Tuesday, August 31, 2010  After finishing up with a car-bicycle wreck, we loaded up and cleared the scene. The driver of my apparatus decided to turn around in a parking lot in order to make a quicker trip back to the station. As the apparatus made the left hand turn into the parking lot, my door popped open and I started to slide out the door. Thankfully, I was wearing my seat belt (as I always do) and it kept me from falling out. The officer's seat in our apparatus is a tight fit and apparently I did not get the door completely shut. After we reported back to the station, one of the privates wanted to watch a training film. I picked one out about apparatus response, which I am passionate about. Unknown to me, the video told the story of a firefighter that was not wearing his seat belt who died in the line of duty after his door opened while responding on a call. I was able to offer my experience from the earlier run as an example that it can happen to us. LESSONS LEARNED: ALWAYS WEAR YOUR SEAT BELT!!!!! It was only 30 seconds after we cleared from the incident and traveling at low speeds, but a serious injury or death could have occurred. Make sure that belt is buckled before the vehicle starts moving. Make sure your apparatus doors close properly. If they don't, take the vehicle out of service to get fixed.  

Thursday, August 12, 2010  On this evening an unexpected ice storm suddenly created several miles of black ice on and about our freeway. In short order all units were out with multiple accidents. My crew was on a accident with no injuries on a road next to the main freeway. This area was at the bottom of a long down hill section of the freeway. We saw a semi truck slide down the hill crashing into a car. Three of us stayed with the patient we had. Myself and two others headed accross toward the freeway to check on the car occupants. Unknown to us the top portion of this hill was dry, the black ice section started part way down. this is a 70 mph freeway. The people in the car were okay, but relayed to us that part way up the hill there was a older lady laying on the shoulder that they bellieve was stuck by a sliding car. We headed up the hill on the shoulder walking on a sheet of ice. As we reached the patient we had walked out on a bridge over a river about 70 of 80 feet down. No escape, or safe area. The patient was down and had several cars parked around the area that had managed to slid or crash to a stop. About this time a loaded semi truck was just hitting the ice and starting to side into a jackknife position above us. As I asked the woman my first question, there was suddenly the sound of tires slidiing on ice, and cars being hit. I looked up and saw this truck jackkniifed against the right jersey barrier, knocking cars every which direction. It was coming right at us, along with several cars bounncing back and forth between jersey barriers. We had only seconds to react, I tried to move but fell on the ice. I was on my knees trying to get up when the first couple cars flew by. One crashed into the barrier above me and was redirected around me. I could of reached out and touched it as it spun by. I managed to take a step to the barrier and turn my back to it as the front of the semi that was jack knifed slightly away from the barrier reached me. The front tire struck my right boot and tossed me up into the air. I came down on one of the steps welded to the side of the fuel tank and managed to hang on as the trucks cab slide over to the barrier. So now im wedged between a concrete barrier zoming by and a semi truck saddle tank with my legs pointed down hill. The concrete barrier was beginning to push the back of my bunker coat up my back as the truck came to a stop. I open my eyes and was shocked to be alive, also that my legs were still pointed the right way. Everyone else (but the patient )were able to avoid the cars and truck. I missed some work with an injured right ankle and a full body bruise. I didnt sleep real well for a few months. And cannot stand in the steet during fill the boot anymore. But other then that have no lingering issues.

LESSONS LEARNED: As a department we now position pumpers to protect the work area. We assign someone to watch approaching traffic. Escape routes. We close the road with trucks if we feel it is needed. We are far more careful when ice storms are possible.

Friday, July 23, 2010  While we were responding to struture fire with two units. Both were approaching an intersection at the same time. I was taking a left turn and he was taking a right. I was driving too fast and could not slow for the intersection and made the near miss for flipping a truck.

LESSONS LEARNED: Drive safetly! Slow down.

Tuesday, July 13, 2010  My engine company was dispatched to a vehicle fire in a convenience store parking lot. We arrived to find a 1990 Cadillac Eldorado with the engine compartment involved. After extinguishing the engine compartment fire, heavy smoke started rolling out of the passenger-side dash area. We were able to quickly extinguish the remaining fire in the dash. While my engine crew was loading hose, I was collecting information for my report and to give the on-call investigator who was enroute. I heard a police officer ask how many miles were on the vehicle, so I thought the investigator might also need that info. We had not disconnected the battery and the fire had been out for at least 15 minutes. I leaned into the driver's seat, with my feet still on the pavement outside and put the key in the ignition. I turned it and no dash lights came on. As I started to turn the key back to the off position, the driver's side airbag deployed. I felt it hit and then heard the "pop". The next thing I knew, I was stumbling around outside the vehicle, my ears were ringing, and I felt like I had been hit in the jaw by a truck. I know the dangers of airbag canisters, gas struts, hydrogen cells, poly gas tanks, etc. during a car fire, but I was under the mistaken impression that once the vehicle had cooled for a while that the danger of airbag deployment was gone. Luckily, I did not lose consciousness and came away with only a fractured nose and some facial bruises.

LESSONS LEARNED: Disconnect the battery and wait! Treat every damaged vehicle the same, whether the damage is from fire or from a collision. I would never have entered that car without the battery disconnected if this had been an extrication. Physical damage is easy to see, but think about the hidden damage. Don't get complacent about "routine" vehicle fires. I've seen many airbags deploy during a fire, but never after the car had cooled. Thankfully, I'm here as a witness that they CAN and WILL deploy unexpectedly at anytime! There's nothing like an ER doctor telling you "you're lucky to be alive" to make you really appreciate the dangers that we tend to take for granted.

Friday, July 9, 2010  On July 7, 2010 our medic unit was returning from hospital. As the unit was going down a State Route we notice a tall black object in middle of 2 lane road. We swerve to miss the person that was trying to hitch hike a ride to Columbus. We turned around and seen a car avoiding the person in the roadway. We called into our dispatch to call law enforcement to respond. Upon talking to the person found out that he is mental patient and had alter mental status thinking in was in Cleveland. This incident happens around 4 a.m. This is lesson that anything can happen at any time of the day that can life threaten let alone damage a peice of equipment.

LESSONS LEARNED: On July 7, 2010 our medic unit was returning from hospital. As the unit was going down a State Route we notice a tall black object in middle of 2 lane road. We swerve to miss the person that was trying to hitch hike a ride to Columbus. We turned around and seen a car avoiding the person in the roadway. We called into our dispatch to call law enforcement to respond. Upon talking to the person found out that he is mental patient and had alter mental status thinking in was in Cleveland. This incident happens around 4 a.m. This is lesson that anything can happen at any time of the day that can life threaten let alone damage a peice of equipment.

Sunday, July 4, 2010  On July 4, at approximately 0140, I was responding to a report of a wildland call when the apparatus I was driving was struck in the rear quarter panel by a drunk driver who crossed the center line of the county road I was driving on. I was running red lights at the time, but was within the speed limit. I crested a hill and saw him coming towards me up the hill. I tried to move onto the shoulder, but was unable to steer my 1950s army style 6x6 far enough to the right in time. The other vehicle, a Ford pickup truck, struck my left rear fender. I assume he must have torn his mirror off, though no damage could be seen on my vehicle (they're pretty well worn already). Both I and my rider heard the crunch of impact. The other vehicle slowed, but continued to drive off. My chief, in his PV, was able to follow the vehicle to the residence and wait there until sheriffs deputies arrived. As of this time I have not been contacted by police. No fire was discovered at the location we were sent to, and as I had to work today at 0530, I went home when we were released to get some sleep.

LESSONS LEARNED: I feel I did all I could do to avoid this, but the crucial lesson here is to maintain alertness no matter the time of day or night. Especially on crowded holiday weekends.

Sunday, July 4, 2010  On Saturday July 4th, 2010 at 0030 hrs my district was toned for a brush fire another firefighter and I bunked up and left in the Engine. While en-route Code Red (Emergency Lights) I noticed something move out the corner of my eye and when I looked I realized it was a deer and it was starting to run in front of our engine. The firefighter at the wheel saw the deer also and started to evade the deer and realized it was too late and we hit the deer and continued to the call which we were later cancelled on. And the apparatus had minimal damage from the incident (air horn somewhat crumpled).

LESSONS LEARNED:

If the firefighter at the wheel had not had the proper training in driving an Emergency Vehicle he could have driven the engine into the ditch and cause harm to myself or himself. This incident proves how VALUABLE EVAP or EVIP training IS!

Friday, July 2, 2010  I was driving our Pierce Saber Engine en-route mutual aid to a confirmed structure fire when we became involved in a single vehicle accident. There was a violent explosion to my left and the truck immediatly shot to the left crossing the center line, striking an embankement and eventually coming to rest in a ditch. After checking to make sure everybody in my crew was OK, I was met by a witness that was traveling towards us in the opposite direction and she stated that our left front tire "just exploded".

LESSONS LEARNED: Thankfully nobody was hurt due to the fact that all occupants were belted and there was no loose equipment in the cab. There were 2 SCBA's in unoccupied seats that became dislodged form the brackets due to the fact that the truck was built before the requirement to have the "locking" SCBA's in seats.

Wednesday, June 30, 2010  On 6/8/2010 at 0848, Leland Fire Rescue in Leland, NC was dispatched for a vehicle fire along a road. Upon arrival on scene, the engine crew found a 2004 Chevrolet Truck fully involved. The two person crew pulled a crosslay, approached the vehicle from the rear corner and began extinguishment of the fire. After approximately 30-60 seconds, the water stream hit the driver's compartment of the vehicle. Without warning, the steering column, which was made of magnesium, exploded. The nozzleman received the full impact of the explosion because the second firefighter was looking down while pulling more hose directly behind the nozzleman. The nozzleman was dazed, turned and handed the nozzle to the firefighter behind him and moved away from the vehicle. He immediately removed his SCBA mask and walked back to the engine, where the ambulance crew was acting as pump operators. The explosion caused some woods to ignite on the other side of the road, which was extinguished by a member of the ambulance crew. The firefighter that was handed the nozzle allowed the magnesium to darken down before continuing the extinguishment of the vehicle, using both water and foam, without further incident. The firefighter that received the impact of the explosion removed his fire gear to find many holes burned through the first two layers, but did not burn through the third layer. Upon inspection of his SCBA mask, small holes were found in the membrane of his regulator. Both the SCBA mask and fire gear were placed out of service immediately. This firefighter immediately began seeing spots in front of his eyes and developing a headache, which increased in intensity to migraine status. After seeing several doctors, a neurologist finally diagnosed his condition as a concussion caused by the bright light of the magnesium explosion. This concussion will require the firefighter to endure several months of bed rest to recover. However, the neurologist also cautioned the firefighter that this could be a career ending injury for someone 40 years old or older, and can cause seizures and strokes. This firefighter could have been more seriously injured, but should be able to return to work in several months.

LESSONS LEARNED: Since this incident, research has begun by members of the crew that shows the ability of magnesium to burn at 2600 degrees and to explode without warning. There is limited information regarding magnesium in the current Firefighter curriculum so we are in the process of developing a detailed class for our firefighters to ensure they are aware of this hazard. This incident has also reinforced the policy to wear full turnout gear and SCBA on vehicle fires, no exceptions.

Wednesday, June 2, 2010  On 5/27/10 my company responded and returned from a gas leak call at 0110 hrs. We were in the station when I exited the officers seat of the engine. At this time I slipped from the top step,falling backwards onto the concrete floor. As I was upright, the total fall distance was about 6 to 7 feet. My head struck the floor with such a crack, the guys in the back of the garage heard it. I also badly bruised my lower back and left elbow. I was taken to the local hospital for a CT scan and Xrays. luckily nothing was broken and my CT was negative. I am still off work with some back pain and headache, and hope the doctor will release me in a few days. I have read of other cases where firefighters have died from similar falls. Thank you Lord for watching over me. My company (volunteer) stresses safety at all times.

LESSONS LEARNED: Make sure of your footing and hold the grab rail when exiting apparatus. Take your time. Its not fun to be injured on the job. Not only does it hurt, you miss calls, have a mountain of paperwork,and sitting in a doctors office or hospital is not a great place to be on a hot summer day. A slip and fall can kill you. Be careful.

Saturday, May 29, 2010  On May 20, 2010 an Anchorage Fire Department (AK) truck company experienced a brake failure while during non-emergent driving conditions. The apparatus was approaching a large, busy intersection and the brakes failed as they apparatus operator attempted to stop for the red signal. The apparatus, unable to stop, proceeded through the intersection against the red light. Fortunately all cross traffic yielded to the emergency unit and no collision occurred. Immediately following the incident the apparatus operator pulled to the side of the road and refused to drive any further. Fire Department mechanics responded to the scene and found the brake system to be in serious disrepair. The unit was placed on a flat bed trailer and transported to the fleet maintenance shop for further evaluation and repair. Inspection revealed that 4 of the 6 brake sets on the apparatus were non-functioning. The 2 remaining brakes were extremely worn and inadequate to stop the apparatus in a reasonable distance. The unit that experienced the failure is a reserve unit that is 25 years old with 63,688 miles last gross weight was 63,600 pounds. This unit was refurbished with new engine, transmission, cab enclosure and other minor upgrades in 2007. The unit had numerous work requests for air leaks and other issues but no related brake problems were noted. The unit was 600 miles beyond its scheduled periodic maintenance interval. Following this event the department held a safety stand down for all three shifts to inform and instruct its members on the event and to refresh on apparatus inspection procedures. As a result of this refresher, another truck company was taken out of service with mechanical problems similar to the unit that experienced the failure. We at the AFD have been extremely lucky to have experienced this event without any negative long term consequences. This event could have been far more serious resulting in damage, serious injury or even death of both FD members and civilians. It is extremely disappointing that our experience comes so soon after the tragic death of Lt Kelly in Boston as the circumstances are very similar. This event was preventable and concerted efforts are being made to ensure it will never happen again. Please use Lt Kelly’s tragic death and our experience as the catalyst to ensure your crews are safe and equipment is being properly cared for and checked.
 

LESSONS LEARNED:

• Routine apparatus inspections are vitally important for crew and public safety
• Apparatus operators must be adequately trained and refreshed in apparatus inspections, specifically inspecting mechanical safety systems such as brakes
• Any deficiency in safety systems must be immediately addressed when identified
• Drift or lowered expectations routine apparatus inspections are vitally important for crew and public safety
• Drift or Lowered Expectations cannot be permitted when transferring into reserve apparatus
• All reserve apparatus should undergo inspections and have maintenance schedules revisited
• Unaddressed maintenance requests that involve safety systems should constitute removal of the unit from service
• Apparatus operators and company officers should be reminded of their obligation and empowerment to halt ANY unsafe action or remove unsafe equipment from service
• Maintenance personnel and apparatus operators must understand the team approach to ensuring apparatus operability and crew safety
• Reductions in staffing in our maintenance division has resulted in a higher likelihood that maintenance issues may be missed
• Reduction in the training division has resulted in fewer training sessions and less apparatus operator specific training sessions has resulted in a higher likelihood those important knowledge skills and abilities may be lost from this group
• Biannual apparatus operator / drivers training academies should be reinstated and budgets adjusted to reflect their importance
• A more dependable process for reporting safety issues should be developed to ensure issues such as this cannot be overlooked again
• Sentinel events such as these must not be overlooked cannot be permitted when transferring into reserve apparatus
•  

Saturday, May 29, 2010  On Friday May 28/2010 at approximately 17:00 hrs King Fire & Emergency Services- Station 36 responded to a multi-vehicle Motor vehicle collision at Highway 9 and Highway 400 (1/2 hr north of Toronto). The first apparatus arrived on scene and assumed Command, the second in unit was only seconds away when it was involved in a collision with a late model Mercedes Sport Utility vehicle.
Traffic had been completely backed up in both east bound lanes of Highway 9 approaching the first MVC. Slowing to pass the stopped traffic using the center turning with both emergency lights and sirens activated 363 (55 foot aerial apparatus) collided with the sport utility that had suddenly turned out in front of the unit in an attempt to make a u-turn. The driver of the apparatus made every attempt to avoid the collision but unfortunately he could not. The t-bone collision damaged the driver's side of the sport utility extensively trapping the lone 23 year old (8 month pregnant, female driver) and causing extensive damage to the front of the rig.

Thankfully, following all Departmental Procedures with regards to seat belt use, all four firefighters in the responding apparatus had been wearing their seat belts at the time of the accident resulting in only a minor ankle injury. The driver had been operating the apparatus well under the speed limit in that stretch of highway and had reduced his speed due to traffic conditions. If he had not been paying close attention to traffic and had not reduced his speed the collision could have been much more serious.

The driver of the sport utility was extricated by the crew of the apparatus involved in the accident and take to a local hospital for treatment.

Injuries to the driver are not completely known at this time but she was in stable condition with no life threatening injuries when transported to hospital.

Just a note to everyone.....WATCH YOUR SPEED.......KEEP YOUR EYES OPEN........and WEAR THOSE SEAT BELTS!!!!!!!!
 

Thursday, May 20, 2010  We responded on a mutual aid house fire with a neighboring county. They were understaffed as they pulled up to a 1 story woodframe with working fire. Just prior to our tanker arriving they ran out of water. Before we could charge their supply line their engine ran out of fuel. Then their generator ran out of gas. All crews had to be pull out briefly so out tanker could take over primary duties as well as another mutual aid engine company.

LESSONS LEARNED: Truck checks truck checks truck checks. And every driver/officer should be prepared for the unexpected and be ready to adapt to any situation without hesitation.

Thursday, May 13, 2010  I am a dispatcher (previous FF/EMT) who is now an incomplete quad from an off duty accident. I was picked up by our local EMS for some issues surrounding my spinal cord injury, while being transported to the hospital we were sideswiped by what is at this time a 17yom suspected DUI driver. Fortunately no one was injured altough it created quite the delay in my transport causing worsening of my condition.

LESSONS LEARNED:Drunk drivers are always around even at 17yo and 4pm. - Always buckle up and secure your patient correctly (thanks guys) - Even if you are the patient you still can't help put get scared to have a rig hit.