Fire Department Safety Officer Checklist: Fill & Download for Free

In November of 2018, the Air Force released its full accident investigation report on this tragedy.(https://media.defense.gov/2018/Nov/09/2002061699/-1/-1/0/180502-AMC-MU%C3%91IZ%20AIR%20NATIONAL%20GUARD%20BASE,%20PUERTO%20RICO-WC-C130H-AIB-NARRATIVE%20REPORT.PDF)The anonymous response to this question cites only the first sentence of the board president’s “statement of opinion,” which starts on page 40 of the report. In my thirteen years as an Air Force safety officer, I rarely saw as comprehensive a statement of this type as was provided in this report. As is typically the case in most major aircraft accidents, there were multiple causes that led up to the crash., and they were very well spelled out.So first, let’s look at the full finding as provided in the “Opinion Summary.” “MP1” is “mishap pilot 1,” the pilot flying. The acronym “MC” stands for “mishap crew” — not just the pilot operating the controls. “MA” is the “mishap aircraft:”“I find, by a preponderance of the evidence, the cause of the mishap was MP1’s improper application of left rudder, which resulted in a subsequent skid below three-engine minimum controllable airspeed, a left-wing stall, and the MA’s departure from controlled flight. Additionally, I find, by a preponderance of the evidence, the MC’s failure to adequately prepare for emergency actions, the MC’s failure to reject the takeoff, the MC’s failure to properly execute appropriate after takeoff and engine shutdown checklists and procedures, and the Mishap Maintainers’ failure to properly diagnose and repair engine number one substantially contributed to the mishap.”Pages 42 through 45 of the report provide an excellent breakdown of why each of the four “substantially contributing” factors were so important in the overall accident sequence. First, an “emergency return” typically is briefed prior to multi-engine aircraft aircraft takeoffs; in the C-130, it’s vital to get some speed up so the rudder is not so easily kicked around. Having a plan, and consciously addressing the need to baby the aircraft a bit under such circumstances, both are necessary mental refreshers that always should be accomplished.Second, the pilot not flying and the flight engineer should have seen #1 not matching the other engines as takeoff power was applied — that’s when you call to reject the takeoff. Both the first and second of these fairly qualify as “crew” failures.Third, according to the investigation board, if the bad engine had been shut down immediately, it wouldn’t have been a distraction to the entire crew as it continued to behave abnormally. (I don’t entirely agree with this assessment; this crew strikes me as having been pretty much behind the aircraft from the start.) Beyond that, once they did shut it down, they were in a seriously hazardous regime that required careful handling but that was not forcefully called out or reacted to.Finally, the board went back in time to observe that the number one engine wasn’t repaired properly in the first place. That kind of “for want of a nail, a horseshoe was lost” first step often is lacking in accident reports, but it’s clear here. If corners hadn’t been cut — perhaps in part due to the impending retirement of the aircraft — the scenario leading up to the loss of control and crash never would have happened in the first place.I’m not lifting the burden from MP1 (RIP) — as the report notes in the last sentence on page 41, “If not for this left rudder input, the MA would not have departed controlled flight.” In fairness, the aircraft had been on the ground getting worked on in Savannah for almost a month, and none of the crew likely had seen any of the abnormal behavior of the number one engine indications before they fired it up for takeoff. (A different crew flew the aircraft into Savannah and reported the engine anomaly the month prior to the accident.)Still, if I went through the maintenance records before takeoff and saw all of the info about what had been done to the number one engine, I’d have been extremely leery of it. That would seem to have been a trigger for wariness instead of treating the flight as routine — they were more or less maintenance-checking it at the same time they were launching on the ferry flight.Thirty years ago, I performed a ferry flight of my own over a period of what turned out to be almost a week to go from Maryland to New Mexico in a heavy helicopter. Weather prevented our getting past Florida for several days, and honestly it made us want to just get the trip over with. However, you can’t ignore red flags you’ve been trained to look for, be they meteorological or mechanical. In short, the C-130 community is acutely aware of the risks of three-engine maneuvering, and the aircraft was still flyable. This was an avoidable and heart-breaking loss.

YOU CAUGHT US! Our secret is out.I can give you a full break down of a typical day or just summarize.We start shift promptly at 0730. That means in uniform, gear on the truck (or at least out by the truck) by 0730. Every day the truck and equipment get checked. That means under the hood and everything behind all 7 roll up doors. IF it can be started, it is. All safety equipment is checked. That’s about 1 hour for the front line trucks. If we have spare trucks at the station they must be checked daily too.My department is 4 stations with 5 companies (suppression apparatus and rescue/ambulance) and we run about 14000 calls per year. That’s 8–10 calls per day per crew. The average EMS call (from initial tones to ambulance in quarters) is about 1 hour. Fires, accidents, etc can be longer.We also are required 2 hours (minimum) of training each shift. If we are doing our annual burn trainings, that can be 3–4 hours.Yes we eat meals, but there are no “meal breaks”. We eat as close to normal time as we can, but we are always on the clock and, from experience, most good foods don’t reheat well 2–3 times.We are also “strongly suggested” some type of physical activity per shift (work out). But due to Covid, only 1 in the gym at a time makes it a challenge for 5 to 6 different people to get in there.First of the month is a complete drug inventory and equipment inventory on each and every apparatus. That can take several hours and is spread over the first 3 days. We sweep and mop daily, Mondays are “deep cleans” with mattress covers, shower curtains, etc cleaned.Wednesday is airpack checklist day (in addition to daily) as well as inventory of EMS supply closet. Friday is detail truck check. Not just check fluids, but tilt cab to check hoses and belts, tire pressures, and bleed air tanks. This adds about an hour to the regular truck check. Fridays we scrub the garage floors and doors. Decobweb the walls too.Then, according to SOG 200.11.09“Weekly and Monthly Schedule 200.11.09Monday Schedule:.01 Complete daily schedule.02 Complete assigned training and any specialized training or projects.03 Perform preplans, area familiarization, check FD connection locations, visit new construction sites, perform driver training, flow hydrants, or test hose.04 Weekly clean-up.01 Kitchen/Dining Area:.01 Clean & dust the top of all appliances and cabinets.02 Clean (shift) refrigerator inside and out, throw away all spoiled/out of date food.03 Clean stove/oven thoroughly inside and out.04 Clean & wipe down all the cabinets, countertops, sinks and small appliances.05 Clean & wipe down the table and chairs.02 Offices, dayroom, reception/lobby, conference areas, and training/report rooms:.01 Dust off the tops of all furniture and cabinets.02 Clean & wipe down (fronts/sides) all furniture and cabinets.03 Cloth recliners/chairs can be vacuumed/brushed off and leather recliners/chairs can be wiped down with a wet cloth and mild detergent if needed.04 Clean & wipe down table and chairs.03 Bunkroom/Sleeping Areas.01 Dust off the tops and sides of all furniture, cabinets, and ¾ walls.02 Clean & wipe down (fronts/sides) all furniture and cabinets.03 Clean & vacuum under beds.04 Wash & dry bedspreads and mattress covers.04 Restroom/Shower Areas.01 Clean & wipe down all fixtures, mirrors and cabinets.02 Wash all shower curtains.05 Exercise Room.01 Clean & wipe down all gym equipment, drinking fountains and the mirrors.02 Ensure all equipment has been stored in its proper place. Routine Daily Operations.06 Logistics side of Station 11.01 Empty the trash can in EMS Lab.02 Clean & wipe down all cabinets, fixtures, and furnishing in EMS Lab.03 Sweep and mop tile area in the hallway, break-room, and EMS Lab.04 Logistics personnel will clean and vacuum their offices, empty their trash cans, keep the break-room and bathroom cleaned and wiped down.07 Miscellaneous – Throughout the station.01 Clean & wipe down/off all doors and hardware (handles/knobs).02 Clean & wipe down all TVs.03 Clean & dust off all ceiling fans.04 Clean & wipe off all hanging items (pictures, maps, etc.).05 Janitorial closet to be cleaned & all fixtures wiped down.05 Third Monday of each Month.01 Check station inventory.01 Inventory Station Training Library.02 Stove Hood:.01 All stove hoods will be cleaned from top to bottom including the underside; the aluminum filter screen needs to be removed, cleaned and replaced back in the hood.02 Station 11 hood system will need to be cleaned from top to bottom including the underside; the filter baffles need to be removed, cleaned and replaced back in the hood.06 Third Monday of each quarter (January, April, July, October).01 Kitchen/Dining Area:.01 All refrigerators and stove(s) – the floors under will be mopped, the walls behind will be cleaned and wiped down.02 All refrigerator cooling coils and motor area will be vacuumed or brushed to remove dust/cobwebs.02 Clean all station windows inside and out except for the bay doors.01 Mini blinds should either be vacuumed or dusted.02 When cleaning the outside of the windows you may need to wash off the heavy dirt first and for reach purposes you may want to use a flat-mopI could go on and on with each day, but you get the point. We are the only department in the city that does its own cleaning. All of city hall has a third party cleaning service.Everything except running calls is done within the first 12 hours. Other than occasional “night training”, after business hours, down time is ours. There is no “bed time” prior to 1730 (though with social distancing being in bunks has been a bit relaxed). If the sun is up, you are up.This doesn’t include the paperwork etc, that must be done for every run as well as the officer’s daily reports and paperwork.

Food and Food Products have a direct impact on human health. Therefore, a food business needs a whole host of licences and permits. A person running such a business is known as a Food Business Operator or FBO. Depending on the business, every FBO will need one or more from the following permits and licenses.FSSAI/Food LicenseFirst and foremost, every FBO needs to obtain an FSSAI license. FSSAI stands for Food Safety and Standards Authority of India. As the name suggests, its primary function is to regulate food business in India to ensure highest standards of consumer safety. An FSSAI license is of three types.Central License: For importers, head offices with operations in more than one state and certain other businesses. Read more about conditions of eligibility for Central License.State License/Registration: Check your eligibility for State License/Registration.There is a separate document list for Central License, State License and Registration.Health Trade LicenseYou need to apply for this license at your local municipality office. Every State has its own municipality laws. For example, in Delhi, all eating joints, including bakeries need to obtain a health trade license. You can apply at the local municipal office. Moreover, in most places, you can also make online applications. This makes the entire process much more easier.Shops and Establishments RegistrationAs an FBO, you also need to register under the Shops and Establishments Act of your State. You can do this by filling a simple form and providing relevant details about your business.VAT RegistrationSince food businesses deal in sale of goods, registration under VAT is compulsory. However, registration becomes compulsory only when the turnover crosses a specific limit. VAT laws differ from one state to another. Therefore, this maximum exempt turnover also differs with the State. For example, in the State of Delhi, you need to register only when your turnover crosses Rs. 20 Lakhs.Service Tax RegistrationIf you have a service business, such as a restaurant or a catering business, you need Service Tax registration. Please note that restaurant and catering businesses provide services as well as sell goods. Therefore, they need to obtain both Service Tax as well as VAT registration. Further, you only need to get a service tax registration if your annual turnover reaches the mark of Rs. 9 Lakh. You need to pay Service Tax only if your turnover exceeds Rs. 10 Lakh in a year. There are some benefits that are available to these businesses, discussed in the latter part of this post.Liquor/Bar LicenseIf your restaurant also serves liquor/alcohol, you need a Bar License. You need to apply to the State Govt. for the license appropriate for your business. You need to submit all the documents listed in the Govt. checklist.Fire Department NOCAccording to the Fire Services Act in your State or the Building Bye-Laws, you need to get an NOC from the Chief Fire Officer. If your building is notified under the Fire Services Act, you also need to fill out a questionnaire. You need the following documents:2 sets of the building plan along with information prescribed by the bye-laws.Duly filled in questionnaire, if applicable.A Model of the building.Check list with certification from the Architect.Special Provisions for Restaurant and Catering BusinessSince restaurants and catering businesses are registered under both VAT as well as Service Tax, some special tax provisions are applicable to them.These businesses need to pay service tax on only a certain portion of their bill amount, and not the entire bill. The primary aim behind these provisions is to avoid taxing the same amount more than once.A restaurant needs to pay service tax on only 40 percent of the bill amount. This means that with the current Service Tax rate of 6 percent, the restaurant will charge service tax only at the rate of 6 percent on total bill. Moreover, non-AC restaurants do not need to pay any Service Tax. Factory canteens also don’t need to pay service tax.An outdoor catering business needs to pay service tax on only 60 percent of the bill amount. This is because the service portion in an outdoor catering business is greater than that of a restaurant business.With this information in hand, it is easy to fulfill all legal formalities for a food business. Following the guidelines and submitting all documents on the checklists will make sure that your registration process is seamless and smooth.If you want to a start a restaurant, catering, bakery, food truck business in India please visit PocketLawyer for more information & assistance.