meeting agenda nfpa technical committee on aircraft rescue ... · iii. review and accept minutes...

Meeting Agenda

NFPA

Technical Committee on Aircraft Rescue and Fire Fighting

First Draft Meeting NFPA 402, 403, 424

Second Draft Meeting NFPA 414

Salt Lake City, UT

July 27-30, 2015

I. Welcome and call to order by Chairman Kann

II. Introductions- members and guests

III. Review and accept minutes from the October 2014 meeting

IV. NFPA update – Curt Floyd, NFPA Staff

V. Review of cycles for NFPA 402, 403, 414, 424 and discussion

VI. Public comment/second revision development for NFPA 414

VII. Public input/first revision development for NFPA 402, 403, 424

VIII. Other Business- New and Old

a. Scope change status

b. Letter regarding response times

c. Discussion on Air Show Proposal

d. Discussion on maintenance of ARFF apparatus

XV. Next Meeting- SDM for NFPA 402, 403 and 424

XVI. Adjourn

MEETING MINUTES

Aircraft Rescue and Fire Fighting AIR-AAA

28 -29 October 2014

Swan and Dolphin

Orlando, FL

1

28 October 2014

The full committee meeting was opened by Chair Duane Kann at 08:10 on 28 October with the introduction of members and guests followed by opening remarks by the Chair.

Members Present:

Duane Kann, Chair, John McDonald, Secretary, Ken Holland, NFPA, Curt Floyd, NFPA, Ralph Colet, Ted Costa, Ross Davidson, Hanh Deniston, John Huffman, Ronald Jones, Stephen Listerman, John Maddox, John McLoughlin, Paul Meyer, Kevin Petit, Pam Phillips, Danny Pierce, Jason Shively, Marc Tonnacliff, Christopher Toten, Pierre Voisine, Bradford Colton, Ronald Krusleski, Paul Powell, Darrel Sooter, Tim Vanfleet.

Guests Present:

Justin Towles-AAAE, Grady North-E-One, Rene Herron-Embry-Riddle, Donald Holman-USMC, Jim Johannessen-UL, Paul Cudmore-Team Eagle, Steve McKeown-Team Eagle, Tom Hillenbrand-UL.

The minutes of the 18 March meeting were approved.

The Chair thanked Ken Holland, our outgoing staff liaison

Curt Floyd, our new staff liaison, reviewed the general procedures for the meeting

The cycle for NFPA 414 was reviewed, the slide covering the dates will be sent to the committee.

Staff and the Chair explained the issues encountered with the selection of a location for this meeting

MEETING MINUTES


28 -29 October 2014

Swan and Dolphin

Orlando, FL

2

The Chair discussed the merits of having task group work being submitted as public comments and why task groups were asked to review other public input prior to the meeting

The committee began processing Public Inputs and creating First Revisions for NFPA 414.

The chair proposed that we form a definition task group to correlate the definitions in all six of our standards. Steve Listerman volunteered to be the chair.

The meeting was adjourned at 17:30

29 October 2014

The Chair called the meeting to order at 08:02.

The Chair reviewed the methodology for commenting on inputs in order to allow everyone time to share their input.

Work resumed with the committee processing PI’s and creating First Revisions from chapter 4.

The final Public Input was processed at 15:25

Discussion was held on the need to address the following:

1. NFPA 403 definition for DEVS 2. NFPA 402 and 403 for ARFF definition 3. The NFPA requirement for commercial chassis manuals 4. NFPA Line Voltage requirements versus 1901 5. Radio Suppression 1901 versus J551/1 6. 6-3-13 cramp angle at full cramp (clarify) 7. 6.3.27.2 define 95th percentile or SAE for ear height

MEETING MINUTES


28 -29 October 2014

Swan and Dolphin

Orlando, FL

3

8. Chapter 5 Interior Access vehicle

A discussion was held about the task groups and committee involvement in the task groups.

The Scope of the committee was discussed

Seattle or Portland was proposed as the location for the next meeting the first week of August

Proposed realignment of the documents was discussed as follows;

(Cycle 1) 402, 403, 424

(Cycle 2) 405, 412, 414

The meeting was adjourned at 16:20

Public Input No. 13-NFPA 402-2015 [ Section No. 1.3.1 ]

1.3.1

Providing protection for the occupants of an aircraft takes precedence over all other operations. Fire controlis frequently an essential condition to ensure such survival. The objectives of the airport fire departmentshould be to respond to any aircraft

emergency in the minimum possible time and

emergency as expeditiously and as safely possible and employ rescue and fire-fighting techniqueseffectively. These objectives can be accomplished when properly trained personnel work together as ateam and apply the operational procedures presented in this guide.

Statement of Problem and Substantiation for Public Input

Substantiation: Committee believes that this wording takes into account the need for a fast response but insure that it’s done in a safe manner.

Submitter Information Verification

Submitter Full Name: ROBERT MATHIS

Organization: THE BOEING COMPANY

Affilliation: NFPA 402 Sub- Committee

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Submittal Date: Wed Jun 10 16:24:14 EDT 2015

National Fire Protection Association Report http://submittals.nfpa.org/TerraViewWeb/ContentFetcher?commentPara...

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Public Input No. 2-NFPA 402-2014 [ Chapter 2 ]

Chapter 2 Referenced Publications

2.1 General.

The documents or portions thereof listed in this chapter are referenced within this guide and should beconsidered part of the recommendations of this document.

2.2 NFPA Publications.

National Fire Protection Association, 1 Batterymarch Park, Quincy, MA 02169-7471.

NFPA 403, Standard for Aircraft Rescue and Fire-Fighting Services at Airports, 2009 edition 2014 .

NFPA 405, Standard for the Recurring Proficiency of Airport Fire Fighters, 2010 edition 2015 .

NFPA 407, Standard for Aircraft Fuel Servicing, 2012 edition 2017 .

NFPA 414, Standard for Aircraft Rescue and Fire-Fighting Vehicles, 2012 edition 2017 .

NFPA 424, Guide for Airport/Community Emergency Planning, 2013 edition .

NFPA 1003, Standard for Airport Fire Fighter Professional Qualifications, 2010 edition 2015 .

NFPA 1500, Standard on Fire Department Occupational Safety and Health Program, 2013 edition .

2.3 Other Publications.

2.3.1 FAA Publications.

Federal Aviation Administration, 800 Independence Avenue, SW, Washington, DC 20591.

FAA Advisory Circular FAA AC 150/5220–7 5210-7D , Aircraft Rescue and Firefighting Communications ,2008 .

FAA Advisory Circular AC 150/5220–17B , Aircraft Rescue and Firefighting Training Facilities , 2010 .

2.3.2 ICAO Publications.

International standards and recommended practices are promulgated by the International Civil AviationOrganization, 999 University St., Montreal Robert-Bourassa Boulevard, Montréal , Quebec H3C 5H7 ,Canada H3C 5H7 .

Airport Services Manual, Part 7: “Airport Emergency Planning,” second edition, 1991.

2.3.3 Research and Special Programs Administration, Materials Transportation Bureau PHMSAPublications .

Request for single free copy for emergency service organizations may be addressed to U.S. Department ofTransportation, Materials Transportation Bureau, 400 Seventh Street SW, Attention: DMT-11 Pipeline andHazard Materials Safety Administartion, Office of Pipeline Safety, East Building, 2nd Floor , 1200New Jersey Avenue SE , Mail Stop: E24-455 , Washington, DC 20590.

Emergency Response Guidebook, U.S. Department of Transportation, 2004 edition 2012 .

2.3.4 U.S. Government Publications.

U.S. Government Printing Government Publishing Office, Washington, DC 20402.

Title 18, U.S. Code, Section 2332a, “Use of Weapons of Mass Destruction.”


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2.3.5 Other Publications.

Merriam-Webster’s Collegiate Dictionary, 11th edition, Merriam-Webster, Inc., Springfield, MA, 2003.

2.4 References for Extracts in Advisory Sections.

NFPA 10, Standard for Portable Fire Extinguishers, 2010 edition 2017 .

NFPA 11, Standard for Low-, Medium-, and High-Expansion Foam, 2010 edition 2015 .

NFPA 16, Standard for the Installation of Foam-Water Sprinkler and Foam-Water Spray Systems, 2011edition 2015 .

NFPA 17, Standard for Dry Chemical Extinguishing Systems, 2009 edition 2013 .

NFPA 302, Fire Protection Standard for Pleasure and Commercial Motor Craft, 2010 edition 2015 .


NFPA 408, Standard for Aircraft Hand Portable Fire Extinguishers, 2010 edition 2017 .

NFPA 424, Guide for Airport/Community Emergency Planning, 2013 edition .

NFPA 472, Standard for Competence of Responders to Hazardous Materials/Weapons of MassDestruction Incidents, 2013 edition .

NFPA 600, Standard on Industrial Fire Brigades, 2010 edition 2015 .

NFPA 921, Guide for Fire and Explosion Investigations, 2011 edition 2017 .

NFPA 1051, Standard for Wildland Fire Fighter Professional Qualifications, 2012 edition 2016 .

NFPA 1670, Standard on Operations and Training for Technical Search and Rescue Incidents, 2009edition 2017 .

NFPA 1981, Standard on Open-Circuit Self-Contained Breathing Apparatus (SCBA) for EmergencyServices,2007 edition 2013 .


Referenced current editions.

Related Public Inputs for This Document

Related Input Relationship

Public Input No. 3-NFPA 402-2014 [Chapter G]


Submitter Full Name: Aaron Adamczyk

Organization: [ Not Specified ]

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2.3.2 ICAO Publications.

International standards and recommended practices are promulgated by the International Civil AviationOrganization, 999 University St., Montreal, Quebec, Canada H3C 5H7.

Airport Services Manual, Part 7: “Airport Emergency Planning,”

second edition, 1991.


Substantiation: Remove edition. The references to the document in the body of the document only reference the document as a whole and therefore specific editions aren’t needed.




Affilliation: NFPA 402 Sub-Committee

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2.3.3 Research and Special Programs Administration, Materials Transportation Bureau.

Request for single free copy for emergency service organizations may be addressed to U.S. Department ofTransportation, Materials Transportation Bureau, 400 Seventh Street SW, Attention: DMT-11, Washington,DC 20590.

Emergency Response Guidebook, U.S. Department of Transportation, 2004 edition .







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Merriam-Webster’s Collegiate Dictionary, 11th edition, Merriam-Webster, Inc., Springfield, MA, 2003 .







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Merriam-Webster’s Collegiate Dictionary, 11th edition, Merriam-Webster, Inc., Springfield, MA, 2003 .


Remove edition. The references to the document in the body of the document only reference the document as a whole and therefore specific editions aren’t needed.




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Submittal Date: Fri Jun 19 10:53:45 EDT 2015


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Public Input No. 17-NFPA 402-2015 [ Section No. 3.1 ]

3.1 General.

The definitions contained in this chapter apply to the terms used in this guide. Where terms are not definedin this chapter or within another chapter, they should be defined using their ordinarily accepted meaningswithin the context in which they are used. Merriam-Webster’s Collegiate Dictionary, 11th edition, is thesource for the ordinarily accepted meaning.







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Public Input No. 35-NFPA 402-2015 [ New Section after 3.2.4 ]

TITLE OF NEW CONTENT

Shall: Indicates a mandatory requirement


Shall definition not listed in general definitions.


Submitter Full Name: STEPHEN LISTERMAN

Organization: CINCINNATINORTHERN KENTUCKY I

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Submittal Date: Tue Jun 23 14:12:16 EDT 2015


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Type your content here ...

Standard: A document, the main text of which contains onlymandatory provisions using the word “shall” to indicaterequirements and which is in a form generally suitable formandatory reference by another standard or code or foradoption into law. Nonmandatory provisions are not to beconsidered a part of the requirements of a standard andshall be located in an appendix, annex, footnote,informational note, or other means as permitted in theManual of Style for NFPA Technical CommitteeDocuments .


Consistent with NFPA 402, 414




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3.3.9 * Aircraft Rescue and Fire Fighting (ARFF).

The fire-fighting action taken to prevent, control, orextinguish fire involved or adjacent to an aircraft for thepurpose of maintaining maximum escape routes foroccupants using normal and emergency routes for egress.Additionally, ARFF personnel will enter the aircraft to provideassistance to the extent possible in the evacuation of theoccupants. Although life safety is primary to ARFFpersonnel, responsibilities such as fuselage integrity andsalvage should be maintained to the extent possible


Change to match 414.




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3.3.13 Airport Air Traffic Control (ATC).

A service established to provide air and ground traffic control for airports.


Substantiation: Proper term is Air Traffic Control. The use in the document is only as air traffic control and air traffic controller.





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Public Input No. 19-NFPA 402-2015 [ Section No. 3.3.16.1 ]

3.3.16.1 Critical Rescue and Fire-Fighting Access Area.

The rectangular area surrounding any runway within which most aircraft accidents can be expected tooccur on airports. Its width extends 150 m (500 ft) from each side of the runway centerline, and its length is1000 m (3300 ft) beyond each runway end threshold .


Substantiation: Proper term for end of runway.





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3.3.18 Backdraft.

A phenomenon that occurs when a fire takes place in a confined area, such as a sealed aircraft fuselage,and burns undetected until most of the oxygen within is consumed. The heat continues to produceflammable gases, mostly in the form of carbon monoxide. These gases are heated above their ignitiontemperature and when a supply of oxygen is introduced, as when normal entry points are opened, thegases could ignite with explosive force.


Substantiation: This term is not used anywhere in the document.





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3.3.18 Backdraft.

A

phenomenon that occurs when a fire takes place in a confined area, such as a sealed aircraft fuselage,and burns undetected until most of the oxygen within is consumed. The heat continues to produceflammable gases, mostly in the form of carbon monoxide. These gases are heated above their ignitiontemperature and when a supply of oxygen is introduced, as when normal entry points are opened, thegases could ignite with explosive force.

deflagration resulting from the sudden introduction of air intoa confined spcae containing oxygen-deficient products ofincomplete combustion


Maintain consistency with NFPA 921 and 1403.




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3.3.19 * Bogie.

A tandem arrangement of aircraft landing gear wheels.







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3.3.32.1 Complementary Extinguishing Agent.

Refers to an extinguishing agent that has the compatibility to perform fire-suppression functions in supportof a primary extinguishing agent and where extinguishment might not be achievable using only the primaryagent.

Agents that provide unique extinguishing capability beyondthe primary chosen agent.


Maintain consistency with 414.




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3.3.36.1 Class A.

Ordinary combustibles

Fire in ordinary combustible materials, such as wood, cloth,paper, rubber, and many plastics .


Consistent with NFPA 11 and 16




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3.3.36.2 Class B.

Flammable liquids

A fire in flammable liquids, combustible liquids, petroleumgreases, tars, oils, oil-based paints, solvents, lacquers,alcohols, and flammable gases .


Maintain consistency with NFPA 11 and 16




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3.3.36.2 Class B.

Flammable liquids

A fire that involves energized equipment where the electricalresistivity of the extinguishing media is of importance .


Maintain consistency with NFPA 11




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3.3.43 Flight Technical Crew (FTC).

Includes pilots, flight engineers, and flight attendants who crew on aircraft movement.







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3.3.44.1 * Aqueous Film Forming Foam (AFFF) Concentrate.

A concentrate based on fluorinated surfactants plus foamstabilizers to produce a fluid aqueous film for suppressinghydrocarbon fuel vapors and usually diluted with water to a1 percent, 3 percent, or 6 percent

solution. [ 16, 2011]

solution


Maintain consistency with NFPA 11, 403, and 412




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3.3.44.3 * Fluoroprotein Foam.

A protein

-based

foam concentrate

to which fluorochemical surfactants have been added.

incorporating one or more fluorochemical surfactants toenhance its tolerance to fuel contamination


Consistency with 414




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3.3.44.4 Protein Foam Concentrate .

A

protein-based foam concentrate that is stabilized with metal salts to make a fire-resistant foam blanket.[ 403, 2009]concentrate consisting primarily of products from a

protein hydrolysate, plus stabilizing additives and inhibitors

to protect against freezing, to prevent corrosion of

equipment and containers, to resist bacterial decomposition,

to control viscosity, and otherwise to ensure readiness for use

under emergency conditions.


Maintain same definition throughout NFPA documents




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Submittal Date: Thu Jul 02 08:54:46 EDT 2015


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3.3.46 Foam Blanket.

A covering of foam over

the

a surface

of flammable liquids to provide extinguishment and

to insulate, prevent ignition , or extinguish the fire .


Maintain consistency with NFPA 1145




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3.3.50 Forward Looking Infrared (FLIR).

A thermal imaging system (camera), which can be vehicle-mounted, designed to detect thermal energy.

The detection of heat energy radiated by objects to producea “thermal image.” This thermal image is converted byelectronics and signal processing into a visual image thatcan be viewed by the operator.


Maintain consistency with 414




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3.3.56 Halogenated Agent Agents .

A liquefied gas extinguishing agent that extinguishes fire by chemically interrupting the combustion reactionbetween fuel and oxygen. Halogenated agents leave no residue.






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3.3.59 Hazardous Materials.

A substance

Substances (

either matter —

solid, liquid, or gas

— or energy

) that when released

is

are

capable of creating harm to people, the environment, and

property, including weapons of mass destruction (WMD) as defined in 18, U.S. Code, Section 2332a , andas well as any other criminal use of hazardous materials, such as illicit labs, environmental crimes, orindustrial sabotage. [ 472, 2013] (See Annex F .)

property


Maintain consistency with NFPA 1851, 1855, 1991, 1992.




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3.3.64 International Civil Aviation Organization (ICAO).

An international

aviation

body

, operating under the auspices of the United Nations, that produces technical safety documents for civil airtransport.

charged with matters dealing with the development,coordination, and preservation of international civil aviation.






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3.3.72 Overhaul.

The

process

final stages of

final extinguishment after

fire extinguishment, following knockdown

of the main body of

a fire has been knocked down. All traces of fire must be extinguished at this time

fire, during which pockets of fire are

sought out to complete extinguishment .






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3.3.82 Runoff.

Liquids that flow by gravity away from an aircraft accident and might include aviation fuel (ignited or not),water/foam from fire-fighting streams, liquid cargo, or a combination of these liquids.


Substantiation: “Foam” was not included and should be as it is part of the environmental concern.





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3.3.87 Aircraft Skin.

The outer covering of an aircraft fuselage, wings, and empennage.


Substantiation: The word skin is used within the document for both aircraft and human terminology. Adding aircraft to the term clarifies the context of the term.

****Same addition of the word “aircraft” will be needed in the body in the following sections. This may require individual Task Group Comments or may be editorial. (3.3.15, 3.3.73, 6.11, 7.5.11.1(3), 8.1.2(4), Figure 8.1.2, 8.1.3, Figure 8.1.3, 9.4.3, 11.4.4, Figure 11.4.4 and E2 Substantial Damage).





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3.3.93.2 Response Time.

The total period of time measured from the time of analarm until the first ARFF vehicle arrives at the scene ofan aircraft accident /incident and is in position to apply

agent to any fire.

agent






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Public Input No. 9-NFPA 402-2014 [ New Section after 3.3.100.1 ]

3.3.101 US National Grid

The United States National Grid is a standard area and point grid reference system that quickly enablesmulti-discipline and multi-jurisdictional emergency service agencies to precisely locate incidents anduniversally communicate locations using paper maps and/or electronic applications. It is based upon thewidely used Universal Transverse Mercator (UTM) Coordinate system developed in 1947 and the MilitaryGrid Reference System (MGRS) used by all NATO forces and the National Guard, since 1949. It becamethe national standard (FGDC-STD-011-2001) for civilian purposes in 2001. It was designated as the landsearch & rescue standard coordinate system in 2011, by the National Search & Rescue Commitee; a groupof federal agencies.


In reference to Public Input submitted for 4.5.2.1 that is about US National Grid use, this is a definition for US National Grid. Corroboration: a) NAPSG Implementation Guide: http://napsgfoundation.org/wp-content/uploads/2014/01/Implementation-Guide-to-The-USNG.pdf b) land SAR: http://www.epcupdates.org/2012/03/nsarc-designates-usng-as-land-sar.html c) standard: https://www.fgdc.gov/usng



Public Input No. 8-NFPA 402-2014 [New Section after 4.5.2] Definition for grid type specified


Submitter Full Name: ALBERT W STUDT

Organization: URS FEDERAL TECHNICAL SERVICES

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Submittal Date: Wed Dec 24 09:47:15 EST 2014


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4.2.6

Grid maps should be provided for each airport and its environs. They should be ruled with numbered andlettered grids, as shown in Figure 4.2.6, to permit rapid identification of any response area. The areacovered by a grid map should be a distance of 8 km (5 mi) from the center of the airport. This distance canvary depending upon the type of terrain or location of the airport in relation to other emergency facilities.Map nomenclature should be compatible with that used by off-airport public safety authorities. Two or moremaps might be required where the area exceeds an 8 km (5 mi) radius. One map should display medicalfacilities, heliports, and other features according to the airport/community emergency plan. Where morethan one grid map is used, grid identifications should differ by color and scale to assist in their identification.Prominent local features, access routes, staging areas, and compass headings should be shown tofacilitate locating accident and medical facility sites. Copies of grid maps should be prominently displayed atATC, the airport operations office, each airport and community fire station, and all mutual aid services, andshould be carried on all appropriate emergency vehicles.

Figure 4.2.6 Typical Airport Grid Map. Update Grid Map


Grid map provided is too busy and needs to be replaced with a less complex example. Committee will provide same samples to choose from.




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4.2.10

Sufficient ARFF vehicles and , personnel and equipment should be provided to meet the required level ofprotection as specified in NFPA 403, Standard for Aircraft Rescue and Fire-Fighting Services at Airports, forthe airport during flight operations. When this protection level is reduced for any reason (e.g., off-airportresponse, mechanical breakdown, lack of qualified personnel, etc.), all incoming and departing aircraftshould be notified of the change in ARFF capability.


“personnel” should be included along with vehicles and equipment to complete the requirement.




Affilliation: 402 Sub Committee

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4.2.10

Sufficient ARFF vehicles and equipment should be provided to meet the required level of protection asspecified in NFPA 403, Standard for Aircraft Rescue and Fire-Fighting Services at Airports, for the airportduring flight operations. When this protection level is reduced for any reason (e.g., off-airport response,mechanical breakdown, lack of qualified personnel, etc.), all incoming and departing aircraft should benotified of the change in ARFF capability category .


“category” more clearly defines the service level available.





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4.3.3

The complexity of modern aircraft and the variety of types in service make it difficult to train ARFFpersonnel in all the important design features of each model. However, personnel should become asfamiliar as possible with each type of aircraft that normally uses the airport. Particular emphasis should beplaced on all of the following:

(1) Location and operation of normal and emergency exits, cargo doors, equipment, and galley accessdoors

(2) Seating configurations

(3) Type of fuel and location of fuel tanks

(4) Location of ejection seats and armament (military aircraft)

(5) Locations of batteries, hydraulics, and oxygen systems

(6) Positions of break-in points on the aircraft

(7) Location of rapidly activated standby generators or turbines

(8) Fire access panels

(9) Location of aircraft construction materials (carbon fibers, composite materials, etc.) that are subject toreleasing hazardous/toxic substances while burning

(10) Hazard Areas e.g.collapse zones


Add hazard areas to capture other hazards that might not be identified in 1-9.





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4.4.2

It is desirable that airport ARFF vehicles be able to monitor or be in direct voice communications with anaircraft during an emergency situation. This procedure is especially important when airport control towersare not in operation. A discrete emergency frequency (DEF), where available, should be used forcommunications between the aircraft crew and the ARFF incident commander. (See 10.4.2.1 foradditional information on this topic.)


10.4.2.1 provides no additional information on DEF.





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4.5.2.1 Grid map standard

Grid maps of the airport and surrounding area shall display federal standard FGDC-STD-011-2001 USNational Grid for interoperability across all jurisdications. Quick reference atlas grids (A-Z, 1-99) while notprohibited, are known to be non-interoperable.

Additional Proposed Changes

File Name Description Approved

USNG-NFPA402-Studt-1.jpg

US National Grid, 100 meter grid squares. Explanatory only, not intended for use as a figure

USNG-NFPA402-Studt-2.jpg

US National Grid, 1 Km grid squares, location of crash plotted. Rules for USNG are "right, then up". Explanatory only, not intended for use as a figure


US National Grid is the national standard coordinate system of the USA. It is designed for ground based operations and is functionally equivalent to US military's and NATO's Military Grid Reference System. It is the land search & rescue standard per the National Search & Rescue Committee since 2011. Many after action reports for wide area events cite a need for a common grid system. The use of a grid on a map to make it a tool is not disputed as a grid concept is referenced in 4.5.2. However the type of grid is undefined. Crash maps showing atlas grid of A-Z, 1-99, are not interoperable. Coordinate B,27 cannot be displayed on a GPS or web application. Additionally, responders to B, 27 must have that specific map where B.27 is displayed. In contrast, and with valued-added, US National Grid can be on the local maps made & issued by the airport to surrounding jurisdictions. However, if that map was not in the hand of a responder, or if an incident was beyond the map's margins, all could use their own tools of GPS, computer aided dispatch, mobile data terminal, smart phone or web tool to display the grid and navigate accordingly. On 12/8/14, there was a crash in Maryland. The geo-location by US National Grid was: 18T UJ 116 390 on Drop Forge Lane, Gaithersburg. Those 11 characters are the worldwide coordinate to 100 meter square. For local operations, the reference could have been just 116 390, just six(6) digits. Regionally (state) the reference could have been UJ 116 390.

Corroboration: a) Land SAR directive: http://www.epcupdates.org/2012/03/nsarc-designates-usng-as-land-sar.html b) federal standard: https://www.fgdc.gov/standards/projects/FGDC-standards-projects/usng/fgdc_std_011_2001_usng.pdf c) Fire Engineering article: http://www.fireengineering.com/articles/2014/08/the-us-national-grid-right-then-up.html d) link to map display of 18T UJ 116 390: http://t.co/sB6urn7pd8 e) crash notice: https://twitter.com/USNGFlorida/status/542006086069280768 f) crash to runway graphic: https://twitter.com/USNGFlorida/status/542013398415077377



Public Input No. 9-NFPA 402-2014 [New Section after 3.3.100.1]


Submitter Full Name: ALBERT W STUDT

Organization: URS FEDERAL TECHNICAL SERVICES

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Submittal Date: Wed Dec 24 08:14:10 EST 2014


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5.1.2

The prime mission of all concerned is the safety of all persons aboard the aircraft and any others involvedin the emergency. Duties and responsibilities can generally be defined as follows:

(1) Flight deck crews hold the primary responsibility and flight attendants bility for the aircraft and for thesafety of its occupants. The final decision to evacuate an aircraft, and how to do so, is made by theflight deck crew, provided they are able to function in the normal manner at the time .

(2) Flight deck crews and flight attendants share responsibility for the aircraft and for the safety of itsoccupants. The final decision to evacuate an aircraft, and how to do so, is made by the flight deckcrew and flight attendants, provided they are able to function in the normal manner at the time.

(3) It is the duty of responding ARFF personnel to create conditions in which survival is possible andevacuation or rescue can be conducted. As visibility from within an aircraft is limited, any externalfeatures or situations likely to be of significance in the evacuation process should be communicated tothe aircraft’s crew. Should it become apparent that crew incapacitation precludes their initiation ofevacuation, the incident commander of the ARFF personnel should take the initiative to do so.


The original first 2 paragraphs were identical with the exception of a few words. The proposed re-write is intended to remove the duplicate information and separate the two points.





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5.1.2


(1) Flight deck crews hold the primary responsibility for the aircraft and for the safety of its occupants.The final decision to evacuate an aircraft, and how to do so, is made by the flight deck crew, providedthey are able to function in the normal manner at the time.


(3)



The original paragraphs were identical with the exception of a few words. The proposed re-write is intended to remove the duplicate information and separate the two points.





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5.1.2


(1) Flight deck crews hold the primary responsibility for the aircraft and for the safety of its occupants.The final decision to evacuate an aircraft, and how to do so, is made by the flight deck crew, providedthey are able to function in the normal manner at the time.



(4) In some cases evacuation and passenger assisted rescues may have already commenced prior tothe arrival of the ARFF crews.


The addition of (4) takes into account all possible scenarios.





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5.2.3

Where a more direct means of communication cannot be established, a designated ARFF individual shouldgo to the left side of the aircraft nose and establish direct eye contact and voice communications with thecaptain of the flight deck crew. If engine noise is a problem and a power megaphone is not available, itmight be necessary to resort to hand signals to communicate. Figure 5.2.3 depicts standard internationalground-to-aircraft hand signals that should be used by ARFF personnel to communicate with the captainduring emergencies. These hand signals are established for emergency communication between the ARFFIncident Commander and/or ARFF Fire Fighters and the Cockpit and/or Cabin Crews of the IncidentAircraft. ARFF Emergency Hand Signals should be given from the left front side of the aircraft for thecockpit crew. (Note: In order to communicate more effectively with the cabin crew, Emergency Hand Signalsmay be given by ARFF Fire Fighters from other positions.)

Figure 5.2.3 Standard International Ground-to-Aircraft Signals. (Photos courtesy of the Air LinePilots Association.)

Add an additional hand signal for "Which side of the Aircraftthe Evacuation Should take Place On".


This will provide a better level of safety of for occupants as well as ARFF crews.




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5.2.4

If aircraft engines are operating, ARFF personnel should use extreme caution when approaching an aircraftfor communications purposes as described in 5.2.2 and 5.2.3. The aircraft should be approached only fromthe front and well ahead of the nose and, if possible, in full view of the captain. Vehicle and hand-held lightsshould be used in periods of darkness and poor visibility. See Table 5.2.4 for light-gun signals.

Table 5.2.4 Standard Air Traffic Control Tower Light-Gun Signals

Meaning

Color andType

of Signal

Movement of Vehicles,Equipment, and Personnel

Aircraft on

the GroundAircraft in Flight

Steadygreen

Cleared to cross, proceed,

or go

Cleared fortakeoff

Cleared to land

Flashinggreen

Not applicableCleared fortaxi

Return for landing (to be followed bysteady green at the proper time)

Steady red STOP STOPGive way to other aircraft and continuecircling

Flashing red Clear the taxiway/runway

Return to starting point on airport

Taxi clear of runway inuse

Airport unsafe, do not land

Flashing whiteReturn to starting point onairport

Return to starting point onairport

Not applicable

Alternating red andgreen

Exercise extreme caution Exercise extreme cautionExercise extremecaution


The wrong text was inserted in this one box on table 5.2.4. Please see Advisory Circular 150/5210-7D to verify.


Submitter Full Name: Chad Greathouse

Organization: Blue Grass Airport

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Submittal Date: Tue Jan 20 14:33:18 EST 2015


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6.2.7

Positioning equipment (e.g., DEVS Driver's Enhanced Vision Sysytem ) can be installed on ARFF vehiclesso drivers know their position on the airport at all times. See NFPA 414


DEV need to be spelled out and reference NFPA 414





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7.2.2.2

A Local Standby Alert should also be initiated when an aircraft approaching the airport is known orsuspected to have developed some defect, but the trouble is not such as would normally involve anyserious difficulty in effecting a safe landing.


This paragraph states the same thing as 7.2.2. There is no new or additional information provided.





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7.3.1

ARFF vehicles should approach any aircraft accident by the route that provides the quickest responsetime most expeditious and safe as possible response . This might not necessarily be the shortest distanceto the scene. Traversing unimproved areas can take longer than traveling a greater distance on pavedsurfaces such as taxiways, ramps, and roads. Total response time is vital. Preferred routes, especiallythose within the critical rescue and fire-fighting access area, should be preselected. Practice response runsshould be made under both ideal and inclement weather conditions.


: Committee believes that this wording takes into account the need for a fast response but insure that it’s done in a safe manner. It is also consistent with recommendation in 1.3.1.





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7.5.9

On a Boeing 767, if the ground spoilers are deployed and an overwing plug overwing exit is opened, theground spoilers will rapidly retract down. This is done so that exiting passengers will not be hampered inevacuation. The slide also deploys from the side of the fuselage.


The term overwing plug is not a term used in the document. In the situation explained in the text, a plug style door is described however an overwing exit is the object being discussed.





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Public Input No. 65-NFPA 402-2015 [ New Section after 7.5.11.1 ]



7.5.11.5 Lithium Ion Main Battery Events

Some airplanes, both commercial and military are being equipped with lithium-ion batteries. These batteriesstore energy that can generate intense heat in the event of a short circuit or other failures. Lithium-ionbatteries can short circuit if they are improperly packaged, dropped, damaged or have manufacturingdefects.

Each lithium-ion cell contains a flammable electrolyte. If the cell has a short circuit or is exposed to hightemperatures, it can swell and the electrolyte may begin to vaporize creating internal pressure resulting in athermal runaway.

For example on the Boeing 787 the lithium-ion batteries are secured inside a reinforced stainless steelenclosure that is capable of containing a lithium-ion battery event. Venting of vapor during a battery failureevent may be visible from an exterior vent on the bottom of the airplane under the forward or aft Electricaland Electronic (E&E) bay. During active venting, there is no reason to make access to the E&E bay.


Consideration needs to be given to other Lithium battery locations on the aircraft as well as batteries that are carried and in cargo.





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7.5.11.1 (Add a diagram)

A size-up (risk assessment) of whether or not composite materials are involved should be undertaken, andthe appropriate level of personnel protection for site management established. Factors to be consideredshould include the following:

(1) Whether composite materials, carbon, aramid, boron, fiberglass, or other synthetics are involved.

(2) The scale of involvement.

(3) Whether the composite material components in the internal airframe structure (e.g., flooring, seating)(internal containment if fuselage is intact) or external airframe structure (e.g., skin panel controlsurfaces, rotor blades) are free to atmosphere.

(4) The prevailing wind and weather conditions.

(5) Composite material fibers cannot normally be detected by the naked eye.

(6) Whether there is a fire or immediate risk of fire. ARFF vehicles should be positioned on the upwindside whenever possible. This must be taken into consideration when dealing with wheel assembly firesin the initial fire-fighting attack. Once the smoke plume has been controlled, the traditional fore and aftARFF vehicle deployment can be implemented. Composite material characteristics relative to heat areas follows:

(7) Carbon fiber gives off cyanide gas at 150°C (328°F).

(8) Carbon fiber supports a flame at 195°C (409°F).

(9) Delamination occurs between 250°C and 300°C (508°F and 598°F).

(10) The size, type, age, and contents of the aircraft. (ARFF crews should be aware of retrofittedstructures and components on aircraft.)

(11) A minimum distance of 100 m (321 ft) from the main fuselage and 30 m (96 ft) from debris, whicheveris greater, should be considered contaminated initially and become the boundary in establishing arestricted area. Personnel should, whenever tactically possible, remain upwind and uphill on the crashscene, although this should not impair the effective operational deployment of ARFF vehicles,equipment, or personnel.

(12) If crew and passengers self-evacuate an aircraft, assembly and coaching points must be upwind andoutside of the restricted area (inner cordon).

(13) Airborne fibers are highly conductive and can seriously damage electrical installations.

(14) All aircraft and buildings downwind must be warned that there may be fibers in the atmosphere. It is tobe advised that ventilation systems drawing air into buildings are closed, as this will minimize the riskof the polluted atmosphere being drawn into the interior of the building.

(15) All foot traffic through the area must be curtailed.

(16) Motorized traffic in the area must be kept to a minimum.

(17) Helicopters must not be allowed over the affected area, as this could disturb the foam blanket andagitate the fibers by the downdraft helicopters create.

(18) Any machinery or electrical equipment likely to be affected by smoke in any composite materialrelated to the incident should not be used until it has been checked. Where smoke from compositematerials has been involved, a sticky lacquer-type residue is left that can seriously impair moving partsin machinery.

(19) Vehicle marshaling areas and subsequent triage areas should be established upwind and inaccordance with established procedures.

(20) Accident sites may involve large numbers of people, many of whom may go to the sceneunnecessarily if not controlled. Clear command structures are essential for overall effectiveness.

(21) The spread of exposure of composite materials should be limited.

(22) The exposure of personnel and valuable equipment to composite materials should be limited.



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Diagram could possibly provide better clarity of what the ARFF crews should be looking for.





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7.5.11.1




(3) Whether the composite material components in the internal airframe structure (e.g., flooring,seating) (internal containment if fuselage is intact) or external airframe structure (e.g., skin panelcontrol surfaces, rotor blades) are free to atmosphere.



(6) Whether there is a fire or immediate risk of fire. ARFF vehicles should be positioned on the upwindside whenever possible. This must be taken into consideration when dealing with wheel assemblyfires in the initial fire-fighting attack. Once the smoke plume has been controlled, the traditional foreand aft ARFF vehicle deployment can be implemented.

Composite material characteristics relative to heat are as follows:

(1)

Carbon fiber gives off cyanide gas at 150°C (328°F).

Carbon fiber supports a flame at 195°C (409°F).

Delamination occurs between 250°C and 300°C (508°F and 598°F).


(1) A minimum distance of 100 m (321 ft) from the main fuselage and 30 m (96 ft) from debris,whichever is greater, should be considered contaminated initially and become the boundary inestablishing a restricted area. Personnel should, whenever tactically possible, remain upwind anduphill on the crash scene, although this should not impair the effective operational deployment ofARFF vehicles, equipment, or personnel.



(4) All aircraft and buildings downwind must be warned that there may be fibers in the atmosphere. It isto be advised that ventilation systems drawing air into buildings are closed, as this will minimize therisk of the polluted atmosphere being drawn into the interior of the building.




(8) Any machinery or electrical equipment likely to be affected by smoke in any composite materialrelated to the incident should not be used until it has been checked. Where smoke from compositematerials has been involved, a sticky lacquer-type residue is left that can seriously impair movingparts in machinery.






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The validity of the information is debatable. The information is very specific to certain types of composites. The point of the section is simply to be cognizant of the hazards of composite materials.





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7.5.11.1












(11)














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No recommended action provided with this statement and topic is covered elsewhere.





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7.5.11.1







(6)



















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This is not a valid statement. Composites are utilized in varying degrees. Individually products of combustion are not discernable





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7.5.11.1


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(6) Whether there is a fire or immediate risk of fire. ARFF vehicles should be positioned on the upwindside whenever possible. This must be taken into consideration when dealing with wheel assemblyfires in the initial fire-fighting attack. Once the smoke plume has been controlled, the traditional foreand aft ARFF vehicle deployment can be implemented. Composite material characteristics relative toheat are as follows:




(10)

(11)

(12)













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Not necessary due to the fact that the section does not provide a special tactic or strategy for composite material.





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7.5.11.1


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(11) A minimum distance of 100 m (321 ft) from the main fuselage and 30 m (96 ft) from debris,whichever is greater, should be considered contaminated initially and become the boundary inestablishing a restricted area. Personnel should, whenever tactically possible, remain upwind anduphill on the crash scene, although this should not impair the effective operational deployment ofARFF vehicles, equipment, or personnel.



(14) All aircraft and buildings downwind must be warned that there may be fibers in the atmosphere. It isto be advised that ventilation systems drawing air into buildings are closed, as this will minimize therisk of the polluted atmosphere being drawn into the interior of the building.




(18) Any machinery or electrical equipment likely to be affected by smoke in any composite materialrelated to the incident should not be used until it has been checked. Where smoke from compositematerials has been involved, a sticky lacquer-type residue is left that can seriously impair movingparts in machinery.





(23)

(24)

(25)


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(26)

(27)

(28)

(29)

(30)

(31)

(32)

(33)

(34)


These are standard tactics that is not unique to composites. Contamination should be considered on all fire responses. Coordination should always be done with the proper environmental agency for proper disposal and clean up.





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7.5.11.4 Ballistic Parachutes Recovery System .

7.5.11.4.1

An increasing number of certified general aviation, amateur built, light sport, and ultralight aircraft are nowbeing fitted with a Ballistic Recovery System (BRS BPRS ). In the event of an aircraft structural failure orloss of flight control, the pilot can activate the BRS BPRS . The BRS BPRS is designed to recover controland lower the aircraft and occupants to the ground at a survivable rate. A typical BRS BPRS consists of aparachute, attachment cables, and a propellant system for deployment.

7.5.11.4.2

The components of the propellant system will contain detonators, small explosive charges, and solid-fuelrocket motors, which cannot be rendered safe by emergency response personnel.

7.5.11.4.3

Inadvertent operation of a BRS BPRS may result in serious injury or death. When approaching a generalaviation accident, an early assessment should be made to determine if a BRS BPRS is installed. A robustemergency plan should be developed for dealing with BRS BPRS that safeguards emergency respondingpersonnel and the aircraft occupants against inadvertent operation during extrication activities andwreckage movement. Further information can be found on the NTSB website (www.ntsb.gov).


BRS is a manufacturers name and BPRS is considered a more accurate term.





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Public Input No. 12-NFPA 402-2015 [ Section No. 7.5.11.4.3 ]

7.5.11.4.3

Inadvertent operation of a BRS may result in serious injury or death. When approaching a general aviationaccident, an early assessment should be made to determine if a BRS is installed. A robust emergency planshould be developed for dealing with BRS that safeguards emergency responding personnel and theaircraft occupants against inadvertent operation during extrication activities and wreckage movement.Further information can be found on the NTSB the

FAA website

( http:// www.

ntsbfaa .gov /airports/airport_safety/aircraft_rescue_fire_fighting/ ) u n d er ARFF and first respondertraining and also

specifically see Certification Alert 13-04 under ARFF related CertAlerts .



NFPA_402_TIA_13-1.pdf NFPA TIA 13-1 Log # 1154


"Note: This public input originates from Tentative Interim Amendment No. 13-1 (Log #1154) issued by the Standards Council on August 14, 2014 and per the NFPA Regs., needs to be reconsidered by the Technical Committee for the next edition of the Document"

Emergency Nature: This proposed temporary interim amendment (TIA) meets the emergency nature threshold due to the fact that the link to the NTSB website that is in the current document does not provide any training on the ballistic recovery systems (BRS). In fact the NTSB website does not contain any of the information that is suggested in the text of the section, thus necessitating the submission of this TIA. The new text that is being proposed and provided offers users some in-depth training and information on the BRS that can be incorporated into an emergency plan keeping emergency personnel safe.


Submitter Full Name: TC on AIR-AAA

Organization: NFPA 402 TC on Aircraft Rescue and Fire Fighting

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Submittal Date: Mon Mar 30 13:11:51 EDT 2015


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8.1.1

It is fundamental that ARFF personnel have a working knowledge of named parts and construction of anaircraft to ensure commonality in terms used and recognition of potential difficulties and hazards whengaining access or extricating casualties. Aircraft are manufactured in many sizes. However, the terms usedin respect to identification of structural features are common to most sizes of aircraft. These are identified inFigure 8.1.1.

Figure 8.1.1 Nomenclature for Aircraft Structural Features. (Update diagram and add a side view)


Need to provide the most up to date diagrams possible. The current diagram is out of date and there should also include a diagram of a side view of the aircraft.





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8.2.7

Many aircraft cabin materials in current and continuing use, as well as newer fire-resistive materials, canproduce high concentrations of toxic gases when heated even though no open flaming is visible. Someexamples of toxic gases given off by cabin materials are shown in Table 8.2.7 . (Therefore, it HydrogenCyanide (HCN), Ammonia (NH3), Benzene and Sulfur Dioxide (SO2). ( It is imperative that positive-pressure SCBA be worn by all fire fighters engaged in rescue, fire-fighting, and overhauling operations.)

Table 8.2.7 Toxic Gases Given Off by Aircraft Materials

Material Use Toxic Gases

Nylon Seats, curtains, carpeting Hydrogen cyanide (HCN)

Ammonia (NH 3 )

Silk Headcloth and curtains Hydrogen cyanide (HCN)

Ammonia (NH 3 )

Wool Seats, curtains, carpeting Hydrogen cyanide (HCN)

Ammonia (NH 3 )

Nitrogen dioxide (NO 2 )

Acrylics Glazing Hydrogen cyanide (HCN)

Polystyrene Insulation Benzene

Rubber Wiring systems Sulfur dioxide (SO 2 )

Hydrogen sulfide (H 2 S)

Urethanes Seating and insulation Hydrogen cyanide (HCN)

Ammonia (NH 3 )


Melamine Decorative laminates Hydrogen cyanide (HCN)

Ammonia (NH 3 )

Polyvinylchoride (PVC)Wiring insulation, paneling, and trim


Hydrogen chloride (HCl)

Carbon dioxide (CO 2 )

Carbon monoxide (CO)

Halogen acids

Acrylo-nitrile-

butadiene-

styrene (ABS)

Window surrounds, seat side paneling Hydrogen cyanide (HCN)

Fluorocarbon materials Wiring insulation/covering Hydrofluoric acid (HF)


A few examples of toxic gases are needed here to make the point rather than a full table of all possibilities and locations.


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8.2.7

Many aircraft cabin materials in current and continuing use, as well as newer fire-resistive materials, canproduce high concentrations of toxic gases when heated even though no open flaming is visible. Someexamples of toxic gases given off by cabin materials are shown in Table 8.2.7 . (Therefore, it is imperativethat positive-pressure SCBA be worn by all fire fighters engaged in rescue, fire-fighting, and overhaulingoperations.)

Table 8.2.7 Toxic Gases Given Off by Aircraft Materials

Material Use Toxic Gases Nylon Seats, curtains, carpeting Hydrogen cyanide (HCN) Ammonia(NH 3 ) Silk Headcloth and curtains Hydrogen cyanide (HCN) Ammonia (NH 3 ) Wool Seats, curtains,

carpeting Hydrogen cyanide (HCN) Ammonia (NH 3 ) Nitrogen dioxide (NO 2 ) Acrylics Glazing Hydrogen

cyanide (HCN) Polystyrene Insulation Benzene Rubber Wiring systems Sulfur dioxide (SO 2 ) Hydrogen

sulfide (H 2 S) Urethanes Seating and insulation Hydrogen cyanide (HCN) Ammonia (NH 3 ) Nitrogen

dioxide (NO 2 ) Melamine Decorative laminates Hydrogen cyanide (HCN) Ammonia (NH 3 ) Polyvinylchoride

(PVC) Wiring insulation, paneling, and trim Nitrogen dioxide (NO 2 ) Hydrogen chloride (HCl) Carbon

dioxide (CO 2 ) Carbon monoxide (CO) Halogen acids Acrylo-nitrile-

butadiene-

styrene (ABS) Window surrounds, seat side paneling Hydrogen cyanide (HCN) Fluorocarbonmaterials Wiring insulation/covering Hydrofluoric acid (HF)


A few examples of toxic gases in the body text make the point rather than a full table of all possibilities and locations. The table could be moved to the annex if so there is a strong desire to keep the full table.





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8.3.1

In some aircraft, where the wing joins the fuselage there is no substantial separation to provide a desiredfire wall. As all aircraft have wing tanks, many without separate metal or synthetic bladders within the wingcavity, vapors are seriously exposed under fire conditions. Fuel is carried in storage tanks that arestructurally separate but interconnected, incorporating vent systems to ensure equalization of pressure andprevent collapse of the tank. Aircraft with a high rate of climb have fuel tanks that are pressurized toprevent the fuel from boiling off or with vapor locks.

8.3.1.1

The principal types Types of fuel tanks in use are as follows:

(1) Rigid Tanks. These are usually made of aluminum or Duralumin with internal baffles to brace the tankand reduce surging of fuel. These tanks are normally covered in fabric, fitted with cradles, and held bymetal straps.

(2) Integral Tanks. These are shaped by compartments formed by the airframe structure, and are madefueltight. The advantage to this type of tank is that it does not add weight to the structure.

(3) Flexible/Semi-flexible Tanks. These are bags made from plastic or other man-made material that areheld in place by rubber-buttoned area press studs. The advantage to this type of tank is that it is notruptured by shock; however, they are susceptible to rupture by piercing.

(4) Auxiliary Tanks. These are normally constructed of metal or fiberglass, and found in the form of pods,which can be fitted under wing, wing tips, or within the fuselage. The fuel in auxiliary tanks is usuallyused in flight first, and in some circumstances, these tanks may be jettisoned in an emergency.


Should begin “type” the lead in of “The principal” add no further clarity to the statement.





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8.3.3

Currently entering commercial service are wide Wide -body aircraft with aircraft have provisions foradditional fuel storage within both the horizontal and vertical stabilizers. Damage to these tanks in the eventof an aircraft accident poses a number of problems, including those where fuel or vapors might enteroccupied sections of the aircraft and become ignited. These additional fuel storage locations cancomplicate the fire-fighting operations and will require additional agent. (See also NFPA 403, Standard forAircraft Rescue and Fire-Fighting Services at Airports.)


The lead in statement gives the impression that these fuel storage locations are new. These locations for fuel tanks are now common.





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8.3.5 *

Aviation fuels that are in use for civil and military aircraft include the following (Table 8.3.5 provides asummary of aviation fuel designations and their significant fire hazard characteristics):

(1) Fuels for piston-driven aircraft are aviation gasoline (AVGAS) or motor gasoline (MOGAS).

(2) Fuels in use in turbine engines are Jet A and Jet A1 (AVTUR) kerosene, Jet B (AVTAG) 60 percentgasoline 40 percent kerosene, and JP-5 (AVCAT) for naval carrier–borne aircraft.

Note: Bio fuels are currently being developed for use in commercial aviation and are generally blendedwith other fuels . Limited informations was available during time of publication.

Table 8.3.5 Aviation Fuel Designations and Characteristics

FuelType

Civil AviationDesignation

UKDesignation

MilitaryDesignation

MinimumFlash Point

Auto-IgnitionTemp

ExplosiveRange

(Volume%)

Kerosene Jet A AVTUR JP-8 37.8°C 246.1°C 0.7–5.3

Jet A1 (100°F) (475°F)

Kerosene JP-5 AVCAT JP-5 60°C 246.1°C 0.7–5.3

(highflash)

(140°F) (475°F)

Keroseneand

Jet B AVTAG JP-4 –23.3°C 248.9°C 1.2–7.6

gasolinemixture

(-10°F) (480°F)

Aviation AVGAS AVGAS AVGAS –45.6°C 448.9°C 1.4–7.6

gasoline (-50°F) (840°F)

Motor MOGAS MOGAS MOGAS –45.6°C 448.9°C 1.4–7.6

gasoline (-50°F) (840°F)


Bio Fuels are being used in the industry. Their mixtures and characteristic vary and it might be better served with a simple note at the end of the table referencing them.





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8.4.11 Re-enforced Flight Deck Doors

Commercial aircraft flight deck doors are secured and in the event that the aircraft is unoccupied oroccupants are incapacitated forcible entry will be required for access in the event emergency.


Flight deck door previously unsecured and required no special training or consideration.





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Public Input No. 74-NFPA 402-2015 [ New Section after 9.1 ]

9.1 Suggested Addition

It is imperative that, before commencing rescue operations, a scene survey and risk assessment is carriedout. This should consider at least the following: -

(1) Stability of the aircraft and/or its wreckage

(2) Training and competence of crews

(3) Availability and suitability of equipment

(4) Hazards arising from the accident site

(5) Prevailing weather conditions

(6) Hazards that may emerge during rescue operations


Committee feels that this is a good introductory paragraph for Chapter 8





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9.2.1

Evacuation slides are provided to expedite occupant egress from aircraft that have normal door sill heightsabove 1.5 m (5 ft). Because passengers are not trained in proper evacuation slide use, as shown in Figure9.2.1, there is a degree of personal injury risk (approximately 6 percent) when slides are used. ARFFpersonnel should expect the occurrence of sprains, bruises, friction burns, and other minor injurieswhenever evacuation slides are used.

Figure 9.2.1 Deployed Evacuation Slide. (Update photo)


Needs to be up to date





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9.2.2

If the nose gear fails during landing, the aircraft might come to rest in a tail-high attitude. The failure of oneor more landing gears can result in a nose-high or listing attitude. In these instances, evacuation slidesbecome somewhat ineffective because they do not deploy at the proper angle to the ground. A highpercentage of injuries can be expected when evacuation slides are used under these circumstances. ARFFpersonnel should be able to reduce the amount and severity of injuries and expedite evacuation bymanipulating the slides and assisting evacuees as shown in Figure 9.2.2.

Figure 9.2.2 Assisting Evacuees at the Base of an Evacuation Slide. (Update photo)


Needs to be up to date





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9.2.3

Aircraft evacuation slides are susceptible to coated with grey aluminized paint to protect them from nearbyfires for up to 90 seconds however they remain susceptible to heat and fire exposure. They arecombustible, and when exposed to radiant heat they may melt and deflate , then deflate, rendering themunusable. ARFF personnel should protect evacuation slides from heat and flame to the best of their abilitybut should be extremely careful not to apply foam to the operational area of the slide. Foam on the slidemakes it very slippery and increases the descent speed of evacuees, potentially causing severe injuries.


This description better depicts the current manufacturer standard for slides





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9.2.4 XX Suggested Addition

Emergency stairs and equipment are now being used provided at larger aerodromes particularlywhere multi-deck aircraft operate


Suggested addition calls attention to the use of emergency air stairs and other equipment that is currently being utilized by ARFF responders





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9.2.4

If time and conditions permit, mobile stairways should be used as an alternative to deploying evacuationslides. This method of evacuation, when there is no immediate danger to aircraft occupants, would preventmany injuries. Response of available non-emergency mobile stairways should be prearranged betweenARFF personnel and one or more of the following:

(1) Airlines

(2) Airport maintenance facilities

(3) Airport operations


“non-emergency” takes into account that there also is “Emergency Stairs” e.g. Air Stairs.





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9.2.4

If time and conditions permit, mobile stairways should be used as an alternative to deploying evacuationslides. This method of evacuation, when there is no immediate danger to aircraft occupants, would preventmany injuries. Response of available mobile stairways should be prearranged between ARFF personneland one or more of the following : and detailed in the aerodrome Emergency oders/Aerodrome manual.

(1) Airlines

(2) Airport maintenance facilities

(3) Airport operations


Suggested addition provides clarity and a reference point





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9.4.3


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Turbine-powered aircraft have heavier skins and structures than the older piston aircraft. Due to this heavyconstruction, the only practical method of entry, other than using normal or emergency exits, is through theuse of portable power tools. Power saws can be used to cut through aircraft skin and structural materials[see Figure 9.4.3(a)]. CAUTION SHOULD BE EXERCISED WHEN USING SPARK-PRODUCING POWERTOOLS WHERE FLAMMABLE VAPORS EXIST. Claw and pry tools can be used for forcing doors andhatches that are jammed, to pull down panels and partitions, to dislodge aircraft seats, and so forth [seeFigure 9.4.3(b) ]. The air chisel can be used to cut aluminum and other light metals found on aircraft [seeFigure 9.4.3(c)]. Hydraulic rescue tools are used to assist with forcible entry during aircraft accidentoperations [see Figure 9.4.3(d)]. These tools take the form of electric-, pneumatic-, hydraulic-, or gasoline-powered cutting, spreading, or shifting equipment. At best, this type of entry into a modern jet aircraftfuselage is very difficult and time consuming. Areas safe to cut or pry into should be depicted on aircraftemergency diagrams.

Figure 9.4.3(a) Rescue Saws. (Update all photos)

Figure 9.4.3(b) Prying Tools.

Figure 9.4.3(c) Air Chisel.

Figure 9.4.3(d) Hydraulic Rescue Tools [from left: life or spread (long), spread cut, and lift orspread (short)].


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All photos need to be up to date





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9.4.4.2

Caution should be exercised in the area at the front of 360 degree area around this type of aircraftbecause it can carry fixed guns and rockets.


This better depicts true danger area all the way around an aircraft equipped with munitions.





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9.5.7

Aircraft accidents can occur during temperature extremes. These conditions can seriously aggravate thecondition of persons trapped within an aircraft wreckage for an extended period. During this time it isextremely important to maintain the critical body temperature and vital functions of trapped victims. Tarps,blankets, portable lights, fans, oxygen units, and portable temperature control units (heating and cooling)should be immediately available at an accident site. Portable heating and cooking and cooling units shouldbe designed or located so as not to be an ignition hazard.


It appears there is a typo in section 9.5.7. Please review to see if you intended to refer to "cooling" of "cooking".

Thanks,

Chad


Submitter Full Name: Chad Greathouse

Organization: Blue Grass Airport

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Submittal Date: Fri Jan 23 14:26:14 EST 2015


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10.1.4

Aircraft designers are continuously studying design factors and construction material changes that willincrease “crashworthiness” and limit the development of fire situations that can impede evacuation.Additional modifications intended to increase the impact survivability of occupants are also beingdeveloped. Other changes being planned include improved passenger Passenger restraints, reducedcombustibility of cabin interiors, better marking of exit routes, upgraded emergency exits, and greateremphasis on the training of flight deck crews. If these design improvement measures are as successful asanticipated, the prompt Prompt and effective intervention by trained ARFF personnel becomes even moreimportant than at present because a greater number of aircraft accident survivors needing assistance canbe expected. ARFF personnel should become intimately familiar with all aircraft types using the airport andshould pre-incident plan the optimum rescue and fire-fighting effort that the fire department can producewith the resources it has at its disposal. Careful consideration of the recommendations in this guide canfacilitate the development of practical operational plans.


These upgrades are now in place and no longer a future vision.





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10.1.4

Aircraft designers are continuously studying design factors and construction material changes that willincrease “crashworthiness” and limit the development of fire situations that can impede evacuation.Additional modifications intended to increase the impact survivability of occupants are also beingdeveloped. Other changes being planned include improved passenger restraints, reduced combustibility ofcabin interiors, better marking of exit routes, upgraded emergency exits, and greater emphasis on thetraining of flight deck crews. If these design improvement measures are as successful as anticipated, theprompt and effective intervention by trained ARFF personnel becomes even more important than at presentbecause a greater number of aircraft accident survivors needing assistance can be expected. ARFFpersonnel should become intimately familiar with all aircraft types using the airport and should pre-incidentplan the optimum rescue and fire-fighting effort that the fire department can produce with the resources ithas at its disposal. Careful consideration of the recommendations in this guide can facilitate thedevelopment of practical operational plans.


The term “intimately” is not a measurable term.





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10.2.1 Suggested addition

It is important that complementary and principal agents are carefully selected to ensure they donot adversely affect each other’s firefighting or vapour suppression capability


Provides clear and concise direction in regards to complimentary agent selection and is a good lead in statement for complimentary agents.





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10.2.1

Aqueous film forming foam (AFFF), film forming fluoroproteins (FFFP), protein foam, and fluoroproteinfoam Approved foam solutions are the primary extinguishing agents preferred for aircraft rescue and firefighting.


There are serval different types of foams and there’s a strong chance that there will be more in the near future. The 402 committee suggested the use of the term “approved foam” rather than listing all of them every time. This should be done throughout the document.





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10.2.2

Complementary extinguishing agents consist of approved dry chemicals or halogenated/gaseous agents.These are generally best for use on three-dimensional flammable liquid fires or on fires in concealedspaces, such as those occurring behind wall panels, engine nacelles, or wheel wells.


The 402 committee suggested the use of the term “halogenated/gaseous” rather than listing all of them every time. This should be done throughout the document. This will cover the regulatory removal of halogenated agent in future rewrites.





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10.2.4

If dry chemicals or halogenated agents are used, a fire area, once extinguished, could reflashcould re-ignite if exposed to a source of ignition. Therefore, a follow-up application of foam isrecommended when these agents are used.


Reflash is not an approved or recognized term.





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10.2.4

If dry chemicals or halogenated agents are used, a fire area, once extinguished, could reflash if exposed toa source of ignition. Therefore, a follow-up application of foam is recommended when these agents areused.


The recommendation to delete this paragraph is due to its confusing nature. Regardless of the fire source or agent used, there is always a possibility for rekindle. Foam is not the solution to preventing a rekindle. The dry chemical or halogenated agent was chosen initially based on tactics such as an E&E bay fire. Flowing foam in that bay would not be a recommended practice.





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10.2.5

AFFF and FFFP should not be mixed with protein-based concentrates. Before film-forming foams are usedin equipment that formerly contained protein-based foam concentrate, the foam tank and system must bethoroughly flushed with fresh water.It is imperative that differing foam types are not mixed. The ARFF vehicle manufacturer should beconsulted to ensure that the agent system design is compatible with the agent to be used.


Suggested rewrite incorporates all types of approved foams and stresses the fact that they should not be mixed without manufacturers approval.





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10.2.11

If the fire has not been completely extinguished by foam, the secured area will “burn back” at a rate that isdependent on the stability of the foam being used. Also, under certain circumstances, fire can “flash back”over a portion of an area covered by foam.


The recommendationis is to delete this sentence. It is unclear what type of situation is being explained. It is also improper to use what appears to be a slang term; “flash back”. The intent of the paragraph is to remind the operator that the foam blanket will not hold back fire spread indefinitely.





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10.3 Water and Agent Resupply and Conservation.

Auxiliary Additional water tankers supplies should be dispatched whenever available whenever thereis any indication of possible need, especially when the aircraft accident site is known to be beyond waterrelay capability. Prearrangements should be made to ensure that additional supplies of extinguishingagents are brought to the scene. Prudent utilization of agents under these circumstances is particularlyimportant, and application methods should be carefully selected to ensure their most effective use.

10.3.1

It is considered impractical to require airport authorities to provide quantities of extinguishing agents to dealwith the worst situation that could arise using only the equipment located on the airport. Therefore, it isnecessary for airport emergency plans to contain instructions for requesting support from externally basedfire services following an emergency. It is not easy to specify an operational requirement that makesadequate provision in all circumstances. It is clear that a need for additional water could arise in as little as5 minutes, although in this time the initial fire situation should be greatly reduced. If total extinguishmenthas not been achieved, the fire can quickly extend and the equipment must be replenished.

10.3.2

Airports should consider providing additional water as a support facility. There might be exceptions whereairports have adequate piped, stored, or natural water supplies, provided that these are available at anaccident in sufficient quantity and in time to meet the operational requirement.

10.3.3

In each case, the authority having jurisdiction (AHJ) should consult closely with the Chief Fire Officer of theMutual Aid Fire Service regarding response and supply of additional agent/media supplies. The airportauthority will need to assess the suitability of the agent/media resources that can be mobilized to supportthe airport fire service when a serious and prolonged post-accident fire occurs. The speed of mobilizationand the rate at which the agent/media can be delivered to the accident site, and its compatibility, areimportant factors.


This takes into account other water sources beyond tankers





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Public Input No. 94-NFPA 402-2015 [ Section No. 10.4.2 [Excluding any Sub-Sections] ]

Occupant survival is generally limited to aircraft accidents that are of low impact in nature, where thefuselage is not severely broken up and a fuel fire has not developed. In more severe accidents, even thosewhere fire does develop, ARFF personnel should assume that there is always the possibility of survivorsand take aggressive steps take actions to control the fire, initiate evacuation, and rescue those unable toself-evacuate.


“aggressive steps” is not measureable.





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10.4.2.1

Local procedures should be in place for ARFF/pilot communications on a discrete emergency frequencyduring declared emergency situation .


Many airports do not have a discrete emergency frequency. Important point here is that there ‘is” a means of communication between ARFF and Pilot.





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10.4.4

One rescue team method consists of four ARFF personnel equipped with full PPE and SCBA. Two of thepersons are handline operators and precede the other two, who are equipped with appropriate hand-heldtools needed for forcible entry, extrication, and access to hidden fuselage fires behind panels, floors, andcompartments. A procedure preferred by some fire departments is to provide an additional handlineoperator, similarly attired and equipped with SCBA, operating behind the rescue team with a spray stream,as their protection throughout the entire operation.


This is explanatory material and should be removed or moved to the Annex.





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10.5.1

The size-up (risk assessment) process is

the gathering of facts in preparation for making decisions. The facts pertaining to an aircraft accident,when mentally assembled, enable the responsible ARFF personnel to establish both initial tactics andoverall strategyinitiated by first responding ARFF personnel and is carried on throughout the duration of the incident invarying degrees of depth and scope by later-arriving superior officers .


Suggested rewrite provide a better description of what truly takes place in a more concise manner.





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10.7.2

The location of survivors, if known, and the area of fire will determine where the first streams should beapplied. If the fire has penetrated the fuselage, a direct interior attack with handlines and/or boom-mountedturrets and/or boom-mounted penetrating nozzles should be initiated as soon as possible.


Immediate interior fire suppression with all available ARFF resources is necessary to stop an immediate life danger hazard to any surviving incapacitated passengers. This was noted by the NTSB in the recent Asiana 214 accident at SFO. This is a recommendation by the NTSB.


Submitter Full Name: Danny Pierce

Organization: ARFF Solutions

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Submittal Date: Tue Sep 30 16:25:28 EDT 2014


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10.7.10

AFFF and FFFP agent Fire fighting foam solutions can be applied with aspirating nozzles, turret nozzlesused for protein and fluoroprotein foams, or or handline nozzles or conventional water spray nozzles.Either spray or straight streams can be used as the situation dictates. It is best to approach the fire area asclosely as possible and apply the foam in a wide spray pattern initially, changing to a narrower pattern afterthe heat has been reduced. The stream should be applied gently to avoid unnecessary plunging of thestream into the burning fuel. The foam should be applied to the near edge of the fire with a rapidside-to-side sweeping motion to distribute the foam rapidly and thinly over the burning fuel. Advance as thefire is controlled, always applying the foam to the nearest burning fuel surface, and advance only after acontinuous, unbroken foam cover is established. The entire foam blanket integrity should be maintained tocompensate for voids created by movements of ARFF personnel, evacuees, and equipment, as well as thenormal drain down of the foam.


Rewrite provides better clarity.





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10.8.2

When selecting vehicle positions for applying foam from a turret, remember that wind has a considerableinfluence upon the quality of the foam pattern and the rate of fire and heat travel. Utilize the wind wheneverpossible to achieve more effective fire control.


Changes covers “all” agents and not just foam.





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10.9 AFFF and FFFP for Turret Application.

10.9.1

The basic principle of this type of foam application is to distribute a visible AFFF or FFFP blanket ofsufficient thickness over the burning fuel to act as a blanket for vapor suppression. The original blanketshould not be relied on to be permanent and should be maintained as necessary until the fuel vapor hazardno longer exists.

10.9.2

Both aspirating and nonaspirating nozzles can be used for AFFF or FFFP application. A nonaspiratednozzle typically provides longer reach and quicker control and extinguishment. However, expansion ratesand foam drainage times are generally less when AFFF or FFFP is applied with nonaspirating nozzles, andit should be understood that the foam blanket might be less stable and have a lower resistance to burnbackthan that formed using aspirating nozzles. Manufacturers should be consulted for guidance on nozzleperformance. Extreme caution should be taken when using the straight stream method, as this can causean increase in the liquid pool surface or cause an opening in the foam blanket, releasing flammable vapors.


No reason to call out particular types of foam.





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10.9.1

The basic principle of this type of foam application is to distribute a visible AFFF or FFFP blanket ofsufficient thickness over the burning fuel to act as a blanket for vapor suppression. The original blanketshould not be relied on to be permanent and should be maintained as necessary until the fuel vapor hazardno longer exists.


No reason to call out particular types of foam. “Sufficient thickness” and “to act as a blanket” are hard to measure and more descriptive than anything. The objective is to cover the fuel to keep vapors suppressed.





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10.10 Foam Turret Application . 10.10. 1

Foaming agents should be applied to burning fuel so that they gently form a uniform and cohesive blanketwith the least possible turbulence to the fuel surface.

10.10.2

Aspirating nozzles should be used for applying protein and fluoroprotein foams in either the straight streamor dispersed patterns to distribute the foam over a wide area. When using the straight stream method ofapplication, the foam should be applied indirectly using deflection techniques, and special care should beexercised to avoid disturbing the established foam blanket.


Suggest removing since it’s already covered in 10.9





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10.11.2

Charged handlines should be placed in strategic positions as soon as possible after ARFF personnel arriveon the scene. This practice would ensure their immediate availability for use when the need arises.


The recommendation to delete this paragraph. The recommendation is in conflict with 10.8.5 which identifies the “pump and roll” technique as being an effective fire control technique. Pulling and charging handlines “as soon as possible after ARFF personnel arrive on scene” prohibits the relocation of the vehicle for better fire attack or agent re-servicing. Transitioning from a turret based attack to a handline attack or foam blanket maintenance is a command decision based on the scenario and should not be a described as a “reflex” step for any event incurred.





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11.1.1

ARFF personnel should consider the development and behavior of fire in interior aircraft fires, andadopt firefighting techniques that minimize the risk of sudden conflagration.


The additional text provides the reader with a more detailed description of circumstances that can lead to aircraft interior fires.





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11.1.1

The recommendations contained in this chapter are provided for the guidance of ARFF personnelencountering interior aircraft fires occurring in both parked, unoccupied aircraft and aircraft with passengersand crew aboard.

The following are some examples of the circumstances that could lead to an aircraft internal fire: -

(1) An external fire (normally burning aviation fuel) penetrates the fuselage skin and combustiblematerials inside are ignited

(2) Combustible materials inside the aircraft cabin are for some reason ignited. In this situation the firemay be discovered early and may be dealt with by trained aircraft crew or, the fire may havedeveloped and the crew can merely strive to contain or minimize the effects of the fire until the aircraftcan effect an emergency landing at a suitable airport

(3) Smoke or fumes may be present in the aircraft cabin but the source may not be obvious and may bedifficult to locate

(4) A fire involving aircraft engines, auxiliary power units, or undercarriages may spread to areas insidethe fuselage

(5) Cargo or baggage carried on the aircraft may for some reason cause a fire which may develop andspread to occupied areas of the aircraft

However an internal fire comes about, if there is, or there is suspected to be, life involvement, a promptresponse following the correct tactics is vital


The additional text provides the reader with a more detailed description of circumstances that can lead to aircraft interior fires.





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11.1.7

An interior aircraft fire location and its intensity can, to some degree, be determined by observation throughcabin windows, smoke characteristics, aircraft skin that shows buckling or paint blisters, or by use of ahandheld or boom mounted thermal imaging camera.


Covers both types of thermal imaging cameras.





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11.2.2

Aircraft emergency landings or accidents can be the result of uncontrolled fires occurring in flight. The mostfrequent most common types of in-flight fires involve the following:

(1) Engines

(2) Cabin areas

(3) Lavatories

(4) Heaters

(5) Cargo areas

(6) Electrical compartments


“Common” is a better word. “Frequent” implies that it happens all the time.





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11.2.4

When the aircraft is on the ground, whether or not the air-conditioning system is operating, heat, smoke,and gases will build up, creating a toxic atmosphere and setting the stage for a flashover.


Suggest removing non-relevant information.





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11.2.6

If there is no evidence of occupant evacuation, immediate steps should be taken to make entry for controlof the fire and rescue of occupants. Entry will permit an inrush of fresh air into a possibly overheated orunstable atmosphere that could rapidly accelerate the fire. Toxic gases will be present, so ventilation and athorough search for survivors should take place immediately and simultaneously with the fire-fighting effort.In darkness or heavy smoke conditions these efforts will be much more difficult.

Consideration should be given to details of such aspects as:

(1) Options for gaining access

(2) Methodical search patterns

(3) Communications

(4) Hose management


Addition provides more detail and help clarify what the responder should be thinking about and looking for.





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Extinguishment of a hot, smoldering, internal aircraft fire can be very difficult. Where this type of fire exists,one method is worth consideration. It can be referred to as an indirect attack that is made from smallfuselage openings such as slightly opened exits or openings made in cabin windows. A coordinatedmultiple-point attack is more effective than a single-point attack and is necessary when applying the methodto fires in wide-body or jumbo aircraft or muli deck with large-volume interiors. It must be remembered thatthis method is not suitable if there is any possibility of occupants being onboard the aircraft.


“Multi deck” is a more common day term.





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11.3.4.2

Should a smoldering, interior aircraft fire occur in compartments below the passenger and flight deck levels,the indirect attack method can also be applied and adapted to the particular circumstances involved.However, it can be more difficult to achieve convenient openings in these compartments. Considerationshould be given to attacking fires in these areas through openings in the cabin floor.


This is not a sound tactic to recommend.





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11.4.4

The skin penetrator agent applicator tool (SPAAT), shown in Figure 11.4.4, was introduced by the U.S. AirForce. This tool incorporates a pneumatic device that drills through aircraft skin and windows within 10seconds and can immediately inject any of several agents into the fuselage.

Figure 11.4.4 Skin Penetrator Agent Applicator Tool (SPAAT). (Suggest moving to Annex A)


The recommendation to move this figure to Annex A. This section describes 3 handheld penetrators, SPAATs and boom mounted penetrating nozzle. Why would this be the only style shown in the body of the document?





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11.4.5* Boom Mounted Turrets & Penetrating Nozzles

Boom-mounted turrets and penetrating nozzles can be used to discharge extinguishing agents inside theaircraft. Boom-mounted penetrating nozzles can easily knock cabin/fuselage windows of the aircraft inwardallowing access for interior agent application. Boom mounted penetrating nozzles should not be used topenetrate forward facing cockpit windows. Boom-mounted turrets can also be extended and orientedthrough open doors to discharge agent into the interior of the fuselage. Boom-mounted penetrating nozzlesshould pierce the aircraft fuselage approximately 12" above windows for effective interior fire suppressionby penetrating below overhead baggage storage compartments. Boom mounted penetrating nozzles haveproven themselves effective at penetrating the fuselage below the cabin floor level and baggagecompartments to extinguish fire burning in concealed spaces. Boom-mounted penetrating nozzles shouldbe deployed rapidly when arriving on scene if any evidence of an interior fire exists before the aircraft isknown to be completely evacuated.


Priority should be given to immediate use of boom-mounted turrets and penetrating nozzles for interior fire suppression. This was demonstrated by the recent Asiana 214 aircraft accient at SFO. This is a recommendation in the NTSB accident report.


Submitter Full Name: Danny Pierce

Organization: ARFF Solutions

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Submittal Date: Tue Sep 30 15:47:19 EDT 2014


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11.5 Interior Aircraft Fire Overhaul.

During the overhaul phase of an interior aircraft fire, hose lines should remain charged and available toextinguish any deep-seated fire, hidden uncovered fire, or reignition. Carpeting, wall panels, partitions, andceiling covering should be removed when necessary to ensure that all fire is extinguished and that there isno threat of reignition. The use of portable lighting units and ventilation fans, as shown in Figure 11.5(a)and Figure 11.5(b) , will help to make the aircraft interior safer and more tenable for ARFF personnel. Anyperson entering the aircraft during the overhaul phase should use positive-pressure SCBA.

Figure 11.5(a) Portable Lighting Units.

Figure 11.5( b) Ventilation Fans.



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The recommendation to delete this figure. It should not be necessary to provide a visual reference for what a portable lighting unit is.





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11.5 Interior Aircraft Fire Overhaul.

During the overhaul phase of an interior aircraft fire, hose lines should remain charged and available toextinguish any deep-seated fire, hidden uncovered fire, or reignition. Carpeting, wall panels, partitions, andceiling covering should be removed when necessary to ensure that all fire is extinguished and that there isno threat of reignition. The use of portable lighting units and ventilation fans, as shown in Figure 11.5(a)and Figure 11.5(b) , will help to make the aircraft interior safer and more tenable for ARFF personnel. Anyperson entering the aircraft during the overhaul phase should use positive-pressure SCBA.

Figure 11.5(a) Portable Lighting Units.

Figure 11.5(b) Ventilation Fans. (Update photo)


The recommendation is to update this photo to a more modern style ventilation fan. These look more like a workshop fan.


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It is reasonable for ARFF personnel responding to aircraft engine fires to expect that all of the followingactions have probably been accomplished by the flight deck crew, where appropriate:

(1) Engine shut down

(2) Engine fire extinguishing system (if any) activated

(3) Electrical power to the affected engine(s) de-energized

(4) Fuel and hydraulic fluid supply to the affected engine(s) shut down

(5) Hydraulic Fluid


Hydraulic fluid cannot be shut down in the same manner as fuel.





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12.2.6

Most jet engines are constructed with magnesium and titanium parts that, if ignited, are very difficult toextinguish. If these fires are contained within the nacelle, they should be permitted to burn themselves outas long as the following conditions exist:

(1) There are no external vapors present that cannot be eliminated.

(2) Sufficient foam or water spray is available to maintain the integrity of the nacelle and surroundingexposed aircraft components.


Not a reasonable tactic





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12.9.3

When a bomb threat involving an aircraft is declared an emergency, the aircraft should be evacuatedwithout delay. Passengers should be directed to leave their carry-on materials and depart the aircraft asquickly as possible. The situation might dictate the use of the emergency evacuation slides or built-instairs. Use of portable stairways might be the safest and most practical alternative.


The recommendation is to delete the sentence from the paragraph. This is a function of the cockpit or cabin crew and not the ARFF responders.





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12.11.2

Hydraulic problems on landing aircraft can involve the brake systems, flaps, spoilers, and so forth. This hasa tendency to lengthen the rollout after touchdown and can also affect the aircraft’s directional control. Assoon as the aircraft touches down and passes each ARFF vehicle that is standing by, that vehicle shouldimmediately follow the aircraft and be ready to perform any necessary operation when it comes to a stop.IT IS EXTREMELY IMPORTANT THAT ALL OTHER AIRPORT VEHICLES AND PERSONNEL REMAINCLEAR OF THE AIRCRAFT, THUS PERMITTING ARFF VEHICLES AND PERSONNEL TO MANEUVERAND POSITION FOR EFFECTIVE RESCUE AND FIRE FIGHTING.


The recommendation is to delete the sentence from the paragraph. This statement is applicable to every emergency response to an aircraft incident or accident. Why would the statement need to be expressed in BOLD for this type of emergency only?





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13.3.2

Removal of Movement of fatalities remaining in or around an aircraft wreckage after the fire has beenextinguished should be done only by or under the direction of the AHJ. wreckage can be done to minimizefurther hazard and preserve evidence . . Premature body removal can interfere with identification anddestroy pathological evidence. If body removal is absolutely necessary, the original location and the bodyshould be photographed, identified with a number, and reported to investigators. Consideration should begiven to tactics involved in extinguishment, rescue operations, preservation of evidence and showingproper respect toward deceased prior to move confirmed fatality.


In the wake of the unfortunate Asiana accident in San Francisco, it is important to make a statement in regards to removing victims from the vehicle operating area around the accident aircraft. Proper documentation of location (eg. Photos and location flags) should be considered. Scene and evidence preservation is critical to the accident investigation process however, proper respect for the deceased and prevention of further damage to the body has to be considered a crucial step in the response.





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13.5 Flight Data and Cockpit Voice Recorders.

Flight data and cockpit voice recorders, as shown in Figure 13.5(a) , are usually located in the aft fuselagearea of most commercial aircraft, as shown in Figure 13.5(b), and are designed to be resistant to crashforces and fire. The outer surface is normally painted “International Orange.” ARFF personnel should beable to recognize these recorders so that they can be protected from loss or damage until accidentinvestigators assume responsibility. Although no attempt should be made to remove these recorders fromthe aircraft, as they could be damaged by such efforts, if failure to remove them will result in their total loss,recovery should be made.

Figure 13.5(a) Flight Data Recorder and Cockpit Voice Recorder.

Figure 13.5(b) Location of Flight Data Recorder and Cockpit Voice Recorder.MOVE Figure - Move the figure in document to immediately following Figure 13.5(a)



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Editorial – In the print version of the document, this figure is in the middle of text of section 13.6 Defueling Accident Aircraft





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13.6.2

Defueling of aircraft should not take place until there has been full consultation between the Airport FireService, Police, Airline, and Accident Investigation Authority airport fire service, police, airline, and accidentinvestigation authority . Aircraft should not be defueled during rescue operations. If there is fuel leakage, itshould be dealt with in the same manner as any other fuel leak, regardless of the aircraft’s attitude.


Editorial – The words should not be capitalized as they are not formal names.





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13.7.2 (make to separate sections)

Prior to moving the wreckage, the interior of the aircraft should be well ventilated to remove all flammablevapors. insure a fire safe environment.

13.7.3 After removal of the aircraft, hard ground surfaces should be thoroughly cleaned to remove anyflammable liquids or debris before permitting normal traffic to resume. Soft ground surfaces may becontaminated. Advice should be sought from the environmental agency as to whether removal ofcontaminated ground surfaces may be required.


Two completely different points are being made here so the paragraph needs to be split. One issue is removal of vapors inside the fuselage and the other is ground contamination.





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Chapter 14 Structural Fire Department Operations at ARFF Incidents (Suggest Removing)

14.1 General.

Aircraft incidents can involve structures and structural fire departments.

14.1.1

A prerequisite for the application of information contained in this chapter is a thorough review of thepreceding chapters. Recommended procedures using apparatus, equipment, and resources available tomost structural fire departments are discussed, and emphasis is placed on rescue of aircraft occupants.

14.1.2

Fire control is often the means by which rescue and evacuation of aircraft occupants can be accomplished.Aircraft fuel fires require extinguishing agents and techniques common to Class B fires. Structural firefighters, therefore, should be trained to effectively combat this type of fire utilizing available equipment andextinguishing agents. It is imperative that fire departments located near airports or aircraft flight paths bethoroughly familiar with the recommendations set forth in this guide.

14.1.3

The recommendations presented in this chapter should not be interpreted as an alternative for adequateairport-based rescue and fire-fighting services as outlined in NFPA 403, Standard for Aircraft Rescue andFire-Fighting Services at Airports.

14.2 Pre-Incident Planning and Training.

14.2.1

Fire departments located near airports should make appropriate arrangements to participate in theairport/community emergency plan. The fire department’s services should also be made available to theairport during any special events such as air shows or during periods of unusually heavy aircraft traffic.Because no community is immune to an aircraft accident, all fire departments should implementpre-incident planning and training for this type of incident.

14.2.2

At an aircraft accident, teamwork is so important that fire department officers should review pre-incidentplanning as the one absolutely indispensable element in aircraft rescue and fire fighting.

14.2.3

The psychological factors involved in aircraft rescue and fire fighting can be successfully overcome only byrealistic pre-incident planning and training. Consideration should be given to conducting a critical incidentstress debriefing for responding personnel. Each fire department should conduct realistic simulated aircraftfire drills using the types of extinguishing agents and equipment it expects to have available. One importanttraining objective should be to learn the capabilities and limitations of the department’s pre-incident planprocedures.

14.2.4

Live-fire training is essential in maintaining qualified and certified fire fighters. Traditionally, hydrocarbonfuel from various sources has been the fuel of choice used to conduct this training. However, with stricterenvironmental laws and improved technology, propane live-fire simulators are in use and fulfilling trainingneeds of the fire fighter.

14.2.4.1

The size of the mock-up should come as close as possible to that of the aircraft utilizing the facility. Trainingshould include interior, engine, wheel brake, exterior pool fire, running fuel, and three-dimensionalscenarios. The propane-fired simulator should be equipped with the necessary automatic features tomaximize fire fighter safety as recommended in FAA Advisory Circular 150/5220-17, Aircraft Rescue andFirefighting Training Facilities, Chapter 4, Mobile ARFF Training Devices.

14.2.4.2

An aggressive attack using hose lines with spray nozzles, employing pre-incident planned operatingtechniques, can help fire fighters develop the confidence necessary to handle these types of incidentssuccessfully.


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14.2.5

The volume of smoke, fire, and intense heat accompanying an aircraft fire can appear to be anoverwhelming situation to untrained fire fighters. They might be reluctant to attack and control the fire with alimited water supply and conventional equipment for the amount of time required to complete rescueoperations. Experience has proven that rescues can be accomplished even where large quantities of spilledaircraft fuel are burning.

14.2.6

Training coordination between military, civil airport, and structural fire departments is stronglyrecommended. Execution of mutual aid agreements between these agencies will help ensurewell-coordinated plans for rescue and fire fighting. Military air base commanders are urged to make theirtraining facilities available to nearby fire departments, particularly where those departments are likely to becalled upon to assist in rescue and fire-fighting operations.

14.2.7

Structural fire department personnel should be thoroughly familiar with the most efficient response routes tothe airport and the surrounding area. They should know all the airport’s accesses and entrances and befamiliar with all rules governing the operational area. This should include procedures to prevent runwayincursions. A standard operating procedure for entering locked gates should be established. As a minimum,fire fighter training should include the information in 4.3.4 of this guide.

14.2.8

Aircraft familiarization is also an important part of aircraft rescue and fire-fighting pre-incident planning.

14.2.8.1

Structural fire departments should be provided aircraft familiarization training, including hands-on training,where possible. When inspecting the aircraft, the following should be noted:

(1) Location of fuel, hydraulic oil, and lubricating oils, and other storage locations and their capacities

(2) Seating arrangements

(3) Emergency exits and hatches and how to open them

(4) Fire departments should also be familiar with ballistic parachutes. (See 7.5.11.4.)

14.2.8.2

Also important are the locations of batteries, oxygen storage, and various system shutoffs. (See also4.3.3.)

14.2.9

Fire departments should avail themselves of informational charts of all aircraft types using the airport.Airport fire departments as well as airlines and aircraft manufacturers can provide these charts, whichdepict most information pertinent to rescue and fire-fighting operations.

14.2.10

As a part of preplanning, fire departments should determine that their apparatus and equipment arecompatible with the airport fire department. This would include necessary couplings and connections usedin water fill and transfer.

14.2.11

Communication is critical to any mutual aid response and particularly so in the case of airport responsebecause of the addition of operating aircraft around the scene. Preplanning should provide knowledge ofthe capabilities in this area.

14.3 Aircraft Accident Operations.

14.3.1

When fire departments receive a report that an aircraft is experiencing an in-flight emergency or that it isdown in the vicinity, they should immediately alert the fire forces that could be affected. Fire and police unitsshould coordinate their efforts. Use of a helicopter, if available, could help coordinate operations and serveas a communication link between the fire units and the control tower.

14.3.2

Size-up (risk assessment) begins with the fire department’s first notification of an incident. Multiple callsfrom various sources in the vicinity of the airport should alert fire dispatchers of a possible major aircraftaccident and warrant an immediate first-alarm response. A multi-unit response would ensure arrival at thescene of at least one unit despite the likelihood of blocked access due to debris and traffic. During the initialresponse, pre-incident plans should be activated, and all pertinent information should be transmitted to theresponding units.


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14.3.3

The following factors are among those that are important to the size-up (risk assessment) process:

(1) Occupant survival is generally limited to accidents where the fuselage is not severely broken up and afire has not yet developed.

(2) Environmental and geographical factors have a major impact on response capability. An accident in awooded area during a winter snowstorm presents different problems from a similar accident on a clearsummer afternoon.

(3) Time of day is a factor. An aircraft accident that occurs in a shopping center parking lot has a differentlife hazard potential at 4:00 a.m. on Sunday from a similar event at 4:00 p.m. on Friday.

(4) The magnitude and nature of the aircraft accident should be considered. An aircraft accident in anopen field can set off a major grass or brush fire, but an accident in a populated area can be morecomplex. If structures are involved, their occupancy, construction type, and stability need to beevaluated. In addition, an assessment of damage to public utilities and their possible effect onoperations should be made. Because of the possibility that water supply from hydrants might not beavailable due to system damage, it is good practice to include water tanks in the first response.

(5) The nature of the aircraft operation at the time of the accident is of importance. If a crop-dustingaircraft accident occurs, steps need to be taken to protect emergency personnel and limit the spreadof pesticide contamination.

(6) Aircraft accidents that occur on takeoff usually involve large amounts of fuel. In addition to the fire thatcould evolve, steps need to be taken to prevent a fire or fuel or fuel vapors from entering waterways,streets, and underground facilities.

14.3.4

An arriving fire department should be governed by established response protocols.

14.4 Basic Fire Control.

14.4.1

Specific implementation of basic aircraft fire control methods should depend upon the fire-fightingequipment and types of extinguishing agents available to individual fire departments.

14.4.2

Always assume that there are survivors of an aircraft accident until it is confirmed otherwise. In someinstances, however, rescue of occupants cannot be accomplished because of the remoteness of theaccident or the severity of the impact forces. In such instances, fire fighters should make a thorough searchfor survivors, protect any exposures, attack and extinguish the fire, and preserve the scene until the properauthorities arrive to assume responsibility.

14.4.3

Fire fighters should be aware that aircraft construction differs from most other structures in ways that makefires more dangerous for the occupants and for themselves. Aircraft occupants are enclosed in a thin shelland are surrounded by large amounts of fuel with tremendous heat potential. Large aircraft have hollow wallconstruction with the void filled with blanket-type insulation. Present-day aircraft are constructed using alarge percentage of composite materials that present unique hazards peculiar to this type of construction.Fire walls and draft stops are nonexistent except for engine, galley, and cargo bay areas. These deterrentsto fire spread are not comparable to fire barriers found in building construction.

14.4.4

In all large aircraft and in many smaller models, plumbing, electrical, heating, and cooling services areprovided. Consequently there are aircraft equivalents of pipe chases, electrical load centers, busbars, andso forth. The aircraft electrical system should be treated with the same safety precautions as any otherelectrical installation.

14.4.5

Most aircraft contain pressure hydraulic reservoirs and liquid or gaseous oxygen lines constructed mostly ofaluminum. These, as well as brake lines, will rupture quickly under fire conditions. Fuel tanks areinterconnected, and fire can propagate through ventilation ducts or manifolds. Fire impingement on emptyor near-empty fuel spaces often results in a violent rupture of tanks and wings.

14.4.6


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Aircraft also differ from other structures in the critical aspect of stability. Most non-aircraft structures arecubical in shape and will collapse in place. Aircraft are cylindrical, conical, and usually on wheels.Therefore, movement such as tilting and rotation effects should be considered. Guy lines, chocks, air bags,and cribbing should be required when working around damaged aircraft. Modern aircraft can weigh363,200 kg (800,000 lb) or more and have a height greater than a five-story building.

14.4.6.1

Experience has shown that cribbing and shoring material should be unpainted to avoid the inherentslipperiness of painted surfaces when wet and should be made of hard wood so as not to be easilycompressed. It should be available and included as a resource in the airport’s emergency preparednessplan. It should be of appropriate thickness and length to accommodate the largest aircraft scheduled intothe airport. Aircraft recovery manuals should be used to ascertain appropriate cribbing sizes.

14.4.6.2

It should be noted that the training of ARFF personnel to shore up unstable aircraft wreckage to facilitaterescue implies the provision of suitable materials. To be effective these materials must be constantlyavailable for immediate deployment. To achieve this, the materials should be stored either in a palletizedform (requiring ready access to appropriate lifting and transport equipment) or on a dedicated vehicle suchas a trailer. In either case, a designated responder should be capable of deploying these supplies at alltimes under all conditions of weather, visibility, and adverse terrain.

14.4.6.3

As an alternative to the logistics of cribbing, consideration might also be given to the deployment of earth-moving or similar heavy-duty lifting equipment, designed for off-road performance and having the weightand flexibility of electrohydraulics to support or suspend any unstable elements of a damaged aircraft.Skilled operators should also be readily available if this type of equipment is to be used at an aircraftaccident site.

14.4.6.4

Regardless of the method or equipment chosen for raising, shoring, or moving a damaged aircraft,guidance based on aircraft structural knowledge is required. It is important to understand that imposingloads at unsuitable locations on the aircraft could merely exacerbate the situation, promoting rather thanpreventing further disruption of the wreckage. It is advantageous for the task to be performed under thesupervision of aircraft maintenance personnel, preferably those familiar with the specific type and model ofaircraft involved.

14.5 Accidents Without Fire.

14.5.1

When an aircraft accident occurs without fire, the following fire prevention procedures should be initiated.Hose lines should always be laid out and charged. Any spilled fuel should be covered with foam. Ignitionsources such as hot aircraft components or energized electrical circuits should be eliminated. When movingwreckage, care should be taken to avoid causing sparks.

14.5.2

When foam is not available, water spray can be used to cool hot aircraft components and to move fuelaway from the fuselage. However, washing fuel away with water requires that special attention be given toexposures, low areas, and drains where fuel and vapors can flow. The fuel should be directed to an area ofcontainment free from ignition sources where it can later be safely removed.

14.6 Accidents with Fire.

14.6.1

The location of survivors and the sources of heat or flame impingement against the aircraft will determinewhere hose streams should be applied first. Fire fighters should keep in mind that the heat input into theoccupied portion will be reduced if the surfaces of the fuselage exposed to flame or heat can be kept wet. Ifthe fire has penetrated the fuselage, a direct internal attack should be initiated. Care should be taken to seethat water runoff does not cause the fire to spread.

14.6.2

Normally, hose streams should be directed along the fuselage and efforts concentrated on driving theflames outward, allowing occupants to escape and permitting entry by fire fighters for rescue operations.The fuselage and fuel tank areas should be kept cool. It might be necessary to create an escape path froman exit point by “sweeping” fire out of the area with spray streams. Once an escape path has beenestablished, it should be maintained for evacuating occupants and fire fighters performing rescue.


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14.6.3

All available hose lines should attack the fire from the same general direction. If crews are operating onopposite sides of the fuselage, they should be cautious not to push the fire toward each other. Becauseprompt action is necessary to effect rescue, the first hose line in operation should be advanced immediatelyto keep the fuselage cool.

14.6.4

For aircraft rescue and fire fighting, there are too many variables to establish hard-and-fast rules regardinguse of equipment. Spray streams are normally more effective than straight streams in applying water orfoam and afford much more personal protection.

14.6.5

The number and deployment of handlines will be determined by the availability of the water, equipment, andpersonnel. For example, immediately upon arrival, all deployed hose lines should be charged, regardless ofthe fire situation. However, if the apparatus is equipped with pre-connect master stream capability, the officemay choose different tactics.

14.6.6

Fire fighters who engage in or are exposed to the hazard of proximity fire fighting should be protected inaccordance with NFPA 1500, Standard on Fire Department Occupational Safety and Health Program.

14.7 Fire Fighting with Water.

14.7.1

If an aircraft accident occurs in a remote area with limited water available on responding apparatus, asupplemental source of water should be established. The use of tank vehicles to shuttle water between thenearest water source and the accident site should be considered.

14.7.2

When using water to combat flammable liquid fires, nozzle pressure should be set at the nozzlemanufacturer's recommended pressure and flow. Spray patterns, on initial approach to the fire, should beset at a wide angle momentarily to reduce the heat and flame and then be reduced to 30 degrees to attackthe fire.

14.7.2.1

The best technique is to sweep the flame off the surface of the fuel by maintaining the lower portion of thespray pattern at the lowest level of the flame. This action also tends to cool the fuel surface and reducevaporization. However, because there is no vapor seal provided, as when foam is used, chances forreignition remain, and fire fighters should take the necessary precautions to prevent reignition fromoccurring (see Section 14.5). Additional hose lines, used exclusively for the protection of rescue andfire-fighting personnel, are encouraged.

14.7.2.2

Figure 14.7.2.2 shows a variety of typical spray nozzles currently used by structural fire departments. Allhave the feature of adjustable spray patterns and straight stream settings. Some also have variable flowsettings. Most fire chiefs agree that a nozzle setting of 30 degrees provides the best pattern for fightingflammable liquid fires with either water, AFFF, or FFFP solutions.

Figure 14.7.2.2 Typical Spray Nozzles.

14.7.3

Runoff from water streams can cause the spread of fire to exposures. Straight streams should be usedwhen the heat is too intense to approach initially with spray streams or when the objective is to wash theburning liquid away from the fuselage to an area where there is no exposure.


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14.7.4

Trained fire fighters employing proper operating techniques can accomplish a successful rescue operationat an aircraft accident with a limited amount of water if they concentrate all their efforts on establishing afire-free evacuation path. Efforts to save the aircraft hull or exposures might have to be delayed untiladditional resources arrive.

14.7.5

Addition of a wetting agent might increase the effectiveness of available water; however, certain wet wateradditives can destroy some foams. Compatibility of the agents should be checked prior to their use.

14.7.6

Approved portable dry-chemical agents (effective on pressure-fed and running fuel line fires), foam(effective on wheel and brake fires), or halogenated agents (effective on engine and electrical fires andlocalized fires or areas not easily reached by hose streams) can be used as extinguishers to supplementthe primary attack with hose streams. In some instances, bulk supplies of dry-chemical agent, foam, orhalogenated agent are made available to fire departments on an emergency basis. This resource should beconsidered when pre-incident planning for aircraft accidents.

14.7.7

The technique of using multiple spray nozzles with overlapping 30-degree patterns creates a continuouscurtain of water spray. The nozzles should be advanced directly to the aircraft, parallel to the fuselage, fromeither the nose or tail section, dependent on wind direction. This procedure will open an area for evacuationand rescue. If possible, hose lines should be advanced with the wind at the fire fighters’ backs, as greaterreach is possible with the spray streams and less heat is experienced. Progress and stream effectivenesscan be monitored more easily from upwind with the smoke moving away. If there is an adequate watersupply, a large spray nozzle attached to a deck gun or a portable deluge set can be used to keep thefuselage and fuel tank areas cool.

14.7.8

Protection of exposed property should be considered whether fire exists or not. In addition to structures,exposure protection plans should include drains, sewers, waterways, power lines, and other propertieswhere a flowing fire or unignited fuel could cause fire extension or contamination. Public utility authoritiesshould be notified of any involvement affecting facilities under their control. Master streams from delugesets, deck guns, or ladder pipes can be used to protect exposures if water supplies are adequate.

14.8 Fire-Fighting Foam.

14.8.1

AFFF, FFFP, or protein foam concentrates properly proportioned into fresh water are more effective thanjust water on flammable liquid fires.

14.8.2

Techniques for the application of foam vary with the type used. Protein and fluoroprotein foam solutionsshould be applied with an aspirating foam nozzle at the nozzle manufacturer's recommended pressure andflow. A constant flow from the nozzle should be maintained to ensure an even pickup of the concentrate.The proper operating pressure should be maintained during the entire foam application for effective results.AFFF and FFFP can be applied using either an aspirating foam nozzle or a conventional spray nozzleoperating at the nozzle manufacturer's recommended pressure and flow.

14.8.3

A foam-water solution using protein, fluoroprotein, or AFFF can be made up in the water tank of a structuralfire-fighting apparatus for direct foam application through hose lines equipped with appropriate nozzles.

14.8.4

Some fire departments have purchased combined agent vehicles for special purposes such as vehicleaccidents and flammable liquid spills. Such combined agent vehicles are a valuable tool for the initialresponse to an aircraft accident.

14.9 Vehicles.

Fire-fighting apparatus designed and intended for use on paved surfaces should not be used for cross-country travel. Extended hose lines from a position on a hard road surface should be used rather thanrisking immobilization. Once a vehicle has become immobilized, it could not be moved if it becameendangered by a developing fire. It can also block or delay other emergency vehicles responding to thesite.

14.10 Post-Accident Procedures.

Fire department personnel should be familiar with the information contained in Chapter 13 and Annex E ofthis guide.


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Repeated information of entire document summarized in 1 chapter.

For task group discussion… This entire chapter is a rewrite of the previous 13 chapters all collected under the title Structural Fire Department Operations at ARFF Incidents. Is it necessary to repeat this information or can it be deleted?





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Public Input No. 124-NFPA 402-2015 [ Section No. A.3.3.19 ]

A.3.3.19 Bogie. (Suggest Removing)

The bogie can swivel up and down so that all wheels follow the ground as the attitude of the aircraftchanges or the ground surface changes.


Removed from the document





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A.3.3.23 Composite Materials.

Composite materials do not present unusual fire-fighting problems, but products of their combustion shouldbe considered a one of the respiratory hazard hazards to fire fighters arising from aircraft fire .


Clarification of hazards





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Public Input No. 127-NFPA 402-2015 [ New Section after C.1 ]

Annex C Specialized Vehicles and Equipment

Add Rescue Air stairs/Stair Trucks


Covered in other volumes and need to be added.





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Public Input No. 130-NFPA 402-2015 [ Chapter D ]

Annex D Driver’s Enhanced Vision System (DEVS): A Technical Approach for Aircraft Rescue andFire-Fighting Services (Suggest Removing)

This annex is not a part of the recommendations of this NFPA document but is included for informationalpurposes only.

D.1 Introduction.

Several accidents have occurred in poor visibility conditions, and, with the proliferation of category IIIClanding systems, more requirements for fire fighting in low-visibility conditions can be expected. ARFFservices currently have no reliable way to locate and navigate crash sites at airports under conditions ofpoor visibility.

D.2 Background.

ARFF services are required to demonstrate an ability to respond anywhere on the airport operationalrunway areas as part of earning their annual certificate. This response requirement is considered vital to theability of ARFF services to gain control of a rapidly growing external post-crash fuel fire and their ability toprotect the evacuating passengers from the aircraft fuselage. A response in 3 minutes is dependent on thevehicle’s ability to accelerate rapidly from the rescue service’s facilities and to maintain approximately a80.5 km/h (50 mph) approach to the accident site. Operating this task under substandard visibilityconditions, such as fog and rain, prevents the responding vehicles from reaching this speed.

There is a clear need to provide operational equipment in the rescue vehicles that maintains their responseability if low-visibility flight operations are to be conducted.

The problem of poor visibility response at airports for rescue and fire-fighting services can be broken downinto the following three components:

(1) Locating the accident sites

(2) Navigating aircraft rescue and fire-fighting vehicles to crash sites

(3) Negotiating terrain and obstacles in low-visibility conditions

Airport fire services need a DEVS that addresses these three components.

Aircraft rescue and fire-fighting services should obtain an accurate position fix on the crash site within atime parameter that is comparable to their response time (under 3 minutes). The current system for locatingcrash sites that are not visible to ARFF services relies on visual observations, estimates, and verbaldescriptions of airport landmarks provided by air traffic controllers. This system is prone to human error.The optimal solution to this problem is a system that automatically locates a crash site on a digital map ofthe airport and transmits this location to aircraft rescue and fire-fighting services.

Navigation of aircraft rescue and fire-fighting vehicles to crash sites is an issue that can be solved withtoday’s technology. Sophisticated radio navigation systems such as the global positioning system (GPS)provide precise positioning capability. This position information, combined with digital maps of the airportarea, can be displayed on a geographic map or heads-up display (HUD) to guide the crews.

Negotiating terrain and locating obstacles in low-visibility conditions is an important capability that ARFFservices currently do not possess. The only aids that rescue services currently use for improving visionunder poor visibility conditions are windshield wipers and headlights. These devices often do not improvevisibility enough to allow rescue teams to drive safely at the high speeds necessary to reach a crash sitewithin a reasonable time. One aid that would provide improvement is a forward looking infrared device(FLIR). FLIRs currently are used by the military to improve visibility at night and during severe weatherconditions. The FLIR system needs to be fully functional as soon as the fire equipment departs the firestation facility. Exit time typically is under 30 seconds from the time of accident notification. On-line andoperational equipment should in no way impede the ability of ARFF services to respond. Equipment is to beautomated and is to necessitate little attention by the truck operator.


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D.3 General Requirements.

A DEVS is required in an ARFF vehicle for airport emergency equipment. It facilitates faster and safer travelto emergency situations at night and in adverse weather conditions. It provides a substantial increase in theability to locate people, other aircraft, vehicles, and debris at the emergency site. Its ability to allow thedriver to see through flames, smoke, and fog during both the day and night provides ARFF vehicles with asignificant increase in effectiveness in every phase of emergency operations.

The DEVS requires a transparent window display (TWD), which is often called a HUD, combined with aGPS and geographic information system (GIS), onboard sensors, a central data and command RF link(radio communications), and a FLIR sensor. These elements are to be integrated into a single functionalsystem. A validation demonstration program is necessary to provide the quantitative information needed tojustify the DEVS and refine it for the ARFF services application.

D.4 Operating Scenarios and Capabilities — Mission Description.

From the moment that an alert is received until the end of the emergency, the ARFF services mission issubject to stress and uncertainty. At any given moment, day or night, the equipment needs to be fullyfunctional within a few seconds, regardless of adverse weather. Often vehicles and aircraft are positionedon the runways and taxiways in unusual or unexpected locations. In the event of an aircraft accident,victims and debris can be present anywhere on the airport. At the same time, the large size of modernairports, with multiple parallel runways and taxiways, places a priority on the ability to travel at high speedto the emergency site.

Once ARFF services have arrived at the location, the ability to assess the situation is crucial to carrying outthe mission. The information available to the vehicle operator contributes directly to the level ofperformance of the ARFF mission. This information needs to be obtained without any increase in theworkload. The DEVS reduces the impact of night conditions, adverse weather, fire, and smoke so that theoperator’s performance approaches that achieved during the optimum daylight scenario.

To achieve this goal, information is to be provided in an easily recognizable form, without the need forvehicle operator intervention. Rescue vehicle location, the location of the emergency, the location of othervehicles (ground and aircraft), the location of people, and the location of debris are the basic data needed(and normally available during the least difficult situations). The condition of the aircraft, location of victims,presence and location of spilled burning fuel, and location of other ARFF personnel are also crucial. Inaddition, the possible presence of toxic gases caused by spilled or burning cargo needs to be assessed toprovide for a safe response to the situation. Finally, since multiple vehicles and ARFF crews are involved inmost emergency situations, a centralized command and control system is needed to coordinate theactivities of all elements of the emergency response team. The DEVS is one element of this command andcontrol system.

D.5 Required Capabilities.

The DEVS increases the knowledge available to the emergency crew. The crew are able to see throughfog, rain, sleet, and snow, as well as smoke and flames in and around the burning aircraft, to detect theposition of evacuees and trapped passengers, to distinguish them among the debris, and to move into aposition for fire fighting. They are able to apply extinguishing agents to the hottest areas of the burning firemore precisely. They also can track other fire fighters through the smoke and fire while rescue efforts areunder way.

The FLIR device provides the ARFF operator with the ability to detect debris and other vehicles (stationaryor moving) in the vicinity, as well as to detect passengers evacuating from the aircraft. The FLIR detectorcan illuminate humans in a smoke or fog environment where normal vision is inadequate. The FLIR storesinformation for normal driving conditions and uses the brighter-than-background standard runway andtaxiway lights, which are detectable as it travels to the site.

D.6 System Elements.

The elements of the DEVS for the ARFF vehicle demonstration include a FLIR, a TWD or HUD, and a GPSwith GIS or mapping.


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D.7 Forward Looking Infrared Device (FLIR).

The FLIR is a high-resolution infrared detector. It is enhanced with wide dynamic range processing forincreased penetration of smoke and fog. The FLIR contains a two-dimensional focal plane array usingplatinum silicide as the detector material. It operates at wavelengths from 8 µm to 12 µm and has asensitivity of 0.1°C (32.2°F). An alternate FLIR of 3 µm to 5 µm with similar sensitivity also is implementedto establish whether the shorter wavelength provides significant benefits in the smoke environment. A keyelement in the use of the FLIR device for this application includes a total hands-off automation philosophy.Rapid cool-down is another function dictated by the nature of FLIR detectors. To achieve the bestperformance, these detectors should be cooled to very low temperatures [in the range of –270°C (–454°F)].The cooling systems that have been developed have an operating life of about 2500 hours. Rapidcool-down or extended standby life cycle is considered essential to an ARFF application. Zero (0) ornear-zero start-up time is an operational requirement for effectiveness.

D.8 Dynamic Range Issues.

To detect people and debris, the FLIR has a sensitivity of approximately 0.1°C (32.2°F). At the same time,the FLIR can be expected to deliver this sensitivity in the presence of flames that could reach temperaturesof 1000°C (1832°F). In order to accomplish this, the FLIR operates over an instantaneous dynamic range ofabout 10,000:1.

D.9 Transparent Window Display (TWD).

The TWD system hardware consists of a projector, an optical element, and a symbol generator to provideinformation to an operational position. The symbol generator provides data to the projector by means ofdedicated signal cables. The symbol generator has the capability to receive and to process data links fromup to six video inputs and two serial inputs while formatting messages based on a control program. Thecontrol program uses the data’s priority, refresh rate, and other site-specific criteria to implement thesequence and content of the information presentation.

D.10 Projector.

The DEVS projector is a high-brightness CRT, monochrome emitter that creates and projects a focusedimage onto the window of the ARFF vehicle. The projector is designed to be placed 152.4 cm to 182.9 cm(60 in. to 72 in.) from the window. There are optional mounting schemes that allow the projector to bemounted off-axis from the window to accommodate existing mechanical obstructions. The projector is to beequipped to accept standard signal inputs that include RS-170 to utilize the TWDs as a simple replacementof an existing heads-down display (HDD).

D.11 Optical Element.

The optical element is mounted to the window of the ARFF vehicle to act as a dynamic display surface

within the truck cab. The optical element should be 38.7 cm2 to 77.4 cm2 (6 in.2 to 12 in.2) and affixed to aselected location on the window with room temperature vulcanizing material. The location should bepredefined to reflect data in a uniform manner that is specified by both lateral and vertical anglesperpendicular to the plane of the window. The viewing zone should offer a lateral reflection angle of 30degrees and a vertical reflection angle of 15 degrees. The information is to be presented in a bright greencolor and is to be focused at the plane of the window. The DEVS is not to obstruct the view to the outside ofthe vehicle.

D.12 Symbol Generator.

The symbol generator is to be a microcomputer-based system designed for rack mounting in an equipmentbay. This remote computer offers the capability to interface directly with a selected set of onboard datachannels or discrete indicator inputs and is linked with a GPS tracker and a FLIR. The symbol generator isprogrammed with the mission-specific control scheme and operates in an automatic mode. There is akeyboard and monitor option that supports on-site changes of the data communications and controlroutines. The symbol generator formats data “pages” and routes this information to the appropriateprojector based on priority or currency, or on demand. The symbol generator is capable of being configuredto accept a variety of standard signal inputs including RS-232, RS-422, and RS-170.

D.13 Global Positioning System (GPS).

A GPS receiver is to be mounted on the ARFF vehicle and interfaced with the transparent window displaysystem for display of position information. The GPS is to be a six-channel receiver capable of tracking up toeight satellites. The GPS receiver calculates new position data once every second. Position accuracy isspecified at a maximum of 25 m (82 ft), with a typical accuracy of about 10 m to 15 m (32.8 ft to 49.2 ft). Anadditional ground-based differential transmitter on the airfield provides accuracy from 1 m to 3 m (3.3 ft to9.8 ft).


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D.14 Geographic Information System (GIS).

The airport mapping system by which the ARFF vehicle is navigated can be developed by several methods.One method being considered is the digital reconstructive method. This is accomplished by taking an aerialphotograph of the airport and digitizing it so it then can be displayed on the computer screen for mapping.This method, as it is developed, could provide the increased local terrain and hazards definition needed bythe ARFF vehicle to travel on and around the airfield. Additional mapping capability with definitions of 1.6m, 4.8 m, and 16.1 m (1 mi, 3 mi, and 10 mi) provide for call-up mapping in the event of an accident inoff-airport operational areas. Digital aerial mapping is an emerging technology that provides three-dimensional hazard definition of streams, swales, and drainage culverts, as well as other hazards that couldimpede the progress of the rescue.

D.15 Computer Information Enhancements.

Once an operational computer is placed in the ARFF vehicle, it provides a host of other fire-fightingcapabilities. Fire fighters are able to have the airport’s complete emergency plan available in the computerwith menu-driven software. Toxic and hazardous material indexes can be provided, as well as completeinstructions on emergency door and entryway door operations for every type of commercial aircraft.

D.16 Vehicle Electrical Upgrade.

Because of the need for better power sources, vehicles with new technology equipment need to undergosome modifications to the existing electrical systems. Computers and electronically controlled devices needsmooth-filtered and stable voltage sources. The equipment targeted for installation is modified to operate inthe voltage ranges used on the existing vehicles. This usually is 12 V or 24 V dc. Special power convertersand voltage stabilizers should be considered. There also are requirements for the addition of 115 V ac insome cases. Power from portable generator power sources that might already exist on some of thesevehicles does not, in most cases, provide the smooth, stabilized power sources needed by these newtechnologies. Transformer rectifiers and power converters do not provide a major challenge for thetechnological requirements of this upgrade. Low-cost portable battery back-up systems also should beconsidered to provide power for start-up of the vehicle as well as accidental shutoff of the vehicle systemsupply. The cost of implementing these required voltage sources is minimal when compared to thetrouble-free environment that they provide for the electronic boards and computer systems.

D.17 Final Assessment.

The object of this assessment program is to provide information about the new computer-based equipmentand vision enhancement devices that help the airport rescue services perform their assigned mission undersuboptimal visibility conditions. The cost of installing this equipment can be justified by the need to operateaircraft under these poor visibility conditions. If operations are conducted that allow the aircraft to take offand land under poor visibility conditions, it is reasonable to expect that additional requirements forfire-fighting response under low-visibility conditions will be established.

The technology needed to perform the DEVS is available now. Although the equipment can be bought offthe shelf, installation necessitates some additional research effort because ARFF mission requirementswere not considered in the research efforts that produced this technology. In the case of each individualelement of the DEVS, it was considered that the proposed system should require low operational workloadby the operator. Each piece of the system endeavors to use existing technological equipment with somehardware and software modifications. Finally, the DEVS should be designed for easy installation and amaintenance-free duty life cycle or at the least a modular rack installation design allowing the removal andreplacement of components by current maintenance personnel without adding to the personnel burden of arescue and fire-fighting service.

Finally, the most important issue is cost. Historically, this technology has been expensive. Some of thereasons for these high costs were low production runs and the survivability conditions for which theequipment was originally designed. Equipment meeting the rigorous requirements necessary for militaryapplications can add many thousands of dollars to the final purchase price. It is hoped that, with the carefulredesign and unique adaptation of existing equipment designs and unit cost price decreases, the cost ofusing this technology in an aircraft rescue fire-fighting vehicle can be reduced substantially in the nearfuture.

D.18 DEVS Guidelines.


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D.18.1 DEVS Performance Characteristics.

The DEVS is an integrated system of sensors, computers, and navigational equipment designed to improvethe response and operation of ARFF crews in low-visibility conditions. The DEVS consists of threecomponents: a night- or low-visibility capability, a vehicle navigation capability, and a vehicle trackingcapability, which are integrated using a digital radio data link.

To meet the DEVS requirements, systems need to integrate all three components cohesively. Eachcomponent should be integrated into the vehicle’s normal operations through a systematic approach ofunderstanding and adapting the technology to the needs of the fire-fighting population.

In the sections that follow, the base performance characteristics are detailed. It is important to note thattechnology development in the enhanced vision area is progressing rapidly; therefore, the criteria thatfollow should be considered minimal. Questions regarding specific production systems, new performancecapabilities, or recommended systems should be directed to the FAA’s airports office.


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D.18.2 Low-Visibility Capability.

The intent of the low-visibility capability is to provide an enhanced picture of the environmental scenethrough the use of a chamber or other sensor system displayed inside the cab. For the immediate future, itappears that FLIR technology holds the most promise for aiding visibility in smoke, fog, and haze, and atnight. The minimum recommended performance characteristics of the low-visibility system are provided inthe following list:

(1) General

(a) Expected worst-casevisibility

0 ft range/0 ft ceiling

(b) Time to operational ≤30 sec

(c) Detection of humans152.4 m (500 ft), temp: –28.9°C to 46.1°C (–20°F to 115°F), moving 88.5 km/h(55 mph), clear conditions

152.4 m (500 ft), temp: –28.9°C to 46.1°C (–20°F to 115°F ), moving 80.5km/h (50 mph), light fog conditions

121.9 m (400 ft), temp: –28.9°C to 46.1°C (–20°F to 115°F ), moving 64.4km/h (40 mph), heavy fog conditions

121.9 m (400 ft), temp: –28.9°C to 46.1°C (–20°F to 115°F), moving 64.4 km/h(40 mph), smoke conditions

91.4 m (300 ft), temp: –28.9°C to 46.1°C (–20°F to 115°F), moving 56.3 km/h(35 mph), rain/snow conditions

(d) Detection of GAaircraft

762.0 m (2500 ft), temp: –28.9°C to 46.1°C (–20°F to 115°F), moving 88.5km/h (55 mph), clear conditions

304.8 m (1000 ft), temp: –28.9°C to 46.1°C (–20°F to 115°F), moving 80.5km/h (50 mph), light fog conditions

152.4 m (500 ft), temp: –28.9°C to 46.1°C (–20°F to 115°F), moving 64.4 km/h(40 mph), heavy fog conditions

152.4 m (500 ft ), temp: –28.9°C to 46.1°C (–20°F to 115°F), moving 64.4km/h (40 mph), smoke conditions

152.4 m (500 ft), temp: –28.9°C to 46.1°C (–20°F to 115°F), moving 56.3 km/h(35 mph), rain/snow conditions

(e) Detection of objectsnear fires

People, debris, wreckage, and equipment within 6.1 m (20 ft) of a 1.8 m (6 ft)diameter Jet A–fuel fire, from a range of 304.8 m (1000 ft)

(2) FLIR Specific

(a) IR waveband Long wave IR energy (8 µm to 12 µm)

(b) Video output RS-170 or industry standard video

(c) Gain and levelcontrols

Automatic

(d) Horizontal field ofview

≥28 degrees (40 degrees preferred)

(e) Vertical field of view >20 degrees, aspect ratio to match vertical

(f) Lens clearingcapability

Windshield wiper, high-pressure air, or equivalent

(g) Temperature andhumidity changes

Changes in ambient temperature and humidity should not result incondensation inside the FLIR housing or optics assembly

(h) MountingOn top of vehicle with pan and tilt capability, remote-control equipped, line ofsight aligned with driver’s line of sight

(i) Video monitor20.3 cm to 25.4 cm (8 in. to 10 in.) diagonal display mounted near driver’s lineof sight

Alternative : Heads-up display with field-of-view to match FLIR


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D.18.3 Navigation Capability.

The intent of the navigation capability is to allow for accurate positioning of the vehicle on or around theairport surface. The navigation capability should provide a depiction of the vehicle, notable landmarks,roadways, and other guidance aids. Information should be provided to the driver in a meaningful formappropriate to the needs of the fire response.

The navigation capability consists of three main components: a GPS receiver, a computer systemcontaining supporting maps and navigation information, and a display/control system for driver information.

For full capability on the airport, the DEVS should incorporate both capabilities into the design. Theperformance characteristics of the components in the list in D.18.2 are as follows:

(1) PositionAvailability

Computed position within 30 sec/hr/day, 7 days/week

(2) Accuracy Two-dimensional position within 4.6 m (15 ft)

(3) Dead Reckoning Coasting capability when satellite track is lost due to shadowing

(4) Position UpdateRate

< 1/sec

(5) Initialization andOperation

Fully automatic

(6) Map

(a) Levels of detail Level 1 — Airport operations area

Level 2 — Airport property boundary

Level 3 — 8 km (5 mi) radius of the airport center; either variable or fixed zoomswithin each level should be provided

(b) OrientationNorth-up or heading-up, selectable (Note: Heading-up orientation is required forsituational awareness in low-visibility conditions and unfamiliar areas)

(c) Visualorientation cues

Vehicle orientation, vehicle heading, direction of low-visibility coverage

(7) Driving Cues Range/bearing indicator in line of sight (on FLIR display or separate)

(8) Data Link

(a) Error checking Standard error checking

(b) Frequencyselection

Selectable to airport location

(9) Display — Color ≥ 256 colors

D.18.4 Tracking Capability.

The tracking capability components include the following:

(1) Differential GPS (DGPS) correction software

(2) Data link hardware/software

(3) Integrated display/control system for command center operations

The command center can be either fixed or mobile, depending on individual airport ARFF operations. Thiscapability is intrinsically tied to the tracking capability, which allows for the monitoring of the positions ofother vehicles, the crash site, identified victims, and other factors, as well as linkage to a centralized displayfor emergency coordination. The performance characteristics of the tracking capability function are asfollows:

(1) Map —Orientation

North-up with dynamic zoom and pan

(2) Data Link

(a) Error checking Standard error checking

(b) Frequencyselection

Selectable to airport location

(3) Display — ColorLarge high-resolution monitor [ >48.3 cm (>19 in.) diagonal color monitor, 1280 ×1024 resolution]


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D.19 Glossary of Technical Terms.

D.19.1 Aircraft Rescue and Fire Fighting (ARFF).

Formerly known in the fire-fighting industry as crash, fire, and rescue.

D.19.2 Cool-Down in the Operational Environment of an Infrared Detector.

Term used to describe the period of time needed for the refrigeration unit of the optical sensor to cool theunit to approximately -270.2°C (-454°F). This cool-down mode provides the necessary sensitivity of10,000:1 for infrared thermal detection.

D.19.3 Driver’s Enhanced Vision System (DEVS).

A vision enhancement system utilizing several electronic and computer-based components that aids inimproving sight as well as movement or navigation around the airport during reduced-visibility operationalconditions.

D.19.4 Forward Looking Infrared (FLIR).

A thermal imaging system (camera), which can be vehicle-mounted, designed to detect thermal energy.

D.19.5 Geographic Information System (GIS).

A device that allows an aerial map of the airport to be displayed with markers that move along the image asthe vehicle changes position.

D.19.6 Global Positioning System (GPS).

A device that picks up signals from orbiting satellites and determines positions of location on earth byreference to longitude and latitude.

D.19.7 Heads-Up Display (HUD).

The military name for a device that allows a person to look and operate a device while viewing through thecockpit window of an aircraft. This device displays information on the cockpit window.

D.19.8 Transparent Window Display (TWD).

An electronic device that projects an image on a special coated glass or plastic that also allows the viewerto see through the clearplate with a slight reduction in visibility.


Remove, this is already covered in NFPA 414.





Street Address:

City:

State:

Zip:

Submittal Date: Thu Jun 25 00:01:24 EDT 2015


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Public Input No. 131-NFPA 402-2015 [ Chapter E ]

Annex E Civil Aircraft Accident Investigation (Consider removing or at least updating)

This annex is not a part of the recommendations of this NFPA document but is included for informationalpurposes only.

E.1 General.

In the United States, major aircraft accidents are investigated by the National Transportation Safety Board(NTSB), 800 Independence Avenue SW, Washington, DC 20591. In some instances responsibility forinvestigation is delegated by the Board to the Federal Aviation Administration (FAA).

RESCUE: The occupants.

GUARD: The wreckage — Allow no one inside the wreckage area other than those necessary for occupantremoval, fire fighting, and the possible removal of mail and cargo where necessary to protect it from furtherdamage. Items removed for protection must be retained locally for examination by a Federal Air SafetyInvestigator.

ADVISE: The county coroner/medical examiners — Fatally injured occupants of the aircraft should be heldfor possible pathological or toxicological examination or both prior to embalmment.

IDENTIFY: The position of fatalities — Prior to removing the remains of fatally injured occupants, tag orotherwise identify each body, and mark its location in the wreckage or on the ground (photograph inposition, if possible).

PERMIT: News media coverage — Accredited news media can be permitted to enter and photograph thearea as long as the wreckage is not disturbed.

NOTIFY: The local authorities, the Safety Board, FAA.


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E.2 National Transportation Safety Board Rules.


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(The following material is extracted from 49 CFR 175, Chapter VIII.)

Title 49 — Transportation

Chapter VIII — National Transportation Safety Board

Revised: March 20, 1985

Part 830 — Notification and Reporting of Aircraft Accidents or Incidents and Overdue Aircraft, andPreservation of Aircraft Wreckage, Mail, Cargo, and Records.

Subpart A — General.

Sec.

830.1 Applicability.

830.2 Definitions.

Subpart B — Initial Notification of Aircraft Accidents, Incidents, and Overdue Aircraft.

830.5 Immediate notification.

830.6 Information to be given in notification.

Subpart C — Preservation of Aircraft Wreckage, Mail, Cargo, and Records.

830.10 Preservation of aircraft wreckage, mail, cargo, and records.

Subpart D — Reporting of Aircraft Accidents, Incidents, and Overdue Aircraft.

830.15 Reports and statement to be filed.

Authority: Title VII, Federal Aviation Act of 1958, as amended, 72 Stat. 781, as amended by 76 Stat. 921(49 U.S.C. 1441 et seq.), and the Independent Safety Board Act of 1974, Pub. L. 93-633, 88 Stat. 2166 (49U.S.C. 1901 et seq.).

Subpart A — General.

830.1 Applicability.

This part contains rules pertaining to:

(1) Notification and reporting aircraft accidents and incidents and certain other occurrences in theoperation of aircraft when they involve civil aircraft of the United States wherever they occur, or foreigncivil aircraft when such events occur in the United States, its territories, or possessions.

(2) Preservation of aircraft wreckage, mail, cargo, and records involving all civil aircraft in the UnitedStates, its territories or possessions.

830.2 Definitions.

As used in this part, the following words or phrases are defined as follows:

Aircraft accident means an occurrence associated with the operation of an aircraft which takes placebetween the time any person boards the aircraft with the intention of flight and all such persons havedisembarked, and in which any person suffers death or serious injury, or in which the aircraft receivessubstantial damage.

Fatal injury means any injury which results in death within 30 days of the accident.

Incident means an occurrence other than an accident, associated with the operation of an aircraft, whichaffects or could affect the safety of operations.

Operator means any person who causes or authorizes the operation of an aircraft, such as the owner,lessee, or bailee of an aircraft.

Serious injury means any injury which:

(1) Requires hospitalization for more than 48 hours, commencing within 7 days from the date the injurywas received

(2) Results in a fracture of any bone (except simple fractures of fingers, toes, or nose)

(3) Causes severe hemorrhages, nerve, muscle, or tendon damage

(4) Involves any internal organ


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(5) Involves second or third degree burns, or any burns affecting more than 5 percent of the body surface

Substantial damage means damage or failure which adversely affects the structural strength, performance,or flight characteristics of the aircraft, and which would normally require major repair or replacement of theaffected component. Engine failure or damage limited to an engine if only one engine fails or is damaged,bent fairings or cowling, dented skin, small punctured holes in the skin or fabric, ground damage to rotor orpropeller blades, and damage to landing gear, wheels, tires, flaps, engine accessories, brakes, or wingtips,are not considered substantial damage for the purpose of this part.

Subpart B — Initial Notification of Aircraft Accidents, Incidents, and Overdue Aircraft.

830.5 Immediate notification.

The operator of an aircraft shall immediately, and by the most expeditious means available, notify the

nearest National Transportation Safety Board field office1 when:

(1) An aircraft accident or any of the following listed incidents occur:

(2) Flight control system malfunction or failure;

(3) Inability of any required flight crewmember to perform normal flight duties as a result of injuryor illness;

(4) Failure of structural components of a turbine engine excluding compressor and turbine bladesand vanes;

(5) In-flight fire; or

(6) Aircraft collide in flight.

(7) An aircraft is overdue and is believed to have been involved in an accident.

1The National Transportation Safety Board field offices are listed under U. S. Government in the telephonedirectories in the following cities: Anchorage, AK; Atlanta, GA; Chicago, IL; Denver, CO; Fort Worth, TX;Kansas City, MO; Los Angeles, CA; Miami, FL; New York, NY; Seattle, WA.

830.6 Information to be given in notification.

The notification required in section 830.5 shall contain the following information, if available:

(1) Type, nationality, and registration marks of the aircraft;

(2) Name of owner, and operator of the aircraft;

(3) Name of the pilot-in-command;

(4) Date and time of the accident;

(5) Last point of departure and point of intended landing of the aircraft;

(6) Position of the aircraft with reference to some easily defined geographical point;

(7) Number of persons aboard, number killed, and number seriously injured;

(8) Nature of the accident, the weather, and the extent of damage to the aircraft, so far as is known; and

(9) A description of any explosives, radioactive materials, or other dangerous articles carried.

Subpart C — Preservation of Aircraft Wreckage, Mail, Cargo, and Records.

830.10 Preservation of aircraft wreckage, mail, cargo, and records.

(1) The operator of an aircraft involved in an accident or incident for which notification must be given isresponsible for preserving to the extent possible any aircraft wreckage, cargo, and mail aboard theaircraft, and all records, including all recording mediums of flight, maintenance, and voice recorders,pertaining to the operation and maintenance of the aircraft and to the airmen until the Board takescustody thereof or a release is granted pursuant to Section 831.10(b).

(2) Prior to the time the Board or its authorized representative takes custody of aircraft wreckage, mail, orcargo, such wreckage, mail, or cargo may not be disturbed or moved except to the extent necessary:

(3) To remove persons injured or trapped;


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(4) To protect the wreckage from further damage; or

(5) Where it is necessary to move aircraft wreckage, mail, or cargo, sketches, descriptive notes,and photographs shall be made, if possible, of the original position and condition of thewreckage and any significant impact marks.

(6) The operator of an aircraft involved in an accident or incident shall retain all records, reports, internaldocuments, and memoranda dealing with the accident or incident, until authorized by the Board to thecontrary.

Subpart D — Reporting of Aircraft Accidents, Incidents, and Overdue Aircraft.

830-15 Reports and statements to be filed.

(1) Reports. The operator of an aircraft shall file a report on Board Form 6120.1 or Board Form 6120.22

within 10 days after an accident, or after 7 days if an overdue aircraft is still missing. A report on anincident for which notification is required by Section 830.5(a) shall be filed only as requested by anauthorized representative of the Board.

(2) Crewmember Statement. Each crewmember, if physically able at the time the report is submitted,shall attach a statement setting forth the facts, conditions and circumstances relating to the accident orincident as they appear to him. If the crewmember is incapacitated, he shall submit the statement assoon as he is physically able.

(3) Where to File the Reports. The operator of an aircraft shall file any report with the field office of theBoard nearest the accident or incident.

2Forms are obtainable from the Board field offices (see footnote 1), the National Transportation SafetyBoard, Washington, DC 20594, and the Federal Aviation Administration, Flight Standards District Office.

NOTE: The reporting and recordkeeping requirements contained herein have been approved by the Officeof Management and Budget in accordance with the Federal Report Act of 1942.

Signed at Washington, DC, on September 4, 1980.

James B. King

Chairman


Consider removing or at least updating





Street Address:

City:

State:

Zip:

Submittal Date: Thu Jun 25 00:03:38 EDT 2015


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Public Input No. 3-NFPA 402-2014 [ Chapter G ]

Annex G Informational References

G.1 Referenced Publications.

The documents or portions thereof listed in this annex are referenced within the informational sections ofthis guide and are not advisory in nature unless also listed in Chapter 2 for other reasons.

G.1.1 NFPA Publications.



NFPA 410, Standard on Aircraft Maintenance, 2010 edition 2015 .

NFPA 1561, Standard on Emergency Services Incident Management System, 2008 edition 2014 .

Fire Protection Guide on Hazardous Materials, 13th edition, 2002 2010 .

G.1.2 Other Publications.

G.1.2.1 IATA Publications.

International Air Transport Association Headquarters, IATA Building, 2000 Peel Street, Montreal, CanadaH3A 2R4.

Restricted Articles Regulations.

G.1.2.2 ICAO Publications.

International Civil Aviation Organization, 999 University St., Montreal Robert-Bourassa Boulevard,Montréal , Quebec H3C 5H7 , Canada H3C 5H7 .

Aircraft Accident and Incident Investigation (Annex 13), 8th 10 th edition, July 1994, Reprinted 19992010 .

DOC 9284 -AN/905 , Technical Instructions for the Safe Transport of Dangerous Goods by Air, 2012.

Manual of Aircraft Accident Investigation (Document 6920), 4th edition, 1970, Reprinted 1995.

2015-2016 .

Airport Service Manual, Part 5, Removal of Disabled Aircraft, 3rd 4th edition, 1996 2009 .

G.1.2.3 U.S. Government Publications.


A Policy on Geometric Design of Highways and Streets, American Association of State Highway andTransportation Officials, 1990 6th edition, 2011 .

Title 44, Code of Federal Regulations, Part 151, “Reimbursement for Costs of Firefighting on FederalProperty.”

Title 49, Code of Federal Regulations, Part 175, “Transportation.”

G.2 Informational References.

The following documents or portions thereof are listed here as informational resources only. They are notdirectly referenced in this guide.

G.2.1 ICAO Publications.

International standards and recommended practices are promulgated by the International Civil AviationOrganization, 999 University St., Montreal Robert-Bourassa Boulevard, Montréal , QuebecPQ H3C 5H7 , Canada H3C 5H7 .

Aerodromes (Annex 14), 3rd 6th edition, July 1999 2013 .

Airport Services Manual, Part 1: “Rescue and Fire Fighting,” 3rd edition, 1990, Reprinted 2004 .

Emergency Response Guidance for Aircraft Incidents Involving Dangerous Goods, 1st edition, March2001-2002 2015-2016 .

Technical Instructions for the Transport of Dangerous Goods by Air, Document 9284-AN/905, March 20052015-2016 .


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G.2.2 U.S. Government Publications.


G.2.2.1

Federal Aviation Register Part 139. Part 139 is sold on a subscription basis by the Superintendent ofDocuments. Subscribers will receive changes to this part automatically.


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G.2.2.2 Federal Aviation Administration Publications.


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Available from Department of Transportation, Distribution Unit, M-494.3, Washington, DC 20590.

Advisory Circulars. This listing is limited to those free advisory circulars relating to aircraft rescue andfire-fighting services. For a complete listing of FAA advisory circulars, write to the address above andrequest a copy of the latest “Advisory Circular Checklist and Status of Other FAA Publications.” Thischecklist is also published periodically in the Federal Register.

FAA AC 150/5200-12C ,First Responder First Responders ' s Responsibility in for Protecting Evidenceat the Scene of an Aircraft Accident /Incident, 2009. (AAS-100). Furnishes general guidance for airportemployees, airport management, and other personnel responsible for fire-fighting and rescue operations, atthe scene of an aircraft accident, on the proper presentation of evidence.

FAA AC 150/5200-18C , Airport Safety Self-Inspection , 2004 (AAS-310). Suggests functionalresponsibility, procedures, a checklist, and schedule for an airport safety self-inspection.

FAA AC 150/5210-6D , Aircraft Fire Extinguishing Agents, 2004 (AAS-100). Outlines scales ofprotection considered as the recommended level — compared with the minimum level in Federal AviationRegulation Part 139.49 — and tells how these levels were established from test and experience data.

FAA AC 150/5210-13C , Airport Water Rescue Plans , Airport, and Equipment , 2010 (AAS-300).Suggests planning procedures, facilities, and equipment to effectively perform rescue operations when anaircraft lands in a body of water, swamp, or tidal area where normal aircraft fire-fighting and rescue servicevehicles are unable to reach the accident scene.

FAA AC 150/5210-14B , Airport Rescue Fire and Rescue Personnel Protective Clothing FightingEquipment, Tools, and Clothing, 2008 (AAS-100). Developed to assist airport management in thedevelopment of local procurement specifications for an acceptable, cost-effective proximity suit for use inaircraft rescue and fire-fighting operations.

FAA AC 150/5210-15A , Airport Rescue and Fire Fighting Station Building Design , 2008 (AAS-100).Provides standards and guidance for planning, designing, and constructing an airport rescue andfire-fighting station.

FAA AC 150/5210-5D , Painting, Marking, and Lighting of Vehicles Used on an Airport , 2010 (AAA-120).Provides guidance, specifications, and standards — in the interest of airport personnel safety andoperational efficiency — for painting, marking, and lighting of vehicles operating in the airport air operationsareas.

FAA AC 150/5210-7D , Aircraft Fire and Rescue Communications Aircraft Rescue and Fire Fighting Communications , 2008. (AAS-120). Provides guidance and information for planning and implementingan airport communications system for airport fire and rescue service.

(Cancelled 9-19-2011) FAA AC 150/5220-4, Water Supply Systems for Aircraft Fire and RescueProtection (AAS-120). Provides guidance for the water source selection and standards for a waterdistribution system designed to support aircraft rescue and fire-fighting (ARFF) service operations onairports.

FAA AC 150/5220-9A , Aircraft Arresting Systems , 2006 (AAS-300). Updates existing policy, anddescribes and illustrates the various types of military aircraft emergency arresting systems that are nowinstalled at various joint civil/military airports. It also informs users of criteria concerning installations of suchsystems at joint civil/military airports.

FAA AC 150/5220-10E , Guide Specification for Aircraft Rescue and Fire Fighting Vehicles(Consolidated reprint incorporates changes 1 and 2) ( , 2011. ( AAS-100). Assists airport management inthe development of local procurement specifications.

FAA AC 150/5230-4B , Aircraft Fuel Storage, Handling, and Dispensing on Airports , 2011. (AAS-300).Provides information on aviation fuel deliveries to airport storage and the handling, cleaning, anddispensing of fuel into aircraft.

150/5230-4, Chg. 1.

150/5230-4, Chg. 2.

150/5280-1, Chg. 1.

150/ FAA AC 150/ 5340-1L , Standards for Airport Markings , 2013 (AAS-200). Describes standards formarking paved runways, taxiways, closed and/or hazardous areas on airports.

FAA AC 150/5340-18F , Standards for Airport Sign Systems , 2010 (AAS-200). Contains the FederalAviation Administration standards for use of sign systems on airports.


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FAA AC 150/5370-2F , Operational Safety on Airports During Construction , 2011 (AAS-300). Concernsoperational safety on airports — with special emphasis on safety during periods of construction activity —to assist airport operators in complying with Part 139.

FAA AC 150/5380 5210 -5, Debris Hazards at Civil Airports (AAS-100 24 , Airport Foreign ObjectDebis (FOD) Management, 2010. (Supersedes FAA AC 150/5380-5B) (AAS- 300 ). Discusses problemsof debris at airports, gives information on foreign objects, and tells how to eliminate such objects fromoperational areas.

G.2.2.3 U.S. Military Publications.

Air Force: Technical Manual 00-105E-9, Aircraft Emergency (Fire Protection Information), available fromHQ WR-ALC (MMEOTD), Robbins AFB, GA 31093.

Navy and Marine: NAVAIR 00-80R-14, Aircraft Fire Fighting and Rescue Manual for US Naval and MarineAir Stations and Facilities, available from Naval Air Technical Services Facility, 700 Robins Avenue,Philadelphia, PA 19111.

Army: Technical Manual 5-315, available from Superintendent of Public Documents, Public DocumentsDepartment, U.S. Government Printing Government Publishing Office, Washington, DC 20402.

G.2.2.4 Other Publications.

Advanced Techniques in Impact Protection and Emergency Egress from Air Transport Aircraft, R.G. SnyderReport, HEARD-AG 221, National Transportation Safety Board Accident Reports.

G.3 References for Extracts in Informational Sections.

NFPA 16, Standard for the Installation of Foam-Water Sprinkler and Foam-Water Spray Systems, 2011edition 2017 .

NFPA 302, Fire Protection Standard for Pleasure and Commercial Motor Craft, 2010 edition 2015 .

NFPA 472, Standard for Competence of Responders to Hazardous Materials/Weapons of Mass DestructionIncidents, 2013 edition .

NFPA 921, Guide for Fire and Explosion Investigations, 2011 edition 2017 .

NFPA 1981, Standard on Open-Circuit Self-Contained Breathing Apparatus (SCBA) for EmergencyServices, 2007 edition 2013 .


Referenced current editions and FAA Circulars.



Public Input No. 2-NFPA 402-2014 [Chapter 2] Referenced current editions.




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Public Input No. 132-NFPA 402-2015 [ Section No. G.1.2.2 ]

G.1.2.2 ICAO Publications.

International standards and recommendatioed practices are promulgated by the Civil AviationOrganization, 999 University St. Robert-Bourassa Boulevard , Montreal, Quebec PQ , Canada H3C 5H7.

Aircraft Accident and Incident InvestigationAerodromes (Annex

1314 ),

8th3rd edition, July

1994, Reprinted1999.

9284-AN/905,

(6 th edition 2013)

Airport Services Manual, Part 1: “Rescue and Fire Fighting,” 3rd edition, 1990. (4 th edition 2014)

Emergency Response Guidance for Aircraft Incidents Involving Dangerous Goods, 1st edition, March2001-2002 (2011-2012)

Technical Instructions for the

SafeTransport of Dangerous Goods by Air,

2012.

Manual of Aircraft Accident Investigation (Document 6920), 4th edition, 1970, Reprinted 1995.

Airport Service Manual , Part 5, Removal of Disabled Aircraft, 3rd edition, 1996.

Document 9284-AN/905, March 2005. (May 2015)


Updated reference per ICAO




Affilliation: NFPA 402 Sub-Commiittee

Street Address:

City:

State:

Zip:

Submittal Date: Mon Jun 29 12:20:45 EDT 2015


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G.1.2.3 U.S. Government Publications.

U.S. Government Printing Office, Washington, DC 20402.

A Policy on Geometric Design of Highways and Streets, American Association of State Highway andTransportation Officials, 1990 6th Edition, 2011, commonly referred to as the “Green Book,” contains thecurrent design research and practices for highway and street geometric design .

Title 44, Code of Federal Regulations, Part 151, “Reimbursement for Costs of Firefighting on FederalProperty.”

Title 49, Code of Federal Regulations, Part 175, “Transportation - Carriage by Aircraft .”


Updated reference per FAA





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Zip:



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G.2.2.2 Federal Aviation Administration Publications.


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Available from Department of Transportation, Distribution Unit, M-494.3, Washington, DC 20590.

Advisory Circulars. This listing is limited to those free advisory circulars relating to aircraft rescue andfire-fighting services. For a complete listing of FAA advisory circulars, write to the address above andrequest a copy of the latest “Advisory Circular Checklist and Status of Other FAA Publications.” Thischecklist is also published periodically in the Federal Register. Advisory Circulars are available for freedownload at: www.faa.gov.

150/5200-12, First Responder's Responsibility in Protecting Evidence at the Scene of an Aircraft Accident(AAS-100). Furnishes general guidance for airport employees, airport management, and other personnelresponsible for fire-fighting and rescue operations, at the scene of an aircraft accident, on the properpresentation of evidence.

150/5200-18, Airport Safety Self-Inspection (AAS-310) . Suggests functional responsibility, procedures, achecklist, and schedule for an airport safety self-inspection.

150/5210-6, Aircraft Fire Extinguishing Agents (AAS-100) . Outlines scales of protection considered as therecommended level — compared with the minimum level in Federal Aviation Regulation Part 139.49 — andtells how these levels were established from test and experience data.

150/5210-13, Water Rescue Plans, Airport, and Equipment (AAS-300) . Suggests planning procedures,facilities, and equipment to effectively perform rescue operations when an aircraft lands in a body of water,swamp, or tidal area where normal aircraft fire-fighting and rescue service vehicles are unable to reach theaccident scene.

150/5210-14, Airport Fire and Rescue Personnel Protective Clothing (AAS-100) . Developed to assistairport management in the development of local procurement specifications for an acceptable,cost-effective proximity suit for use in aircraft rescue and fire-fighting operations.

150/5210-15, Airport Rescue and Fire Fighting Station Building Design (AAS-100) . Provides standardsand guidance for planning, designing, and constructing an airport rescue and fire-fighting station.

150/5210-5, Painting, Marking, and Lighting of Vehicles Used on an Airport (AAA-120) . Providesguidance, specifications, and standards — in the interest of airport personnel safety and operationalefficiency — for painting, marking, and lighting of vehicles operating in the airport air operations areas.

150/5210-7, Aircraft Fire and Rescue Communications (AAS-120) . Provides guidance and information forplanning and implementing an airport communications system for airport fire and rescue service.

150/ 5210-23 - ARFF Vehicle and High Reach Extendable Turret (HRET) Operation, Training andQualifications. Provides FAA standards and recommendations for the training of airport firefighting andrescue personnel in the proper operation and tactical use of Aircraft Rescue and Fire Fighting (ARFF)vehicles and ARFF vehicles equipped with High Reach Extendable Turret (HRETs)

150/ 5220-4, Water Supply Systems for Aircraft Fire and Rescue Protection (AAS-120) . Provides guidancefor the water source selection and standards for a water distribution system designed to support aircraftrescue and fire-fighting (ARFF) service operations on airports.

150/5220-9, Aircraft Arresting Systems (AAS-300) . Updates existing policy, and describes and illustratesthe various types of military aircraft emergency arresting systems that are now installed at various jointcivil/military airports. It also informs users of criteria concerning installations of such systems at jointcivil/military airports.

150/5220-10, Guide Specification for Aircraft Rescue and Fire Fighting Vehicles (Consolidated reprintincorporates changes 1 and 2) (AAS-100) . Assists airport management in the development of localprocurement specifications of ARFF vehicles .

150/5230-4, Aircraft Fuel Storage, Handling, and Dispensing on Airports (AAS-300) . Provides informationon aviation fuel deliveries to airport storage and the handling, cleaning, and dispensing of fuel into aircraft.

150/5230-4, Chg. 1.

150/5230-4, Chg. 2.

150/5280-1, Chg. 1.

150/ 5340-1, Standards for Airport Markings (AAS-200) . Describes standards for marking paved runways,taxiways, closed and/or hazardous areas on airports.

150/5340-18, Standards for Airport Sign Systems (AAS-200) . Contains the Federal Aviation Administrationstandards for use of sign systems on airports.


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150/5370-2, Operational Safety on Airports During Construction (AAS-300) . Concerns operational safetyon airports — with special emphasis on safety during periods of construction activity — to assist airportoperators in complying with Part 139.

150/5380-5, Debris Hazards at Civil Airports (AAS-100) . Discusses problems of debris at airports, givesinformation on foreign objects, and tells how to eliminate such objects from operational areas.


Updated references per FAA





Street Address:

City:

State:

Zip:



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G.2.2.3 U.S. Military Publications.

Air Force: Technical Manual 00-105E-9, Aircraft Emergency (Fire Protection Information), available fromHQ WR-ALC (MMEOTD), Robbins AFB, GA 31093.

Navy and Marine: NAVAIR 00-80R-14, Aircraft Fire Fighting and Rescue Manual for US Naval and MarineAir Stations and Facilities, available from Naval Air Technical Services Facility, 700 Robins Avenue,Philadelphia, PA 19111.Commanding Officer, PMA-251,47123 Buse Rd. Unit IPT, Bldg. 2272 Suite 348 Patuxent River, MD.20670-1547

Army: Technical Manual 5-315, available from Superintendent of Public Documents, Public DocumentsDepartment, U.S. Government Printing Office, Washington, DC 20402.


Updated reference per FAA





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2.1 General.

The documents or portions thereof listed in this chapter are referenced within this standard and shall be consideredpart of the requirements of this document.



NFPA 10, Standard for Portable Fire Extinguishers, 2013 edition.

NFPA 405, Standard for the Recurring Proficiency of Airport Fire Fighters, 2010 edition.

NFPA 412, Standard for Evaluating Aircraft Rescue and Fire-Fighting Foam Equipment, 2014 edition.

NFPA 414, Standard for Aircraft Rescue and Fire-Fighting Vehicles, 2012 edition.

NFPA 1003, Standard for Airport Fire Fighter Professional Qualifications, 2010 edition.


2.3.1 Military Specification Publications.

Naval Publications and Forms Center, 5801 Tabor Avenue, Philadelphia, PA 19120.

U.S. Military Specification MIL-F-24385, Fire Extinguishing Agent, Aqueous Film-Forming Foam (AFFF), LiquidConcentrate, for Fresh and Sea Water.

2.3.2 UL Publications.

Underwriters Laboratories Inc., 333 Pfingsten Road, Northbrook, IL 60062-2096.

UL 162, Standard for Foam Equipment and Liquid Concentrates, 1994, Revised 1999 2014 .



EN1568, Part 3: BS EN 1568-3, Fire extinguishing media—Foam concentrates—Specification concentrates—Part 3: Specification for low expansion foam concentrates for surface application to water-immiscible liquids ,2008, Corrigendum, 2008 .

ICAO Airport Services Manual Doc 9137, Part 8, Level B.

2.4 References for Extracts in Mandatory Sections.

NFPA 11, Standard for Low-, Medium-, and High-Expansion Foam, 2010 edition.


Updated edition.



Public Input No. 2-NFPA 403-2015 [Chapter F] Updated edition.




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Submittal Date: Fri May 29 19:39:12 EDT 2015


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2.3.2 UL Publications.

Underwriters Laboratories Inc., 333 Pfingsten Road, Northbrook, IL 60062-2096.

UL 162, Standard for Foam Equipment and Liquid Concentrates, 1994, Revised 1999 2015 .


The proposed change reflects an update/revision to the UL Standard.


Submitter Full Name: RONALD FARR

Organization: UL LLC

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EN1568, Part 3: Fire extinguishing media—Foam concentrates—Specification for low expansion foamconcentrates for surface application to water-immiscible liquids.

ICAO Airport Services Manual Doc 9137, Part 8, Level B.

Part 1, Chapter 8


Committee Input: ICAO Level A, B and C foam tests are referenced in the standard, so ICAO reference was broadened. Also, additional inputs will remove acceptability of foam standards other than ICAO or Mil-Spec. Reference to EN standard removed.


Submitter Full Name: BRADFORD COLTON

Organization: AMERICAN PACIFIC CORPORATION

Street Address:

City:

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Zip:

Submittal Date: Mon May 04 13:09:04 EDT 2015


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3.3.6 Airport Air Traffic Control.

A service established to provide air and ground traffic control for airports.


Committee Input: The term "Air Traffic Control" aligns with NFPA 402 and the use of the term within 403.




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3.3.13.1 * Aqueous Film-Forming Foam Concentrate (AFFF).

A concentrate based on fluorinated surfactants plus foam stabilizers to produce a fluid aqueous film forsuppressing hydrocarbon fuel vapors and usually diluted with water to a 1 percent 1 percent , 3 percent 3percent , or 6 percent solution. [ 11, 2010] 6 percent


Consistent with 402, 11.




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3.3.13.3 Fluorine-Free Synthetic Foam (FFSF) .

Foam concentrate based on a mixture of hydrocarbon surface active agents that are fluorine free.


Committee Input: The FFSF acronym is being used in the standard. It is being added it into the definition section.




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3.3.13.4 * Fluoroprotein Foam Concentrate (FP) .

A concentrate very similar to protein-foam concentrate but with a synthetic fluorinated surfactant additive. [11, 2010]


Committee Input: Adding acronym used in the standard, as consistent with the definitions of other foam concentrates.




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3.3.13.5 * Protein Foam Concentrate (P) .

Concentrate consisting primarily of products from a protein hydrolysate, plus stabilizing additives and inhibitors toprotect against freezing, to prevent corrosion of equipment and containers, to resist bacterial decomposition, tocontrol viscosity, and to otherwise ensure readiness for use under emergency conditions. [11, 2010]


Committee Input: Adding acronym used in the standard, as consistent with the definitions of other foam concentrates.




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3.3.14 * Foam Concentrate.

A concentrated liquid foaming

Foam fire-fighting agent as received from the manufacturer

. [ 11, 2010]

that must be diluted with water to make foam solution.


Consistent with NFPA 1901, 1906.




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3.3.17 Mutual Aid.

Reciprocal assistance by emergency services under a prearranged plan

A written intergovernmental agreement between agencies

and/or jurisdictions that they will assist one another on

request by furnishing personnel, equipment, and/or

expertise in a specified manner .


Consistent with NFPA 1701, 402




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Foams should be classified by their performance and not by their composition names. Fore example foams meetingperformance standard XXX .... Rather than AFFF or fluorine free.



Hold_No._403-3_on_Proposal_403-12_Section_5.1.1.pdf Comment on Proposal 403-12 Section 5.1.1 Hold


.

This Public Input appeared as "Reject but Hold" in Public Comment No. 403-3 of the A2013 Second Draft Report for NFPA 403 and per the Regs. at 4.4.8.3.1.

Substantiation: To use current chemical based names for foams hinders future developments. The key criteria is that they should do the job, so use that as the criteria and not their composition


Submitter Full Name: TC On AIR-AAA

Organization: NFPA Technical Committee on Aircraft Rescue and Firefighting

Street Address:

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Submittal Date: Thu Apr 30 12:56:05 EDT 2015


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5.1.2 *

All foam concentrates shall be listed based on the performance test requirements in 5 . 1.2.1 through 5.1.2.3 .

5.1.2.1 *

Aqueous film-forming foam agents shall meet the requirements of U.S. Military Specification MIL-F-24385, FireExtinguishing Agent, Aqueous Film-Forming Foam (AFFF), Liquid Concentrate for Fresh and Sea Water .

5.1.2.2

Film-forming fluoroprotein foam (FFFP), protein foam (P), fluoroprotein foam (FP), and fluorine-free synthetic foam(FFSF) shall meet the applicable fire extinguishment and burnback performance requirements of UnderwritersLaboratories Inc. Standard UL 162, Standard for Foam Equipment and Liquid Concentrates (Type 3 application),EN 1568, Part 3: Fire extinguishing media—Foam concentrates—Specification for low expansion foamconcentrates for surface application to water-immiscible liquids , or ICAO Airport Services Manual Doc 9137, Part 8,Level B.

5.1.2.3

Any primary agent used at the minimum quantities and discharge rates for AFFF in Table 5.3.1(a) and Table5.3.1(b) shall meet the applicable fire extinguishment and burnback performance requirements of 5.1.2.1 . theperformance tests specified .


Committee Input: This input is part of a series of modifications to address logs 2, 3, and 4 that were placed on hold last revision cycle. One aspect of these logs was to move away from classifying flow rates by surfactant type, and move to performance tests. In a review of the common foam tests, it was decided that there was too much variation to allow all available tests to be included. Therefore, the focus is to continue with standards/specifications specific to airport fire fighting. The change to this section removes test references and points to Table 5.2.1 for the list of acceptable tests. There is also revised annex material that discusses acceptable performance tests.




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5.1.2.2

Film-forming fluoroprotein foam (FFFP), protein foam (P), fluoroprotein foam (FP), and fluorine-free synthetic foam(FFSF) shall meet the applicable fire extinguishment and burnback performance requirements of UnderwritersLaboratories Inc. Standard UL 162, Standard for Foam Equipment and Liquid Concentrates (Type 3 application),EN foam shall be tested to meet the appropriate level of performance of the most recent version of ICAO AirportServices Manual DOC 9137 chapter 8 or the EN 1568, Part 3: Fire extinguishing media—Foam media. (Foamconcentrates—Specification for low expansion foam concentrates for surface application to water-immiscibleliquids) , or ICAO Airport Services Manual Doc 9137, Part 8, Level B the UL 162 .



Hold_403-5_Comment_on_Proposal_403-13.pdf Hold 403-5 Comment on Proposal 403-13


This Public Input appeared as "Reject but Hold" in Public comment No. 403-5 of the A2013 Second Draft Report for NFPA 403 and per the Regs at 4.4.8.3.1

Appendix in A 5.1.2 currently mentions that other international test methods may be acceptable to theAHJ. Aviation safety is of international scope and the original NFPA numbers were derived from the ICAO; consequentlythe ICAO and other international standards need to be mentioned.

Alternative log CP12 should the table amendment be retained (see Valois comments on table Log CP13-16 Note this new text would be replacing the current 5.1.2.1 - 5.1.2.2 - and 5.1.2.3"High Performance concentrates" are required to be listed as conforming to the US MIL specification-F24325 or the most recent version of ICAO Airport Services Manual DOC 9137 Chapter 8 level C requirements and tested at an application rate of .04 US gal per square foot"Medium performance concentrates" are required to be listed as conforming to the most recent version of ICAO Airport Services manual DOC 9137 chapter 8 Level B requirements or the EN1568, Part 3 Fire extinguishing media. (Foam concentrates. Specification for low expansion foam concentrates for surface application to water-immiscible liquids) or of the UL 162 and tested at an application rate of .06 US gal per square foot"General use foam concentrates" are required to be listed as conforming to the most recent version of ICAO Airport Services manual DOC 9137 chapter 8 Level A requirements or an equivalent specification tested at an application rate of 1.0 US gal per square foot



Organization: NFPA Technical Committee on Aircraft Rescue and Firefighting

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5.3. 1 * 1


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The minimum amounts of water for foam production and the minimum amounts of complementary agents necessaryshall be as specified in Table 5.3.1(a) or Table 5.3.1(b), based on the system of categorizing airports listed in Table4.3.1.

Table 5.3.1(a) Extinguishing Agents, Discharge and Response Capability in U.S. Customary Units

Complementary

Airport

Category

Response

Phases

Response

Capa-

bility

(sec)

AFFF Fluorine-Free Synthetic Foam, Fluoroprotein, or FFFP Protein Foam

MIL-F-24385 andICAO C

ICAO B ICAO AComplementary

Agents a

Required

Water

(U.S. gal)

Discharge

Capability

(gpm)

Required

Water

(U.S.gal)

Discharge

Capability

(gpm)

Required

Water

(U.S.gal)

Discharge

Capability

(gpm)

Quantity

(lb)

Discharge

(lb/sec)

Q1 b 180 b 120 120 160 160 180 180 100 5

1 Q2 c 0 0 0

Q3 d 0 0 0

TOTAL 120 160 180

Q1 b 180 b 157 157 213 213 236 236 200 5

2 Q2 c 210 c 43 57 64

Q3 d 0 0 0

TOTAL 200 270 300

Q1 b 180 b 285 285 392 392 438 438 300 5

3 Q2 c 210 c 85 118 132

Q3 d 240 d,e 300 60 300 60 300 60

TOTAL 670 810 870

Q1 b 180 b 468 468 646 646 715 715 300 5

4 Q2 c 210 c 272 374 415

Q3 d 240 d,e 600 60 600 60 600 60

TOTAL 1,340 1,620 1,730

Q1 b 180 b 863 863 1,194 1,194 1,331 1,331 450 5

5 Q2 c 210 c 647 896 999

Q3 d 240 d,e 1,250 125 1,250 125 1,250 125

TOTAL 2,760 3,340 3,580

Q1 b 180 b 1,245 1,245 1,725 1,725 1,920 1,920 450 5

6 Q2 c 210 c 1,245 1,725 1,920

Q3 d 240 d,e 1,250 125 1,250 125 1,250 125

TOTAL 3,740 4,700 5,090

Q1 b 180 b 1,585 1,585 2,192 2,192 2,437 2,437 450 5

7 Q2 c 210 c 2,045 2,828 3,143


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Agents a

Required

Water

(U.S. gal)

Discharge

Capability

(gpm)

Required

Water

(U.S.gal)

Discharge

Capability

(gpm)

Required

Water

(U.S.gal)

Discharge

Capability

(gpm)

Quantity

(lb)

Discharge

(lb/sec)

Q3 d 240 d,e 1,250 125 1,250 125 1,250 125

TOTAL 4,880 6,270 6,830

Q1 b 180 b 2,095 2,095 2,901 2,901 3,222 3,222 900 10

8 Q2 c 210 c 3,185 4,409 4,898

Q3 d 240 d,e 2,500 250 2,500 250 2,500 250

TOTAL 7,780 9,810 10,620

Q1 b 180 b 2,619 2,619 3,626 3,626 4,030 4,030 900 10

9 Q2 c 210 c 4,451 6,164 6,850

Q3 d,f 240 d,e 2,500 250 2,500 250 2,500 250

TOTAL 9,570 12,290 13,380

Q1 b 180 b 3,195 3,195 4,424 4,424 4,915 4,915 900 10

10 Q2 c 210 c 6,069 8,405 9,338

Q3 d 240 d,e 5,000 500 5,000 500 5,000 500

TOTAL 14,260 17,830 19,250

aThe minimum quantity is based on ISO qualified potassium bicarbonate. Powder can be substituted by a listedagent exceeding the performance of potassium bicarbonate.

bQuantity of water for foam production for initial control of the pool fire.

cQuantity of water for foam production to continue control or fully extinguish the pool fire.

dWater available for interior fire fighting.

eThe 240-second requirement begins after arrival of the first ARFF apparatus.

fFor multiple passenger deck aircraft within this category, the Q3 discharge capability should be increased to375 gpm (1420 L/min) and required water increased to 3750 gal (14,195 L).

Table 5.3.1(b) Extinguishing Agents, Discharge and Response Capability in SI Units

Complementary

Airport

Category

Response

Phases

Response

Capa-

bility

(sec)

AFFF Fluorine-Free Synthetic Foam, Fluoroprotein, or FFFP Protein Foam



Agents a

Required

Water

(L)

Discharge

Capa-

bility

(L/min)

Required

Water

(L)

Discharge

Capa-

bility

(L/min)

Required

Water

(L)

Discharge

Capa-

bility

(L/min)

Quantity

(kg)

Discharge

(kg/sec)

Q1 b 180 b 450 450 600 600 700 700 45 2.25


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Agents a

Required

Water

(L)

Discharge

Capa-

bility

(L/min)

Required

Water

(L)

Discharge

Capa-

bility

(L/min)

Required

Water

(L)

Discharge

Capa-

bility

(L/min)

Quantity

(kg)

Discharge

(kg/sec)

1 Q2 c 0 0 0

Q3 d 0 0 0

TOTAL 450 600 700

Q1 b 180 b 591 591 787 787 906 906 90 2.25

2 Q2 c 210 c 159 213 244

Q3 d 0 0 0

TOTAL 750 1,000 1,150

Q1 b 180 b 1,077 1,077 1,500 1,500 1,692 1,692 135 2.25

3 Q2 c 210 c 323 450 508

Q3 d 240 d,e 1,100 110 1,100 110 1,100 110

TOTAL 2,500 3,050 3,300

Q1 b 180 b 1,772 1,772 2,468 2,468 2,722 2,722 135 2.25

4 Q2 c 210 c 1,028 1,432 1,578

Q3 d 240 d,e 2,250 225 2,250 225 2,250 225

TOTAL 5,050 6,150 6,550

Q1 b 180 b 3,257 3,257 4,514 4,514 5,029 5,029 205 2.25

5 Q2 c 210 c 2,443 3,386 3,771

Q3 d 240 d,e 4,750 475 4,750 475 4,750 475

TOTAL 10,450 12,650 13,550

Q1 b 180 b 4,700 4,700 6,525 6,525 7,250 7,250 205 2.25

6 Q2 c 210 c 4,700 6,525 7,250

Q3 d 240 d,e 4,750 475 4,750 475 4,750 475

TOTAL 14,150 17,800 19,250

Q1 b 180 b 5,983 5,983 8,297 8,297 9,214 9,214 205 2.25

7 Q2 c 210 c 7,717 10,703 11,886

Q3 d 240 d,e 4,750 475 4,750 475 4,750 475

TOTAL 18,450 23,750 25,850

Q1 b 180 b 7,937 7,937 10,992 10,992 12,202 12,202 410 4.5

8 Q2 c 210 c 12,063 16,708 18,548

Q3 d 240 d,e 9,450 945 9,450 945 9,450 945

TOTAL 29,450 37,150 40,200

Q1 b 180 b 9,907 9,907 13,722 13,722 15,259 15,259 410 4.5

9 Q2 c 210 c 16,843 23,328 25,941

Q3 d,f 240 d,e 9,450 945 9,450 945 9,450 945


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Agents a

Required

Water

(L)

Discharge

Capa-

bility

(L/min)

Required

Water

(L)

Discharge

Capa-

bility

(L/min)

Required

Water

(L)

Discharge

Capa-

bility

(L/min)

Quantity

(kg)

Discharge

(kg/sec)

TOTAL 36,200 46,500 50,650

Q1 b 180 b 12,103 12,103 16,759 16,759 18,603 18,603 410 4.5

10 Q2 c 210 c 22,997 31,841 35,347

Q3 d 240 d,e 18,900 1,890 18,900 1,890 18,900 1,890

TOTAL 54,000 67,500 72,850








Committee Input: This change addresses logs 2, 3, and 4 placed on hold the last revision cycle. The columns have been relabeled to indicate the required test requirements.



Public Input No. 31-NFPA 403-2015 [Section No. B.6]




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20 of 58 7/7/2015 9:48 AM

5.3.1 *


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Airport

Category

Response

Phases

Response

Capa-

bility

(sec)

AFFF

Fluorine-FreeSynthetic Foam,Fluoroprotein, or

FFFP

Protein FoamComplementary

Agents a

Required

Water

(U.S.gal)

Discharge

Capability

(gpm)

Required

Water

(U.S.gal)

Discharge

Capability

(gpm)

Required

Water

(U.S.gal)

Discharge

Capability

(gpm)

Quantity

(lb)

Discharge

(lb/sec)

Q1 b

180

120 b 120 120 160 160 180 180 100 5

1 Q2 c 0 0 0

Q3 d 0 0 0

TOTAL 120 160 180

Q1 b

180

120 b 157 157 213 213 236 236 200 5

2 Q2 c

210

180 c 43 57 64

Q3 d 0 0 0

TOTAL 200 270 300

Q1 b

180

120 b 285 285 392 392 438 438 300 5

3 Q2 c

210

180 c 85 118 132

Q3 d 240 d,e 300 60 300 60 300 60

TOTAL 670 810 870

Q1 b

180

120 b 468 468 646 646 715 715 300 5

4 Q2 c

210

180 c 272 374 415

Q3 d 240 d,e 600 60 600 60 600 60

TOTAL 1,340 1,620 1,730

Q1 b

180


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120 b 863 863 1,194 1,194 1,331 1,331 450 5

5 Q2 c

210

180 c 647 896 999

Q3 d 240 d,e 1,250 125 1,250 125 1,250 125

TOTAL 2,760 3,340 3,580

Q1 b

180

120 b 1,245 1,245 1,725 1,725 1,920 1,920 450 5

6 Q2 c

210

180 c 1,245 1,725 1,920

Q3 d 240 d,e 1,250 125 1,250 125 1,250 125

TOTAL 3,740 4,700 5,090

Q1 b

180

120 b 1,585 1,585 2,192 2,192 2,437 2,437 450 5

7 Q2 c

210

180 c 2,045 2,828 3,143

Q3 d 240 d,e 1,250 125 1,250 125 1,250 125

TOTAL 4,880 6,270 6,830

Q1 b

180

120 b 2,095 2,095 2,901 2,901 3,222 3,222 900 10

8 Q2 c

210

180 c 3,185 4,409 4,898

Q3 d 240 d,e 2,500 250 2,500 250 2,500 250

TOTAL 7,780 9,810 10,620

Q1 b

180

120 b 2,619 2,619 3,626 3,626 4,030 4,030 900 10

9 Q2 c

210

180 c 4,451 6,164 6,850

Q3 d,f 240 d,e 2,500 250 2,500 250 2,500 250

TOTAL 9,570 12,290 13,380

Q1 b

180

120 b 3,195 3,195 4,424 4,424 4,915 4,915 900 10


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10 Q2 c

210

180 c 6,069 8,405 9,338

Q3 d 240 d,e 5,000 500 5,000 500 5,000 500

TOTAL 14,260 17,830 19,250








Airport

Category

Response

Phases

Response

Capa-

bility

(sec)

AFFF

Fluorine-FreeSynthetic Foam,Fluoroprotein, or

FFFP

Protein FoamComplementary

Agents a

Required

Water

(L)

Discharge

Capa-

bility

(L/min)

Required

Water

(L)

Discharge

Capa-

bility

(L/min)

Required

Water

(L)

Discharge

Capa-

bility

(L/min)

Quantity

(kg)

Discharge

(kg/sec)

Q1 b

180

120 b 450 450 600 600 700 700 45 2.25

1 Q2 c 0 0 0

Q3 d 0 0 0

TOTAL 450 600 700

Q1 b

180

120 b 591 591 787 787 906 906 90 2.25

2 Q2 c

210

180 c 159 213 244

Q3 d 0 0 0

TOTAL 750 1,000 1,150

Q1 b

180

120 b 1,077 1,077 1,500 1,500 1,692 1,692 135 2.25

3 Q2 c

210

180 c 323 450 508


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Q3 d 240 d,e 1,100 110 1,100 110 1,100 110

TOTAL 2,500 3,050 3,300

Q1 b

180

120 b 1,772 1,772 2,468 2,468 2,722 2,722 135 2.25

4 Q2 c

210

180 c 1,028 1,432 1,578

Q3 d 240 d,e 2,250 225 2,250 225 2,250 225

TOTAL 5,050 6,150 6,550

Q1 b

180

120 b 3,257 3,257 4,514 4,514 5,029 5,029 205 2.25

5 Q2 c

210

180 c 2,443 3,386 3,771

Q3 d 240 d,e 4,750 475 4,750 475 4,750 475

TOTAL 10,450 12,650 13,550

Q1 b

180

120 b 4,700 4,700 6,525 6,525 7,250 7,250 205 2.25

6 Q2 c

210

180 c 4,700 6,525 7,250

Q3 d 240 d,e 4,750 475 4,750 475 4,750 475

TOTAL 14,150 17,800 19,250

Q1 b

180

120 b 5,983 5,983 8,297 8,297 9,214 9,214 205 2.25

7 Q2 c

210

180 c 7,717 10,703 11,886

Q3 d 240 d,e 4,750 475 4,750 475 4,750 475

TOTAL 18,450 23,750 25,850

Q1 b

180

120 b 7,937 7,937 10,992 10,992 12,202 12,202 410 4.5

8 Q2 c

210

180 c 12,063 16,708 18,548

Q3 d 240 d,e 9,450 945 9,450 945 9,450 945


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TOTAL 29,450 37,150 40,200

Q1 b

180

120 b 9,907 9,907 13,722 13,722 15,259 15,259 410 4.5

9 Q2 c

210

180 c 16,843 23,328 25,941

Q3 d,f 240 d,e 9,450 945 9,450 945 9,450 945

TOTAL 36,200 46,500 50,650

Q1 b

180

120 b 12,103 12,103 16,759 16,759 18,603 18,603 410 4.5

10 Q2 c

210

180 c 22,997 31,841 35,347

Q3 d 240 d,e 18,900 1,890 18,900 1,890 18,900 1,890

TOTAL 54,000 67,500 72,850









Table_5.3.1_proposed_changes.docx Table 5.3.1 proposed changes


See substantiation to companion change to Section 9.1.3



Public Input No. 22-NFPA 403-2015 [Sections9.1.3.1, 9.1.3.2]

codifies proposed response time change s from section 9.1.3in Table 5.3.1


Submitter Full Name: Joseph Scheffey

Organization: JENSEN HUGHES

Affilliation: Special expert, independent, not representing any particular interest

Street Address:


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City:

State:

Zip:



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5.3.1 *


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Protein Foam

Airport

Category

Response

Phases

Response

Capa-

bility

(sec)

AFFF Fluorine-Free Synthetic Foam, Fluoroprotein, or FFFP

High performancefoam concentrate

Medium performancefoam concentrate

General use foamcomcentrate

Complementary

Agents a

Required

Water

(U.S. gal)

Discharge

Capability

(gpm)

Required

Water

(U.S. gal)

Discharge

Capability

(gpm)

Required

Water

(U.S.gal)

Discharge

Capability

(gpm)

Quantity

(lb)

Discharge

(lb/sec)

Q1 b 180 b 120 120 160 160 180 180 100 5

1 Q2 c 0 0 0

Q3 d 0 0 0

TOTAL 120 160 180

Q1 b 180 b 157 157 213 213 236 236 200 5

2 Q2 c 210 c 43 57 64

Q3 d 0 0 0

TOTAL 200 270 300

Q1 b 180 b 285 285 392 392 438 438 300 5

3 Q2 c 210 c 85 118 132

Q3 d 240 d,e 300 60 300 60 300 60

TOTAL 670 810 870

Q1 b 180 b 468 468 646 646 715 715 300 5

4 Q2 c 210 c 272 374 415

Q3 d 240 d,e 600 60 600 60 600 60

TOTAL 1,340 1,620 1,730

Q1 b 180 b 863 863 1,194 1,194 1,331 1,331 450 5

5 Q2 c 210 c 647 896 999

Q3 d 240 d,e 1,250 125 1,250 125 1,250 125

TOTAL 2,760 3,340 3,580

Q1 b 180 b 1,245 1,245 1,725 1,725 1,920 1,920 450 5

6 Q2 c 210 c 1,245 1,725 1,920

Q3 d 240 d,e 1,250 125 1,250 125 1,250 125

TOTAL 3,740 4,700 5,090

Q1 b 180 b 1,585 1,585 2,192 2,192 2,437 2,437 450 5

7 Q2 c 210 c 2,045 2,828 3,143


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High performancefoam concentrate

Medium performancefoam concentrate

General use foamcomcentrate

Complementary

Agents a

Required

Water

(U.S. gal)

Discharge

Capability

(gpm)

Required

Water

(U.S. gal)

Discharge

Capability

(gpm)

Required

Water

(U.S.gal)

Discharge

Capability

(gpm)

Quantity

(lb)

Discharge

(lb/sec)

Q3 d 240 d,e 1,250 125 1,250 125 1,250 125

TOTAL 4,880 6,270 6,830

Q1 b 180 b 2,095 2,095 2,901 2,901 3,222 3,222 900 10

8 Q2 c 210 c 3,185 4,409 4,898

Q3 d 240 d,e 2,500 250 2,500 250 2,500 250

TOTAL 7,780 9,810 10,620

Q1 b 180 b 2,619 2,619 3,626 3,626 4,030 4,030 900 10

9 Q2 c 210 c 4,451 6,164 6,850

Q3 d,f 240 d,e 2,500 250 2,500 250 2,500 250

TOTAL 9,570 12,290 13,380

Q1 b 180 b 3,195 3,195 4,424 4,424 4,915 4,915 900 10

10 Q2 c 210 c 6,069 8,405 9,338

Q3 d 240 d,e 5,000 500 5,000 500 5,000 500

TOTAL 14,260 17,830 19,250








Protein Foam

Airport

Category

Response

Phases

Response

Capa-

bility

(sec)

AFFF Fluorine-Free Synthetic Foam, Fluoroprotein, or FFFP

High performanceconcentrate

Mediumperformanceconcentrate

General use foamconcentrate

Complementary

Agents a

Required

Water

(L)

Discharge

Capa-

bility

(L/min)

Required

Water

(L)

Discharge

Capa-

bility

(L/min)

Required

Water

(L)

Discharge

Capa-

bility

(L/min)

Quantity

(kg)

Discharge

(kg/sec)

Q1 b 180 b 450 450 600 600 700 700 45 2.25


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Complementary

Agents a

Required

Water

(L)

Discharge

Capa-

bility

(L/min)

Required

Water

(L)

Discharge

Capa-

bility

(L/min)

Required

Water

(L)

Discharge

Capa-

bility

(L/min)

Quantity

(kg)

Discharge

(kg/sec)

1 Q2 c 0 0 0

Q3 d 0 0 0

TOTAL 450 600 700

Q1 b 180 b 591 591 787 787 906 906 90 2.25

2 Q2 c 210 c 159 213 244

Q3 d 0 0 0

TOTAL 750 1,000 1,150

Q1 b 180 b 1,077 1,077 1,500 1,500 1,692 1,692 135 2.25

3 Q2 c 210 c 323 450 508

Q3 d 240 d,e 1,100 110 1,100 110 1,100 110

TOTAL 2,500 3,050 3,300

Q1 b 180 b 1,772 1,772 2,468 2,468 2,722 2,722 135 2.25

4 Q2 c 210 c 1,028 1,432 1,578

Q3 d 240 d,e 2,250 225 2,250 225 2,250 225

TOTAL 5,050 6,150 6,550

Q1 b 180 b 3,257 3,257 4,514 4,514 5,029 5,029 205 2.25

5 Q2 c 210 c 2,443 3,386 3,771

Q3 d 240 d,e 4,750 475 4,750 475 4,750 475

TOTAL 10,450 12,650 13,550

Q1 b 180 b 4,700 4,700 6,525 6,525 7,250 7,250 205 2.25

6 Q2 c 210 c 4,700 6,525 7,250

Q3 d 240 d,e 4,750 475 4,750 475 4,750 475

TOTAL 14,150 17,800 19,250

Q1 b 180 b 5,983 5,983 8,297 8,297 9,214 9,214 205 2.25

7 Q2 c 210 c 7,717 10,703 11,886

Q3 d 240 d,e 4,750 475 4,750 475 4,750 475

TOTAL 18,450 23,750 25,850

Q1 b 180 b 7,937 7,937 10,992 10,992 12,202 12,202 410 4.5

8 Q2 c 210 c 12,063 16,708 18,548

Q3 d 240 d,e 9,450 945 9,450 945 9,450 945

TOTAL 29,450 37,150 40,200

Q1 b 180 b 9,907 9,907 13,722 13,722 15,259 15,259 410 4.5

9 Q2 c 210 c 16,843 23,328 25,941

Q3 d,f 240 d,e 9,450 945 9,450 945 9,450 945


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Complementary

Agents a

Required

Water

(L)

Discharge

Capa-

bility

(L/min)

Required

Water

(L)

Discharge

Capa-

bility

(L/min)

Required

Water

(L)

Discharge

Capa-

bility

(L/min)

Quantity

(kg)

Discharge

(kg/sec)

TOTAL 36,200 46,500 50,650

Q1 b 180 b 12,103 12,103 16,759 16,759 18,603 18,603 410 4.5

10 Q2 c 210 c 22,997 31,841 35,347

Q3 d 240 d,e 18,900 1,890 18,900 1,890 18,900 1,890

TOTAL 54,000 67,500 72,850









Hold_403-8_Comment_on_Proposal_403-15_403-16.pdfNFPA 403 Comment 403-8 on Proposal 403-15, 403-16

NFPA_403_Log_3_Rec_A2013_ROC_Table.pdf NFPA 403 Log #3 Rec A2013 ROC Table


This Public Input appeared as a "Reject but Hold" in Public Comment No. 403-8 of the A2013 Second Draft Report for NFPA 403 and per the Regs at 4.4.8.3.1.

Substantiation: The current table 5.3.1 Q1 and Q2 numbers of the first column are based on lesser (medium performance level) application rates ICAO level B of 5.5 LPM per M2. The numbers have never been adjusted following the evolution of agents to higher performance requirements such as ICAO level C and Mil F and appropriate test application densities.Safety considerations:The safety factor margins have been retained in the ICAO numbers to a level equivalent to what it was in the 3 existinglevels. As an example the test application rate of the ICAO level C is of 1.75 LPM per M2 for a calculated operationalrequirement of 3.75 LPM per M2.Trade issues in support of identifying concentrates by performance levels:Applying a type of agent such as an AFFF or FFFP to a column just by name may constitute a trade restriction. As ahypothetical example, a newly developed super protein foam could outperform some of the lesser performing AFFF.



Organization: NFPA Technical Committee on Aircraft Resuce and Firefighting

Street Address:

City:

State:


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Zip:



34 of 58 7/7/2015 9:48 AM


7.1.2

The operational communications system shall provide a primary and, where necessary, an alternate effective meansfor direct communication between the following, as applicable (see Annex C):

(1) Alerting authority such as the air traffic control tower or flight service station, airport manager, fixed-baseoperator, or airline office and the airport ARFF service

(2) Air traffic control tower or flight service station and ARFF vehicles en route to an aircraft emergency or at theaccident or incident site

(3) Fire department alarm room and ARFF vehicles at the accident or incident site

(4) Airport ARFF services and appropriate mutual aid organizations located on or off the airport, including an alertprocedure for all auxiliary personnel expected to participate

(5) ARFF vehicles

(6) Responding vehicles and an aircraft in a situation of emergency using an established discreet VHF frequency


Committee Input: Definition 3.3.6 is for Air Traffic Control and it is an editorial change to this section to reflect the control tower is the Air Traffic Control Tower.




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8.1.2.1

The minimum total number of trained personnel responding to an initial alarm, based on the minimum responsetimes in Chapter 9 and extinguishing agent discharge rates and quantities required in Chapter 5, shall be inaccordance with Table 8.1.2.1.

Table 8.1.2.1 Minimum Required ARFF Personnel at Airports

Airport Category ARFF Personnel

1 2

2 2

3 2

4 3

5 6

6 9

7 12

8 12

9 15

10 15

Exception: Reduced manning is permitted subject to an analysis by the Authority Having Juristiction based on whatwould best meet the needs and demands of the ARFF department.


The 2014 Edition revisions included an increase in response time to runways, elimination of a specific response time requirement to the movement area, and a reduction the number of responding ARFF vehicles. Supporting rationale for these reductions in the level of a safety included the concepts of: requirements based on currently accepted practices; what would best meet the needs and demands of each ARFF department; consideration of the practicality of requirements; and correlation with and possible recognition of NFPA 403 with FAA and ICAO regulations.

Certainly, minimum manning requirements should meet this "practicality" test. Some relief should be provided, as proposed.

To be clear, I don't necessary support this approach. But to be consistent, the committee should insert performance requirements where there are "practical" difficulties in meeting requirements, and where NFPA 403 is more stringent than FAA and ICAO requirements.




Affilliation: Special expert, not representing any client or interest

Street Address:

City:

State:

Zip:

Submittal Date: Mon Jul 06 12:07:56 EDT 2015


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Public Input No. 22-NFPA 403-2015 [ Sections 9.1.3.1, 9.1.3.2 ]

Sections 9.1.3.1, 9.1.3.2

9.1.3.1

The response time of the first responding ARFF vehicle to reach any point on the operational runway and beginagent application shall be within 3 minutes of the time of the alarm. 2 minutes or less, and to any point remainingwithin the on-airport portion of the rapid response area shall be no more than 2 ½ minutes.

.

9.1.3.2

The response time

of the first responding ARFF vehicle

to reach

any point remaining within the on-airport portion of the RRA with improved surface conditions shall be within4 minutes from the time of the alarm

an incident/accident involving any aircraft with passengers in the aircraft movement area beyond or outside therunway or rapid response area shall be 3 minutes or less .


Return response time requirements to that which was in the 2009 Edition of NFPA 403

1.See also original rationale for the 2 minute requirement, to be distributed at the Public Input committee meeting.2.The basis of the original two minute response time is burnthrough of the fuselage and the onset of hazardous conditions to passengers and crew. In the change in the last edition from 2 minutes to 3 minutes, no technical data was submitted to substantiate increased response time due to increased burnthrough time, or reduced threat to occupants. This isn’t surprising since there are no such data. While improvements in burnthrough time are being implemented for new aircraft, it will take decades until all fleets meet the increased burnthrough time.3.Admittedly, piecing together the original data and rationale for the 2 minute response time is tedious and difficult, as I pointed out in my recent report published by the FAA1. No single technical report describes this. This was recognized by the committee many years ago, and as a result, past committee member and pilot Tom Lindemann published the basis of the rationale in Industrial Fire World2.4.An argument has been made that many airports can’t meet the response time requirement, therefore no one will adopt NFPA 403 and the standard serves no use with the lower, technically-based 2 minute response time criteria. This is a specious argument:a.The committee has always striven to be technically sound, not politically expedient. For example:i.The US Navy MIL SPEC or equivalent for AFFF was adopted by the committee based on a sound technical argument3. This was not recognized by any aviation regulatory authority at the time. Now it is essentially required by the US FAA. Some might argue that it has contributed to the development of the new ICAO Level C foam requirement.ii.NFPA 403 has minimum personnel requirements (Table 8.1.2.1). No regulatory authority has adopted these requirements. Should they be deleted so that the potential of NFPA 403 being adopted are improved? No, the committee established a technical basis for this requirement which they deemed appropriate.b.The claim that most airports can’t meet the 2 minute response time are not supported by NFPA’s own literature. In a 1999 report by NFPA’s Michael Karter4, ARFF resources in the US were compared to NFPA 403 requirements. The data from Table 7 of that report indicated that, of the 391 airports surveyed or contacted, the following airports met NFPA 403 response time requirements (which are more stringent than the FAA minimum required time):Airport Category % Airports Surveyed Meeting NFPA 403 Response Time RequirementsFAA NFPAA 4 91.2A 5 97.2B 6 97.0C 7 88.5D 8 82.1E 9 45.4

What a great success this shows for airports striving to achieve the NFPA technically-based response time requirement. While one might quibble with the analysis technique (time from alarm to leaving the station were not included), the technique was consistent for the farthest point on the runway, and identifies those situations where NFPA 403 criteria might


37 of 58 7/7/2015 9:48 AM

reasonably be achieved (and those which probably can’t). Performance differences are apparent; this demonstrates that technically sound requirements will filter into the field even when they exceed regulatory-mandated criteria. The fact that most small and large airports and nearly half the very largest airports in the US could potentially meet NFPA 403 response time requirements in itself validates the technically-based approach of the committee.c.An example outside the aviation industry shows how NFPA advocates for an appropriate level of life safety: Residential sprinklers for single family dwellings has been advocated by NFPA. This proposed protection criteria has encountered sometimes fierce opposition from regulatory bodies who reject adoption of residential sprinklers through the legislative process. Should NFPA withdraw its support, just because their residential sprinkler standards are not currently widely adopted?5.The Hunt analysis for the FAA5 demonstrated that the 2 minute response might not handle the absolute worst case, i.e. immediate ignition of a large pool directly intimate with an aircraft fuselage. Any contention that the 2 minute response is for the absolute worst case is inaccurate. There may be a potential subset of incidents where 2 minutes is insufficient. Practically speaking, this might be where the fuselage breaks up upon impact and passengers are immediately, directly exposed. Structural improvements to aircraft have increased the probability of an intact fuselage at an airport crash. The 2 minute response has been considered a reasonable, practical, technically justified, and necessary requirement. The use of the Hunt data to evaluate response time per se distorts the intent of the report objective and analysis, which was to determine appropriate agent quantities. In simple terms, the variable of response time demonstrated a greater chance of failure to affect passenger safety by controlling a fire with a quantity of foam.

6.The NFPA Technical Committee on Airport Facilities has recognized the importance of a timely ARFF response to protect passengers discharging from aircraft at the terminal. A recent FPRF report describes the loss history and importance of ARFF response, particularly where passengers and crew may evacuate without a protected path (i.e. fire restive bridge/walkway)6. This committee has formally requested that NFPA 403 provide a 2 minute response, particularly to the terminal area (in NFPA 403 terms, the movement area for passenger-occupied aircraft). The change to the current edition of NFPA 403 totally eliminates any response time requirement to this area, which has had demonstrated fire loss and handles all embarking and disembarking passengers!

7.Summarizing, the technical basis for the 2 minute response time is unequivocal. The NFPA 403 technical committee should return to its roots and reestablish this criteria based on the technical merits. Alternately, those supporting a greater response time should demonstrate quantitatively that life-threatening conditions are unlikely to occur in the first 3 minutes of a crash.

References (provided to the staff liaison for distribution to the TC and for public availability):1.Scheffey, J.L., Darwin, R.L., and Hunt, S.P., “A Technical Review of Methodologies for Calculating Firefighting Agent Quantities Needed to Combat Aircraft Crash Fires,” DOT/FAA/(AR)-11/29, U.S. Department of Transportation, Federal Aviation Administration, April 2012. 2.Lindemann, T., “Aircraft Fire Fighting in Three Minutes or Less,” Industrial Fire World, 5 (1), January–March 1990, pp. 6, 22–24. 3.Scheffey, J.L. and Wright, J., “Analysis of Test Criteria for Specifying Foam Firefighting Agents for Aircraft Rescue and Firefighting,” Report No. DOT/FAA/CT-94/04, Federal Aviation Administration, Washington, DC, August, 1994.4.Karter, M.S., “Who’s Got What,” NFPA Journal, May/June 1999, pp72–82.5. Hunt, S.P. and Scheffey, J.L., “Analysis of Suppression Effects on Aviation Fuel Fires Around an Aircraft, Final Report,” DOT/FAA/(AR)-11/27, U.S. Department of Transportation, Federal Aviation Administration, Washington, DC, November 2011. 6.Swann, J.D., and Scheffey, J.S., “Aircraft Loading Walkways – Literature and Information Review”, Fire Protection Research Foundation Technical Note, Quincy, MA, May 2014



Public Input No. 21-NFPA 403-2015 [Section No. 5.3.1]




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9.1.3.2

The response time of the first responding ARFF vehicle to reach any point remaining within the on-airport portion ofthe RRA with improved surface conditions shall be within 4 minutes from the time of the alarm.


See proposal and ration for change to 9.1.3.1 and 9.1.3.2




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Chapter 10: Special Events

10.1 General (It is our suggestion that a new chapter be added to 403 and that it be the chapter thatincludes information on ARFF response at special events at an airport. Section 10.1 would explain thepurpose of this chapter and perhaps provide some definitions relevant to the items in this chapter. The firstspecial event that would would like to see discussed -- and the reason that we want to add a new chapter -- isto provide details on appropriate response protocols for air shows held at civilian and military airfields

10.2 ARFF response at public air shows . Air shows are aviation events that are often conducted atcivilian and military airfields. The unique nature of air show flying requires a non-standard level ofpreparedness. The non-standard environment in which air shows are conducted, the non-standard aircraftthat are often fly at these events, and the non-standard manner in which those aircraft are flown requires anon-standard level of and type of ARFF preparedness and response. This document details the nature andspecific details required for ARFF preparedness and response at a public air show.

10.2.1 ARFF vehicles and crew must be deployed in such a way that ARFF personnel can respond to anaccident/incident and deploy firefighting agent within sixty (60) seconds in 90 percent of the incidents/accidents.

10.2.2 The entire period during which the aircraft are flying during the air show will be treated as an"announced" emergency.

10.2.3 To meet the standard, it is recommended that ARFF vehicles be tactically prepositioned to provide theshortest and most direct routes to the show center. In all cases, ARFF vehicles must not be positioned behindthe crowd line or staged in the fire station.

10.2.4 To meet the standard at public air shows expected to include jet/turbine performances or any air showin which the length of the aerobatic box exceeds 8,000 feet or the width of the aerobatic box exceeds 2,000 feet, it isrecommended that ARFF vehicles and Crash Fire Rescue (CFR) personnel will be deployed to the right and left ofthe air show/open house crowd area with unimpeded access to the area in which air show flight operations areconducted. In addition, an ARFF vehicle (preferably a small, rapid intervention-type vehicle) will be positioned at ornear show center. All deployed vehicles will be positioned so that they have an unobstructed line of sight on thewhole airfield, specifically, the aerobatic box (see illustration below) in which the majority of the air show flightoperations are conducted. Historically, when an accident or incident occurs during a public air show, the aircraftwreckage comes to rest within the aerobatic box. By positioning ARFF vehicles at each end of the crowd area andone at show center, our response time will improve and may save lives.

10.2.5 To meet the standard at air shows where jets are not performing or air shows at which the length of theaerobatic box is less than 8,000 feet AND the wide of the aerobatic box is less than 2,000 feet, organizers mayconsider having a total of two (2) ARFF vehicles deployed to the left and right side of the crowd area (as described initem 1.3) above, but without an ARFF vehicle located at or near show center. In such cases, it is recommended thatone of the two vehicles be a small, rapid-intervention-type vehicle. It is also recommended that there never be fewerthan two (2) vehicles deployed and ready to respond to an incident/accident.

10.2.6 The Aerobatic Box. The Federal Aviation Administration (FAA) defines the aerobatic box as the airspaceat an air show where participating aircraft are authorized to perform aerobatic maneuvers appropriate to theirCategory (CAT). This box begins at the appropriate CAT I/II/III show line shown below.

(It appears that the program will not accept an illustration. At this juncture, we would include an illustrationdepicting the air show aerobatic box.)

Note: The two-dimensional parameters of the aerobatic box are defined by the bright pinkline. In addition to these two dimensions, there is a third dimension to the aerobatic box that ensures that theairspace in which air show flight operations are conducted is sterile. That third dimensionvaries (based primarily on the type of aircraft that are performing) from as low as 3,000 feet to as high as20,000 feet.

10.2.7. The aerobatic box is the sterile area in which air show flight operations are conducted. Theboundaries, dimensions and parameters of the aerobatic box are clearly and specifically defined as part ofthe application that air show organizers submit to the FAA to receive authorization to conduct an air show.

10.2.8 A written or graphic illustration of the aerobatic box must be presented to performers and emergencyresponse personnel during the pre-air show safety briefing.

10.2.9. ARFF personnel will be staged to respond immediately to any incident or accident. Friends andfamily will not be located in the area of ARFF vehicle positions. Additionally, folding chairs or any otherobstructions should never be positioned in front of pre-positioned ARFF vehicles.


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10.2.10. ARFF personnel will don their firefighter PPE and/or have them positioned in such a way that theycan put them on and still meet the requirement of applying fire agent within 60 seconds of an incident/accident.Vehicle engines will be running throughout the entire active flying portion of the air show.

10.2.11. To ensure clear lines of communications, the incident commander should consider positioninghimself/herself or a liaison with the air boss throughout the air show.

10.2.12 Prior to the air show and not later than the first safety briefing on the rehearsal/practice day of the airshow (typically Friday at most shows), firefighters will meet with the air show operations officer, the air show air bossand appropriate air traffic control personnel to discuss procedures and methods to reduce the standard radiocommunications and runway/taxiway clearances required for ARFF personnel to respond to an incident/accidentduring the air show. These procedures and methods will be developed with the goal of allowing firefighters torespond to an incident/accident without being delayed by procedural or communications issues.

10.2.13. Prior to the beginning of air show flight operations, at least one firefighter from each ARFF vehicledeployed in support of the show will make themselves available to meet with the pilot-in-command of each aircraftparticipating in the air show/open house to discuss emergency extraction, canopy release, fuel shut off, master switchon/off switch and aircraft lift points. If the firefighters are different on subsequent days of the event, at least onefirefighter will make himself/herself available to each pilot and other firefighters to re-brief the emergency responseinformation.

10.2.14. In consultation with the air show operations officer and the air show air boss, firefighters will eitherparticipate in a pre-event table top emergency response exercise or be available to conduct an emergencyresponse drill on the practice/rehearsal day of the air show (typically a Friday for a Saturday/Sunday event).



new_chapter_for_NFPA_403.docx new chapter for NFPA 403


There is currently not a standard that explains and establishes protocol for emergency response at public air shows. This has created dangerous situations and resulted in multiple, unnecessary fatalities. Passage of this new chapter would take a big step toward solving that problem.


Submitter Full Name: JOHN CUDAHY

Organization: INTL COUNCIL OF AIR SHOWS

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9.1.4

Airport ARFF services shall develop/implement a plan for responding to an accident/incident involving any aircraftwith passengers within the aircraft movement area beyond or outside the runway and RRA.


See proposed change to 9.1.3.1 and 9.1.3.2. Response to the movement area should have a specific requirement. The FPRF boarding bridge report provides additional support for a specific requirement.




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A.5.1.2

The two test methods cited in 5.1.2 have wide application in North America but might not be recognized in otherareas of the world. In particular, ICAO has developed guidance that references foam evaluation methods havingsignificantly different test parameters such as test fuel, application rate, and extinguishment density. The intent ofthis standard is that primary foam agents meet minimum performance criteria. It is the intent that aqueousfilm-forming foams achieve a level of performance consistent with theAcceptable standards for foam concentrates vary from country to country. In the U.S., the authority havingjurisdiction is the U.S. FAA which requires foam concentrates be aqueous film-forming foam agents meeting all ofthe criteria of the U.S. Military Specification MIL-F-24385, Fire Extinguishing Agent, Aqueous Film-Forming Foam(AFFF), Liquid Concentrate, for Fresh and Sea Water

, when the lowest discharge rates/quantities in Table 5.3.1(a) and Table 5.3.1(b) are used. The national (ICAOState) civil aviation authority having jurisdiction can adopt or reference standards recognized in that particular partof the world. It is incumbent on the national (ICAO State) authority to determine that alternate test methods areconsistent with the minimum agent rates/quantities they have adopted. The national (ICAO State) civil aviationauthority having jurisdiction should make this determination to prevent inconsistencies at the local or regional level.. Freshwater or seawater can be used for the fire test. Concentrates that successfully pass this testing appear onthe Qualified Products List (QPL-24385-28). This U.S. Military Specification standard contains a variety of physicalproperty requirements that allow these concentrates to be interchangeable and still function properly if theproportioning system is not operating at the proper rate. This is in comparison to ICAO requirements which do notrequire a specific surfactant type. Foam concentrates that have passed the ICAO Level A, B, or C performancetests will have varying viscosities affecting proportioning and nozzle type (aspirating or non-aspirating) and are notconsidered interchangeable. The ICAO and U.S. Military Specification standards contain performance tests that arespecific to the requirements for airport hazards and concentrates should be tested by an authorized body to conductand certify compliance. Certification documentation from the foam concentrate manufacturer should be madeavailable to the authority having jurisdiction. NFPA 412 contains additional foam quality and drainage timerequirements along with the test methods for these properties.


Committee Input: The requirement for AFFF foams to pass Mil-Spec have been removed from the body of the standard and this revised text discusses that various countries have differing requirements. It discusses that in the US, that the authority is the FAA and they require Mil-Spec foam.




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Public Input No. 16-NFPA 403-2015 [ Section No. A.5.1.2.1 ]

A.5.1.2.1

Aqueous film-forming foam agents meeting all of the criteria of the U.S. Military Specification MIL-F-24385, FireExtinguishing Agent, Aqueous Film-Forming Foam (AFFF), Liquid Concentrate, for Fresh and Sea Water, appearon the Qualified Products List (QPL-24385-28). Other standards organizations have fire test criteria comparable tothe U.S. Military Specification MIL-F-24385. The authority having jurisdiction should obtain from their foammanufacturer, certification documentation on the foam fire performance equivalency. Freshwater or seawater can beused for the fire test.


Committee Input: The language from this annex section was moved into A.5.1.2.




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A.5.3.1

Table A.5.3.1 provides fuel weight conversions.

Table A.5.3.1 Fuel Weight Conversions at 15°C (59°F)

From/To Pounds

Avgas Pounds

Jet A

Jet A-1

Jet A-2

Arctic Diesel Pounds

Jet B

JP-4

F-40 Pounds

JP-6

JP-8 Gallons 6.01 Avgas Gallons 7.00 Jet A Jet A-1 Jet A-2 Arctic Diesel Gallons 6.68 Jet B JP-4 F-40 Gallons 6.50 JP-6 JP-8


Committee Input: This annex section provides unit conversions for various fuel types. This material does not directly relate to the corresponding section in the body and was deemed unnecessary.




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Public Input No. 31-NFPA 403-2015 [ Section No. B.6 ]

B.6 Today’s Situation.


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The basic concepts developed by the ICAO RFFPs are still considered valid. However, the variables previouslymentioned that are used to develop the f factor for Q 2 have been refined over time and are now expressed as

follows:

(1) Aircraft Size. Aircraft size reflects the potential level of risk. This risk factor is a composite of the passengerload, the potential internal fire load, flammable liquid fuel capacity, and the fuselage length and width. Carefulconsideration of all these factors allows the identification of a meaningful operational objective, that is, the areato be rendered fire free (controlled or extinguished).

(2) Relative Effectiveness of Agent Selected. This variable is accounted for by the specific application rateidentified for each of the common generic foam concentrate types.

(3) Time Required to Achieve PCA Fire Control. Information from reliable large-scale fire tests, empirical datafrom a wide variety of sources, and field experience worldwide indicate that 1 minute is both a reasonable anda necessary operational objective.

(4) Time Required to Maintain the Controlled Area Fire Free or to Extinguish the Fire. An operational objectivethat provides a safety factor for the initial fire attack on the PCA while waiting for the arrival of backup supportor to complete extinguishment of remaining fires outside the PCA.

The quantity of water for foam production required for 1-minute fire control of the PCA is still referred to as Q 1.

However, data collected in the ensuing years now permit us to specify permitted specifying the required application

rates for three generic foam types needed to extinguish fire in 1 ft2 or 1 m2 of the PCA as follows:

(1) AFFF = 0.13 gpm/ft2 or 5.5 L/min/m2

(2) FP = 0.18 gpm/ft2 or 7.5 L/min/m2

(3) PF = 0.20 gpm/ft2 or 8.2 L/min/m2

These application rates were based primarily on full-scale studies conducted by Geyer (Geyer 1972) using bothhigh volatility JP4 fuel and lower volatility fuel such as JP5 and Jet A. Over the years, NFPA 403 expanded theuse of the FP application rate to other surfactants, such as FFFP and FFSF foams which could meet ICAO B levelfoam tests. The fourth edition, 2014, of the ICAO Airport Services Manual, Part 1, Rescue and Fire Fighting,introduced a more difficult performance test, Level C. The intent of the new ICAO Level C foam performance testwas an attempt to match test parameters to those in MIL-F-24835 while keeping the test in line with the ICAO LevelA and B test procedures. During the development process, under sponsorship from the CAA, 27 foams from 8manufacturers were tested by CNPP (CNPP-Vernon, 2008). The result is a test that is rigorous, but in certainaspects do not quite a match to the performance of the Mil-Spec foams which are required to contain film formingfluorinated surfactants. Fire test differences related to pan size, fuel (gasoline versus Jet A), manual versusfixed foam application, and the allowance of 99% control versus full extinguishment at 1 minute. However, it hasbeen shown that few foams have the ability to pass ICAO C reflecting the difficulty of this test procedure. Therehas been limited full scale testing of ICAO C foams, but tests to date have reflected extinguishments on Jet A within

1 minute at the ICAO application rate of 0.092 gpm/ft 2 (3.75 L/min/m 2 ). The 0.13 gpm/ft 2 (5.5 L/min/m 2 )application rate requirement for AFFF meeting Mil-Spec in NFPA 403 is 40% higher. ICAO Level C foams will have

a safety margin when used at the 0.13 gpm/ft 2 (5.5 L/min/m 2 ) application rate. It was concluded that, forpurposes of this standard, that ICAO Level C foam application rates could be set as equivalent to Mil-Spec foam.

When considering the ICAO C foams, the committee also considered the classification designations used in NFPA403 for application rates. Historically, these related to the constituents of the foam, e.g. protein, fluoroprotein, andfluorinated surfactants used in AFFF. There was a desire by the committee to eliminate the designation of foams byconstituents, and use a performance based approach. The ICAO levels A, B and C provide such an approach.Foams are evaluated based on fire performance, not physical or chemical attributes. This allows futuremodifications of foam formulations, e.g. for environmental improvement, without changing the fire performancecriteria.

It was recognized that there are some limitations to this approach that users of ICAO C should be aware of. Theintent of the MIL-F-24835 standard is to create AFFF foam concentrates that have similar physical properties andwill be interchangeable between various manufacturers. The Mil-Spec also requires fire performance tests of thefoam concentrate proportioned incorrectly, either too low or too high. It is noted that the ICAO tests are primarilyfire performance tests and foams between manufacturers are not considered interchangeable and there are norequirements for testing of incorrectly proportioned foam. Airports adopting ICAO foam concentrates shouldevaluate equipment requirements any time a switch to a new manufacturer of foam concentrates is considered.

Therefore, starting with the 2016 edition of NFPA 403, the following application rates by test standard are used:

(1) MIL-F-24835 and ICAO Level C = 0.13 gpm/ft 2 or 5.5 L/min/m 2

(2) ICAO Level B = 0.18 gpm/ft 2 or 7.5 L/min/m 2


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(3) ICAO Level A = 0.20 gpm/ft 2 or 8.2 L/min/m 2

UL 162 and EN 1568 have been recognized in past revisions of NFPA 403. In the move toward classification byperformance testing, these referenced test standards were deleted since they were not developed with a focus ofaircraft rescue and firefighting applications.

Over time the changes in aircraft size factor have required revisions to the values of both Q 1 and Q 2 and the

introduction of a third component, Q 3, which make up the total quantity of water (Q) required for the production of

foam.

For example, Q 1 changes as a function of the accepted foam application rates and the size of the operational

aircraft common to the various airport categories. And, because Q 2 is a function of Q 1, it too is impacted by

changes in aircraft size and requires revision from time to time to accurately reflect the changes in the operationalaircraft fleet.

The operational significance of the components making up Q is substantial in that Q relates to both the specificquantities of fire suppression agents required to control fire in the PCA and to the requirement that the specifiedquantity of agent be applied to the PCA within a time frame of 1 minute. In turn, Q 2 relates to the need to have

sufficient fire suppression agents available to maintain conditions that do not pose a threat to life in the PCA untilsuch time as rescue operations are completed. The secondary role of Q 2 is to extinguish all fires in and peripheral

to the PCA.

The development of the requirement for these two quantities of water is based on exterior aircraft fuel spill firecontrol parameters. Information from actual incidents in recent years has shown that with increased aircraft crashworthiness, water for interior fire-fighting operations is also necessary. This quantity of water, called Q 3, is based

on the need for handlines to be used for interior fire fighting. Hence, the total quantity of water (Q) is now defined asfollows:

where:

Q 1 = water requirement for control of PCA

Q 2 = water requirement to maintain control or extinguish the remaining fire or both

Q 3 = water requirement for interior fire fighting

(See Figure B.6.)

Figure B.6 Comparison of Water by Volume of Q 1 , Q 2 , Q 3 , and Q for Producing Foam Solution Using

AFFF.


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B.6.1

The method for calculating the values for each component of Q is presented here:

where:

PCA = (0.67)× TCA, TCA = L × (K + W), and

L = length of aircraft

W = width of fuselage

R = application rate of selected agent

T = time of application (1 minute)

K = values shown in Table B.6.1

(See Table B.6.1.)

Table B.6.1 K Factors

Feet

K

= 39 where L = less than 39

= 46 where L = 39 up to but not including 59


= 98 where L = 78 and over

Meters

K = 12 where L = less than 12



= 30 where L = 24 and over

B.6.2

The current values of Q 2 as a percentage of Q have been determined to be as shown in Table B.6.2.

Table B.6.2 Q2 as a Percent of Q1

Airport Category Q 2 % Q 1 Airport Category Q 2 % Q 1

1 0 6 100

2 27 7 129

3 30 8 152

4 58 9 170

5 75 10 190


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B.6.3

The values of Q 3 are based on accepted water flow requirements for the type of fire-fighting operations to be

experienced when combating an interior aircraft fire. They are determined as shown in Table B.6.3.

Table B.6.3 Quantity of Water for Handlines

Airport Category Q 3 Equals (U.S. gal)

1 0

2 0

3 60 gpm × 5 min = 300 gal

4 60 gpm × 10 min = 600 gal

5 125 gpm × 10 min = 1250 gal

6 125 gpm × 10 min = 1250 gal

7 125 gpm × 10 min = 1250 gal

8 250 gpm × 10 min = 2500 gal

9 250 gpm × 10 min = 2500 gal

10 500 gpm × 10 min = 5000 gal

In December 2000, ICAO RFFP-9 met. It was agreed that to accomplish a timely interior fire suppression, allnecessary equipment and personnel should be in place and the suppression activity should be in action within5 minutes of notification of the accident event. This requirement places a premium on the need to have sufficientpersonnel and equipment to perform this task in the first responders group.

B.6.4 Sample Calculation Using Airport Category 4 and AFFF Foam.

TCA = L × (K + W)

= 77.8 × (56 + 12.9) = 5360 ft2

PCA = 2⁄3 × TCA = 2⁄3 × 5360 ft2 = 3573 ft2

Q 1 = 0.13 gpm/ft2 × 3573 ft2 × 1 = 464 gal

Q 2 = 58% × Q 1 = 0.58 × 464 = 269 gal

Q 3 = 600 gal

now

Q = Q 1 + Q 2 + Q 3

= 464 + 269 + 600 = 1333 gal

rounded up to 1340 gal

This quantity is shown in Table 5.3.1(a) .

The example is given to illustrate the logic and the factors used to arrive at the quantity of water for foam productionrequired for an airport Category 4.


Committee Input: Update to Annex material based on proposed revisions in the standard body to move from surfactant type designated application rates to performance based requirements.



Public Input No. 14-NFPA 403-2015 [Section No. 5.3.1]

Public Input No. 32-NFPA 403-2015 [Section No. F.1.2.7]




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Public Input No. 2-NFPA 403-2015 [ Chapter F ]

Annex F Informational References

F.1 Referenced Publications.

The documents or portions thereof listed in this annex are referenced within the informational sections of thisstandard and are not part of the requirements of this document unless also listed in Chapter 2 for other reasons.

F.1.1 NFPA Publications.


NFPA 405, Standard for the Recurring Proficiency of Airport Fire Fighters, 2010 edition.

NFPA 412, Standard for Evaluating Aircraft Rescue and Fire-Fighting Foam Equipment, 2014 edition.

NFPA 414, Standard for Aircraft Rescue and Fire-Fighting Vehicles, 2012 edition.

NFPA 424, Guide for Airport/Community Emergency Planning, 2013 edition.

NFPA 1003, Standard for Airport Fire Fighter Professional Qualifications, 2010 edition.

NFPA 1975, Standard on Station/Work Uniforms for Emergency Services, 2009 edition.

NFPA 1981, Standard on Open-Circuit Self-Contained Breathing Apparatus (SCBA) for Emergency Services, 2013edition.

F.1.2 Other Publications.

F.1.2.1 AASHTO Publications.

American Association of State Highway and Transportation Officials, 444 N Capital Street NW, Suite 249,Washington, DC 20001.

“A Policy on Geometric Design of Highways and Streets,” 1990 6th edition , 2011 .

F.1.2.2 BSI Publications.

British Standards Institution, 389 Chiswick High Road, London, W4 4AL.

EN345-1, Safety footwear for professional use, Specifications, 1993. EN345-2, Safety footwear for professionaluse, Additional Specifications , 1997.EN443 (Superseded by BS EN ISO 20345, Personal ProtectiveEquipment: Safety Footwear, 2012, Corrigendum, 2014.)

BS EN 443 , Helmets for firefighters, 1997.

EN469, Protective clothing for firefighters-Requirements and test methods for protective clothing for firefighting ,1995.

EN471 Fire Fighting in Buildings and Other Structures , 2008 .

BS EN 469, Protective Clothing For Firefighters - Performance Requirements For Protective Clothing ForFirefighting , 2014 .

BS EN 471 , Specification for high-visibility warning clothing, 1994. EN659 (Superseded by BS EN ISO 20471,High Visibility Clothing - Test Methods and Requirements, 2013.)

BS EN 659 , Protective gloves for firefighters, 2003, Corrigendum, 2010 .PreEN13911, Flash hoods , draftstandard.

BS EN 13911, Protective Clothing For Firefighters - Requirements And Test Methods For Fire Hoods ForFirefighters , (Two Different editions.) .

F.1.2.3 Department of Transportation Publications.

National Technical Information Service, 5288 Port Royal 5301 Shawnee Road, Springfield Alexandria , VA22161 22312 , or by calling (703)487-4650.

DOT/FAA/AR/11-27, Analysis of Suppression Effects on Aviation Fuel Fires Around an Aircraft, Final Report.

DOT/FAA/AR/11-29, A Technical Review of Methodologies for Calculating FireFighting Agent Quantities Needed toCombat Aircraft Crash Fires.


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F.1.2.4 Federal Aviation Administration Publications.

Department of Transportation, Distribution Requirements Section, M-494.1, Washington, DC 20590.

Advisory Circulars. This listing is limited to advisory circulars of substance concerning aircraft rescue and firefighting. For complete listing of FAA advisory circulars, write the FAA and request a copy of latest “Advisory CircularChecklist and Status of Federal Aviation Regulations.” This checklist is published periodically in the FederalRegister.

FAA AC 150/5210-14B , Airport Fire and Rescue Personnel Protective Clothing Rescue FirefightingEquipment, Tools and Clothing, 2008 . Assists airport management in the development of local procurementspecifications for an acceptable, cost-effective proximity suit for use in aircraft rescue and fire-fighting operations.

F.1.2.5 ICAO Publications.

International Civil Aviation Organization, Document Sales Unit, 999 University Street 999 Robert-BourassaBoulevard , Montréal, Quebec H3C 5H7 , Canada , H3C 5H7 . Telephone: (514) 954-8022; Telex: 05-24513;Facsimile: (514) 954-6769; E-mail: [email protected]. (Offices are also located in Bangkok, Thailand; Cairo,Egypt; Dakar, Senegal; Lima, Peru; Mexico City, Mexico; and Paris, France.)

CAN/CGSB-155- . 1, FF protective clothing, April 1998. (Withdrawn 2012)

CAN/BNQ 1923-410, FF protective boots. (Withdrawn)

F.1.2.6 Military Specification Publications.

Naval Publications and Forms Center, 5801 Tabor Avenue, Philadelphia, PA 19120.

U.S. Military Specification MIL-F-24385, Fire Extinguishing Agent, Aqueous Film-Forming Foam (AFFF), LiquidConcentrate, for Fresh and Sea Water.

F.1.2.7 Additional References.

Ansart, F., Analysis of Reports of Accidents No. 1 to 217 Filed with ICAO as of March 1970, Unpublished meetingrecords of reference material used by RFFP-II.

Geyer, G. B., “Evaluation of Aircraft Ground Fire Fighting Agents and Techniques,” Report No. AGFSRS-71-1,Tri-Service Systems Program Office Aircraft Ground Fire Suppression and Rescue, Wright-Patterson AFB, OH45433, February 1972. NTIS No. AD 741 881, Section VIII, p. 172ff.

Harley, R. A., Chairman, “Report of the Second Meeting of the ICAO Rescue and Fire Fighting Panel (RFFP-II),”June 5–16, 1972, Montreal, Canada, Section 3.1 and 3.2, p. 3-1f.

Ibid., Recommendation 3/2 Guidance Material on the Critical Area Concept, p. 3-16.

Harley, op. cit., Section 1.2, Review of Reports, p. 1-1.

Ibid., Section 3.3, Practical Critical Area, p. 3-3.

Harley, op. cit., Section 3.5, Control and Extinguishment Time, p. 3-4.

Harley, op. cit., Sections 3.6, Application Rate & 3.7 Discharge Rate, p. 3-4f.

Harley, op. cit., Recommendation 3/2 Guidance Material on the Critical Area Concept, p. 3-16 ff.

Hewes, B. V., Chairman, “Report of the First Meeting of the ICAO Rescue and Fire Fighting Panel (RFFP-1),” March10–20, 1970, Montreal, Canada, WP/28, Section 2.1 Area Concept, p. 2-1.

Hewes, op. cit., Section 2.2, Control Time, p. 2-2.

Hewes, op. cit., Section 2.3, Discharge Rate, p. 2-2.

Hewes, op. cit., Section 2.4, Quantities of Agent, p. 2-3. and Table C-2, Minimum Amounts of Extinguishing Agents,p. 2-17.

F.2 Informational References.

F.2.1 Air Line Pilots Association Publications.

Air Line Pilots Association, Engineering International, Engineering and Air Safety Department, 535 HerndonParkway, PO Box 1169, Herndon, VA 20070.

ALPA, Guide for Airport Standards, 3rd edition, 1981.


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F.2.2 Department of Transportation Publications.

National Technical Information Service, 5288 Port Royal 5301 Shawnee Road, Springfield Alexandria , VA22161 22312 , or by calling (703) 487-4650.

DOT/FAA/AS/80-2, Airport Crash/Fire/Rescue (CFR) Service Cost and Benefit Analysis (Vol. I Text, Vol. IIAppendices). NTIS No. PB 82-220773.

DOT/FAA/AS82-1, Airport Crash, Fire, and Rescue; Policy Alternatives Suitable for Further Analysis. NTIS No. PB82-220781.

DOT/FAA/AS/82-2, Airport Crash, Fire, and Rescue; Technical Research Program. NTIS No. PB 82-220799.

DOT/FAA/AS/82-3, Airport Crash, Fire, and Rescue; Estimating the Effects of Leading Policy Alternatives. NTIS No.PB 82-220807.

DOT/FAA/AS/82-4, A Cost-Benefit Analysis of Airport Crash, Fire, and Rescue Policy Alternatives: Summary andRecommendations. NTIS No. PB 82-220815.


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F.2.3 Federal Aviation Administration Publications.

Department of Transportation, Distribution Requirements Section, M-494.1, Washington, DC 20590.

Advisory Circulars. This listing is limited to advisory circulars of substance concerning aircraft rescue and firefighting. For complete listing of FAA advisory circulars, write the FAA and request a copy of latest “Advisory CircularChecklist and Status of Federal Aviation Regulations.” This checklist is published periodically in the FederalRegister.

FAA AC 150/5200-12C , Fire Department Responsibility in Protecting Evidence at the Scene of an AircraftAccident /Incident, 2009 . Provides guidance on the proper preservation of evidence at the scene of an aircraftaccident.

FAA AC 150/5200-31C , Airport Emergency Plan , 2009 . (AAS-310). Provides guidance for the preparation ofemergency plans at civil airports.

150/5210-2, Airport Emergency Facilities and Services. Provides information and advice so that airports may takespecific voluntary preplanning actions to ensure at least minimum first-aid and medical readiness appropriate to thesize of the airport in terms of permanent and transient personnel.

FAA AC 150/5210-5D , Painting, Marking, and Lighting of Vehicles Used on an Airport , 2010 . Provides guidance,specifications, and standards, in the interest of airport personnel safety and operational efficiency, for painting,marking, and lighting of vehicles operating in the airport air operations area.

FAA AC 150/5210-6D , Aircraft Fire and Rescue Facilities and Extinguishing Agents , 2004 . Outlines scales ofprotection considered as the recommended minimum level.

FAA AC 150/5210-7D , Aircraft Fire and Rescue Communications , 2008 . Provides guidance for planning andimplementing an airport communications system for airport fire and rescue service.

FAA AC 150/5210-13C , Water Rescue Plans, Facilities, and Equipment , 2010 . Provides guidance to assistairport operators in preparing for water rescue operations.

FAA AC 150/5210-15A , Airport Rescue and Fire-Fighting Station Building Design , 2008 . (AAS-100). Providesstandards and guidance for planning, designing, and constructing an airport rescue and fire-fighting station.

FAA AC 150/5210-16, Announcement of Availability: Standardized Basic Aircraft Rescue and Fire FightingCurriculum (A Basic ARFF Training Course). (AAS-314). Announces availability of subject course.

(Cancelled 9-9-2011) FAA AC 150/5220-4, Water Supply Systems for Aircraft Fire and Rescue Protection.(AAS-120). Provides guidance for the water source selection and standards for a water distribution system designedto support aircraft rescue and fire-fighting (ARFF) service operations on airports.

FAA AC 150/5220-10E , Guide Specification for Water/Foam Aircraft Rescue and Fire-Fighting Vehicles , 2011 .(AAS-120). Contains performance standards, specifications, and recommendations for the design, construction, andtesting of a family of aircraft rescue and fire-fighting (ARFF) vehicles.

FAA AC 150/5220-17B , Design Standards for an Aircraft Rescue and Fire-Fighting Training Facility , 2010 .(AAS-100). Contains standards, specifications, and recommendations for the design of an aircraft rescue andfire-fighting training facility.

FAA AC 150/5230-4B , Aircraft Fuel Storage, Handling, and Dispensing on Airports , 2012 . (AAS-300).(Consolidated reprint includes changes 1 and 2). Provides information on aviation fuel deliveries to airport storageand the handling, cleaning, and dispensing of fuel into aircraft.

FAA AC 150/5370-2F , Operational Safety on Airports During Construction , 2011 . Provides FAA guidelines onairports during construction.

FAA AC 150/5390-2C , Heliport Design , 2012 . (AAS-100). Contains FAA guidelines, recommendations, anddesign standards for heliports and helistops developed after the date of this publication.

FAA AC 20-42D , Hand Fire Extinguishers for Use in Aircraft , 2011 . (ACE AIR - 110 120 ). Provides methodsacceptable to the administrator for showing compliance with the hand fire extinguisher provisions in FAR 25, 29, 91,121, 125, 127, and 135 and provides updated general information.

FAR Part 139, Certification and Operations; Land Airports Serving Certain Air Carriers. (Available from theSuperintendent of Documents, U.S. Government Printing Government Publishing Office, Washington, DC20402.)


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F.2.4 ICAO Publications.

International Civil Aviation Organization, Document Sales Unit, 999 University Street 999 Robert-BourassaBoulevard , Montréal, Quebec H3C 5H7 , Canada , H3C 5H7 . Telephone: (514) 954-8022; Telex: 05-24513;Facsimile: (514) 954-6769; E-mail: [email protected]. (Offices are also located in Bangkok, Thailand; Cairo,Egypt; Dakar, Senegal; Lima, Peru; Mexico City, Mexico; and Paris, France.)

Annex 14 to the Convention on International Civil Aviation, Volume 1 – Aerodrome Design and Operations, Third Sixth Edition – July 1999 2013 , Amendment 4 11-B, (Effective November 2001 2014 ).

Annex 14 to the Convention on International Civil Aviation, Volume 2 – Heliports, Second Fourth Edition – July1995 2013 , Amendment 2 6, (Effective November 1997 2014 ) .

Airport Services Manual, Part 1 — Rescue and Fire-Fighting, Third Edition, 1990, Doc 9137-AN/898, Part 1.

Airport Services Manual, Part 7 — Airport Emergency Planning, Second Edition, 1991, Doc 9137-AN/898, Part 7.

Airport Services Manual, Part 8 — Airport Operational Services, First Edition, 1983, Doc 9137-AN/898, Part 8.

Heliport Manual, Third Edition, 1995, Doc 9261-AN/903. (Superseded by Annex 14, Volume 2, Heliports)

Annex 13 to the Convention on International Civil Aviation, Manual of Aircraft Accidents Investigation, FourthEdition, 1970, Doc 6920-AN/855/4, Incorporating Amendment 11 (September 1995). Accident andIncident Investigation, Doc 9756 , (Choose Part)

Aerodrome Manual, Part 6 — Fourth Edition, 1971, Doc. 7920-AN/865, Part 6. (Superseded by Annex 14)

F.2.5 IFSTA Publications.

International Fire Service Training Association, Oklahoma State University, 930 North Willis, Stillwater, OK74078-8045, or Canadian Association of Fire Chiefs, 440 Laurier Avenue West, Suite 200, Ottawa, Ontario, CanadaK1R 7X6.

IFSTA 206, Aircraft Fire Protection and Rescue Procedures, 1992.

F.3 References for Extracts in Informational Sections.

NFPA 11, Standard for Low-, Medium-, and High-Expansion Foam, 2010 edition.


Updated SDO names, addresses, standard names, numbers, and edition years.



Public Input No. 19-NFPA 403-2015 [Chapter 2]




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Public Input No. 32-NFPA 403-2015 [ Section No. F.1.2.7 ]

F.1.2.7 Additional References.

Ansart, F., Analysis of Reports of Accidents No. 1 to 217 Filed with ICAO as of March 1970, Unpublished meetingrecords of reference material used by RFFP-II.

CNPP-Vernon, “Ability of foam concentrates to meet requirements according to the project of ICAO fire test LevelC,” Report No. PN 08 7774 ENG Version, Tests dates 9/15/08 to 10/03/08, CNPP, Saint Marcel, France, October 3,2008

Geyer, G. B., “Evaluation of Aircraft Ground Fire Fighting Agents and Techniques,” Report No. AGFSRS-71-1,Tri-Service Systems Program Office Aircraft Ground Fire Suppression and Rescue, Wright-Patterson AFB, OH45433, February 1972. NTIS No. AD 741 881, Section VIII, p. 172ff.

Harley, R. A., Chairman, “Report of the Second Meeting of the ICAO Rescue and Fire Fighting Panel (RFFP-II),”June 5–16, 1972, Montreal, Canada, Section 3.1 and 3.2, p. 3-1f.

Ibid., Recommendation 3/2 Guidance Material on the Critical Area Concept, p. 3-16.

Harley, op. cit., Section 1.2, Review of Reports, p. 1-1.

Ibid., Section 3.3, Practical Critical Area, p. 3-3.

Harley, op. cit., Section 3.5, Control and Extinguishment Time, p. 3-4.

Harley, op. cit., Sections 3.6, Application Rate & 3.7 Discharge Rate, p. 3-4f.

Harley, op. cit., Recommendation 3/2 Guidance Material on the Critical Area Concept, p. 3-16 ff.

Hewes, B. V., Chairman, “Report of the First Meeting of the ICAO Rescue and Fire Fighting Panel (RFFP-1),” March10–20, 1970, Montreal, Canada, WP/28, Section 2.1 Area Concept, p. 2-1.

Hewes, op. cit., Section 2.2, Control Time, p. 2-2.

Hewes, op. cit., Section 2.3, Discharge Rate, p. 2-2.

Hewes, op. cit., Section 2.4, Quantities of Agent, p. 2-3. and Table C-2, Minimum Amounts of Extinguishing Agents,p. 2-17.


Committee Input: Adding reference corresponding to revision in B.6



Public Input No. 31-NFPA 403-2015 [Section No. B.6] Reference




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2.1 General.

The documents or portions thereof listed in this chapter are referenced within this guide and should beconsidered part of the recommendations of this document.



NFPA 1600® , Standard on Disaster/Emergency Management and Business Continuity Programs,2010edition 2016 .



2.4 References for Extracts in Advisory Sections.

NFPA 402, Guide for Aircraft Rescue and Fire-Fighting Operations, 2013 edition .

NFPA 403, Standard for Aircraft Rescue and Fire-Fighting Services at Airports,2009 edition 2014 .

NFPA 472, Standard for Competence of Responders to Hazardous Materials/Weapons of Mass DestructionIncidents, 2013 edition .

NFPA 1670, Standard on Operations and Training for Technical Search and Rescue Incidents,2009 edition2017 .





Public Input No. 12-NFPA 424-2014 [Chapter H] Referenced current editions.




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Addition:

ICS-300 Intermediate ICS for Expanding Incidents, FEMA 2008 Edition.

NOTE: I added some definitions from this document. If we use them I am guesing we would have to add itto this list of References?


Needed to add references.


Submitter Full Name: PAM PHILLIPS

Organization: PORT AUTHORITY OF NEW YORK NEW JERSEY

Affilliation: AAAE

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Shall Indicates a mandatory requirement


Consistent with other NFPA documents.




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ShouldIndicates a recommendation or that which is advised but notrequired.


Consistent with other NFPA documents




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Standard

A document, the main text of which contains only mandatoryprovisions using the word “shall” to indicate requirementsand which is in a form generally suitable for mandatoryreference by another standard or code or for adoption intolaw. Nonmandatory provisions are not to be considered apart of the requirements of a standard and shall be locatedin an appendix, annex, footnote, informational note, or othermeans as permitted in the Manual of Style for NFPATechnical Committee Documents .


Consistent with other NFPA documents




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3.3.11.x Decontamination Area. An area where hazardous materials are present, personnel and/orequipment are contaminated and require cleaning. The decontamination area is divided into threezones, a Hot Zone, a Warm Zone (Buffer Zone), and a Cold Zone.

3.3.11.x.1 Hot Zone. Site of the hazardous material and/or contaminated patients. PPE must be worn byresponders in this area and gross decontamination is performed.

3.3.11.x.2 Warm Zone (Buffer Zone). Area where patients are moved to following gross decontamination.PPE must be worn by responders and further decontamination is performed. Patients have clean clothingput on and then are transferred to a clean litter (stretcher) for movement to the Cold Zone.

3.3.11.x.3 Cold Zone. Area where decontaminated patients are examined, are triaged and receivemedical attention if appropriate. Patients are moved from the Cold Zone to the appropriate MedicalTransportation Area.


Many aircraft accidents will involve hazardous materials releases (fuels, airborne composite materials, etc.) and patients will require decontamination. Recognizing the decontamination process and the areas of decontamination should be included within NFPA 424. http://www.google.com/url?sa=t&rct=j&q=how+do+i+set+up+a+decontamination+area&source=web&cd=1&cad=rja&ved=0CD4QFjAA&utl=http%3A%2F%2Fwww.acep.org%2FWorkArea%2FDownloadAsset.aspx%3Fid%3Fid%3D45249&ei=3-rmUOaPMYXm8QSA5oHYAQ&usg=AFQJCNH3Mb7GSgOtJUDCVCNN8PR6HivFJw&bvm=bv.1355534169.d.eWU


Submitter Full Name: Christopher Trumble

Organization: US Army Aviation & Missile Command

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Submittal Date: Wed Sep 11 08:42:13 EDT 2013


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3.3.11 Area.

3.3.11.1 Care Area.

Location where initial medical care is given to injured.

3.3.11.2 Collection Area.

Location where seriously injured are collected initially.

3.3.11.3 Holding Area.

Location where the apparently uninjured aircraft occupants are transported.

3.3.11.4 Medical Transportation Area.

That portion of the triage area where injured persons are staged for transportation to medical facilitiesunder the direct supervision of a medical transportation officer.

3.3.11.5 Staging Area.

A prearranged, strategically placed area, where support response personnel, vehicles, and other equipmentcan be held in an organized state of readiness for use during an emergency.

3.3.11.2 Collection Area. Location where the injured are taken to where they are further segregated intofour areas within the medical transportation area. The four areas being: immediate care, delayed care,minor care (holding area) and morgue.

3.3.11.3 Holding Area (Minor Care). Location where the apparentlyuninjured and/or minor injuredpersonnel are taken.

3.3.11.6 Immediate Care Area. Location where the injured with life threatening or severe injuries aretaken.

3.3.11.7 Delayed Care Area. Location where the injured with serious injuries are taken.

3.3.11.8 Morgue Area. Area where deceased are taken.


The layout of triage areas is instructed in Community Emergency Response Team (CERT) programs and it may be used during emergency response. The use of this technique should be recorded and recognized within the NFPA 424. Also, remove the term "aircraft occupants" from 3.3.11.3 because there may be victims who work on the ground or responders. http://www.cert-la.com/manuals/CERT_PM_Unit4_Jan2011.pdf (see pages 9 & 12).




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3.3.11.5 Staging Area.

A prearranged, strategically placed area, where support response personnel, vehicles, and other equipmentcan be held in an organized state of readiness for use during an emergency.ICS-300 Definition- Established for the temporary location of available resources. It can be any location inwhich personnel, supplies, and equipment can be temporarily housed while awaiting operationalassignment. (Suggest taking out or changing the word “prearranged”. A rendezvous point can beprearranged) [PP1]

[PP1] Added.


Needed reference to ICS.



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3.3.13 Emergency Operations Center.

A fixed, designated area to be used in supporting and coordinating operations during emergencies. ICS-300 Definition- The physical location at which the coordination of information and resources to supportincident management (on-scene operations) activities normally takes place. An EOC can be a temporayfacility or may be located in a more central or established facility. [PP1]

[PP1] Added.


Further clarification




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3.3.14 Grid Map.

A plan view of an area with a system of squares (numbered and lettered) superimposed to provide a fixedreference to any point in the area. (Recommendation: Add clarification if a grid system composedon rectangular grids would be acceptable as some airports use rectangular-based grids). Also,clarify whether a grid system based on irregular polygons based on section line geometry in thePublic Land Survey System (PLSS) is acceptable. Some counties have adopted fire grids based onthe irregularly shaped PLSS geometry.


to minimize confusion on what is deemed an acceptable grid geometry for use as an airport grid map, as there appear different implementations.


Submitter Full Name: Diana Umpierre

Organization: Broward Co Aviation Dept

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Submittal Date: Mon Dec 29 16:54:45 EST 2014


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3.3.15 Incident Command Post (ICP).

The location at the scene of an emergency where the incident commander is located and where command,coordination, control, and communications are centralized. ICS-300 Definition- The field location where the primary functions are performed. The ICP may beco-located with the incident base or other incident facilities. [PP1]

[PP1] Added.


ICS Clarification




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3.3.17 Incident Commander (IC).

The individual responsible for all incident activities, including the development of strategies and tactics andthe ordering and the release of resources. [472, 2013] The IC has overall authority and responsibility for conducting and managing all incident operations. [ 472,2013 ICS-300, 2008)] [PP1]

[PP1] Added.


ICS clarification




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3.3.22 * Paramedic.

A medical technician who has received extensive training in advanced life support and emergencymedicine.

3.3.22 National Incident Management System (NIMS). NIMS provides a consistent nationwide templateto enable all government, private-sector, and nongovernmental organizations to work together duringdomestic incidents.


NIMS is being instructed by FEMA to emergency responders. The use of this technique should be recorded and recognized within the NFPA 424 for consistency. Renumber the remaining items appropriately. (e.g., 3.3.22 Paramedic becomes 3.3.23).




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3.3.28 Triage Tape. Color coded tape used in the classification of casualties according to the natureand severity of their injuries.


The use of color coded triage tape is instructed in Community Emergency Response Team (CERT) programs and it may be used during emergency response. The use of this technique should be recorded and recognized within the NFPA 424.http://www.miamidade.gov/fire/library/CERT/cert-triageQuiz.htmlhttp://www.cert-la.com/triage/start.him




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4.3 Essential Elements of the AEP.

The following elements should be considered essential to the AEP:

(1) Establishment of formal instruments/agreements/joint powers, and so forth, to initiate developmentand implementation of the AEP

(2) Detailed planning for 24-hour response, communications, accountability, logistics, and so forth

(3) Agreement for incident command and control systems and procedures (All agencies involved in theAEP should be aware of each other’s defined duties.)

(4) Funding for practice exercises

(5) Regular and “as needed” AEP updates

(6) Public relations efforts that bring popular and political support to maintaining readiness

(7) An emergency notification system or alarm system which has a distinctive signal for each emergencysituation as determined via a preliminary hazard assessment (PHA) and be in compliance with therequirements of 29 CFR 1910.165 at a minimum.


The ability to signal an emergency to responders and airport staff so they are aware of what the anticipated emergency is and what actions they should take is of paramount importance to responding in a organized manner to an aviation accident. The necessity for an alarm system should be included within NFPA 424.




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5.1.1.1 Memorandums of agreements (MOAs) should be created with all organizations, andagencies that will be involved in responding to an emergency situation. The agreements must be inwriting, reviewed annually or upon a change in operations that could affect existing emergencyresponse plans and updated as necessary. The emergency response plan will be compatible andintegrated with the disaster, fire, and/or emergency response plans of local, State, and Federalagencies.


MOAs are required by many agencies prior to being able to respond to an emergency situation. This requiremetn should be recognized and included within NFPA 424.




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5.1.2

The first step in a viable AEP is to have the cooperation and participation of all concernedairport/community authorities and agencies. The authorities and agencies that should be involved are asfollows:

(1) Air Traffic Control (ATC) services

(2) ARFF services (departments)

(3) Agency tasked for personnel decontamination and HAZMAT response

(4) Police/security services

(5) Airport operator

(6) Emergency medical services, including ambulance services and hospital coordination center

(7) Hospitals

(8) Aircraft operators

(9) Government services

(10) Communications services

(11) Airport tenants

(12) Transportation authorities (land, sea, and air)

(13) Rescue coordination center

(14) Civil defense

(15) Mutual aid agencies

(16) Harbor Patrol and/or Coast Guard

(17) Military

(18) Clergy

(19) Public information office/news media

(20) Mental health agencies

(21) Customs

(22) Public utilities

(23) Postal authorities

(24) Veterinary service

(25) Coroner

(26) Volunteer organizations (e.g., International Red Cross)

(27) Civil engineering contractors

(28) Environmental Protection Agency (EPA).


The EPA will be necessary during anytime hazardous materials are released into the environment. Fuels leaking, composite materials becoming airborne dust and smoke created by flames will need to be reported, contained and disposed of in accordance wtih the EPA regulations. This requirement should be recognized and included within NFPA 424.



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5.2 * ATC Services.

For emergencies involving aircraft, the ATC provider is required to contact the ARFF service and provideinformation on the type of emergency, such as the type of aircraft, number of persons on board, fuelquantity, and location of the accident, if known. After the initial call, mutual aid agencies should be providedthe airport grid map reference, rendezvous point/staging area, and, where necessary, the airport entrancesto be used. Alternately, this function can be assigned by the AEP, either in whole or in part, to anotherorganization or unit. The AEP also can specify that ATC services is responsible for initiating the notificationof local fire departments and other appropriate agencies in accordance with procedures established in theAEP. The AEP can assign this function to another agency, such as the local fire department dispatchingcenter, but it is very important that this extremely crucial function be well documented and understood by allconcerned. It will be the responsibility of the ATC provider airport operator to restrict airport operations onthe depletion of fire cover and/or if the runways are obstructed. This will be communicated by a Notice toAirmen (NOTAM). in coordination with ATC and thru the issuance of NOTAMs.


Updated for accuracy.




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5.6.3

A medical group supervisor should be assigned to assume command of the emergency medical operationsat the accident site. In some cases, it might be necessary to appoint an interim medical group supervisorwho will be relieved when the designated medical group supervisor arrives. An interim medical groupsupervisor should supervisor may be assigned by the airport ARFF command personnel IC until theperson designated arrives .


Clarification and correction.




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6.2.1

ATC services should initiate emergency response by using the alarm communications system. (See Figure6.2.1.) May need to update figure.

Figure 6.2.1 Sample Notification Chart — Aircraft Accident On-Airport.


May need updated figure.




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7.2.1

ATC services should initiate emergency response by using the alarm communications system as shown inFigure 7.2.1. May need to update chart.

Figure 7.2.1 Sample Notification Chart — Aircraft Accident Off-Airport.


Updating may be required.




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9.1.10 Explosives. Some aircraft have explosive charges on board. Typical uses include fireextinguisher squib charges for activation of onboard fire extinguishing systems and canopyjettison charges. Depending on the nature of the aircraft accident, these may need to beneutralized by Explosives Ordinance Disposal (EOD) experts. "It should be mandatory to establishin advance an accurate list of EOD agencies available to respond. Details should include the hoursof availability the number of EOD personnel available, and response time."


The possibility of explosives materials exists during the response to an aviation accident. The necessity for safely and effectively handling these devices should be recognized and included within NFPA 424.




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9.2.3

Telephone numbers should be verified monthly on a regular basis but non less frequently thansemi-annuall and a revised list issued if necessary. In order to require only one page to be reissued when achange occurs, each sample notification chart should be printed on one sheet.


More appropriate and manageable.




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10.1 General.

The emergency operations center is a fixed designated area on the airport that is usually used insupporting and coordinating operations in accidents and incidents, such as unlawful seizure of aircraft andbomb threats. The unit should have the necessary communication equipment and personnel tocommunicate with the appropriate agencies involved in the emergency, including the mobile commandpost, where the unit is deployed. The communication and electronic devices should be checked regularly.


Clarification




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10.2.1

An EOC should be available for the purpose of dealing with emergency situations at each airport andinteracting with the aviation community as necessary .


Further clarification.




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10.2.2

The EOC should provide the following:

(1) A fixed location

(2) Support of the IC in the mobile command post for aircraft accidents/incidents

(3) A command, coordination, and communication center for incidents i.e. unlawful seizure of aircraft andbomb threats as well as global actions affecting aviation.

(4) Operational availability 24 hours a day






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11.1.3

The operational communications network should provide a primary and, where necessary, an alternate,effective means for direct communications between the following, as applicable:

(1) The alerting authority (control tower or flight service station, airport manager or designee , fixed-baseoperator, or airline office) and the ARFF units serving the airport

(2) Air traffic control tower, flight service station, or both; the appropriate fire department alarmroom/dispatch center(s); and the ARFF and medical services personnel en route to an aircraftemergency and at the accident/incident site

(3) Appropriate mutual aid agencies located on or off the airport, including an alert procedure for allauxiliary personnel expected to respond

(4) The ARFF vehicles, including a communications capability between crew members on each ARFFvehicle






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11.2.8

Recording devices with time and date insertion units should be installed at the operations center, mobilecommand post, or both to ensure that all communications are recorded for later analysis. All emergencycommunications, including printed communication, should be recorded, maintained and secured .


Clarification




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12.1.2

The AEP should be very specific in its designation of identify other responsible entities and their authorityand function in the command organization.


More appropriate language.




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12.2 * ICS.

The AEP should include a flexible an organization system that enhances management of all activities atthe accident site. This system should include a description of each element of the AEP, the agencyassigned to each element, and a brief summary of the authority and responsibility necessary to executeeach element. A diagram of an organization chart from a typical ICS is shown in Figure 12.2.

Figure 12.2 Incident Command Flow Diagram. May need to adjust diagram.


Better language and terms.




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13.1.2

Responsibilities of the emergency medical system should include all aspects of medical care at the sceneof an aircraft accident/incident or any major incident on the airport : triage, stabilization, and transportation.


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13.2.1

ARFF personnel should be trained in emergency trained to the current emergency medical care approvedin your local juristiction and should be available to respond to any airport emergency.


Clarification




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13.2.2


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At a minimum, the subjects that should be covered in a course of instruction to enable airport personnel tofunction effectively in providing emergency medical services are as follows:

(1) Define the accepted method of infection control and universal blood and body fluid precautions asprescribed for public safety workers

(2) Demonstrate methods of decontamination, disinfection, and disposal of personal protectiveequipment (PPE) that has become contaminated

(3) Explain or demonstrate the accepted procedures for single-rescuer and two-rescuercardiopulmonary resuscitation (CPR), including adult, child, and infant procedures

(4) Demonstrate management of an obstructed airway for a conscious and an unconscious adult, child,and infant

(5) Demonstrate the use of a resuscitation mask in the performance of single-rescuer and two-rescuerCPR

(6) Demonstrate a primary survey for life-threatening injuries

(7) Identify three types of external bleeding and the characteristics of each

(8) Demonstrate three approved methods to control external bleeding

(9) According to severity, identify characteristics and demonstrate treatment of thermal and chemicalburns

(10) Describe and demonstrate the techniques for managing the following:

(a) Head injuries

(b) Chest injuries

(c) Fractures

(d) Spinal injuries

(11) Describe the symptoms and demonstrate emergency treatment of the following:

(a) Shock

(b) Fainting

(c) Allergies

(d) Convulsions

(e) Heart attack

(f) Stroke

(12) Identify the symptoms and demonstrate emergency treatment for the following:

(a) Ingested poisons

(b) Drug overdose

(13) Identify the method of contacting the poison control center that serves the airport

(14) Demonstrate knowledge and skill in performing the

Heimlich maneuver

(15) Demonstrate the correct method of splinting

(16) Demonstrate precautions and procedures for childbirth and care of the newborn

(17) Demonstrate recognition of common medical conditions (e.g., diabetes, pacemaker) that affectmedical treatment

(18) Demonstrate approved measures for handling emotionally disturbed persons

(19) Demonstrate techniques for moving the injured

(20) Demonstrate an understanding of the concept of medical triage

(21) Demonstrate an understanding of the treatment of fatalities

(22) Be familiar with the parameters of a simple triage and rapid transport system


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13.4.8 Knowledge of the availability of ground and air ambulances for the transportation of injuredpersonnel will be essential in responding to an aviation accident. It should be mandatory toestablish in advance an accurate list of ground and air ambulances (Fixed-wing and rotary-wing)available for evacuation. Details should include the hours of availability, the number of ambulatoryand litter patients that can be carried, and response time.


As stated in 13.4.6, "It should be mandatory to establish in advance an accurate list of surrounding hospitals classified according to their effective receiving capactiy..." It would be beneficial to require airports to establish an accurate list of available ground and air ambulances, their contact information and carrying capacity. This requirement should be included within NFPA 424.




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13.5 Airports Without a Medical Care Facility.

At an airport where a medical care facility is not available, the airport operator should make arrangementsto have trained personnel available to provide care until a higher level of trained personnel arrivesufficiently equipped to the level of emergency medical capability prevailing in the community during allhours of airport operation needed .


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13.6.1

In the aftermath of an aircraft accident or incident , many lives can be lost and many injuries aggravated ifimmediate medical attention is not provided by trauma-trained rescue personnel. Survivors should beexamined, given available emergency medical aid as required, and promptly transported to appropriatemedical facilities.


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13.6.2

Triage is the sorting and classification of casualties to determine the order of priority for treatment andtransportation, which is shown in Figure 13.6.2. Triage tags and treatment area tarps should be color codedto identify the severity of injury to victims. Casualties should be classified into the following four categories:

(1) Priority I, immediate care (RED)

(2) Priority II, delayed care (YELLOW)

(3) Priority III, minor care (GREEN)

(4) Priority 0, deceased (BLACK)

Figure 13.6.2 Triage and Medical Care at Aircraft Accident Site.

Figure 13.6.2 is lacking mention of a aeromedical evacuation area. Depending upon the situation,aeromedical evacuation may be the quickest and most effective means to get critically injured to a traumacenter. Recommend you include the consideration of where to locate a hasty landing zone (LZ) for helicopter(air ambulance) evacuation of critically injured.


Aircraft accidents will usually receive a great deal of attention from media and public resulting in the roads around the airport to be congested. The need for an aeromedical evacuation area and how to set one up (e.g., electrical landing lights may be damaged at the airport so expedient landing area illumination) should be included wtihin NFPA 424.




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13.7 Care Principles. (Need to rearrange the order of the paragraphs).

13.7.1

Stabilization of the seriously injured should be accomplished at the accident scene. The immediatetransportation of the seriously injured before stabilization should be avoided.

13.7.2

In accidents occurring on or adjacent to the airport, ARFF personnel are generally the first emergencypersonnel on the scene. It is imperative that seriously injured casualties be located and stabilized as quicklyas possible. In cases where fire control or prevention does not require the efforts of all ARFF personnel,casualty stabilization should be commenced immediately under the direction of the most qualified trauma-trained individual(s) on the scene. First response rescue vehicles should carry initial supplies of victim-careequipment.

13.7.3

The first few minutes of medical treatment usually are aimed at stabilizing the casualties until more qualifiedmedical care is available. When specialized trauma teams arrive, medical care should be moresophisticated.

13.7.4

The triage procedure and subsequent medical care should be placed under the command of one authority,the designated medical group supervisor, upon arrival. Prior to arrival, the command of triage should beassumed by the designee of the IC until relieved by the predesignated medical group supervisor.

13.7.5

The medical group supervisor should report directly to the IC and be responsible for all medical aspects ofthe incident. The primary function should be administrative and to oversee the treatment and transportpersonnel, and not as a participant of the medical group treating the injured.

13.7.6

For distinctive and easy identification, the medical group supervisor should wear a standard distinctiveuniform. In addition, the AEP should provide for a highly visible vest, or other apparel, with reflectivelettering, front and back, that reads, “MEDICAL GROUP SUPERVISOR,” or other appropriate lettering,given the terminology used in the AEP.

13.7.7 Care of Priority I “Immediate” Casualties.

This type of casualty includes, but is not necessarily limited to, the following:

(1) Major hemorrhages

(2) Severe smoke inhalation

(3) Asphyxiating thoracic and cervico-maxillo-facial injuries

(4) Cranial trauma with coma and rapidly progressive shock

(5) Open fractures and compound fractures

(6) Extensive burns (more than 30 percent)

(7) Crush injuries including internal organs

(8) Any type of shock

(9) Spinal cord injuries


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13.7.8 Care of Priority II “Delayed” Casualties.


(1) Nonasphyxiating thoracic trauma

(2) Closed fractures of the extremities

(3) Limited burns (less than 30 percent)

(4) Cranial trauma without coma or shock

(5) Injuries to soft parts

13.7.9

Care of casualties sustaining injuries that do not need emergency medical treatment to sustain life can bedelayed until Priority I casualties are stabilized. Transportation of Priority II casualties should be performedfollowing appropriate care given on site.

13.7.10 Care of Priority III “Minor” Casualties.

This type of casualty involves minor injuries only. Certain accidents/incidents will occur where passengershave either minor injuries or no injuries, or where they appear to be uninjured. Because this type of casualtycan interfere with other priorities and operations, it is important that these passengers be transported awayfrom the accident/incident site to the designated holding area where they can be re-examined.

13.7.11

It is important that provisions be made for Priority III casualty care, comfort, and identification. This serviceshould be provided through the aircraft operator, where involved, airport operations, or international relieforganizations (Red Cross, etc.). Specific treatment areas such as an empty hangar, a designated area in apassenger terminal, a fire station, or other available sites of adequate size (hotel, school, etc.) should bepredesignated for this purpose. Any such area selected should be equipped with heating or coolingsystems, electric light and power, water, and toilet facilities. Adequate telephones should also be available.A number of such preselected sites should be chosen so that when an accident occurs, the mostconvenient site in regard to travel distance and space needs (number of casualties involved) can beselected. All aircraft operator personnel and airport tenants should know the location of such designatedfacilities.


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13.7.3

The first few minutes of medical treatment usually are aimed at stabilizing the casualties until more qualifiedmedical care is available. When specialized trauma teams arrive, medical care should be moresophisticated. The immediate transportation of the seriously injured before stabilization should be avoided.


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13.7.7 Care of Priority I “Immediate” (Red Triage) Casualties.


(1) Major hemorrhages

(2) Severe smoke inhalation

(3) Asphyxiating thoracic and cervico-maxillo-facial injuries

(4) Cranial trauma with coma and rapidly progressive shock

(5) Open fractures and compound fractures

(6) Extensive burns (more than 30 percent)

(7) Crush injuries including internal organs

(8) Any type of shock

(9) Spinal cord injuries


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13.7.8 Care of Priority II “Delayed” (Yellow) Casualties.


(1) Nonasphyxiating thoracic trauma

(2) Closed fractures of the extremities

(3) Limited burns (less than 30 percent)

(4) Cranial trauma without coma or shock

(5) Injuries to soft parts


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13.7.10 Care of Priority III “Minor” (Green) Casualties.

This type of casualty involves minor injuries only. Certain accidents/incidents will occur where passengershave either minor injuries or no injuries, or where they appear to be uninjured. Because this type of casualtycan interfere with other priorities and operations, it is important that these passengers be transported awayfrom the accident/incident site to the designated holding area where they can be re-examined.


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13.8.1

The injured should pass through four areas that should be carefully located and easily identified (seeFigure 13.6.2). The four areas are as follows:

(1) Collection Area. The location where initial collection of the seriously injured from the aircraft or debrisis accomplished. The need for the establishment of this area will depend on the type of accident andthe circumstances surrounding the accident site. Custody of casualties is normally transferred from firerescue personnel to medical services at this point.

(2) Triage Areas. The triage areas should be located at least 90 m (300 ft) upwind of the accident site iffire and smoke is imminent. If necessary, more than one triage area should be established.

(3) Decontamination Area. A location where patients will be processed to remove chemical, etiological,biological, or radioactive matter to prevent contamination of modes of transportation or medicaltreatment facilities.This process should be conducted by specifically identified team in a separate areaaway and upwind from the care area.

(4) Care Area. Initially, this will be a single care area only. Subsequently, the care area should besubdivided into three subareas according to the three categories of injured; that is, immediate care(Priority I), delayed care (Priority II), and minor care (Priority III). Care areas can be identified bycolored traffic cones, bicycle flags, colored blankets, and so forth (red to denote “Immediate”; yellow,“Delayed”; and green, “Minor”).

(5) Transportation Area. A transportation area for the recording, dispatching, and evacuation of survivorsshould be located between the care area and the egress road. Only one transportation area isnormally required; however, if there is more than one transportation area it is essential to havecommunication between them.


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13.8.1

The injured should pass through four areas that should be carefully located and easily identified (seeFigure 13.6.2). The four areas are as follows:

(1) Collection Area. The location where initial collection of the seriously injured from the aircraft or debrisis accomplished. The need for the establishment of this area will depend on the type of accident andthe circumstances surrounding the accident site. Custody of casualties is normally transferred from firerescue personnel to medical services at this point.

(2) Triage Areas. The triage areas should be located at least 90 m (300 ft) upwind of the accident site iffire and smoke is imminent. If necessary, more than one triage area should be established.

(3) Decontamination Area. A location where patients will be processed to remove chemical, etiological,biological, or radioactive matter to prevent contamination of modes of transportation or medicaltreatment facilities.

(4) Care Area. Initially, this will be a single care area only. Subsequently, the care area should besubdivided into three subareas according to the three categories of injured; that is, immediate care(Priority I Red ), delayed care (Priority II Yellow ), and minor care (Priority III) Green . Care areas canbe identified by colored traffic cones, bicycle flags, colored blankets, and so forth (red to denote“Immediate”; yellow, “Delayed”; and green, “Minor”).

(5) Transportation Area. A transportation area for the recording, dispatching, and evacuation of survivorsshould be located between the care area and the egress road. Only one transportation area isnormally required; however, if there is more than one transportation area it is essential to havecommunication between them.


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13.9 Standardized Casualty ID Tags. (This section should be moved closer to the Triage Taginformation).

13.9.1 Need for Standardized Tags.

Casualty identification tags should be standardized through color coding and symbols to make the tags assimple as possible. Tags can help to expedite the treatment of mass casualties in a triage situation and thuspermit more rapid evacuation of the injured to medical facilities.

13.9.2 Tag Design.

Standardized tags require only minimal information, are usable under adverse weather conditions, and arewater-resistant. On these tags, numerals and symbols indicating medical priority classify casualties asfollows:

(1) Priority I (Immediate Care). RED-colored tag; roman numeral I; rabbit symbol.

(2) Priority II (Delayed Care). YELLOW-colored tag; roman numeral II; turtle symbol.

(3) Priority III (Minor Care). GREEN-colored tag; roman numeral III; ambulance with X symbol.

(4) Priority 0 (Deceased). BLACK-colored tag; spaded cross symbol.

13.9.3

If tags are unavailable, casualties can be classified using roman numerals on adhesive tape or by markingsmade directly on the forehead or on another exposed skin area to indicate priority and treatment needs. Ifmarking pens are unavailable, lipstick can be used. Felt-tipped pens are not advisable as they can smear inrain, snow, and under other climatic and body conditions.


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15.4.1

Experience has shown that quite often the provisions set forth in the AEP are found to be impracticalfindings during an exercise or an actual emergency necessitate changes to the provisions set forth in theAEP.


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A.3.3.1 Airborne Emergency.

The seriousness of these emergencies can be defined by using alert status guidelines stated in FAA terms,and aircraft emergencies for which services may be required, as defined in the International Civil AviationOrganization's Airport Services Manual, Part 1, “Rescue and Fire Fighting.” (Do we need to state Edition?)


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A.3.3.22 Paramedic.

These personnel are usually permitted to administer intravenous fluids and other drugs that can arrest alife-threatening physiological condition. (Delete and add to 3.3.22).


Removal from Annex.




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A.5.3.1

For a comprehensive description of training and skills required see NFPA 1003, Standard for Airport FireFighter Professional Qualifications. (Need to state 2015 Edition? Need to reference NFPA 1003 in Chapter2?)


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A.5.4.2

The first security officer to arrive should assume security responsibility, survey the scene, and requestreinforcements as needed. This security officer should remain in command until relieved by the appropriatesecurity authority with jurisdiction over the area.

The security chief should be highly visible. Typically, a blue industrial hard hat with reflective letteringdisplayed fore and aft and imprinted with “SECURITY CHIEF” should be issued to the security incidentcommander.

Security personnel and police will be needed to handle traffic, to keep unauthorized personnel from thecrash site, and to assume custody of personal effects removed from the aircraft. Ingress and egress roadsshould be established as congestion-free traffic lanes for emergency vehicles.Normal traffic should berouted away from and around the crash site

Special security provisions are necessary to protect any mail involved and any dangerous goods that canbe present, and to protect against radioactive materials exposure .

The emergency site should be cordoned off as soon as possible to exclude intruders, sightseers, onlookers,and souvenir hunters. Appropriate markings should be prominently displayed to advise all persons ofpossible hazards that can cause serious injury should they encroach on the area.

Armbands, site passes, or ID tags should be issued by the controlling authority and monitored by thesecurity coordinator and his or her team.

A mutual aid program should be instituted between all potentially involved security agencies, for example,airport, city, county, state, and federal security forces; mail inspectors; and, where appropriate, militarypolice and customs officials.

Special security provisions are necessary to protect any mail involved and any dangerous goods that canbe present, and to protect against radioactive materials exposure The security chief should be highlyvisible. typically, a blue industrial hared hat with reflective lettering displayed fore and aft and imprintedwith "Security Chief" should be issued to the security inicident commander .


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A.5.8.1


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Table A.5.8.1 provides data for some common aircraft. (do we need the decimal points?)

Table A.5.8.1 Aircraft Data

Aircraft TypeSpan Length Gross Weight

m ft m ft kg lb

Airbus

A-318 34.1 111.87 31.44 103.1 59,000 130,070

A-319 34.1 111.87 33.84 111 64,400 141,980

A-300 44.83 147.08 54.05 177.3 165,016.8 363,800

A-310 43.89 144 46.66 153.1 138,617.7 305,600

A-320 33.91 111.25 37.57 123.3 73,481.1 162,000

A-321 34.1 111.25 44.51 146 89,000 196,210

A-330-200 60.3 197.83 58.82 192.9 230,000 507,060

A-330-300 60.3 197.83 63.69 208.9 230,000 507,060

A-340-300 60.3 197.83 63.69 208.9 275,000 606,270

A-340-500 63.45 208.16 67.93 222.8 372,000 820,120

A-340-600 63.45 208.16 75.36 247.2 368,000 811,300

A-350-800 64.75 212.43 60.54 198.6 248,000 546,750

A-350-900 64.75 212.43 66.89 219.4 268,000 590,840

A-350-1000 64.5 211.61 73.88 242.3 298,000 656,980

A-380 79.75 261.64 72.72 238.58 560,000 1,234,588

Antonow An-22 64.31 211 50.9 167 226,796 500,000

Antonow An-225 88.39 290 84 275.58 600,000 1,322,750

ATR 72 27 88.58 27.15 89.08 20,003.41 44,100

Beechcraft 1900 16.61 54.5 17.63 57.83 7,529.627 16,600

Beechcraft King Air 350 17.65 57.92 14.23 46.67 6,803.88 15,000

Boeing 727 32.92 108 46.69 153.17 86,636.07 191,000

Boeing 737-300 28.86 94.67 36.42 119.5 63,049.29 139,000

Boeing 737-600 34.3 112.7 31.2 102.6 66,000 145,500

Boeing 737-700 34.3 112.7 33.6 110.4 70,080 154,500

Boeing 737-800 34.3 112.7 39.5 129.6 79,010 174,200

Boeing 737-900 ER 34.3 112.7 42.1 138.2 85,130 187,700

Boeing 747-400 64.31 211 70.64 231.75 394,625 870,000

Boeing 757 38 124.67 47.32 155.25 108,862.10 240,000

Boeing 767-200 ER 47.6 156.1 48.5 159.2 179,170 395,000

Boeing 767-300 ER 47.57 156.08 54.94 180.25 186,880 412,000

Boeing 767-400 ER 51.9 170.4 61.3 201.4 204,120 450,000

Boeing 777-200 60.9 199.11 63.7 209.1 247,200 545,000

Boeing 777-300 60.9 199.11 73.9 242.4 299,370 660,000

Boeing 787-8 60 197 57 186 227,930 502,500

Boeing 787-9 60 197 63 206 247,208 545,000

Boeing DC 10-40 50.37 165.25 55.02 180.5 259,454.6 572,000

Boeing MD-11 51.59 169.25 61.16 200.67 273,289.2 602,500

Boeing MD-88 32.82 107.67 45.03 147.75 67,812 149,500

Casa CN-235 25.76 84.5 21.34 70 14,399.73 31,746

Cessna Citation 5 16.28 53.42 14.83 48.67 7,302.831 16,100


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Aircraft TypeSpan Length Gross Weight

m ft m ft kg lb

DeHavilland Dash 8 25.91 85 22.25 73 15,648.92 34,500

Grumman Gulfstream 4 23.67 77.67 26.9 88.25 33,384.37 73,600

Ilyushin IL-86 48.31 158.5 58.45 191.75 187,605.7 413,600

Lockheed L-1011-500 50.06 164.25 50.04 164.17 228.610.4 504,000

Short 360 22.81 74.83 21.59 70.83 11,793.39 26,000

Tupolev Tu-154 37.54 123.17 47.91 157.17 90,015.33 198,450


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A.6.8.11

For aircraft removal techniques, see International Civil Aviation Organization Airport Services Manual, Part5, “Removal of Disabled Aircraft.” Also see International Air Transport Association — Guidelines for AirportOperators and Airport Authorities on Procedures for Removal of Disabled Aircraft. (Does this neededitions? Reference in Chapter 2?)


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A.7.8.12

For aircraft removal techniques, see International Civil Aviation Organization Airport Services Manual, Part5, “Removal of Disabled Aircraft.” (Does this need editions? Reference in Chapter 2?)


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Public Input No. 59-NFPA 424-2015 [ Section No. A.14.1 ]

A.14.1 (Question, US only?)

In the U.S., major aircraft accidents are investigated by the NTSB, except those delegated by the Board tothe Federal Aviation Administration. Part 830, “Notification and Reporting of Aircraft Accidents or Incidentsand Overdue Aircraft, and Preservation of Aircraft Wreckage, Mail Cargo, and Records” of the NTSB,Section 830.10 reads as follows:

“Civil aircraft accident investigation is normally conducted by a number of investigators of the NTSB or theirdesignees interested in establishing the probable cause. Federal or state governments are usually chargedwith the official responsibility but the operators, pilot groups, airport management, and others may be activein accident investigation work. Fire officials normally make their own investigation.”

For guidance on preservation of evidence, see NFPA 402, Guide for Aircraft Rescue and Fire-FightingOperations, Chapter 13 and Annex E.

In the U.S., the Aviation Disaster Family Assistance Act of 1996 tasks the NTSB with coordinating thedisaster response resources of federal, state, local, and volunteer agencies to meet the needs of aviationdisaster victims and their families. Family counseling, victim identification and forensic services,communicating with foreign governments, and translation services are some of the services the Boardcoordinates. The NTSB will play a primary on-scene role in family assistance and victim identification.


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Public Input No. 60-NFPA 424-2015 [ Section No. B.1 ]


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B.1


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Table B.1 provides the international markings for aircraft. (A lot of these are wrong, need info from ICAO).

Table B.1 International Aircraft Markings

Code Country

A2- Botswana

A3- Tonga

A5- Bhutan

A6- United Arab Emirates

A7- Qatar

A9C- Bahrain

A40- Oman

AP- Pakistan

B- China

C2- Nauru

C5- Gambia

C6- Bahamas

C9- Mozambique

CC- Chile

C-, CF- Canada

CN- Morocco

CP- Bolivia

CR-, CS- Portugal

CU- Cuba

CX- Uruguay

D- Germany

D2- Angola

D4- Cape Verde

DQ- Fiji

EC- Spain

EI-, EJ- Ireland

EK- Armenia

EL- Liberia

EP- Iran

ER- Republic of Moldavia

ES- Estonia

ET- Ethiopia

EW- Belarus

EX- Kyrgyzstan

EY- Tajikistan

EZ- Turkmenistan

F- France

G- United Kingdom

H4- Solomon Islands

HA- Hungary

HB- (plus nat. emblem) Switzerland

HB- (plus nat. emblem) Liechtenstein


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Code Country

HC- Ecuador

HH- Haiti

HI- Dominican Republic

HK- Colombia

HL- Korea (Rep. of)

HP- Panama

HR- Honduras

HS- Thailand

HZ- Saudi Arabia

I- Italy

J2- Djibouti

J3- Grenada

J5- Guinea Bissau

J6- St. Lucia

J7- Dominican Republic

J8- Grenadines

J8- St. Vincent

JA- Japan

JY Jordan

LN- Norway

LV, LQ Argentina

LX- Luxembourg

LV Lithuania

LZ- Bulgaria

N- U.S.A.

OB- Peru

OD- Lebanon

OE- Austria

OH- Finland

OK- Czech Republic

OO- Belgium

OY- Denmark

P- North Korea

P2- Papua New Guinea

P4- Aruba

PH- Netherlands

PI- Netherlands Antilles

PK- Indonesia

PP-, PT- Brazil

PZ- Surinam

RA Russian Federation

RP- Philippines

RDPL- Laos

S2- Bangladesh

S5- Slovenia


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Code Country

S7- Seychelles

S9- Principe & San Tome

SE- Sweden

SP- Poland

ST- Sudan

SU- Egypt

SX- Greece

T9- Bosnia/Herzegovina

TC- Turkey

TF- Iceland

TG- Guatemala

TI- Costa Rica

TJ- Cameroon

TL- Central African Rep.

TN- Congo

TR- Gabon

TS- Tunisia

TT- Chad

TU- Ivory Coast

TY- Benin

TZ- Mali

VH- Australia

VP-, VQ-, VR- U.K. Colonies & Protectorates

VT- India

XA-, XB-, XC- Mexico

XT- Burkina Faso

XU- Democratic Kampuchea

XV- Vietnam

XY-, XZ- Myanmar

YA- Afghanistan

YI- Iraq

YK- Syrian Arab Rep.

YL- Latvia

YR- Romania

YS- El Salvador

YV- Venezuela

Z Zimbabwe

ZK, ZL, ZM New Zealand

ZP- Paraguay

ZS-, ZT-, ZU- South Africa

3A- Monaco

3B- Mauritius

3C- Equatorial Guinea

3D- Swaziland

3X- Guinea Bissau


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Code Country

4K- Azerbaijan

4L Georgia

4R- Sri Lanka

4X- Israel

5A- Libya

5B- Cyprus

5H- Tanzania

5N- Nigeria

5R- Madagascar

5T- Mauritania

5U- Niger

5V- Togo

5W- Western Samoa

5X- Uganda

5Y- Kenya

6O- Somalia

6V, 6W Senegal

6Y- Jamaica

7O- Yemen

7P- Lesotho

7QY- Malawi

7T- Algeria

8P- Barbados

8Q- Maldives

8R- Guyana

9A- Croatia

9H- Malta

9J- Zambia

9K- Kuwait

9L- Sierra Leone

9M- Malaysia

9N- Nepal

9Q- Zaire

9U- Burundi

9V- Singapore

9XE- Rwanda

9Y- Trinidad and Tobago


More work.





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Public Input No. 8-NFPA 424-2013 [ New Section after E.4 ]

E.5 Search and Rescue divers may become contaminated with fuels, oils and other hazardousmaterials. Equipment and processes for decontamination should be planned for, trained on andregularly (at least annually) tested/inspected.


The possibility for contamination with hazardous materials exists when divers respond to an aviation accident involving water. The necessity for decontamination of rescue swimmers and/or divers should be recognized and included within NFPA 424.




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Public Input No. 61-NFPA 424-2015 [ Section No. F.1 ]

F.1

Where airports are situated adjacent to large bodies of water, such as rivers or lakes, or where they arelocated on coastlines, special provisions should be made for ARFF operations in the event of an aircraftaccident/incident in the water. Specialized equipment for ARFF may include fire/rescue boats, air-cushionvehicles (ACV), helicopters, coastal patrol boats, and so forth. Also see FAA Advisory Circular AC150/5200-31, Airport Emergency Plan. (Reference in Chapter 2?)

The “Winchester” Class Hovercraft (built by the British Hovercraft Corporation) is in service at the AucklandInternational Airport in New Zealand. It is utilized to protect aircraft operations that are largely over theManukau Harbour, which borders the airport. Its primary mission is rescue of occupants in the event of anaccident in the harbor or on mudflats, which exist at low tide.

Consideration of unusual terrain and water conditions, such as tidal flats, swamps, and so forth, can dictatethe choice of the particular type of vehicle most suitable to these conditions. Helicopters and air-cushionand amphibious vehicles, as well as conventional watercraft, could be found to provide this specializedservice.

In developing the water rescue service, consideration should be given to private or public services (such asmilitary search and rescue units, harbor police, or fire departments) and private rescue services (such asrescue squads, power and communication companies, pipeline or oil field operators, lumbering industry, orshipping and waterway operators) that could be available and are capable of rendering assistance. A signalsystem for alerting private or public services in time of emergency should be prearranged.

Many aircraft do not carry personal flotation devices on board, especially those aircraft not engaged inextensive over-water operations. Such flotation devices should be available in numbers sufficient to meetthe needs of the maximum passenger capacity of the largest aircraft in regular service at the airport. Wherethe largest aircraft is in scheduled overwater operation and all other operations are over-water in character,the airport can reduce the amount of personal flotation devices by 50 percent.


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Public Input No. 62-NFPA 424-2015 [ Section No. G.1 ]


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G.1


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Medical services and supplies should be available to an airport. Provision of medical services generallyshould not present great difficulties at large airports or airports near a large city, as the personnel andmaterial normally will be available. What is required is the development of the necessary coordinationbetween the airport and the emergency medical assistance system in the community.

Provision of medical services can present some difficulties at small airports not located near populatedareas. These airports, however, should arrange to have available emergency medical services to providemedical care in the event of an aircraft accident, taking into account the largest aircraft using the airport.

The capability of medical personnel can be greatly enhanced by additional resources for improving theenvironment of the treatment area. Many airport/community areas contain valuable support equipment thatis not utilized because it was never determined that such equipment was available. Local agencies such astransportation departments, boards of health, park departments, departments of natural resources, and soforth, can be good sources. Federal agencies such as the Corps of Engineers, Department ofTransportation, and Armed Forces (both active and reserve elements) possess a wide variety of supportequipment and material. Examples of support equipment are mobile structures, auxiliary power and heatingdevices, water tankers, fuel supplies, lighting devices, sawhorses and lighting for roadblocks, and so forth.

Portable shelters such as mobile hospitals, tents, and recreation vehicles can be used where extremes inclimate or weather can affect patient survivability. Consider the use of adjacent buildings such as aircrafthangars, gymnasiums, auditoriums, warehouses, and so forth, if distance and transportation resources arefavorable.

Ideally, all personnel assigned to rescue duties and “public-contact” airport employees should be given firstaid and CPR/AED training.

ARFF personnel should have the ability to stabilize seriously injured casualties. At least two full-timemembers per shift of the airport ARFF service or other on-airport personnel should be trained to anemergency medical treatment level as determined by the local medical authority. In addition, it isrecommended that as many ARFF personnel as is practicable receive training to meet minimum standardsof medical proficiency, and preferably be highly qualified in first aid and certified as emergency medicaltechnicians. Accordingly, they should have sufficient medical equipment at their immediate disposal toinitiate stabilization until transportation of casualties to adequate medical facilities is provided.

As many airport personnel as practicable also should be trained in CPR/AED as taught by the appropriatemedical authority. Periodic exercises and drills in CPR/AED techniques are necessary to maintainproficiency.

All rescue, fire-fighting, and medical personnel should be trained to protect themselves from the spread ofcommunicable diseases in the event they become exposed to blood or other body fluids during rescue oremergency medical care activities.

The everyday medical problems at large airports can serve to promote an increased proficiency inemergency medical techniques of airport-based emergency personnel. It should be noted, however, thatproficiency in emergency medical techniques can be maintained only through constant practical application.Unless operations include providing advanced life support on a day-to-day basis, proficiency will decline ordisappear.

Airports are encouraged to include volunteer on-airport personnel other than ARFF personnel, to provide anauxiliary response to assist casualties resulting from emergencies. Volunteers should be trained byaccredited agencies in first aid or rescue response duties. In case of an emergency they should respond toa designated staging area for assignment. The question of liability is a matter for each appropriate authority.

Due to the many conflicting national and international standards and nomenclature of medical personnel,for the purpose of this guide, the following criteria are prescribed as guidelines:

(1) Advanced First Aid. 56 hours of instruction (Should the name be changed to Emergency MedicalResponder?)

(2) Emergency Medical Technician (EMT). 114 hours of instruction (100 hours classroom; 10 hourshospital emergency room apprentice service; 4 hours ambulance apprentice duty) Need to explorethe number of hours.

(3) Advanced Emergency Technician Do we need to add this section as it is part of the National EMSEducation Standard?

(4) Paramedic. 500 hours of instruction (200 hours classroom; 100 hours hospital emergency roomapprentice service; 200 hours ambulance apprentice duty) Need to compare and update.


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Recurrent training should be provided in each specialty and recertification achieved at least on an annualbasis, or as required by the local jurisdiction.


Additions and questions.




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Public Input No. 63-NFPA 424-2015 [ Section No. G.2.2 ]

G.2.2 Backboards.

These items are classified as either long or short backboards. The approximate dimensions for a longbackboard are shown in Figure G.2.2(a) . Although a backboard of 1.90 m (74 in.) is shown, somebackboards of 1.83 m (72 in.) in length should be available to move through the smallest aircraft emergencyexits, 510 mm × 915 mm (20 in. × 36 in.). A Velcro restraining strap 75 mm (3 in.) wide is normally requiredfor legs, hips, upper torso, and head.

The appropriate dimensions for a short backboard are shown in Figure G.2.2(b). A 75 mm (3 in.) wideVelcro restraining strap is normally required for both the lower and the upper torso.

Figure G.2.2(a) Long Backboard. May need new picture.

Figure G.2.2(b) Short Backboard. May need new picture.


Question.s


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G.2.3 Miscellaneous Items.


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Miscellaneous items could include the following:

(1) Inflatable tents should have adequate heating and lighting where possible. A large tent can normallyaccommodate about 10 serious cases and can be carried on a large all-purpose vehicle along with theother necessary medical equipment.

(2) Mobile emergency hospitals or inflatable tents, if available [see Figure G.2.3(a), Figure G.2.3(b) , andFigure G.2.3(c)], or shelters can be used for on-site treatment of Immediate Care (Priority I, Red) andDelayed Care (Priority II, Yellow) casualties. These units should be readily available for rapidresponse. Planning should also include the assignment of personnel who can operate/assemble thisequipment. A cardiac care ambulance unit can be used as an ideal shelter for Immediate Care(Priority I, Red) casualties.

Figure G.2.3(a) Schematic of an Inflatable Tent. May need new picture.

Figure G.2.3(b) Containerized Hospital Emergency Mobile. May need new picture.

Figure G.2.3(c) Interior View of Containerized Hospital Emergency Mobile. May need new picture.


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Questions.




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G.5.3 Airport Medical Care Facility Personnel.

The number of trained personnel and degree of expertise needed by each individual will depend on theparticular airport’s requirements. The staff of the airport medical clinic should form the nucleus of themedical services planning for the AEP (and be responsible for implementation of the medical portion of theAEP). It is recommended that the airport first aid room at least be staffed with highly qualified first aidpersonnel.

In general, it is recommended that during the principal hours of airport activity, at least one person trained todeal with the following be available within 3 to 5 minutes:

(1) CPR/AED

(2) Bleeding from a traumatic source

(3) Heimlich maneuver (choking)

(4) Fractures and splinting

(5) Burns

(6) Shock

(7) Emergency childbirth and immediate care of newborns, including prematures

(8) Common medical conditions that can influence the outcome of injury (allergies, high blood pressure,diabetes, pacemaker, etc.)

(9) Basic measures for treatment and protection subsequent to spills or leaks of radioactive materials ortoxic or poisonous substances

(10) Treatment of emotionally disturbed persons

(11) Recognition of, and first aid for, poisons, bites, and anaphylactic shock

(12) Transportation techniques for injured persons

(13) Communicable diseases recogniton and proper PPE selection

(14) Triage and MCI skills.

The person responsible should have authority to order hospitalization if necessary and to arrange anyneeded transportation.

The airport operator should obtain the advice and direction of a consulting emergency medical carephysician as to the allotment and design of equipment for the first aid room commensurate with theanticipated needs of the particular airport.

The equipment and the medical supply inventory of the airport medical clinic should be established by thestaff in charge of the clinic.

The airport medical care facility should be equipped to handle cardiac arrest and other types of injuries andillnesses associated with industrial medicine. If drugs are maintained, provision should be made to ensurefull security.

Emergency oxygen and respiratory equipment should be available to treat smoke inhalation victims.

Since the majority of nonaccident-related medical emergencies at airports involve coronary problems,advanced life support systems, including oxygen, oxygen regulators, AED and other elements forcardiopulmonary care, should be readily available. In addition, first aid kits (containing drugs, a wideselection of bandages and splints, blood transfusion equipment, and burn and maternity kits), chains,ropes, crowbars, and metal cutters should be available.


Additions.


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Public Input No. 12-NFPA 424-2014 [ Chapter H ]

Annex H Informational References

H.1 Referenced Publications.

The documents or portions thereof listed in this annex are referenced within the informational sections ofthis guide and are not advisory in nature unless also listed in Chapter 2 for other reasons.

H.1.1 NFPA Publications.


NFPA 402, Guide for Aircraft Rescue and Fire-Fighting Operations, 2013 edition.

NFPA 1003, Standard for Airport Fire Fighter Professional Qualifications, 2010 edition 2015 .

H.1.2 Other Publications.

H.1.2.1 ATA Publications.

Air Transport Association of America Airlines for America (A4A) , 1301 Pennsylvania Avenue, NW, Suite1100, Washington, DC 20004.

International Air Transport Association — Guidelines for Airport Operators and Airport Authorities onProcedures for Removal of Disabled Aircraft.

H.1.2.2 FAA Publications.


FAA AC 150/5200-31C , Airport Emergency Plan , 2009 . (AAS 310) (Consolidated AC includesChange 2) .

H.1.2.3 ICAO Publications.

International Civil Aviation Organization, 999 University Street., Montreal Robert-Bourassa Boulevard,Montréal , Quebec H3C 5H7 , H3C 5H7 Canada .

International Civil Aviation Organization Airport Services Manual, Part 1, “Rescue and Fire Fighting,” 1990.

Airport Services Manual, Part 5, “Removal of Disabled Aircraft" , ” Third Fourth Edition, 1996 2009 , Doc.9137-AN/898.

H.1.2.4 NTSB Publications.

National Transportation Safety Board, 490 L'Enfant Plaza, SW, Washington, DC 20594.

Part 830, “Notification and Reporting of Aircraft Accidents or Incidents and Overdue Aircraft, andPreservation of Aircraft Wreckage, Mail Cargo, and Records,” Section 830.10, 2005.

H.1.2.5 OAG Publications.

OAG Worldwide Limited, Ludgate House, 245 Blackfriars Road, London, SE1 9UY, England.

Official Airline Guide (OAG).

H.1.2.6 U.S. Government Publications.


Aviation Disaster Family Assistance Act of 1996.

Title 49, Code of Federal Regulations, Part 831.10, 2007.

H.2 Informational References.

The following documents or portions thereof are listed here as informational resources only. They are notdirectly referenced in this guide.


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H.2.1 NFPA Publications.


NFPA 10, Standard for Portable Fire Extinguishers, 2010 edition 2017 .



NFPA 408, Standard for Aircraft Hand Portable Fire Extinguishers, 2010 edition 2017 .

NFPA 409, Standard on Aircraft Hangars, 2011 edition 2016 .

NFPA 412, Standard for Evaluating Aircraft Rescue and Fire-Fighting Foam Equipment, 2009 edition2014 .

NFPA 414, Standard for Aircraft Rescue and Fire-Fighting Vehicles, 2012 edition 2017 .

NFPA 415, Standard on Airport Terminal Buildings, Fueling Ramp Drainage, and Loading Walkways, 2013edition 2016 .

NFPA 418, Standard for Heliports, 2011 edition 2016 .

NFPA 1001, Standard for Fire Fighter Professional Qualifications, 2013 edition .

NFPA 1002, Standard for Fire Apparatus Driver/Operator Professional Qualifications, 2009 edition 2017 .

NFPA 1561, Standard on Emergency Services Incident Management System, 2008 edition 2014 .

NFPA 1600 ®, Standard on Disaster/Emergency Management and Business Continuity Programs, 2010edition 2016 .

NFPA 1981, Standard on Open-Circuit Self-Contained Breathing Apparatus (SCBA) for EmergencyServices, 2007 edition 2013 .

Fire Protection Guide to Hazardous Materials, 2001 edition 2010 .

H.2.2 ALPA Publications.

Air Line Pilots Association, Engineering International, Engineering and Air Safety Department, 535Herndon Parkway, Herndon, VA 20170.

ALPA — Guide for Airport Standards, First Edition, July 1969, Third Edition, 1981.

H.2.3 ARFF Manuals.

U.S. Navy Aircraft Firefighting and Rescue Manual, NAVAIR 00-80R-14-1 , 1983 2009 . Available fromNaval Air Systems Command, Code 1416C, Washington, DC 20360.

IFSTA 206, Aircraft Rescue and Fire Fighting (Fourth Edition 2001), IFSTA 206 , 5th edition, 2008 .Available from International Fire Service Training Association, Oklahoma State University, Stillwater, OK74078.

Aircraft Emergency Rescue Information, Technical Manual, T.O. 00-105-9. Available from Hq. NRAMA-MMSTD, Robins Air Force Base, Georgia 31093.

H.2.4 ARFF Publications.

AD 739-027, A Proposed Method for Evaluating Fire Prevention Efforts by the Airport Manager of Non-HubAirports, 1970. Available from National Technical Information Service, Springfield, VA 22161.

AFAPL-TR-73-74, Fire and Explosion Manual for Aircraft Accident Investigations, August 1973, Joseph M.Kuchta, Pittsburgh Mining and Safety Research Center, Bureau of Mines Report No. 4193 published byU.S. Dept. of the Air Force, Air Force Aero Propulsion Laboratory, AFAPL/SFH, Wright-Patterson Air ForceBase, OH 45433.


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H.2.5 FAA Publications.


FAA AC 150/5200-12C , First Responder’s Responders' Responsibility in for ProtectingEvidence at the Scene of an Aircraft Accident /Incident , 2009. (AAS-100). Furnishes generalguidance for airport employees, airport management, and other personnel responsible for fire-fighting andrescue operations, at the scene of an aircraft accident, on the proper presentation of evidence.

FAA AC 150/5200-18C , Airport Safety Self-Inspection , 2004 (AAS-310). Suggests functionalresponsibility, procedures, a checklist, and schedule for an airport safety self-inspection.

FAA AC 150/5210-6D , Aircraft Fire Extinguishing Agents, 2004 (AAS-100). Outlines scales ofprotection considered as the recommended level — compared with the minimum level in Federal AviationRegulation Part 139.49 — and tells how these levels were established from test and experience data.

FAA AC 150/5210-13C , Airport Water Rescue Plans and Equipment , 2010 . (AAS-300). Suggestsplanning procedures, facilities, and equipment to effectively perform rescue operations when an aircraftlands in a body of water, swamp, or tidal area where normal aircraft fire-fighting and rescue service vehiclesare unable to reach the accident scene.

FAA AC 150/5210-5D , Painting, Marking, and Lighting of Vehicles Used on an Airport ,2010 . (AAA-120). Provides guidance, specifications, and standards — in the interest of airport personnelsafety and operational efficiency — for painting, marking, and lighting of vehicles operating in the airport airoperations areas.

FAA AC 150/5210-7D , Aircraft Fire and Rescue Communications Aircraft Rescue and Fire FightingCommunications , 2008. (AAS-120). Provides guidance and information for planning and implementingan airport communications system for airport fire and rescue service.

AC 150/5220-4, Water Supply Systems for Aircraft Fire and Rescue Protection (AAS-120). Providesguidance for the water source selection and standards for a water distribution system designed to supportaircraft rescue and fire-fighting (ARFF) service operations on airports. (Cancelled 9-19-2011)

FAA AC 150/5220-10E , Guide Specification for Aircraft Rescue and Fire Fighting Vehicles(Consolidated reprint incorporates changes 1 and 2) ( , 2011 ( AAS-100). Assists airport management inthe development of local procurement specifications.

FAA AC 150/5230-4B , Aircraft Fuel Storage, Handling, and Dispensing on Airports , 2011 (AAS-300).Provides information on aviation fuel deliveries to airport storage and the handling, cleaning, anddispensing of fuel into aircraft.

FAA AC 150/5370-2F , Operational Safety on Airports During Construction , 2011 (AAS-300). Concernsoperational safety on airports — with special emphasis on safety during periods of construction activity —to assist airport operators in complying with Part 139.

AC 139.49-1, Programs for Training of Fire Fighting and Rescue Personnel (AAS-100). Suggested trainingprograms for airport fire fighting and rescue personnel.

H.2.6 Federal Aviation Regulations.

Part 139, Certification and Operations: Land Airports Serving Certain Air Carriers, January, 1988. Sold on asubscription basis by the Superintendent of Documents, U.S. Government Printing Office, Washington, DC20402.

H.2.7 ICAO Publications.

International Civil Aviation Organization, 999 University Street, Montreal Robert-Bourassa Boulevard,Montréal , Quebec H3C 5H7 , H3C 5H7, Canada .

International Standards and Recommended Practices — Aerodromes, Annex 14, Second 6th Edition,1999 2013 .

Airport Services Manual, Part 1, “Rescue and Fire Fighting,” Third Edition, 1990, Doc. 9137-AN/898.

Airport Services Manual, Part 7, “Airport Emergency Planning,” Second Edition, 1991, Doc. 9137-AN/898.

Manual of Aircraft Accident Investigation, Fourth (Annex 13) , Tenth Edition, 1970 2010 , Doc.6920-AN/855/4.

Technical Instructions for the Safe Transport of Dangerous Goods by Air Air (Annex 18) , Doc.9284-AN/905, 2000, 2001 2015-2016 .


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H.2.8 Response to an Incident Publications.

Mass Fatality Incidents: A Guide for Human Identification. Produced by the National Center for ForensicScience with the assistance of a group of experienced mass fatality forensic responders, this guide aids themedical examiner or coroner in preparing disaster plans with a focus on victim identification. Firstresponders and others can use the guide to understand the death investigation process.)

http://www.ntsb.gov/Family/LEO_brochure.pdf

Responding to an Aircraft Accident — How to Support the NTSB. (For police and public safety personnel).A brochure listing the major tasks required of law enforcement and public safety personnel in the firststages of aircraft accident response.

http://www.ntsb.gov/publictn/gen_pub.htm

National Association of Medical Examiners (NAME) Mass Fatality Plan. NAME’s Mass Fatality Plan is atemplate for jurisdictions creating a plan. Many of the forms are similar to those in use by DMORT.

http://thename.org/index.php?option=com_docman&task=doc_download&gid=62&1temid

Interpol Disaster Victim Identification Guide. Information on disaster victim identification, primarily used inEurope and the Middle East. Designed to encourage the compatibility of procedures across internationalboundaries, this guide gives practical advice on major issues of victim identification, underlining theimportance of preplanning and training.

http://www.interpol.int/Public/DisasterVictim/guide/default.asp

H.2.9 U.S. Air Force Technical Reports.

AGFSRS 71-3, Accident/Incident Survey Data Analysis for Aircraft Ground Fire Suppression and RescueSystems — UDRI, October, 1971.

H.2.10 U.S. Government Publications.

U.S. Government Printing Office, Washington, DC 20402.

Code of Federal Regulations.

DOD-AGFSRS-75-5, Aircraft Ground Fire Suppression and Rescue Simulation Model — UD, August, 1975.

DOD-AGFSRS-76-2, A Study to Evaluate the Intensity of and Alternative Methods for Neutralization of DOFAircraft Fuel Spills; Phase 1 — USA MERDC, February, 1976.

(Full-size or microfiche copies of the DOD listed reports are available directly from the National TechnicalInformation Service, 5285 Port Royal Road, Springfield, VA 22161.)

Emergency Medical Services Communications Systems, U.S. Department of Health, Education & Welfare.Health Services and Mental Health Administration Division of Emergency Health Services, 5000 FishersLane, Rockville, MD 20852.

DHEN Publication No. (HSM) 73-2003

What to Do and How to Report Military Aircraft Accidents, U.S. Naval Aviation Safety Center, U.S. Naval AirStation, Norfolk, VA 23511.

National Transportation Safety Board (NTSB), Civil Aircraft Accident Investigation Guidelines, Washington,DC 20591.

H.3 Organizations.

H.3.1 through H.3.6 provide the addresses of organizations throughout the world that may serve as usefulsources of information and assistance.


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H.3.1 National Operations.


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Aircraft Owners and Pilots Association (AOPA), 421 Aviation Way, Frederick, MD 21701; phone: (301)695-2000; fax: (301) 695-2375; cable address: AOPA, Washington, DC. Offices open Monday throughFriday, 8:30–5:00 (EST).

Department of Transportation

400 Seventh Street, SW

Washington, DC 20590

Federal Aviation Administration

800 Independence Avenue, SW

Washington, DC 20591

Phone: (202) 366-3282

Domestic FAA Regional Offices.

Alaskan Region — Anchorage Governing Alaska and Aleutian Islands

Airports Division, AAL-600


Anchorage Federal Office Building

222 West 7th Avenue, Box 14

Anchorage, AK 99513

Central Region — Kansas City Governing Iowa, Kansas, Missouri, Nebraska

Airports Division, ACE-600


Federal Building

601 East 12th Street

Kansas City, MO 64106

Eastern Region — New York Governing Delaware, District of Columbia, Maryland, New Jersey, New York,Pennsylvania, Virginia, West Virginia

John F. Kennedy Int’l. Airport

Airports Division, AEA-600


Fitzgerald Federal Building, Rm. 329

Jamaica, NY 11430

Duty hours 8:00–4:30 EST (DST from last Sunday in April through last Sunday in October)

Great Lakes Region — Chicago Governing Illinois, Indiana, Minnesota, Michigan, Ohio, Wisconsin, Northand South Dakota

Airports Division, AGL-600


2300 E. Devon Avenue

Des Plaines, IL 60018

New England Region — Boston Governing Connecticut, Maine, Massachusetts, New Hampshire, RhodeIsland, Vermont

Airports Division, ANE-600


12 New England Executive Park

Burlington, MA 01803


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Northwest Mountain Region — Seattle Governing Idaho, Oregon, Washington, Colorado, Montana, Utah,Wyoming

Airport Division, ANM-600


1601 Lind Avenue, SW

Renton, WA 98055-4056

Southern Region — Atlanta Governing Alabama, Florida, Georgia, Mississippi, North Carolina, SouthCarolina, Tennessee, Kentucky, Puerto Rico, U.S. Virgin Islands

Airports Division, ASO-600


1701 Columbia Avenue

College Park, GA 30337

Mail Address:

Airports Division, ASO-600


1 P.O. Box 20636

Atlanta, GA 30320

Southwest Region — Fort Worth Governing Arkansas, Louisiana, New Mexico, Oklahoma, Texas

Airports Division, ASW-600


2601 Meacham Boulevard

Fort Worth, TX 76173-4298

Mail Address:

Department of Transportation, ASW-600



Western Pacific Region — Los Angeles Governing Arizona, California, Nevada, Hawaii, Western Pacific

Airports Division, AWP-600


15000 Aviation Boulevard

Lawndale, CA 90261

Mail Address:

Airports Division, AWP-600


P.O. Box 92007

Worldway Postal Center

Los Angeles, CA 90009

FAA General Aviation District Offices. (Unless otherwise noted, address correspondence to GeneralAviation District Office, Federal Aviation Administration.)

Alaskan Region

Airports Division, AAL-600


Anchorage Federal Office Building


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222 West 7th Avenue, Box 14

Anchorage, AK 99513

Central Region

Airports Division, ACE-600


Federal Building

601 East 12th Street

Kansas City, MO 64106

Eastern Region

Pennsylvania, Delaware

Airports District Office, HAR-ADO


3911 Hartsdale Drive, Suite 1

Camp Hill, PA 17011

Maryland, Virginia, District of Columbia

Airports District Office, WASH-ADO


101 W. Broad Street, Suite 300

Falls Church, VA 22046

West Virginia

Airports Field Office, BKW-AFO


Main Terminal Building, Room 101

469 Airport Circle

Beaver, WV 25813-9759

New York, New Jersey

Airports District Office, NYC-ADO


181 S. Franklin Avenue, Room 305

Valley Stream, NY 11581

Great Lakes Region

Illinois, Indiana

Airports District Office, CHI-ADO-600


2300 East Devon Avenue

Des Plaines, IL 60018

Ohio, Michigan

Airports District Office, DET-ADO-600


8820 Beck Road

East Willow Run Airport

Belleville, MI 48111


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Wisconsin, Minnesota, South Dakota

Airports District Office, MSP-ADO-600


6020 28th Avenue, South

Minneapolis, MN 55450

North Dakota

Airports Field Office, BIS-AFO


2000 University Drive

Bismarck, ND 58504

New England Region

Airports Division, ANE-600


12 New England Executive Park

Burlington, MA 01803

Northwest Mountain Region

Washington, Oregon, Idaho

Airports District Office, SEA-ADO


1601 Lind Avenue, S.W.

Renton, WA 98055-4056

Colorado, Wyoming, Utah

Airports District Office, DEN-ADO


5440 Roslyn, Suite 300

Denver, CO 80216-6026

Montana

Airports District Office, HLN-ADO


FAA Building, Room 2

Helena Regional Airport

Helena, MT 59601

Southern Region

Georgia, North Carolina, South Carolina

Airports District Office, ATL-ADO


Campus Building

1701 Columbia Avenue, Suite 2-260

College Park, GA 30337-2747

Florida, Puerto Rico, Virgin Islands

Airports District Office, ORL-ADO



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9677 Tradeport Drive, Suite 130

Orlando, FL 32827

Tennessee, Kentucky

Airports District Office, MEM-ADO


2851 Directors Cove, Suite 3

Memphis, TN 38131-0301

Mississippi, Alabama

Airports District Office, JAN-ADO


FAA Bldg. — Jackson International Airport

120 N. Hangar Drive, Suite B

Jackson, MS 39208-2306

Southwest Region

Arkansas, Louisiana

Airport Development Office, ASW-630




Texas





New Mexico, Oklahoma





Oklahoma City Airports District Office


5909 Phillip J. Rhodes Avenue

Wiley Post Airport

Bethany, OK 73008

Albuquerque Airports District Office


1601 Randolph SE, Suite 201N

Albuquerque, NM 87106

Western-Pacific Region

Northern California,1 Nevada

Airports District Office, SFO-600


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831 Mitten Road, Room 210

Burlingame, CA 94010-1303

Hawaii, Trust Territory of the Pacific Islands, American Samoa, Guam, and Commonwealth of NorthernMarianas Islands

Airports District Office, HNL-600


Prince Jonah Kuhio Kalanianaole Bldg.

300 Ala Moana Boulevard, Room 7116

Honolulu, HI 96813

Mail Address:

Airports District Office, HNL-600


Box 50244

Honolulu, HI 96850-0001

1Northern California includes the counties of San Luis Obispo, Kings, Tulare, Fresno, Mono, and allcounties north thereof. Southern California includes the counties of Santa Barbara, Kern, Inyo, and allcounties south thereof, which are served directly from the Airports Division, AWP-600.


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H.3.2 Federal Communications Commission.

Federal Communications Commission, 1919 M St., NW, Washington, DC 20554. Consumer Assistance andSmall Business Division; phone (202) 418-0200.

FCC Field Operating Offices.

Anchorage, AK — Federal Building & U.S. Courthouse, P.O. Box 2955, 1011 East Tudor Rd., Room 240,Anchorage, AK 99510

Atlanta, GA — Room 440, Massell Building, 1365 Peachtree St., N.E., Atlanta, GA 30309

Baltimore, MD — 1017 Federal Building, 31 Hopkins Plaza, Baltimore, MD 21201

Boston, MA — 1600 Customhouse, 165 State Street, Boston, MA 02109

Buffalo, NY — 1307 Federal Building, 111 West Huron St., Buffalo, NY 14202

Chicago, IL — 230 S. Dearborn St., Room 3940, Chicago, IL 60604

Cincinnati, OH — 8620 Winton Rd., Cincinnati, OH 45231

Dallas, TX — Earle Cabell Federal Building, U.S. Courthouse, Room 13E7, 1100 Commerce St., Dallas, TX75242

Denver, CO — 12477 West Cedar Dr., Denver, CO 80228

Detroit, MI — 1054 Federal Building, 231 W. LaFayette St., Detroit, MI 48226

Honolulu, HI — Prince Kuhio Federal Building, 300 Ala Moana Blvd., Room 7304, P.O. Box 50023,Honolulu, HI 96850

Houston, TX — New Federal Office Building, 515 Rusk Ave., Room 5636, Houston, TX 77002

Kansas City, MO — Brywood Office Tower, Room 320, 8800 East 63rd St., Kansas City, MO 64133

Long Beach, CA — Room 501, 3711 Long Beach Blvd., Long Beach, CA 90807

Miami, FL — Room 919, 51 S.W. First Ave., Miami, FL 33130

New Orleans, LA — 1009 F. Edward Hebert Federal Building, 600 South St., New Orleans, LA 70130

New York, NY — 2-1 Varick St., New York, NY 10014

Norfolk, VA — Military Circle, 870 N. Military Highway, Norfolk, VA 23501

Philadelphia, PA — One Oxford Valley Office Bldg., Suite 505, 2300 E. Lincoln Highway, Langhorne, PA19047

Portland, OR — 1782 Federal Office Building, 1220 S.W. Third Ave, Portland, OR 97204

St. Paul, MN — 691 Federal Building & U.S. Courthouse, 316 North Robert St., St. Paul, MN 55101

San Diego, CA — 7840 El Cajon Blvd., Room 405, La Mesa, CA 92041

San Francisco, CA — 423 Customhouse, 555 Battery St., San Francisco, CA 94111

San Juan, Puerto Rico — 747 Federal Building, Hato Rey, Puerto Rico, 00918

Seattle, WA — 3256 Federal Building, 915 Second Ave., Seattle, WA 98174

Tampa, FL — Interstate Bldg., Room 601, 1211 N. Westshore Blvd., Tampa, FL 33607


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H.3.3 National Transportation Safety Board.


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National Transportation Safety Board, 800 Independence Ave., SW, Washington, DC 20594. Phone: (202)382-6600.

NTSB Field Offices.

Northeast Regional Office, 2001 Route 46, Suite 203, Parsippany, NJ 07054

Northeast Field Office, 490 L’Enfant Plaza, SW, Washington, DC 20594

Southeast Regional Office, 8405 N.W., 53rd Street, Suite B-103, Miami, FL 33166

Southeast Field Office, 1720 Peachtree Street, NW, Suite 321, Atlanta, GA 30309

North Central Regional Office, 31 West 775 North Avenue, West Chicago, IL 60185

South Central Regional Office, 1200 Copeland Road, Suite 300, Arlington, TX 76011

South Central Field Office, 4760 Oakland Street, Suite 500, Denver, CO 80239

Northwest Regional Office, 19518, Pacific Highway South, Room 201, Seattle, WA 98188

Northwest Field Office, 222 West 7th Avenue, Room 142, Box 11, Anchorage, AK 99513

Southwest Regional Office, 1515 W. 190th Street, Suite 555, Gardena, CA 90248

State Aeronautical Agencies.

Alabama Dept. of Aeronautics, State Highway Bldg., 11 S. Union St., Montgomery, AL 36130

Alaska Dept. of Transportation and Public Facilities, Commissioner of Transportation, Pouch Z, Juneau, AK99811, or Pouch 6900, Anchorage, AK 99502

Arizona Div. of Aeronautics, 1801 W. Jefferson, Room 426, Phoenix, AZ 85007

Arkansas Div. of Aeronautics, Adams Field — Old Terminal Bldg., Little Rock, AR 72202

California Div. of Aeronautics, Dept. of Transportation, 1120 N St., Sacramento, CA 95814

Colorado, Office of the Governor, 136 State Capital Bldg., Denver, CO 80203 (There is no state aviationagency.)

Connecticut Bureau of Aeronautics — DOT, P.O. Drawer A — 24 Wolcott Hill Rd., Wethersfield, CT 06109

Delaware Transportation Authority, Dept. of Transportation, P.O. Box 778, Dover, DE 19901

Florida Bureau of Aviation, Dept. of Transportation, P.O. Box 778, Dover, DE 19901

Georgia Bureau of Aeronautics, Dept. of Transportation, 5025 New Peachtree Rd., N.E., Chamblee, GA30341

Hawaii Airports Division, Dept. of Transportation, Honolulu International Airport, Honolulu, HI 96819

Idaho Div. of Aeronautics and Public Transportation, 3483 Rickenbacker St., Boise, ID 83705

Illinois Div. of Aeronautics, Dept. of Transportation, Capital Airport — One Langhorne Bond Dr., Springfield,IL 62706

Indiana Div. of Aeronautics, 143 West Market St., Suite 300, Indianapolis, IN 46204

Iowa Aeronautics Div., Dept. of Transportation, State House, Des Moines, IA 50319

Kansas Aviation Div., Dept. of Transportation, State Office Bldg., Topeka, KS 66612

Kentucky Div. of Mass Transportation, Dept. of Transportation, State Office Bldg., Frankfort, KY 40622

Louisiana Office of Aviation and Public Transportation, Dept. of Transportation and Development, P.O. Box44245 — Capitol Station, Baton Rouge, LA 70804

Maine Division of Aeronautics, Dept. of Transportation, State Office Bldg., Augusta, ME 04333

Maryland State Aviation Administration, Dept. of Transportation, P.O. Box 8766, Baltimore-WashingtonInternational Airport, Baltimore, MD 21240

Massachusetts Aeronautics Commission, Boston-Logan Airport, E. Boston, MA 02128

Michigan Aeronautics Commission, Dept. of Transportation, Capital City Airport, Lansing, MI 48906

Minnesota Aeronautics Division, Department of Transportation, Transportation Bldg., St. Paul, MN 55155

Mississippi Aeronautics Commission, P.O. Box 5, 500 Robert E. Lee Bldg., Jackson, MS 39205


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Missouri Aviation Division, Aviation Unit, P.O. Box 270, Jefferson City, MO 65102

Montana Aeronautics Division, Department of Commerce, P.O. Box 5178, Helena, MT 59604

Nebraska Dept. of Aeronautics, P.O. Box 82088, Lincoln, NE 68501

Nevada Office of the Governor, The State of Nevada, Carson City, NV 89710 (There is no state aviationagency.)

New Hampshire Aeronautics Commission, Municipal Airport, Concord, NH 03301

New Jersey Div. of Aeronautics, Dept. of Transportation, 1035 Parkway Ave., Trenton, NJ 08625

New Mexico Aviation Div., Dept. of Transportation, P.O. Box 579, Santa Fe, NM 87503

New York Aviation Bureau, Dept. of Transportation, 1220 Washington Ave., Albany, NY 12232

North Carolina Div. of Aviation, Dept. of Transportation, P.O. Box 25201, Raleigh, NC 27611

North Dakota Aeronautics Commission, Box 5020 — Bismarck Airport, Bismarck, ND 58502

Ohio Div. of Aviation, 2829 W. Granville Rd., Worthington, OH 43085

Oklahoma Aeronautics Commission, 424 United Founders Tower, Oklahoma City, OK 73112

Oregon Div. of Aeronautics, Dept. of Transportation, 3040-25th St., S.E., Salem, OR 97310

Pennsylvania Bureau of Aviation, Dept. of Transportation, 45 Luke Drive, Harrisburg Int’l Airport,Middletown, PA 17057

Puerto Rico Ports Authority, GPO Box 2829, San Juan, P.R. 00936

Rhode Island Div. of Airports, Dept. of Transportation, Theodore Francis Green State Airport, Warwick, RI02886

South Carolina Aeronautics Commission, Drawer 1987, Columbia Metropolitan Airport, Columbia, SC29202

South Dakota Div. of Aeronautics, Dept. of Transportation, Transportation Bldg., Pierre, SD 57501

Tennessee Office of Aeronautics, Dept. of Transportation, P.O. Box 17326, Nashville Metropolitan Airport,Nashville, TN 37217

Texas Aeronautics Commission, P.O. Box 12607, Capitol Station, Austin, TX 78711

Utah Aeronautical Operations Div., Dept. of Transportation, 135 North 2400 West, Salt Lake City, UT 84116

Vermont Agency of Transportation, Aeronautics Operations, State Administration Bldg., Montpelier, VT05602

Virginia Dept. of Aviation, P.O. Box 7716, 4508 S. Laburnum Ave., Richmond, VA 23231

Washington Div. of Aeronautics, Dept. of Transportation, 8600 Perimeter Rd., Boeing Field, Seattle, WA93108

West Virginia Aeronautics Commission, Kanawha Airport, Charleston, WV 25311

Wisconsin Bureau of Aeronautics, Dept. of Transportation, P.O. Box 7914, Madison, WI 53707

Wyoming Aeronautics Commission, Cheyenne, WY 82002


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H.3.4 Aviation Organizations.


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Aeronautical Radio, Inc. (ARINC), 2551 Riva Rd., Annapolis, MD 21401 Rockwell Collins , 400Collins Rd. N.E. , Cedar Rapids , IA 52498.

Aerospace Industries Association of America, Inc., 1725 De Sales St., NW, Washington, DC 20036 , 1000Wilson Boulevard, Suite 1700 , Arlington , VA 22209-3928.

Aerospace Medical Association, Washington National Airport, Washington, DC 20001 320 South HenryStreet , Alexandria , VA 22314-3579.

Airborne Law Enforcement Association, Inc., 716 NW 21st St., Birmingham, AL 35263 50 Carroll CreekWay, Suite 260 , Fredrick , MD 21701.

Air Force Association, 1750 Pennsylvania Ave., NW, Suite 400, Washington, DC 20006 1501 LeeHighway , Arlington , VA 22209-1198.

Air Line Pilots Association, Int'l (ALPA), 1625 Massachusetts Ave., NW, Washington, DC 20036.

Airport Operators s Council , International (AOCI), 1220 19th St. International - North America , 1615 LStreet , N.W., Suite 800 300 , Washington, DC 20036Air Transport Association of America (ATA), 1709New York Ave., NW, Washington, DC 20006 .

Airlines for America ( A4A ), 1301 Pennsylvania Avenue NW , Suite 1100 , Washington, DC 20004.

Allied Pilots Association, 2621 Ave. “E” East 14600 Trinity Blvd. , Suite 208 500 , Arlington Fort Worth ,TX 76011 76155-2512.

American Association of Airport Executives, 2029 K 601 Madison St ., NW Suite 400 , Washington, DC20006

American Helicopter Society, Inc., 217 N. Washington St., Alexandria, VA 22310

American Society for Aerospace Education, 1750 Pennsylvania Avenue, NW, Suite 1303, Washington, DC20006 Alexandria , VA 22314.

AHS Internationl , 2701 Prosperity Avenue, Suite 210 , Fairfax , VA 22031.

The Institute for Aerospace Education, 50 Airport Road, Suite 43 , Frankfort , KY 40601.

Animal Air Transportation Association, 6180 S P. W. 56th Ct., Davie, FL 33314 O. Box 3363, Warrenton,VA 20188.

Antique Airplane Association, Rt. 2, Box 172, 22001 Bluegrass Road , Ottumwa, IA 51501 52501-8569.

Association of Aviation Psychologists, 6955 Snowbird Dr., Colorado Springs, CO 80918

Aviation Distributors and Manufacturers Association (ADMA), 1900 Arch St., 100 North 20th Street, Suite400 , Philadelphia, PA 19103-1462.

Aviation Maintenance Foundation, P.O. Box 739, Basin, WY 82410

Aviation/Space Writers Association, Cliffwood Rd 17 S . High Street , Chester, NJ 07930Civil AeronauticsBoard, 1825 Connecticut Ave., NW, Washington, DC 20428 Suite 1200 , Columbus , OH 43215.

Civil Air Patrol, Headquarters, 105 South Hansell Street, Bldg. 714 , Maxwell Air Force Base, AL 36112;Attn: DO -6332.

Civil Aviation Medical Association, 801 Green Bay Rd., Lake Bluff, IL 60044Commuter Airline Associationof America, 1101 Connecticut Ave. P.O. Box 2382 , Peachtree City , GA 30269-2382.

Regional Airline Association , 2025 M Street , NW, Suite 700 8 00 , Washington, DC 20036-3309.

Confederate Air Force, Rebel Field, P.O. Box CAF 62000 , Harlington Midland , TX 78551 79711.

Experimental Aircraft Association, Inc. (EAA), P.O. Box 229, Hales Corners, WI 53130 EAA AviationCenter, 3000 Poberezny Rd , Oshkosh , WI 54903.

Flight Safety Foundation, Inc., 5510 Columbia Pike, Arlington, VA 22204 801 N. Fairfax Street, Suite400 , Alexandria , VA 22314-1774.

General Aviation Manufacturers Association (GAMA), 1400 K St., NW, Suite 801, Washington, DC 20005

Helicopter Association International, 1110 Vermont Ave., NW, Suite 430, Washington, DC 20005 1920Ballenger Avenue , Alexandria , VA 22314-2898.

International Airline Passengers Association, P.O. Box 22074 700188 , Dallas, TX 75222 75370-0188.

International Aviation Theft Bureau, 7315 Wisconsin Ave., Bethesda, MD 20814


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National Aeronautic Association (NAA), 821 15th St., NW Reagan Washington National Airport ,Hangar 7 , Suite 430 202 , Washington, DC 20005 20001-6015.

National Air Transportation Association, Inc., 1010 Wisc. Ave. 818 Connecticut Avenue , NW, Suite 405900 , Washington, DC 20007 20006.

National Association of Air Traffic Specialists, Wheaton Plaza North Bldg., Suite 415, Wheaton, MD20902 Controllers Association , 1325 Massachusetts Avenue, N.W. , Washington , DC 20005.

National Association of Flight Instructors (NAFI), Ohio State University Airport, Box 20204, Columbus, OH43220 3101 E. Millham Ave. , Portage , MI 49002.

National Association of State Aviation Officials (NASAO), 1300 G St 8400 Westpark Dr . , NW,Washington, DC 20005 McLean , VA 22102.

National Business Aircraft Association, Inc. (NBAA), One Farragut Square South, 1200 G Street, N.W. ,Washington, DC 20006 20005.

National Intercollegiate Flying Association (NIFA), 4627 Ocean Blvd 2160 West Case Rd . , #220, SanDiego, CA 92109 (The) Ninety Box # 7 , Columbus , OH 43235.

The Ninety -Nines, Inc. (international organization of women pilots), Will Rogers World Airport, 4300Amelia Earhart Drive, Suite A , Oklahoma City, OK 73159Society of Automotive Engineers, Inc., .

SAE International , 400 Commonwealth Dr., Warrendale, PA 15096.

Society of Flight Test Engineers, Inc., P.O. Box 4047 44814 N. Elm Avenue , Lancaster, CA 9353993534.

Government Aviation Publications

The Superintendent of Documents, U.S. Government Printing Government Publishing Office,Washington, DC 20402

Public Documents Distribution Center, Pueblo Industrial Park, Pueblo, CO 81009

Films

FAA Film Service, c/o Modern Talking Picture Service, Inc., 5000 Park Street N., St. Petersburg, FL 33709

For Foreign Users: Free-loan service is available to official governmental organizations. Requests must bechanneled through that country’s diplomatic mission in Washington, DC, and then forwarded to: ModernTalking Picture Service, 1901 “L” Street, NW, Suite 602, Washington, DC 20036. Prints will be sentround-trip by diplomatic pouch.


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H.3.5 IAOPA Member Organizations.

International Council of Aircraft Owner and Pilot Associations (IAOPA), Headquarters, 7315 WisconsinAve., Bethesda, MD 20814 421 Aviation Way , Fredrick , MD 21701 .

IAOPA European Branch Office, P.O. Box 55, 2110 AB Aerdenhout, Netherlands. Cable address:GENERAVIA AERDENHOUT NETHERLANDS.

AOPA Australia, Box 2912, G.P.O., Sydney, 2001, Australia; cables: same as mailing address

AOPA Austria, Postfach 114, Vienna A-1171, Austria; Telex: 74914

AOPA Belgium, Fraithobann 107/B.73 2600 Berchem, Antwerp, Belgium

Associacao de Pilotos, Proprieterior de Aeronaves, Caixa Postal 19.009, Sao Paulo, Brazil

Canadian Owners and Pilots Association, P.O. Box 734, Station B, Ottawa, Ontario, KIP 5S4 Canada; Telex053-4286; cables: same as mailing address

Asociacion Colombiana de Aviacion Civil General, Apartado Aereo No. 59656, Bogota, D.E., Colombia;cables: AVIACION GENERAL

AOPA Denmark, Box 52, DK 4930 Maribo, Denmark

Association des Pilotes Prives, Bureau No. 10, Batiment Paul-Bert, 93350 Aeroport le Bourget, France;cables: same as mailing address

AOPA Germany, Haus Nr. 1, 6073 Egelsback/Flugplatz, Germany; Telex 4150 23

Aeroclub de Guatemala, Aeropuerto La Aurora, Apartado Postal 672, Guatemala

AOPA Ireland, P.O. Box 927, Nassau St., Dublin 2, Ireland

Israeli Association of General Aviation, Herzlia Airport, P.O. Box 3034, Herzlia Bet, Israel

AOPA Italy, Via G. Schiavoni, 4, 20142 Milan, Italy

Japan Aircraft Owner-Pilot Association, c/o Koyo Building, 4th Floor, 7-9, 1-Chome, Sendagaya,Shibuya-ku, Tokyo 151, Japan

Union des Pilotes d’Aviation du Grande-Duche de Luxembourg, P.O. Box 675, G.D. of Luxembourge;cables: same as mailing address

AOPA Netherlands, Dorpshuisstraat 10, 9663 GG Nieuwe Pekela, Netherlands; cables: same as mailingaddress

Nigeria Aircraft Owners and Pilots Association, P.O. Box 4134, Ikeja, Lagos, Nigeria

AOPA Norway, P.O. Box 1604, Vika, Oslo 1, Norway

AOPA Philippines, P.O. Box 7070, Manila International Airport 3120, Philippines; cables: same as mailingaddress

AOPA South Africa, P.O. Box 1789, Pretoria 0001, Republic of South Africa; Telex: 3-524 SA

AOPA Spain, Mallorca 264/3/2, Barcelona 9, Spain; 52876 bsp e

AOPA Sweden, Box 10014, S-161, 10 Bromma, Sweden; cables: same as mailing address. Telex: 10725FFA S

AOPA Switzerland, P.O. Box 113, 8302 Kloten, Switzerland; cables: AOPASWISS ZURICH

AOPA U.K., 50 Cambridge Street, London, SWIC 4QQ, England; cables: AVIACENTRE LONDON; Telex:262284, Ref. 2290

Aircraft Owners and Pilots Association, 7315 Wisconsin Ave., Bethesda, MD 20814, U.S.A.

Federacion Venezolona de Aeroclubes, Base Aerea F. de Miranda, Carlota, Apartado de Correo 5372,Caracas, Venezuela; cables: same as mailing address

H.3.6 FAA International Offices.

Europe, Africa, Middle East Headquarters.

FAA, Brussels, Belgium — Director, c/o American Embassy, APO New York, NY 09667.Location/International Mail Address: FAA, c/o American Embassy, 15, rue de la Loi, 1040 Brussels,Belgium.

H.4 References for Extracts in Informational Sections. (Reserved.)


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Public Input No. 13-NFPA 424-2014 [Chapter 2]




Street Address:

City:

State:

Zip:



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Public Comment No. 13-NFPA 414-2015 [ Chapter A ]

Chapter 5

A.5.4.1 Airports that accommodate second-level aircraft, such as the Boeing 747 and Airbus A380,operating on their airport should have a vehicle that can access the upper level aircraft door sills fromground level.

A.5.4.2 Other means than a ladder (i.e., ramp or stairway) is more easily traversed by ARFFs in full PPEcarrying equipment and/or an incapacitated victim.

A.5.5.1 * Type A - Aircraft Door. This type is a floor-level exit with a rectangular opening of not less than1067 mm (42 inches) wide by 1829 mm (72 inches) high, with corner radii not greater than 178mm (7inches).

A.5.5.2 The docking platform should have protective railings that are designed to open on the sideintended to face the aircraft. All handrails paralleling the platform should be at least 91cm (36 in.) high fromthe platform Stair/ramp handrails should be at least 76cm (30 in.) from the stairs/ramp. Other protectivepanels/intermediate rails paralleling the stairs/ramp and platform should be no more than 25 cm (10 in)apart.

A.5.6.2 The required turning radius allows for maneuverability through a crash site debris field, in thevicinity of aircraft passenger gates, and if necessary a quick reposition of the vehicle. The driver of thevehicle should have full view of the contact portion of the docking platform(s). The vehicle control shouldbe possible at speeds less than 1.6 kph (1 mph) without noticeable lurching.

A.5.6.4 If available, active suspension, self-leveling devices and/or vehicle stabilizers can be used for thistest.

A.5.7.8.1 AIAV Wind Stability Testing (See uploaded files AIAV Wind, AIAV Wind2, AIAV Wind3, AIAVWind4, AIAV Wind5)



AIAV_Wind.1431636080408.png A.5.7.8.1 AIAV Wind Stability Testing

AIAV_Wind2.1431636141084.png A.5.7.8.1 AIAV Wind Stability Testing




Statement of Problem and Substantiation for Public Comment

AIR-AAA NFPA 414 Chapter 5 Task Group Comments.

Related Public Comments for This Document

Related Comment Relationship

Public Comment No. 9-NFPA 414-2015 [Chapter 5] NFPA 414 Chapter 5

Related Item

First Revision No. 43-NFPA 414-2014 [Chapter 5]


Submitter Full Name: DANNY PIERCE

Organization: ARFF SOLUTIONS


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Street Address:

City:

State:

Zip:

Submittal Date: Thu May 14 16:36:14 EDT 2015


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Public Comment No. 20-NFPA 414-2015 [ Section No. 2.3.6 ]

2.3.6 SAE Publications.

Society of Automotive Engineers, 400 Commonwealth Drive, Warrendale, PA 15096.

SAE AIR 1375D, Minimum Safety Requirements for Special Purpose Airline Ground Support Equipment,2014.

SAE ARP 1328B, Aircraft Ground Support Equipment - Wind Stability Determination, 2012.

SAE J156, Fusible Links, 1997.

SAE J551, Test Limits and Methods of Measurement of Radio Disturbance Characteristics of Vehicles,Motorboats, and Spark-Ignited Engine-Driven Devices, 1994.

SAE J553, Circuit Breakers, 1996.

SAE J554, Electric Fuses (Cartridge Type), 1987.

SAE J994, Standard on Alarm-Backup-Electric Laboratory Performance Testing, 1993.

SAE J1127, Low Voltage Battery Cable, 1995.

SAE J1128, Low Voltage Primary Cable, 1995.

SAE J1292, Automobile, Truck, Truck-Tractor, Trailer, and Motor Coach Wiring, 1981.

SAE J1888, High Current Time Lag Electric Fuses, 1990.

SAE J1908, Electrical Grounding Practice, 1996.

SAE J2077, Miniature Blade Type Electrical Fuses, 1990.

SAE J2180, A Tilt Table Procedure for Measuring the Static Rollover Threshold for Heavy Trucks, 1993.

SAE J2181, Steady State Circular Test Procedures for Trucks and Buses, 1993.

SAE J2420, COE Frontal Strength Evaluation—Dynamic Loading Heavy Trucks, 2010.

SAE J2422, Cab Roof Strength Evaluation—Quasi-Static Loading Heavy Trucks, 2010.


In adding language for chapter 5 that references SAE documents, it is necessary to list the referenced SAE documents in Chapter 2.

Related Item





Street Address:

City:

State:

Zip:



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Public Comment No. 19-NFPA 414-2015 [ New Section after 3.2 ]

Add a new definition:

Aircraft Interior Access Vehicle (AIAV) - A vehicle designed with the primary purpose of enabling access toan aircraft interior.


New definition to describe Aircraft Interior Access Vehicle.

Related Item



Submitter Full Name: RALPH COLET

Organization: JRI INC

Street Address:

City:

State:

Zip:

Submittal Date: Tue May 19 14:51:55 EDT 2015


4 of 23 6/18/2015 3:10 PM

Public Comment No. 3-NFPA 414-2015 [ New Section after 3.3.28 ]

3.3.28.4

Synthetic foams. Synthetic foams are foams based on synthetic surfactants. AFFF is a synthetic foam.


We believe with the expanded use of Synthetic Foams, especially outside of the US, we should provide a definition of Synthetic Foam as well as providing annex material.

Related Item

First Revision No. 3-NFPA 414-2014 [Section No. 3.3.11]


Submitter Full Name: Ralph Colet

Organization: JRI Inc.

Street Address:

City:

State:

Zip:

Submittal Date: Tue Mar 31 16:47:44 EDT 2015


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Public Comment No. 5-NFPA 414-2015 [ Section No. 4.19.4.2 ]

4.19.4.2

Where a power-assisted turret is specified, the following shall apply:

(1) Controls shall be in the cab.

(2) An indicator of turret elevation and azimuth shall be provided.

(3) Where specified, a manual override or secondary parallel controls powered by an alternative sourceof all roof turret movement functions shall be provided in the cab.

(4) The secondary, parallel controls shall be capable of operating the turret with a failed primary controlsystem.

(5) The manual override operation force shall be less than 133.4 N (30 lbf).


When reviewing the changes to 4.19.4.2 from the First Draft, it was noticed that item (3) had roof in the requirement. The sub committee thought that this requirement could and should be for all turrets on the vehicle, not specifically the roof.

This comment is being submitted on behalf of the Chapter 4 (14-26) Sub Committee.

Related Item

First Revision No. 17-NFPA 414-2014 [Section No. 4.19.4.2]


Submitter Full Name: JASON SHIVELY

Organization: OSHKOSH CORPORATION

Street Address:

City:

State:

Zip:



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4.19.6.10

The nozzle system shall be constructed to direct or spray agent and water on both sides of the aircraft atthe same time after the penetration is made. [Concept delivery shall be multiple holes causing a spray thatcovers an area of at least 7.6 m (25 ft) along the length of the fuselage left and right of the penetrationpoint.]


When the sub committee team was reviewing this section, we noticed that 4.19.6.8 had been changed by the NFPA. Originally there were two requirements listed for this (NFPA 414-2012). It looks to be that the requirement was broken into two separate ones (per guidelines, created 4.19.6.8 and 4.19.6.9), but the original one was still in the document as 4.19.6.10. We propose to remove 4.19.6.10 from the document.

This is being submitted on behalf of the Chapter 4 (14-26) sub committee.

Related Item

First Revision No. 42-NFPA 414-2014 [Section No. 4.19.6 [Excluding any Sub-Sections]]


Submitter Full Name: JASON SHIVELY

Organization: OSHKOSH CORPORATION

Street Address:

City:

State:

Zip:



7 of 23 6/18/2015 3:10 PM

Public Comment No. 9-NFPA 414-2015 [ Chapter 5 ]


8 of 23 6/18/2015 3:10 PM

Chapter 5 Chapter 5 - Aircraft Interior AccessVehicle

5.1 General

5.1.1 This standard specifies the minimum design, performance, and acceptance criteria for an AircraftInterior Access Vehicle (

Reserved)AIAV) for ARFF intended to transport personnel and equipment to the scene of an aircraft emergency forthe purpose of rescuing occupants and conducting rescue and fire-fighting operations.

5.1.2 The purpose of this standard is to specify features and components that, when assembled,produce an efficient and capable AIAV. The firefighting vehicle capabilities contained in this section areconsidered to be the minimum acceptable for performance of these vehicles.

5.1.3 Unless stated, other requirements identified in Chapters 4 and 6 of this standard shall not apply tothis chapter.

5.2* AIAV Vehicle Requirements

5.2.1 Cab

5.2.1.1 Cab shall provide a minimum seating for two (2) fire fighters.

5.2.1.2 As stated in NFPA 414, 4.12. Cab

5.2.1.3 As stated in NFPA 414, 4.12.1 Cab Interior

5.2.1.4 As stated in NFPA 414, 4.12.2 Cab Visibility

5.2.1.4.1 Resources for docking platform driver/operator visibility shall be provided.

5.2.1.5 As stated in NFPA 414, 4.12.1 Cab Construction

5.2.1.6 As stated in NFPA 414, 4.12.5, excluding (12) Low–visibility FLIR.

5.2.1.7 As stated in NFPA 414, 4.12.5.2 SCBA Mounting

5.2.1.8 As stated in NFPA 414, 4.12.5.3 Equipment Mounting

5.3 AIAV Body

5.3.1 Compartments shall be provided to store tools and equipment conforming to manufactures loadspecifications.

5.3.2 Outriggers/Stabilizers shall be provided for vehicle stability.

5.4 AIAV Aircraft Access/Egress

5.4.1 The vehicle shall provide access from ground level to aircraft door sill heights at least to the loweraircraft door sills of the largest aircraft operating at the airport.

5.4.2* The aircraft access system shall not be configured as a ladder.

5.4.3 Access ramps/stairs shall not exceed a vertical angle of 40 degrees.

5.4.4 The stepping surface to the docking platform shall have a minimum width of 107 cm (42 inches).

5.4.5 A handrail shall be provided on each side extending from the docking platform to the bottom of theaccess. The handrail height measured from the stepping surface shall be a minimum of 76 cm (30inches).

5.4.6 Lighting shall be provided to fully illuminate the stepping surfaces at 5 fc (53 lx).

5.4.7 Step strength shall be at least 1221 kg/m² (250 lb. /ft²) at any point.

5.4.8 Stepping Surfaces - Slip Resistance

a). Nonskid characteristics wet and dry.

b). Coefficient of friction not less than 0.5.

c). Resistance to collection and ease of removal of water and snow.

d). Resistant to the catching of women's heels on small contact areas.

e). Resistant to deformation by women's heels on small contact areas.

5.5 AIAV Docking Platform

5.5.1* The docking platform of the vehicle shall be sized to allow a TYPE A aircraft door to be fullyopened, allowing fire fighters and their equipment access to the aircraft.


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5.5.1.2 The vehicle shall have a horizontal gap control of at least 10 degrees to either side of theleading edge of the docking platform.

5.5.1.3 The docking platform floor strength shall be designed to support 140 kg (308 lb) at any point.

5.5.1.4 The docking platform and lift system shall be designed for a bearing load of 317 kg/m2 (65 lb./ft2).

5.5.2* Handrails shall be provided as required.

5.5.3 Docking Platform Controls

5.5.3.1 The vehicle shall have the ability to control the docking platform from inside the vehicle cab andon the docking platform.

5.5.3.2 The vehicle docking platform shall be able to be controlled by one person using either set ofcontrols.

5.5.3.3 The controls shall be designed that continuous, deliberate pressure on the control is necessaryfor activation and continuous operation, and such that relief of that pressure will cause control to returnto neutral position.

5.6 AIAV Performance Requirements

5.6.1 This access vehicle shall have off-pavement driving capabilities.

5.6.2* The vehicle's clearance circle diameter of the fully loaded vehicle shall be less than three timesthe maximum overall length of the vehicle.

5.6.3 The vehicle shall pass a 5 degree tilt test with stairs fully extended and loaded to themanufacturer's recommended maximum weight capacity.

5.6.4* From a 1.5 degree horizontal side slope, the vehicle shall have the ability to auto level the stairsand docking platform to horizontal.

5.7 AIAV Safety Requirements

5.7.1 The docking platform shall provide a method to prevent a sudden drop of the docking platform inthe event of a vertical lift system failure.

5.7.2 The docking platform shall have a device warning the operator that the leading edge of thedocking platform is within 6 in. of the aircraft fuselage.

5.7.3 The vehicle shall be designed so that the docking platform can be manually lowered andevacuated in the event of power failure.

5.7.4 To verify the safety of the requirement in 5.5.1.4, a 317 kg/m² (65 lb. /ft²) weight shall be appliedfor a period of 4 hours, with no platform drift.

5.7.5 As stated in NFPA 1901, 19.23 Placards and Signs.

5.7.5.1 A placard indicating vehicle traveling height, weight and speed limitations should be displayedwithin sight of the driver.

5.7.7.2 The actual gross vehicle weight of a fully staffed, loaded, and equipped vehicle ready for serviceshall not exceed the manufacturer’s tested weight rating as recorded on the vehicle information dataplate.

5.7.6 There shall be a method to keep the vehicle from moving with passengers on the stairs orplatform.

5.7.7 Manufacturer’s application approvals shall be provided for all major and safety critical componentsof the chassis.

5.7.8 Wind Stability Requirements

5.7.8.1* The AIAV shall be stable when exposed to wind blast up to 75 km/h (40 knots) without cautionsand/or restrictions (without outriggers and/or stabilizers), and 120 km/h (65 knots) with adequateprecautions and/or restrictions (with outriggers and/or stabilizers).5.7.9 As stated in NFPA 414, 4.25 Lighting and Electrical Equipment.

5.7.10 As stated in NFPA 414, 4.2.2.1 Operator’s Manual

5.7.11 As stated in NFPA 414, 4.9 Towing Connections

5.7.12 As stated in NFPA 414, 4.13.8.1 Reflective Striping.

5.8 AIAV Acceptance Criteria


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5.8.1 As per NFPA 414, 6.3.4 Driver Vision Measurement

5.8.2 As per NFPA 414, 6.3.7 Radio Suppression.

5.8.3 As per NFPA 414, 6.3.10 Service/Emergency Brake Test

5.8.4 As per NFPA 414, 6.3.11 Service/Park Brake Grade Holding Test

5.8.5 As per NFPA 414, 6.3.12 Steering Control Test

5.8.6 As per NFPA 414, 6.3.13 Vehicle Clearance Circle Test

5.8.7 To verify the safety of the docking platform requirement in 5.5.1.4, a 317 kg/m² (65 lb. /ft²) weightshall be applied for a period of 4 hours, with no platform drift.


AIR-AAA NFPA 414 Task Group Chapter 5 Comments.



Public Comment No. 13-NFPA 414-2015 [Chapter A]

Related Item

Public Input No. 9-NFPA 414-2014 A.5.7.8.1




Street Address:

City:

State:

Zip:

Submittal Date: Wed May 13 15:49:56 EDT 2015


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6.3.6.3


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The test shall be conducted as follows:

Check each battery cell to verify that voltage and specific gravity are at the battery manufacturer'sspecifications.

Install a voltmeter to monitor the battery charge continuously during the test.

Install an ammeter/shunt system at the battery to measure the full current demand of the electricalsystem. Install another ammeter/shunt system at the alternator to measure the total current output of thealternator.

Record voltage and ampere readings under the following conditions:

Battery (engine off, no load).

Engine at idle and all electrical devices shut off. The engine shall be allowed to run long enough afterstarting to recharge the batteries prior to making these measurements.

(1) Engine at idle and all electrical loads turned on.

(2) Engine at 50 percent of governed speed with all electrical loads turned on.

Engine at governed speed with all electrical loads turned on.

Electrical loads shall include all emergency warning lights, radios, cameras, monitors, electricalaccessories, and air conditioner or heater. (Whichever has the higher draw as identified by themanufacturer should be engaged.).

Reference NFPA 1901 section 13.14

Electrical System Performance Tests.

13.14.1* The fire apparatus low voltage electrical system shall

be tested as required by this section, the test results shall be

certified by the apparatus manufacturer, and the certified test

results shall be delivered with the fire apparatus.

13.14.2 Tests shall be performed when the air temperature is

between 0°F and 110°F (–18°C and 43°C).

13.14.3 Test Sequence.

13.14.3.1 The three tests defined in 13.14.3.2 through

13.14.3.4.4 shall be performed in the order in which they

appear.

13.14.3.1.1 Before each test, the batteries shall be fully charged

until the voltage stabilizes at the voltage regulator set point and

the lowest charge current is maintained for 10 minutes.

13.14.3.1.2 Failure of any of these tests shall require a repeat

of the sequence.

13.14.3.2 Reserve Capacity Test.

13.14.3.2.1 The engine shall be started and kept running until

the engine and engine compartment temperatures are stabilized

at normal operating temperatures and the battery system

is fully charged.

13.14.3.2.2 The engine shall be shut off, and the minimum

continuous electrical load shall be activated for 10 minutes.

13.14.3.2.3 All electrical loads shall be turned off prior to

attempting to restart the engine.


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13.14.3.2.4 The battery system shall then be capable of restarting

the engine.

13.14.3.2.5 Failure to restart the engine shall be considered a

test failure of the battery system.

13.14.3.3 Alternator Performance Test at Idle.

13.14.3.3.1 The minimum continuous electrical load shall be

activated with the engine running at idle speed.

13.14.3.3.2 The engine temperature shall be stabilized at

normal operating temperature.

13.14.3.3.3 The battery system shall be tested to detect the

presence of battery discharge current.

13.14.3.3.4 The detection of battery discharge current shall

be considered a test failure.

13.14.3.4 Alternator Performance Test at Full Load.

13.14.3.4.1 The total continuous electrical load shall be activated

with the engine running up to the engine manufacturer’s

governed speed.

13.14.3.4.2 The test duration shall be a minimum of 2 hours.

13.14.3.4.3 Activation of the load management system shall

be permitted during this test.

13.14.3.4.4 An alarm sounded by excessive battery discharge,

as detected by the warning system required in 13.3.4, or a system

voltage of less than 11.8 V dc for a 12 V nominal system,

23.6 V dc for a 24 V nominal system, or 35.4 V dc for a 42 V

nominal system for more than 120 seconds shall be considered

a test failure.

13.14.4 Low Voltage Alarm Test.

13.14.4.1 The following test shall be started with the engine

off and the battery voltage at or above 12 V for a 12 V nominal

system, 24 V for a 24 V nominal system, or 36 V for a 42 V

nominal system.

13.14.4.2 With the engine shut off, the total continuous electrical

load shall be activated and shall continue to be applied

until the excessive battery discharge alarm activates.

13.14.4.3 The battery voltage shall be measured at the battery

terminals.

13.14.4.4 The test shall be considered a failure if the alarm

does not sound in less than 140 seconds after the voltage drops

to 11.70 V for a 12 V nominal system, 23.4 V dc for a 24 V

nominal system, or 35.1 V for a 42 V nominal system.

13.14.4.5 The battery system shall then be able to restart the

engine.

13.14.4.6 Failure to restart the engine shall be considered a

test failure.


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13.15 Documentation. The manufacturer shall deliver the following

with the fire apparatus:

(1) Documentation of the electrical system performance tests

(2) A written electrical load analysis, including the following:

(a) The nameplate rating of the alternator

(b) The alternator rating under the conditions specified

in 13.3.2

(c) Each of the component loads specified in 13.3.3 that

make up the minimum continuous electrical load

(d) Additional electrical loads that, when added to the

minimum continuous electrical load, determine the

total continuous electrical load

(e) Each individual intermittent electrical load


The task group felt that making this change would provide our document with a more industry recognized low voltage test as used in NFPA 1901

Related Item



Submitter Full Name: RONALD JONES

Organization: E-ONE INC

Street Address:

City:

State:

Zip:



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6.3.19.4

The forces recorded shall not exceed the forces specified in 4.19.4.3 .


The task group felt that this reference should cover all of 4.19.4 not just 4.19.4.3.

Related Item



Submitter Full Name: RONALD JONES

Organization: E-ONE INC

Street Address:

City:

State:

Zip:



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Public Comment No. 4-NFPA 414-2015 [ New Section after A.3.3.20 ]

3.3.28.4 Synthetic Foams

This foam contains primarily petroleum products - alkylsulphates, alkylsulphanates, alkylarylsulphanates,etc. Synthetic foam forming substances also include stabilizers, anti-corrosives, and components to controlviscosity, freezing temperature and bacteriological decomposition. Concentrates of different types or fromdifferent manufacturers should not be mixed in order to obtain an extinguishing foam; however, syntheticfoams from different pieces of equipment are compatible and can be used one after the other orsimultaneously to extinguish a fire. The degree of compatibility between synthetic foams and dry (powder)chemical substances should be determined prior to their intended use.

Fluorine and organohalogen free foams complying with Level A, B and C requirements may be availableunder the heading of synthetic foams. These particular products are less long term damaging to theenvironment and are stable against polar and non-polar hydrocarbons. Fluorine and organohalogen freefirefighting foams are pseudo plastic materials containing surface active agents, polymer film formers,co-surfactants, stabilisers and anti-freeze compounds. Polymer film formers prevent the destruction offinished foam. These products can be used in concentrations up to 6%, with foam compatible dry powdersand with aspirating and non-aspirating equipment.


We believe with the expanded use of Synthetic Foams, especially outside of the US, we should provide a definition of Synthetic Foam as well as providing annex material.

Related Item

First Revision No. 3-NFPA 414-2014 [Section No. 3.3.11]


Submitter Full Name: Ralph Colet

Organization: JRI Inc.

Street Address:

City:

State:

Zip:

Submittal Date: Mon Apr 06 13:56:11 EDT 2015


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Public Comment No. 14-NFPA 414-2015 [ Section No. D.1 [Excluding any Sub-Sections]

]

The driver's enhanced vision system (DEVS) aids the three difficult aspects of poor visibility response:navigating to the accident site, locating the accident, and negotiating terrain and obstacles on the way to theaccident site. DEVS is an integrated system consisting of three systems: navigation, tracking, andlow-visibility enhanced vision. DEVS can be implemented as a stand-alone system on an ARFF vehicle withno tracking/communication capability or as a fully integrated system with an emergency command center(ECC). The three DEVS system components are as follows:

(1) Navigation. The navigation system provides the ARFF vehicle driver with the vehicle's location andserves as an aid in navigating to the accident site.

(2) Tracking. The tracking system can be tightly integrated with the navigation system through data link.Tracking capability serves as an aid to the ARFF vehicle driver in locating and navigating to theaccident site. This capability will reduce driver communications workload and improve the situationalawareness of the driver and , command or dispatch and dispatch personnel.

(3) Low-Visibility Enhanced Vision. The low-visibility enhanced vision system uses a forward-lookinginfrared (FLIR) device or other comparable state-of-the-art low-visibility enhanced vision technology.Low-visibility enhanced vision capability will improve visual awareness in smoky, foggy, or darkenvironments by sensing thermal radiation instead of visible light.


Clarification of the wording in this Annex D subsection.



Public Comment No. 15-NFPA 414-2015 [Section No. D.1.1]

Related Item

Public Input No. 65-NFPA 414-2014 [Section No. D.2.1]


Submitter FullName:

GRAYDON MATHESON

Organization:King County Sheriff's Office - ARFF Division, King CountyInternational Airport (aka Boeing Field)

Affilliation: NFPA ARFF Technical Committee member

Street Address:

City:

State:

Zip:



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Public Comment No. 15-NFPA 414-2015 [ Section No. D.1.1 ]

D.1.1 Installation and Operation.

Operation of the DEVS should not increase driver workload or require additional personnel for operationduring emergency response. Installation should not obstruct driver view or hamper any other ARFF vehiclesystem. The system should be installed without extensive vehicle modification and should include sufficientfiltering to protect itself from vehicle voltage spikes and surges. Vehicle-mounted DEVS equipment shouldinclude a dedicated power source that should enable uninterrupted operation of the navigation system forminimally 4 hours 1 hour without any external power source (i.e., external vehicle shore connection toconditioner/charger or vehicle alternator power). Recommended voltage range for DEVS equipment inARFF vehicles is 10 to 12 V dc (volts direct current). In addition, exposed equipment should be able tooperate within the same conditions (weather, chemical, and otherwise) as that of the ARFF vehicle. AllDEVS components should be installed facilitating removal for repair, replacement, and troubleshooting.


This change is consistent with FAA Advisory Circular 150/5210-19A (dated June 12, 2009) - DEVS, section 6.b Power Requirements: "DEVS power requirements must allow operation from the vehicle battery power bus for a minimum of 1 hour without adversely affecting other systems."



Public Comment No. 14-NFPA 414-2015 [SectionNo. D.1 [Excluding any Sub-Sections]]

Another comment that is based on generaldiscussions of Annex D during the First Draft meeting

Related Item



Submitter FullName:

GRAYDON MATHESON



Street Address:

City:

State:

Zip:



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]

The navigation system should be able to compute a vehicle position solution accurate to 2 .6 m (6.6 2 ft).Vehicle position updates should be provided once at least 10 times per second and displayed on themoving map display. Vehicle position should be immediately provided upon vehicle start-up. The systemshould be able to withstand vehicle shock and vibration. The system should provide an integrity requirementto insure that it is either working properly or down altogether, allowing no possibility of wrong/misleadinginformation.


This is the same change that was submitted during the First Draft comment period, under Public Input No. 67. This GPS input dramatically improves the performance and safety logic (incursion management, route accuracy & speed notification) of DEVS, and is now a standard in DEVS from the FAA's perspective. A brief review of GPS product manuals appears to show that this change does not favor a particular proprietary product. Note: This change would be more restrictive than that listed in FAA Advisory Circular 150/5210-19A (date June 12, 2009) - DEVS, section 16 Overall Requirements: "Vehicle position updates via GPS must be at least once per second."



Public Comment No. 17-NFPA 414-2015 [Section No. D.2.1] Reflecting the same changes

Public Comment No. 17-NFPA 414-2015 [Section No. D.2.1]

Related Item

Public Input No. 67-NFPA 414-2014 [Section No. D.2 [Excluding any Sub-Sections]]



Submitter FullName:

GRAYDON MATHESON



Street Address:

City:

State:

Zip:



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Public Comment No. 17-NFPA 414-2015 [ Section No. D.2.1 ]

D.2.1 Navigation Device.

The DEVS global positioning system (GPS) receiver should accept differential correction messages from analways available and reliable source with accuracy within 2 .6 m (6.6 2 ft) and use these messages tocompute a differentially corrected GPS position solution once at least 10 times per second. It also shouldachieve time to first fix (TTFF) of 30 seconds and should interface with the navigation computer. Theantenna should be weatherproof and mounted high and as close to the center of the vehicle as practicalwith a clear view of the sky.


This is the same change that was submitted during the First Draft comment period, under Public Input No. 65. This GPS input dramatically improves the performance and safety logic (incursion management, route accuracy & speed notification) of DEVS, and is now a standard in DEVS from the FAA's perspective. A brief review of GPS product manuals appears to show that this change does not favor a particular proprietary product. Note: This change would be more restrictive than that listed in FAA Advisory Circular 150/5210-19A (date June 12, 2009) - DEVS, section 16 Overall Requirements: "Vehicle position updates via GPS must be at least once per second."



Public Comment No. 16-NFPA 414-2015 [Section No. D.2 [Excluding anySub-Sections]]

Reflecting the samechanges

Public Comment No. 16-NFPA 414-2015 [Section No. D.2 [Excluding anySub-Sections]]

Related Item




Submitter FullName:

GRAYDON MATHESON



Street Address:

City:

State:

Zip:



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]

The tracking system is accomplished by two-way wireless communication between the DEVS installed inthe ARFF vehicle and the DEVS ECC. The tracking system should derive vehicle position data from thenavigation system. The tracking system should be able to report the vehicle position to, and exchangemessages with, the ECC within 30 seconds and have the capability to do so continuously (24 hours perday, 7 days per week). It should be able to track minimally 10 vehicles simultaneously with 1-secondupdates and be able to track any number of vehicles simultaneously with a maximum update time of 5seconds. The tracking system should be automatically initialized upon start-up, require minimal operatorintervention, and be able to withstand vehicle shock and vibration.


This public comment serves as notice that the Annex D subcommittee no longer supports the comment submitted during the First Draft comment period under Public Input No. 66. Thus I rescind the comment that was submitted, and recommend no changes to this subsection.

Related Item



Submitter FullName:

GRAYDON MATHESON



Street Address:

City:

State:

Zip:



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