MESSAGE

I’m excited to be moving into warmer weather! For those of you who traveled for spring break I hope you enjoyed your time with family and friends. We continue working on several projects such as the Aircraft Rescue Fire Fighting Working Group (ARFFWG) store-front for apparel, our new ARFFWG platform through GrowthZone, and of course, the 35th Annual International Education Symposium. We recently held the second ARFF Summit at FDIC on April 8-9, 2025. We had an excellent turnout with 95 attendees from six countries representing Federal Aviation Administration (FAA) Index A to Index E and International Civil Aviation Organization (ICAO) categories 1 through 10. I want to thank the vendors who were there to help make this happen. A special thanks to Section 13 Director Scott Beecher, Section 14 Director Justin Barnes, Former Chairman Jason Schnase, and the project manager for the summit, Section 6 Director Gina Gonzales. I appreciate all of your time, effort, and dedication in making this a great success! Mark your calendars for the 35 th Annual International Education Symposium, which will take place recognize our fellow members by nominating them for ARFFWG awards. We have several awards to nominate members for, such as the Heroism Award, Merit Award, Certificate of Commendation, Certificate of Appreciation, Karl Beeman Certificate of Technical Achievement, Certificate of Journalist Excellence, Brian Pugh Outstanding ARFF Training Award, and the Legend Award. Please continue thinking about who you will be nominating. More information on the symposium and awards will be forthcoming. For those of you who are interested in being more involved with the ARFFWG, I would highly recommend you run for one of the Section Director positions. This year, we have the odd-numbered sections open for Sections 1, 3, 5, 7, 9, 11, 13, and 15. To learn more about what the position entails, go to https://irp.cdn-website. com/7952283b/files/uploaded/SOG-SECTION-DIRECTOR.pdf. The Section Director nomination form will be posted in the near future. September 22-25, 2025, in Uncasville, Connecticut, at the Mohegan Sun. Each year, we Don’t forget about the educational opportunities we have. As you may know, we are now a Columbia Southern University Learning Partner, which means a 10% tuition discount to our ARFFWG members, an application fee waiver ($25 value), and all of their classes are online. Additionally, we have another opportunity. It is with the American Association of Airport Executives (AAAE) and the Aircraft Rescue Fire Fighting Working Group (ARFFWG), collectively known as the ARFF Training Alliance. Through the alliance, a two-level ARFF Professional Designation Program is offered. It is designed to enhance the knowledge and career ambitions of Aircraft Rescue Fighters regardless of rank. These designation programs, known as the Airport Master Firefighter (AMF) and Airport Fire Officer (AFO), are self-study programs structured to provide ARFF personnel with an enhanced knowledge of ARFF operations as well as airport operations and administration. Thank you for your continued support of the ARFF Working Group! Take care and be safe! Tony

Tony Gutierrez Chairman

ARFF NEWS TEAM

PUBLISHER Detric Stanciel

EXECUTIVE EDITOR Rene Herron EDITORIAL BOARD Ted Costa Gina Gonzales Elizabeth Hendel

Larry Lippel Matt Mauer Tom Wagner

COLUMNISTS Bruce Bjorge Phil DiMaria Randy Krause Jack Kreckie Charles Lavene Derek McCarthy John McLoughlin

Tom Wagner Tracy Young

ADMINISTRATIVE TEAM Scott Beecher Tony Gutierrez Ron Krusleski Larry Lippel Jason Schnase VISIT OUR WEBSITE: www.arffwg.org ARFF News Digital Publication

ARFF NEWS | MAY- JUNE 2025 3

Management Team 2024–2025

Section 3 Kevin Rink Section 4 Tony Gutierrez Section 5 Ronnie Tocci Southern US - Dallas Fire Dept. 469-693-9876

Section 11 Jan Huizing Civil Aviation Auth. Netherlands Kingsfordweg 1 1043 GN Amsterdam, P.O.Box 16191 2500BD The Hague 31631104753, 31652475544 jan.huizing@ilent.nl section11director@arffwg.org Secretary (Section 12) Ronald "RJ" Jones Section 13 Scott Beecher Ward Diesel 607-796-0149 Scott.Beecher@warddiesel.com Section 14 Justin Barnes Joint Fire Protection Academy/USMC San Angelo, TX Barnes7002@yahoo.com Section 15 Mark Crystal ALPA, Humble, TX 77346 802-233-6678 mark.crystal@alpa.org EXECUTIVE ADMINISTRATOR Barb Haas 972-714-9412 info@arffwg.org

OFFICERS Chairperson (Section 4) Tony Gutierrez Midwest US 231-578-2870 (cell) 231-798-2255 (office) Antonio.gutierrez@mcd911.net chair@arffwg.org 1st Vice Chair (Section 7) Brian Snodgrass 602-228-9303 Section7director@arffwg.org 2nd Vice Chair (Section 1) Christopher Menge Northeast US - Albany Int’l Airport 518-265-0778 menge218@yahoo.com Secretary (Section 12) Ronald "RJ" Jones OEM Excellence Director 352-229-4685 rjones3@idexcorp.com www.idexfiresafety.com Treasurer (Section 3) Kevin Rink Southeast US 704-913-4381 Section3director@arffwg.org DIRECTORS Section 1 Christopher Menge Section 2 Kevin Garber Eastern US 540-448-3978 kevin9612dawn@verizon.net

ronald.tocci@dallasfire.gov Section5Director@arffwg.org Section 6 Gina Gonzales Loveland Fire Rescue/Northern CO Reg. Airport 970-217-8342 section6director@arffwg.org Section 7 Brian Snodgrass Section 8 Mark Smith Billy Bishop Airport Fire Dept. Toronto, Canada msmith@portstoronto.com Section 9 Alejandro David Montegrande LATAM & The Caribbean admontegrande@gmail.com +54 911 35948644 Section 10 Peter Moore Christchurch Int’l Airport +64-03-353-7708 peter.moore@cial.co.nz

ARFFWG correspondence should be sent to: Barbara Haas • ARFF Working Group Phone 972-714-9412, E-mail info@arffwg.org Editorial submissions for ARFF News should be directed to: arffnews@arffwg.org The editor reserves the right to accept, edit, and reject all material submitted. Final responsibility for the accuracy of the contents rests with the author. The contents of ARFF News do not necessarily reflect the official views of, or endorsement by, the ARFFWG, its Board of Directors, or membership unless so noted. ARFF News , the official digital publication of the Aircraft Rescue and Fire Fighting Working Group (ARFFWG), P.O. Box 1539, Grapevine, TX 76051, is published bimonthly to inform the membership of the ARFFWG and others about developments in aviation fire protection and ARFFWG activities. Subscription information is available on our website, www. arffwg.org.

©Copyright, ARFFWG, Grapevine, TX. Original articles from ARFF News that have not been reprinted from other sources may be reproduced and freely excerpted for noncommercial use with credit given to the ARFFWG and the author. Please write for official permission to use all other articles. ARFF News accepts advertising following strict guidelines so as to maintain its credibility and independence. Guidelines and rates are available from Gina Gonzales Cell: 970-217-8342 E--mail: gina.gonzales@lfra.org

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Feature Article

TABLE OF CONTENT

ARFF NEWS

Case Study – Firetruck Transition with Simultaneous on-Site PFAS Destruction

Department of Defense Firefighting Academy: Training the Next Generation of Firefighters

ADVERTISER INDEX 02 Oshkosh Corp 08 Rosenbauer America 10 Switlik 11 E-One 13 Ward Diesel 15 AAAE

Focus points for the facilitation of electrically

powered general aviation aircraft The global discussion on ways to reduce the use of fossil fuels is pushing up demand for energy from alternative and renewable sources for transport purposes.

NEWS COLUMNS

16 Company 2 18 Fox Valley 19 Fomtec 23 Global ARFF 25 National Foam 27 DFW 29 BIOEX 30 Hazard Control

FROM MY PERSPECTIVE Never say Never In September, Hurricane Helene and Milton struck Eastern Tennessee, Western North Carolina, and Southwest Virginia. 09

IN THE GAME Setting Goals / Recovery This article is going to be a bit different. I

believe in sharing from my personal experience to help others learn from my successes and failures.

Mission Statement: To Promote the Science and Improve the Methods of Aviation Fire Protection and Prevention

ARFF NEWS | MAY- JUNE 2025 5

FEATURE ARTICLE

Department of Defense Firefighting Academy: Training the Next Generation of Firefighters

by Justin Barnes

develop the critical thinking and problem-solving skills necessary to respond to complex emergency situations.

The Department of Defense (DoD) Firefighting Academy is a premier training institution dedicated to providing high-quality education and training to DoD firefighters. Located in a state-of-the-art facility, the academy offers a comprehensive range of training programs designed to equip firefighters with the skills and knowledge necessary to respond to a wide range of emergency situations. World-Class Training Facilities The academy features 50+ classrooms, providing ample space for instruction and learning. A team of 120+ experienced instructors, comprising personnel from all branches of the armed forces and DoD civilians, lead the training programs. These instructors bring a wealth of knowledge and expertise in firefighting techniques, tactics, and strategies, guaranteeing that students receive comprehensive and well-rounded training. Technology-Enhanced Training The academy also features four Computer-Based Testing (CBT) labs, providing students with access to modern technology and simulated training environments. Furthermore, a 30-station Pearson Vue testing center is available, allowing students to take certification exams and assessments in a comfortable and secure setting. This technology-enhanced training enables students to

Training Programs and Certifications The academy offers a range of training programs, including apprentice and advanced firefighting courses. Upon graduation, students earn a total of 5 International Fire Service Accreditation Congress (IFSAC) / ProBoard Level of Professional Qualification Certifications, including:

6 MAY- JUNE 2025 | ARFF NEWS

FEATURE ARTICLE (CONT)

• NIMS 300/400 certifications, providing students with training for Incident Command System (ICS) and emergency management. Applying

comprehensive preparedness to incidents ranging from local to federal scale.

•

Firefighter I and Firefighter II certifications, demonstrating proficiency in firefighting techniques and strategies, HazMat Awareness and HazMat Operations certifications, preparing students to respond to hazardous materials incidents. Airport Firefighter certification, equipping students with the skills and knowledge necessary to respond to airport emergencies.

•

A Commitment to Excellence The DoD Firefighting Academy is committed to providing high-quality training to DoD firefighters, ensuring that they are equipped to respond to emergencies and protect people, property, and the environment. With its world-class training facilities, advanced equipment and resources, and experienced instructors, the academy is a vital component of the DoD's efforts to maintain a highly trained and effective firefighting force. Each year, the academy trains approximately 2,500 students, making a significant contribution to the development of DoD firefighters and the enhancement of military readiness. About the Author:

• American Red Cross CPR/BLS (Cardiopulmonary Resuscitation/Basic Life Support) and NREMR (National Registry of Emergency Medical Responders) certifications, ensuring students are trained in life-saving techniques and emergency medical response. In addition to these certifications, the academy also offers advanced training programs, including: • Fire Inspector II and III certifications, preparing students for leadership roles in fire inspection and code enforcement to enable the prevention program throughout the enterprise • Fire Officer II, III, and IV certifications, producing leaders that are qualified to the Station Captain, A/C of Operations, and Fire Chief positions. Ready to implement command & control, as well as, manage all aspects to improve: procedures, Standards of Cover, & Strategic Planning for any Department. • Fire Instructor II and III certifications, qualifying students to manage a training program to support all aspects pertaining to their department. • Fire Marshal certification, preparing Commanders & higher operational roles to better understand Fire & Emergency Services capabilities and emergency management organizations

Justin joined the United States Marines Corps in October 2002. He is an Expeditionary Airfield and Emergency Services Officer, and ARFF Officer in Charge. In addition, Justin conducts planning and

oversees the installation, operation, and maintenance of airfield surfacing, visual landing aids, and aircraft arresting equipment. He has served in numerous capacities within the ARFF structure, including Station Captain, Assistant Chief of Operations, ARFF Chief, and currently serves as the USMC Fire Company Commander and Marine Corps Liaison to the Department of Defense Firefighting Academy. two amazing daughters, Emma and Avery.

ARFF NEWS | MAY- JUNE 2025 7

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8 MAY- JUNE 2025 | ARFF NEWS

FROM MY PERSPECTIVE

In September, Hurricane Helene and Milton struck Eastern Tennessee, Western North Carolina, and Southwest Virginia. As a result of these storms, there were massive mudslides that carried houses and other structures downstream. In some cases, small towns were destroyed. Major infrastructures in and around these communities including roads, bridges, and even railroad tracks were severely damaged. As news outlets reported, the damage was devastating. In effect, they were cut off from the outside world. There were many instances of swift water rescues of people from vehicles and homes. These are not areas of our country that we normally associate with being affected by hurricanes. You may be wondering how all of this connects to the ARFF community. One of the hardest hit areas by Hurricanes Helene and Milton was Asheville North Carolina. Asheville’s airport is approximately 15 miles from the downtown area. Many of the roads and bridges in and around Asheville became impassable. A lot of the needed resources were brought by air. This catastrophic event reminded me of the 2005 Hurricane Katrina disaster. At an ARFF Working Group conference Fire Chief Richard Blanchard of New Orleans Louis Armstrong Airport, , gave a presentation that graphically illustrated the devastating effect of the hurricane on the city of New Orleans and the airport. The airport was inundated and overrun with people utilizing the airport as a shelter. This nightmare scenario was exacerbated when false rumors spread within the New Orleans Superdome, also being used as a shelter, that the airport, approximately 15 miles away, had power, food, and water. This fake news led to thousands of people walking through the flooded streets to reach the airport. With the main structure of the airport filling up with walk- in evacuees, there were numerous medical emergencies. Additionally, airport fire department personnel were receiving evacuees from the city via helicopters at the airport who were also medical emergencies. As a result of a total loss of communication to the outside world, ARFF personnel had absolutely no idea of the patients’ Never say Never by Charles M. Lavene

condition until the chopper doors opened. Imagine working in a hospital emergency room and ambulances start to arrive, and you have no idea what type of patient you have, or know their condition, until the backdoors of the ambulance open. As an ARFF fire chief of an eastern seaboard airport at the time, this presentation illustrated the need for us to completely re-think how we address such a disaster situation. No matter if you are in the foothills of Appalachian Mountains and have a small airport like Asheville Regional Airport (AVL) or in the bayous of Louisiana with a much bigger airport like New Orleans, the impact of a devastating weather event like hurricanes may be catastrophic. Chief Blanchard came to Norfolk International Airport (ORF) to give his presentation to our Airport Committee on Emergency Preparedness. The impact this presentation had on the emergency coordinators from area hospitals, airlines, and airport administration can’t be overstated. One area of improvement that was identified as a result of the presentation was the main airport and the airport fire station generators. They were upgraded to provide power for one week as opposed to 2-3 days. So how can an airport and/or airport fire department prepare for such a devastating event? Smaller airports and/or ARFF departments may not have the infrastructure, finances, and resources needed to overcome the loss of communications and secure their airport from an unknown number of evacuees. At the risk of sounding mean and a little cold-hearted, we need to learn from the experiences other airports and ARFF departments have faced. Listen, learn, take notes, and ask questions. Another resource that is just a phone call or email away is your FAA Inspector. Yes, that same inspector that meticulously combs through your training records and makes you sweat once every twelve months. They may provide you with important information and guidance they have obtained from other airports. Remember, they are here to help! You also need to review your airport emergency plan. In August 2011, parts of Virginia experienced a 5.8-magnitude earthquake. The tremors were felt along the East Coast of Virginia and into Washington, DC. The previous earthquake of that magnitude in Virginia was in 1897! Truth be told, as the Fire Chief at Norfolk International Airport, I did not spend much time before that event thinking about what our response would be to an earthquake. Lesson learned! Never say never!

ARFF NEWS | MAY- JUNE 2025 9

FROM MY PERSPECTIVE (CONT)

to communicate with the “outside world” even during the loss of traditional communications was very impressive. During Hurricane Helene, The National Association of Amateur Radio website stated, “amateur radio leadership has been engaged throughout the weekend with key volunteers in the Southeast, especially in hard-hit North Carolina…” In closing, the following are action items you should take before a catastrophic weather event. Review your airport emergency plan, test those plans with a tabletop exercise. Reach out to your FAA Inspector. Add more resources to your team (i.e. amateur radio operators). And when attending ARFF Working Group conferences, take note of lessons learned from other airports’ experiences. Whether it’s a once-in-a-lifetime hurricane or an earthquake, always be as prepared as possible. And remember, NEVER say never! About the Author:

After you review your airport emergency plan, conduct a tabletop exercise. This will give agencies within your airport committee on emergency preparedness the opportunity to test their plans in a very controlled setting. You may want to start with a small internal tabletop exercise that only includes airport departments. This would include your airport building and janitorial maintenance departments, TSA personnel and your police and fire departments. It is important that before hosting a tabletop exercise for outside agencies, you have tested your internal plans and procedures. As a rule, airports and most airlines are not thrilled with having a full-scale exercise where hundreds of evacuees/ victims are sitting around their airport, concourses and gate areas complaining of no water or food and experiencing medical emergencies. Let us not forget that during exercise scenarios that airlines still need to operate normally. So maybe you can’t have a full-scale exercise where there is massive flooding and various infrastructures (bridges, roads, cell towers, etc.) have been washed away or rendered inoperative for days, and hundreds of evacuees have overrun your airport. However, you can have tabletop exercise with a loss of communications and power outages as a result of a devastating weather event. One resource that may be available in your area are amateur radio operators. Norfolk Airport Authority included the local chapter of the National Association of Amateur Radio on their airport committee on emergency preparedness. On several occasions amateur radio operators brought their equipment to the Airport and performed drills to illustrate their capabilities. Their ability

Charles Lavene joined the Eatontown (NJ) Volunteer Fire Department in high school, enlisted in the US Air Force, and became a Firefighter Specialist. During this 5 ½ year career, he was stations at Altus AFB, Oklahoma, Comiso Air Station, Sicily, Italy, and Langley Air Force Base in Hampton, VA. Upon separation

from the Air Force in 1991, he began his civilian career at Norfolk International Airport. During his 28 plus years at ORF, he held the position of Firefighter, Lieutenant, Deputy Fire Chief, and Fire Chief. He recently retired as Fire Chief and can be reached at CMLavene@yahoo.com

10 MAY- JUNE 2025 | ARFF NEWS

FEATURE ARTICLE (CONT)

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ARFF NEWS | MAY- JUNE 2025 11

Case Study – Firetruck Transition with Simultaneous on-Site PFAS Destruction by Meng Wang ARFF NEWS (CONT) ARFF NEWS

The options for transitioning fire trucks from using traditional aqueous film-forming foams (AFFF) that contain per- and poly-fluoroalkyl substances (PFAS) to using newer fluorine-free foams (F3) is a topic of interest to many fire and public safety professionals these days. Progressive regulatory measures such as the 2023 National Defense Authorization Act to phase out purchase and usage of AFFF, the lack of readily available AFFF, and public opinion drive the need to transition to F3. However, truck downtime, cost, worker exposure to PFAS, and transportation of waste off site are just a few of the potential hurdles to making the transition. One additional consideration is the level of truck cleanliness after decon. If a truck is not cleaned thoroughly during transition, the rebound (or release) of residual PFAS over time from foam tank walls, piping, nozzles and other truck parts can cross- contaminate new F3 that is used in the truck. Release of the PFAS-contaminated foam into soil, surface water and groundwater in the area of the fire is then a potential environmental compliance issue. Case Study Objectives For this case study, Enspired Solutions conducted a decon demonstration on an Oshkosh TA-1500 truck at Tyndall Airforce Base that illustrates several advances in transition options. The objectives of the demonstration were to maximize PFAS desorption from truck interior surfaces, minimize the potential for rebound, minimize the volume

of wastewater generated, destroy PFAS on site, and leave zero waste on site after project completion. The work was done using the PFASigator® PFAS destruction equipment. Case Study Highlights • Simultaneously decontaminated PFAS-impacted truck parts and destroyed PFAS in the rinse water on site • Used only 120 gallons of water • No PFAS was disposed off site • No PFAS waste was left on site • Minimized rebound potential by removing and destroying 16.8 grams of PFAS using PFASigator- firetruck recirculation setup, this is 20 times more PFAS than was removed by a single-rinse • Rebound of total PFAS was at low parts per billion (ppb) levels 12 days after refilling the decontaminated foam tank with clean water • Completed decon and destruction process in less than 48 hours Demonstration Project Design The PFASigator uses ultra-violet light (UV) and a patented chemistry known as photo-activated reductive defluorination (PRD) to breakdown PFAS molecules into

Figure 1 - Alignment of the PFASigator Trailer (left) with the Oshkosh TA-1500 Firetruck (right) at Tyndall Airforce Base, Panama City, FL.

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ARFF NEWS (CONT)

non-toxic byproducts under atmospheric temperature and pressure. It has a small footprint and is easily mobilized using a trailer. The PFASigator can be direct-connected to a fire truck for recirculating the decon solution between the PFASigator and the truck to simultaneously destroy PFAS while desorbing PFAS from the truck’s internal surfaces (Figure 2).

to form a recirculation loop. Approximately 120 gallons of water plus surfactant were recirculated between one AFFF tank and the PFASigator at 25 gallons per minute (gpm), with a temperature raised to 40-50°C. An onboard ion-selective electrode (ISE) on the PFASigator allowed us to monitor fluoride production in real-time as a direct indicator of PFAS destruction progress during

recirculation. Water samples were collected from the recirculation loop and sent to an analytical laboratory for PFAS and other chemical analyses. The test was conducted for the primary foam tank and the associated piping and then repeated for the secondary foam tank and the associated

Figure 2 – Illustration of

recirculating water between PFASigator (left) and firetruck.

piping. Upon completion of the PFAS destruction phase, the recirculated rinse water was treated with a final polishing step using a small vessel containing reversible sorbent media that captured any trace amounts of PFAS remaining in the rinse water. Demonstration Results and Conclusions

The Oshkosh TA-1500 (Year 1993 model, 31’ long, 12’ tall, 10’ height) used for the demonstration had decades of service history. The truck contained two AFFF sub-tanks, both of which were coated with fiberglass, a material with strong PFAS adsorption. The PFASigator was connected directly with each foam tank and the associated piping

ARFF NEWS | MAY- JUNE 2025 13

ARFF NEWS (CONT)

(A) Removed and destroyed 20 times more PFAS in less than 48 hours compared to single water rinse. Tap water was recirculated at 25 gpm between the PFASigator and the firetruck for multiple hours. Table 1 shows that the total PFAS released from the primary tank in this single water rinse reached a concentration of 1.8 milligrams per liter (mg/L or parts per million (ppm)) (Phase 1). Adding surfactant only to the recirculating water did not significantly impact PFAS desorption (Phase 2). However, activating the PFASigator® in the recirculation loop with the primary tank (Phase 3) resulted in continuously increasing concentrations of fluoride in solution, indicating continuous destruction of PFAS well beyond the equivalent destruction of 1.8 mg PFAS/L, the amount measured in the single water rinse. A plateau in fluoride production and PFAS destruction was reached within 48 hours (Figure 3). Final fluoride measurements confirmed that a total of 16.8 grams (g) PFAS were removed and destroyed in the PFASigator- firetruck recirculation loop. This is 20 times greater than the 0.8 g PFAS removed from the single water rinse. Similar results were produced for the AFFF secondary tank within 24 hours. A combination of co-occurring PFAS destruction and rinsewater recirculation, and elevated water temperature (40 – 50°C) contributed to continuous PFAS removal from the truck and improved overall truck cleanout performance.

Figure 3 – Time series of fluoride production during PFASigator operation (Phase 3) as a direct indicator of PFAS destruction. (B) Limited amount of water used for firetruck decon with no off-site disposal. Once connecting the PFASigator and firetruck in the recirculation loop, PFAS destruction and desorption occurred in a single step. This setup helped to minimize water use. The amount of water used was equivalent to the volume needed to fill the system only once (approximately 120 gallons). Also, the recirculation loop was conducted at neutral pH, atmospheric pressure, and a temperature not higher than 50°C, thereby posing no concerns for damage to system interiors. (C) No off-site disposal and no toxic byproducts generated from the PFAS destruction process. Upon completion of the PFAS destruction phase (Phase 3), the treated recirculation solution was polished via a small filtration vessel to remove the trace PFAS remaining in the water (Phase 4). As shown in Table 1, PFAS concentrations were non- detect at <2.1 parts per trillion (ppt) in the filtered water, providing a variety of options for the final water disposal. The filtered water was also analyzed for metals, TOC, and several potential byproducts. Results demonstrated that no products of concern were generated from the treatment process. Additionally, the trace amount of PFAS captured on the filter can be washed off the filter once it is saturated and further destroyed by the PFASigator.

Table 1 – PFAS concentrations during demonstration phases.

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ARFF NEWS (CONT)

After decon of the AFFF tank and associated piping was completed, the tank was refilled with clean tap water and let sit for 12 days (Phase 5). A sample was then collected from the tank and the results are shown in both Table 1 and Figure 4. The concentration of total PFAS (40 PFAS) in the rebound sample was 56 ppb while the concentration of unidentified precursors was 80 ppb. The overall PFAS concentrations in the rebound sample were significantly lower (93%) than the water sample collected from the initial tank fill (Phase 1, single water rinse).

About the Author: Dr. Wang is Enspired Solutions’ co-founder and Chief Technology Officer. She has a background in both chemical engineering

and business with a PhD in chemical engineering and an MBA. In addition, she has more than 10 years of experience and leadership in developing environmental innovation projects. Her dual background provides an in-depth understanding of the interface between the unique chemistry of PFAS destruction and business operations.

Figure 4 – PFAS fingerprint graphs for single water rinse sample (Phase 1) and 12-day rebound sample (Phase 5) for primary AFFF tank .

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Overall, this case study demonstrated an improved setup for decon of PFAS-impacted firefighting systems. PFAS cleanout and destruction were combined to occur simultaneously on site, maximizing PFAS desorption from system interior surfaces, minimizing waste volume and potential for rebound, and leaving zero waste on site after project completion. Acknowledgements Thank you to our project partners: Department of Defense, Environmental Security Technology Certification Program, and Tyndall Airforce Base Silver Flag Team.

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The Fiscal and Training Benefits of Using a Mobile Aircraft Fire Training Simulator at Your Airport by Michael Lloyd ARFF NEWS

Aircraft firefighting is a critical aspect of airport operations, ensuring the safety of passengers, crew, and infrastructure. Effective training for Aircraft Rescue and Firefighting (ARFF) personnel is not only a regulatory requirement but also a vital component of preparedness. Traditional methods of training can be logistically challenging and expensive, particularly for airports with limited resources. A mobile aircraft fire training simulator can offer a practical, cost-effective, and efficient solution that delivers numerous fiscal and training benefits. Cost-Effectiveness and Financial Savings 1. Reduction in Capital Investments Constructing a permanent fire training facility is a significant financial commitment, often requiring millions of dollars in investment. It involves costs for land acquisition, construction, equipment procurement, and ongoing maintenance. A mobile aircraft fire training simulator eliminates the need for this capital expenditure, offering a versatile alternative that can be shared among multiple airports. 2. Operational Cost Savings Traditional fire training facilities incur substantial operational costs, including utility expenses, staffing, and maintenance. Mobile simulators, by contrast, operate on a more compact scale, requiring fewer resources. Additionally, the mobility of these units allows airports to minimize costs associated with transporting personnel to off-site facilities. Bringing the simulator directly to the airport reduces travel expenses, accommodation costs, and time away from duty. 3. Shared Resources Regional or multi-airport collaboration can further enhance cost efficiency. A mobile simulator can serve several airports within a geographical area, with the costs distributed among participants. This shared resource model ensures access to high-quality training without imposing an undue financial burden on any single airport.

Mobile aircraft fire training simulators are designed to replicate real-world conditions, offering a controlled yet realistic environment for ARFF personnel. These simulators can simulate various aircraft types, fuel spill scenarios, engine fires, cabin fires, and fuselage fires, among others. The ability to customize scenarios enhances the realism and applicability of the training, preparing firefighters to respond effectively to diverse emergencies. 2. On-Site Training Opportunities On-site training is a game-changer for airports, particularly those with limited access to centralized training facilities. By bringing the simulator directly to the airport, personnel can train in a familiar environment, incorporating the unique layout and challenges of their home base. This context-specific training ensures a higher level of preparedness and operational efficiency. 3. Adherence to Regulatory Standards ARFF training must comply with strict regulatory standards, such as those outlined by the Federal Aviation Administration (FAA), the International Civil Aviation Organization (ICAO), and other governing bodies. Mobile aircraft fire training simulators are designed to meet these requirements, ensuring that personnel remain compliant while receiving high-quality instruction. The FAA requires Index C, D, and E aviation fire departments utilize fixed facility fire training centers every third year to meet the spill fire requirements. 4. Improved Skill Retention The mobility and convenience of these simulators enable more frequent training sessions. Regular practice reinforces skills and knowledge, improving retention and readiness. Enhanced confidence and competence among ARFF personnel translate directly to more effective emergency responses. Environmental and Logistical Advantages 1. Reduced Environmental Impact Modern mobile aircraft fire training simulators are equipped with environmentally friendly technologies,

Enhanced Training Effectiveness 1. Realistic Scenario-Based Training

ARFF NEWS | MAY- JUNE 2025 17

ARFF NEWS (CONT) ARFF NEWS

such as clean-burning propane systems and advanced fire suppression tools. These features minimize emissions and waste compared to traditional burn pits or fuel- based training scenarios. Additionally, the reduced need for personnel travel further lowers the environmental footprint. 2. Flexibility and Accessibility The portability of these simulators allows airports to schedule training sessions at their convenience, accommodating the needs of different shifts and operational schedules. Smaller airports, which may struggle to justify the cost of permanent facilities, benefit from access to high-quality training without logistical hurdles. 3. Customization and Adaptability Mobile simulators can be tailored to address specific training needs, from handling hazardous materials to evacuating passengers. This adaptability ensures that training remains relevant and effective, addressing both common and airport-specific challenges. Strengthening Safety Culture and Community Relations 1. Enhanced Safety Culture A robust training program fosters a strong safety culture among airport personnel. Mobile simulators make it easier to provide consistent, high-quality training, ensuring that safety remains a top priority. This focus on preparedness and professional development boosts morale and builds confidence among firefighters and other airport staff. 2. Community and Stakeholder Engagement Hosting on-site training sessions using a mobile simulator can also serve as an opportunity for community outreach. Demonstrations and open houses allow the public, local government officials, and other stakeholders to witness firsthand the airport's commitment to safety and preparedness. This transparency can enhance trust and foster positive relationships with the surrounding Investing in a mobile aircraft fire training simulator, or utilizing the services available from training providers represents a forward-thinking approach to ARFF training. By combining cost efficiency with enhanced training capabilities, these simulators empower airports to meet regulatory requirements, improve emergency readiness, and foster a culture of safety. The mobility, flexibility, and environmental benefits further position this solution as a practical choice for airports of all sizes. As the aviation industry continues to evolve, adopting innovative tools like mobile simulators ensures that airports remain prepared to address the challenges of modern air travel community. Conclusion

while optimizing resources and enhancing operational effectiveness.

About the Author: Michael Lloyd’s fire service career includes over 40 years of experience in command and operational positions with military, career, volunteer, and

combination fire agencies. He retired as a Fire Chief in 2019 and is currently the Aircraft Rescue Firefighting (ARFF) Program Specialist for the University of Missouri Fire & Rescue Training Institute.

ATW ARFF Training Center Visit the nation’s premier center for ARFF training at Fox Valley Technical College and the Appleton International Airport (ATW).

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18 MAY- JUNE 2025 | ARFF NEWS

ARFF NEWS (CONT)

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ARFF NEWS | MAY- JUNE 2025 19

ARFF NEWS (CONT) ARFF NEWS

Focus points for the facilitation of electrically powered general aviation aircraft by Jan Huizing

The global discussion on ways to reduce the use of fossil fuels is pushing up demand for energy from alternative and renewable sources for transport purposes. Also in aviation. As the first electric aircraft have meanwhile taken to the skies, airport operators have to prepare their facilities to accommodate them. In this information sheet, the Dutch Human Environment and Transport Inspectorate focuses on a number of points to consider for airports that want to facilitate electric aircraft.

aviation fuels, are developing rapidly.

This information sheet addresses specific hazards that may occur in facilitating electrically powered aircraft. Electrically powered aircraft As stated earlier, the battery pack contains many thousands (over 15,000) of cells (energy carriers). The biggest hazard involved in these kinds of cells is that they can heat up excessively and consequently ignite. This is what we refer to as a thermal runaway. These cells can get too hot due to various causes (see Fig. 3). If one of the cells ignites, it is very difficult to extinguish. A fire in one cell can spread to the other lithium-ion cells. In 2010, a cargo aircraft crashed in Dubai 1 after a consignment of lithium batteries in the hold caught fire. The chance of this kind of incident occurring increases as the number of electrical-chemical storage systems for the energy transition increases. toxic substances, such as hydrogen fluoride and lithium hydroxide. When fighting such a fire, respiratory protection must be worn and used, for compliance with regulations relating to working conditions.

The cells as fire accelerants

Chance of fire Underlying causes of fire starting inside the battery • Manufacturing defect • Mechanical impact • Short circuit • Assembly defect • Overcharging • Deep discharge • Ageing • Etc.

Quickly burns uncontrollably if more and more cell packs ignite each other.

This information sheet is intended for information purposes only. It was drafted based partly on consultations with Pipistrel Aircraft and IFly Europe. Introduction Aviation is in transition. Growing carbon and nitrogen emission problems are calling for changes to the various sources of these emissions, one of which is aviation. In its aviation policy document from 2020, the Dutch government formulated ambitions for sustainable

The positioning of batteries and distances between batteries determine the chance of fire spreading to adjacent battery packs.

Batteries may ignite due to an ‘external’ fire.

Figure 3

Besides generating heat, a fire will also release toxic substances, such as hydrogen fluoride and lithium hydroxide. When fighting such a fire, respiratory protection must be worn and used, for compliance with regulations relating to working conditions. In 2010, a cargo aircraft crashed in Dubai after a consignment of lithium batteries in the hold caught fire. The chance of this kind of incident occurring increases as

aviation. Electrically powered aircraft, but also the use of other sources of energy, such as hydrogen and sustainable

20 MAY- JUNE 2025 | ARFF NEWS

Figure 3

ARFF NEWS (CONT)

the number of electrical-chemical storage systems for the energy transition increases. Legislation and regulations Current legislation and regulations do not stipulate any specific requirements yet for electrically powered aircraft. Pending specific legislation and regulations, it is important in the interest of safety that the industry translate existing legislation and regulations to electrically powered aviation. Chapter 9 Annex 14: The principal objective of a rescue and fire fighting service (RFFS) is to save lives in the event of an aircraft accident or incident occurring at, or in the immediate vicinity of, an aerodrome. The rescue and fire fighting service is provided to create and maintain survivable conditions, to provide egress routes for occupants and to initiate the rescue of those occupants unable to make their escape without direct aid. The rescue may require the use of equipment and personnel other than those assessed primarily for rescue and fire fighting purposes. The most important factors bearing on effective rescue in a survivable aircraft accident are: the training received, the effectiveness of the equipment and the speed with which personnel and equipment designated for rescue and fire fighting purposes can be put into use. As pointed out earlier, a Li-ion fire is very hard to control and extinguish. Cooling with large quantities of water is, for now, the best method. Immersing burning battery packs can also provide effective and controlled extinction. The fire hazard associated with lithium-ion batteries used for propulsion is characterised by a fire with a high calorific value, the speed with which the fire propagates, and the fact that such a fire is difficult to extinguish. In case of aircraft, contrary to cars, for example, immersion is not an option. This means, therefore, that a lot of water (thousands of litres) will have to be sprayed onto the fire over a prolonged period of time. Electricity and water do not go together, which is why battery units, Li-ion battery packs, and Li-ion batteries generally have some kind of waterproofing to keep water out. In case of fire, immersing burning batteries into a water container is, for now, the most effective way to bring down the temperature and stop the chemical reaction in the battery. When cooling the battery by spraying water onto it, the (cooling) water must be able to reach the burning cell, such as by injecting water into the battery packs. There are many initiatives across the industry and by fire safety companies to develop methods to effectively control or extinguish fires in lithium batteries for e-bikes and EVs. They claim to have In case of fire, immersing burning batteries into a water container is, for now, the most effective way to bring down the temperature and stop the chemical reaction in the battery. developed the ultimate extinguishing agent or system. However, these methods still have to 3 be approved after extensive testing and assessment of test results. This is also required under the US National Fire Protection Association’s (NFPA) standard that is recognised worldwide. The problem is, however, that realistic fire tests with lithium- based energy carriers are barely practicable, Li-ion batteries generally have some kind of waterproofing to keep water out. 2

When cooling the battery by spraying water onto it, the (cooling) water must be able to reach the burning cell, such as by injecting water into the battery packs. There are many initiatives across the industry and by fire safety companies to develop methods to effectively control or extinguish fires in lithium batteries for e-bikes and EVs. They claim to have developed the ultimate extinguishing agent or system. However, these methods still have to be approved after extensive testing and assessment of test results. This is also required under the US National Fire Protection Association’s (NFPA) standard that is recognised worldwide. The problem is, however, that realistic fire tests with lithium-based energy carriers are barely practicable, partly due to environmental restrictions and the impact of such testing on the immediate environment. RFFS Fighting a Li-ion fire requires a special approach. There needs to be adequate cooling capacity, for example, and lots of water on board fire fighting vehicles. Looking at ICAO Annex 14, Table 9-2, Column 2 and 4 (Water), we can, therefore, conclude that from airport category 3, there is sufficient water on board an extinguisher vehicle to be able to fight such a fire in aircraft of up to 9 metres in length ( Pipistrel SW 100 is 6.5m long = airport category 1 ). Experiences with such fires in road traffic show, however, that you quickly end up needing more than 4,000 litres of water to control or extinguish a fire in the battery pack of a mid-size electric vehicle.

ARFF NEWS | MAY- JUNE 2025 21 Information from aviation police shows that roughly that amount of water was used to extinguish the fire in the Pipistrel aircraft that crashed near Stadskanaal in 2018. And that while only one of the aircraft’s two battery packs had caught fire. Information from aviation police shows that roughly that amount of water was used to extinguish the fire in the Pipistrel aircraft that crashed near Stadskanaal in 2018. And that while only one of the aircraft’s two battery packs

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