By Chris Mc Loone

Not all fire departments had motorized fire apparatus yet. Some did, but often the pumps were still steam-powered. According to Bill Simmons, general manager, IDEX Fire Suppression Group, which consists of the Hale, Godiva, and Class 1 brands, it was during that year that three firefighters, Alan C. Hale, E. J. Wendell, and C. H. Young, Jr., founded Hale Fire Pump, known today as Hale Products. The three believed that taking advantage of improving gasoline engine technology was the key to improving fire pumps.

1 Shown here is an early Hale Fire Pump engineering drawing for a pump body. (Photos courtesy of Hale Products unless otherwise noted.)

Through the Years

Simmons says the group built the first Hale fire pump, christened the "Young Giant," in 1914. It was mounted on a Simplex chassis.

With World War I also starting in 1914, Hale temporarily ceased pump production to focus on producing defense equipment. After the war ended, Hale developed a triple combination pumper mounted on a Model "T" Ford chassis. It called this pumper the "Minute Man."

In the ensuing years, Hale developed several products. During World War II, Hale introduced a foam proportioner for the government designed for foam application on oil tank fires. Throughout World War II, Hale pumps were used for fighting fires in London, where they were used to stem the effects of attacks. Hale manufactured its complete line of pump products for use by United States Armed Forces and for civil defense. Wartime demand increased pump production from 1,000 units in 1939 to more than 30,000 units during the war.

Significant milestones in the 1930s included developing the three-lobe rotary pump and centrifugal pumps.

2 The original headquarters for Hale Fire Pump was located in Conshohocken, Pennsylvania. Shown here is a group of employees around a Hale fire apparatus. The company built fire apparatus as well as pumps until 1942.

Hale continued to build its own fire apparatus until 1942, states Simmons. During that time, it also supplied pumps to other fire apparatus manufacturers. It ceased producing fire apparatus to concentrate on building pumps for the fire service. To further support this focus, the company built a new plant devoted entirely to assembly, sheet metal, welding operations, and pump testing procedures. This plant augmented an existing facility the company operated in Conshohocken, Pennsylvania.

In the years following World War II, Hale developed the ball-type discharge valve in 1949 and introduced two new series of large centrifugal pumps that provided up to 1,500 gallons per minute (gpm). In 1974, Hale added a modern, state-of-the-art foundry to increase production capabilities and better quality controls at the Conshohocken facility.

During the 1980s and early 1990s, Hale built more than 6,000 P-250 Mod1 gasoline-powered portable fire pumps for the United States Navy and its allies. In addition, Hale developed a patented jet fuel conversion for this product that allowed the pumps to be run on JP-5, a jet fuel, for increased operational safety.

During the 1990s, Hale began supplying truck-mounted fuel p

David Cain

But, that's starting to change as many departments are beginning to convert from these pen-and-paper systems to digital logbooks. Automating inspections saves departments both time and money because crews can perform their checks with greater efficiency, ensuring that nothing slips through the cracks.

Although the startup costs of implementing such systems are higher than paper-based programs, the savings in the long run are substantial. "A conservative estimate is that a targeted document management effort can return as much as $20 to $40 for every dollar invested," according to a report from totallypaperless.com. These savings are the result of increased productivity; immediate access to decision-critical data; and the ability to keep, organize, and retrieve vast amounts of information like regulatory guidelines, manufacturer specs, and compliance documents.

But, the highest return on investment for departments that have taken their checks paperless comes from identifying and repairing apparatus issues early on, before the repairs become more costly and dangerous. According to Daniel Cimini, chief for the Surfside Beach (SC) Fire Department and former member of the NFPA 1901, Standard for Automotive Fire Apparatus, Technical Committee, "There are several things that firefighters can do on a regular basis to head off issues early on and that will help prevent the need for costly repairs. When everyone knows what needs to be done and what has already been done, the fire department saves time and money. Problems get caught up front, and major breakdowns are reduced drastically or eliminated altogether."

1 Computerized records have drastically increased efficiency by centralizing information, improving accessibility, and cutting down on redundancies. Digital logbooks aim to do the same thing for apparatus and equipment checks. (Photo courtesy of PSTrax.com.)

Although fire agencies do not necessarily need a software program to help them catch issues early on-Cimini has been repairing apparatus for longer than digital systems have been available-the demand is increasing as departments are asked to do more with less. Firefighters are trained in more areas today, and departments have much more specialized equipment to track, maintain, and document. Digital logbooks help departments organize and manage this multitude of information more efficiently than paper check sheets.

With the improved efficiency and transparency that comes with digital logbooks, it is only a matter of time before they take the place of paper checks. Consider what has happened with incident reporting. Before the National Fire Incident Reporting System, all incident logs were done on paper. But the move to computerized records has drastically increased efficiency by centralizing information, improving accessibility, and cutting down on redundancies. Digital logbooks aim to do the same thing for apparatus and equipment checks.

DAVID CAIN is a retired deputy chief with the Boulder (CO) Fire Department, where he served for 34 years. He works as a consultant for PSTrax.com.

By Alan M. Petrillo

Hand protection is an important part of every firefighter's personal protection equipment (PPE), and no matter what type of operations the firefighter is involved in-structural, wildland, rescue, or specialty rescue-the gloves must be designed to fit the task at hand.

Karen Lehtonen, director of products at Lion, says that fourchette-style gloves, commonly described as 3D gloves, are becoming more popular with firefighters as the desire for increased dexterity grows. She notes that Lion, which has been making firefighting gloves for 32 years, offers a full line of structural firefighting, wildland, technical rescue, extrication, and emergency medical services (EMS) gloves.

Structural Gloves

"Lion's new Rebel structural firefighting glove offers supreme thermal protection with thermal protection performance (TFP) over 60 and conductive heat resistance (CHR) well above National Fire Protection Association (NFPA) requirements, especially in the back of the hand where additional protection is provided," Lehtonen says. "The Rebel's multipiece, ergonomic fourchette design mimics the three-dimensional shape of one's hand, making it easier to perform fireground tasks with less stress and hand fatigue."

1 Lion makes the Rebel structural firefighting glove, a fourchette-style glove often called a 3D glove, that mimics the shape of a firefighter's hand to make fireground tasks easier. (Photo courtesy of Lion.)

The Rebel glove is made with a double layer of para-aramid knit and leather reinforcements in high-wear areas, allowing the glove to have an excellent grip and durability, Lehtonen adds. "By using the Crosstech Insert with Film Technology, the Rebel glove can remain lightweight and flexible with breathability and liquid penetration resistance," she says.

John Zbozien, director of marketing and business development for Fire-Dex, says his company's next-generation 3D glove is the Dex Pro, a new pattern structural firefighting glove with all new materials compared with the company's first 3D glove, the FDX G1.

2 The MX-XT Mechflex extrication glove made by Lion uses a 3D design for dexterity and flexibility; has a 100-percent nylon shell; and has Spandex padding on the back for abrasion, cut, and tear resistance. (Photo courtesy of Lion.)

"With the Dex Pro, we beefed up the outer shell," Zbozien says, "with three-ounce cowhide for the palm, the back of the glove, and the knuckle guards. It's tanned with additives that allow the material to go through repeated wet and dry cycles yet stay soft and flexible. It adds a lot of durability without sacrificing flexibility, giving the glove an already broken-in feel."

Fire-Dex's G1 glove has a stitch bonded Kovenex-R double layer thermal liner, but for the Dex Pro, Fire-Dex changed the interior to an interlock weave of two Nomex layers down the back of the hand. "This is the same fabric used by the U.S. military today," Zbozien points out. "It's very flexible, and there is no restriction when bending the hand or making a fist."

The last element of the Dex Pro glove is its single layer, breathable polyurethane Vapor Flex liner, Zbozien says. Dex Pro is available with a Nomex wristlet or a leather gauntlet. "Generally speaking

Richard Marinucci

This is an example of "out of sight, out of mind" in that the vast majority of fire departments and firefighters do not really expect this type of event to occur in their jurisdiction. Perhaps it is time to review your background in this area and consider training in some of the basics needed for a professional response to such emergencies.

Sometimes a reminder that something could occur is necessary to generate the planning and training that would provide a great response that takes care of the emergency and offers the appropriate safety measures for firefighters. It seems that the further we get from an emergency the more likely we are to neglect our responsibilities to be ready. Although it has been a long time since an organization I'm affiliated with responded to this type of incident, I have responded to a single-engine plane that crashed into a garage two houses from where I lived. I have also responded to a couple of minor helicopter crashes. Because of the infrequency, my confidence level in this area is not as high as it should be.

Airport Resources

Aircraft events are most likely to occur on airport property or nearby. This is good, because airport firefighters regularly and routinely train and prepare for such events even though crashes are rare. They continue to work on their skills and knowledge and have apparatus and equipment specifically designed for the emergencies that might occur. On occasion, this is not the case. Departments, especially those on a flight path, must train and review regularly for incidents of this type even though the risk is relatively low.

Those looking for resources to help prepare them for aircraft emergencies should start with nearby airports staffed for response. They are regulated by the Federal Aviation Administration (FAA) and are very knowledgeable. They almost always are willing to offer their expertise to help others that are not as well versed as they are. This also applies to those near military airports. Good relationships are always beneficial, and the closer you are to an airport or along flight paths, the more you need to know. Though infrequent, a crash can create a significant challenge to any department depending on the type of aircraft, the amount of fuel on board, and where the crash occurs.

In most cases, crashes do not present rescue opportunities for those on the plane. Still, there are instances where proper actions by rescuers have saved victims. It could be a case of knowing enough and being prepared in those rare instances. In addition, organizations should consider the possibility of crashes from aircraft other than fixed-wing types. Because of their design, they often have greater potential for survival.

Aircraft Types

There are more types of aircraft than I can list. To simplify, we would classify aircraft as commercial or private, jet or prop, fixed-wing or rotary, or even passive such as hot air balloons. Although I don't think a typical fire department or its personnel will ever possess the knowledge of airport crash crews regarding specifics on various aircraft, there should be some minimum familiarity and understanding. Responders should know about some of the special hazards they may face based on aircraft construction and what they carry, from fuel to cargo.

Large commercial jets do not crash as frequently as private planes, including both jets and props. The odds of the average firefight