Thus, when we speak about aircraft rescue fire fighting we must take into account two dimensions: airports’ fire security and aircraft rescue fire fighting vehicles themselves. A great experience in this sphere have the USA because at this period of time the rescue services were not developed well enough to provide the necessary help to people who were crashed and needed emergent aid. As a result a lot of people died though on the condition that fire fighting services had all essential equipment. Unfortunately, this extremely negative experience was practically forgotten after the war and existing systems were not effective enough to prevent serious fire accidents. The analysis made by the Airline Pilot Association in 1968 discovered that the majority of American commercial airports were not appropriately equipped and the only way out to avoid an enormous damage in the case of fire was the appeal to local municipal fire fighting services. Such situation couldn’t remain unchanged.

That is why since 1947 they had begun to develop airline commercial industry and at this moment it became obvious that the war experience may be used in civil aircraft rescue fire fighting and they had begun to implement the equipment of the war period. But due to the fact that some equipment and technologies were secret it was very difficult to rediscover those technologies that were used only for military purposes. At that time, airports, both commercial and military, traditionally used protein foam and bulk carbon dioxide as combined primary agents. The characteristics of agent were borrowed from the war experience and were technically limited because of the lack of ARFF vehicles of necessary type that were at the disposal of airports. The formula was calculated from the average amount of agent that was known from the experience of past accidents and the size of aircraft and maximum gross take off weight was the most important things for categorization here. The quantity of agent that was needed depended on the size of the largest aircraft that could land at the airport.

It seems strange enough but despite the fact that the formula was known in early post war years but it was kept in secret and couldn’t be published. It was finally promulgated only in 1951 and had only a status of suggestions. Only in the 1970-es it was officially recommended to use in everyday fire fighting practice and only in 1988 it had got the status of the standard. Later on the International Civil Aviation Organization worked out a number of suggestions for aircraft rescue fire fighting requirements. Periodically these requirements had been modernized and improved. Also there were created special work groups that had to control and to focus the development of technologies on the more scientific basis. These working groups could test the equipment and suggest their improvements that would be necessary to make.